F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

TONE

POSITION

CONTROLS

FUNCTION

CHARACTERISTICS

SIDEWINDER

Pilot

TONE, VOLUME/

Missile acquisition

High frequency.

TACAN CMD panel

Changes to indicate missile

self−track.

ALR−67

Pilot and

TONE VOLUME/ TAĆ

Indicates a missile

Low to high frequency,

RIO

CAN panel

alert, missile launch,

determined by scan rate and

(PILOT) RADAR

critical threat, and/or

PRF of threat radar.

WARNING RCVR

status change.

Low− to high−frequency

panel (RIO)

warble when missile

launch is detected.

Radar Altimeter

Pilot and

Radar altimeter

Low−altitude

1,000 Hz tone, modulated at

RIO

indicator (pilot)

warning

2 pulses per second, lasting

5 seconds or until altitude is

increased/limit bug is

lowered.

Low−altitude landing

Continuous tone below

gear up warning

low−altitude index setting

with landing gear handle up.

Tone terminates 5 seconds

after landing gear handle is

placed in down position.

APX−100

RIO

IFF control panel

Valid mode 4

PRF of interrogation pulse

interrogation

2,000 and 6,000 Hz.

TACAN

Pilot and

TACAN control panel

Station identification

International morse code

RIO

with three−letter designation.

AN/ARC−182

Pilot and

V/UHF control panel

Other aircraft

International morse code,

RIO

direction find (DF)

voice.

reception.

ENGINE STALL/

Pilot

None

Engine stall

Modulated 320 Hz for

OVERTEMPERATURE

detection and/or

10 seconds maximum or

EGT

until fault is removed,

over−temperature

whichever comes first.

warning.

Figure 19Ć4.ĄGlossary of Tones

ORIGINAL

19−6

NAVAIR 01−F14AAD−1

19.2.2

Pilot Tone Volume/TACAN Command

6. Frequency mode control Ċ LOAD (frequency is

Panel

stored in memory for CH 1).

The TONE VOLUME/TACAN CMD panel (Figure

7. Frequency mode control Ċ READ, Verify

19−5) on the pilot left console has two volume controls for

Frequency Display.

regulating audio signals from the ALR−67 and Sidewinder

missile lock−on.

8. Enter frequency in quick reference directory for

CHĂ1 (if desired).

19.3

V/UHF RADIO (AN/ARC−182)

9. Repeat steps 2 through 8 for subsequent channels.

The ARC−182 radio provides multimode, multiĆ

channel, air−to−air/air−to−surface voice, tone, and antijam

19.3.2

Built−In Test (BIT)

(Have Quick) communications. The ARC−182 control panel

(Figure 19−6) is located on the pilot and RIO left console.

BIT isolates faults in the RT to one module, two

Frequency range extends in four bands from 30 to 87.975,

modules, and three modules. BIT should be initiated anytime

108 to 155.975, 156 to 173.975, and 225 to 399.975 MHz on

the FREQ/(CHAN) display blanks or indicates an erroneous

any of 11,960 channels (separated by 25 kHz). Transmission

readout. Proceed as follows:

and reception are available in AM or FM bands. The

modulation is selected automatically by the radio except in

1. MODE selector Ċ TEST.

the 225 to 399.975 band, which is reserved for antijam use.

2. RT control Ċ As Required.

There are 40 preset channels available. Channels 1 through

30 are used for normal voice communications. Channels 31

3. BIT requires approximately 10 seconds; observe

through 40 are used for antijam Have Quick communicaĆ

FREQ/(CHAN) display.

tions. Guard frequency of each band may be monitored

simultaneously with any other frequency selected. The radio

a. No fault is indicated by 888.888.

is used with the OA−8697/ARO to provide automatic

direction finding to the transmitting station. The ARC−182

b. Faults are indicated by a number that identifies

operates with secure voice equipment (KY−58). Upper and

the module or modules at fault.

lower antenna installations provide reliable line−of−sight

communications to

200 nm (depending on altitude and

Note

atmospheric conditions). A radio frequency/channel indicaĆ

tor

(Figure 19−7) on the pilot and RIO instrument panel

If readouts

061 or 651 display, select other

displays the frequency or channel selected. A separate

antenna and key transmitter for 5 seconds, thenĆ

VOLUME control panel (Figure 19−8) for the pilot is located

repeat steps 1 through 3.

on the pilot left console.

Figure 19Ć9 lists the most common BIT fault codes and

their respective module failures.

Note

Transmissions on both V/UHF 1 and V/UHF 2

19.3.3

Have Quick (Antijam) Mode

radios, while operating on the same frequency,

Have Quick is a tactical antijam system that utilizes

may result in a squeal. This is a normal condition

frequency hopping, a method where frequencies are changed

caused by RF interaction between the two

many times per second. The frequency hopping patterns,

radios operating on the same frequency in close

stored in memory and frequency tables, are selected by

proximity to each other.

word−of−day, net numbers, and a given date. The antijam

mode of the ARC−182 is enabled by selecting a net number

19.3.1

Preset Channel(s) Load

and by placing the NORM/AJ switch to AJ once all the

variables have been entered into the radio. For two or more

1. MODE selector Ċ T/R or T/R&G.

radios to successfully communicate on a Have Quick net,

each radio must have the same TOD, WOD, and operating

2. Frequency mode control Ċ Reset.

net.

3. CHAN SEL switch Ċ Select Channel 1.

The ARC−182’s Have Quick II system is compatible

with older Have Quick I systems.

4. Frequency mode control Ċ Read.

5. Frequency select switches Ċ Slew to Desired

Frequency.

19−7

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

VOL control

Adjusts level of audio signal. Clockwise rotation increases audio level. RlO’s

adjustments made only via the RFCI.

Squelch switch

SQL Ċ Squelch circuit is operational and backg0round noise is removed by

reducing receiver gain.

OFF Ċ Disables squelch circuit restoring receiver to full gain.

Frequency select

Four frequency tuning switches are used to tune transceiver when the tuning

switches (spring return)

selector switch is set to MAN (manual). The spring−loaded switches increase the

frequency in the up position and decrease frequency in the down position. The left

switch controls the hundreds and tens digits, the second switch controls units, the

third switch controls tenths, and the right switch controls hundredths and

thousandths.

FREQ/(CHAN) display

Displays incandescent digital readouts of selected frequency or channel.

In TEST mode indicates receiver transmitter fault locations.

UHF mode selector

Operational when tuned to frequencies in the 225.000 to 399.000 MHz band.

AM Ċ Selects amplitude modulation signals. Varies with atmospheric

conditions, susceptible to electromagnetic interference.

FM Ċ

Selects frequency modulation signals. Reduces electromagnetic

interference.

Figure 19Ć6.ĄAN/ARC−182 V/UHF Control Panel (Sheet 1 of 2)

19−9

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

BRT control

Varies the FREQ/(CHAN) display light intensity. Clockwise maximum

intensity.

MODE switch

OFF Ċ Secures V/UHF radio, unless frequency mode switch is set to 243.

T/R Ċ

Energizes transmitter and main receiver.

T/R&G Ċ Energizes transmitter main, and guard receivers.

DF Ċ Provides automatic direction finding from 108 to 399.975 MHz.

TEST Ċ Indicates built−in−test (BIT) RT; displayed on FREQ/(CHAN)

indicator. Refer to Built−In−Test this chapter. Generates 1020 Hz unĆ

attenuated tone.

TOD switch

RCV Ċ Allows reception of TOD messages on preset channel selected.

SEND Ċ Allows transmission of TOD messages on preset channel selected.

NORM/AJ switch

NORM Ċ Used for normal V/UHF communications.

A/J Ċ

Provides jam resistant communications.

CHAN SEL mode

243 Ċ

Turns on the receiver−transmitter (takes precedence over

switch (outer dial)

operational mode control) and causes the transmitter main receiver,

and guard receiver to tune to 243.000 MHz (UHF guard frequency).

All functions except VOL, SQL and BRT are disabled.

MAN Ċ Permits manual selection of an operating frequency using the

frequency tuning switches. Transmitter and receiver are disabled

during a frequency change.

G Ċ

Tunes the receiver−transmitter to the guard frequency in the band to

which the RT was last tuned.

PRESET Ċ Allows selection of any 1 of 40 present operating frequencies

with CHAN SEL switch. Selected channel is displayed in the two

center digit readouts of the FREQ/(CHAN) display. Channels 31

through 40 are for Have Quick (antijam) use.

READ Ċ Displays the frequency (rather than channel) of preset channel

selected.

LOAD Ċ Automatically places the displayed frequency into the memory for

the selected preset channel.

CHAN SEL switch

Enables any 1 of 40 preset channels when the frequency mode switch is set to

(inner dial)

PRESET.

Figure 19−6. AN/ARC−182 V/UHF Control Panel (Sheet 2 of 2)

ORIGINAL

19−10

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

VHF/UHF−1 and −2

Displays information for each radio (pilot and RIO) as follows:

frequency/channel

indicator

• Left most LCD indicates secure voice selection : C (cypher) or P (plain)

• Right most LCD indicates whether radio is in use for transmission (T) or

reception (R)

• Displays frequency, channel number, or WOD channel number

• With anti−jam selected, the net number is prefixed by an A

• F is displayed if the RFCI fails periodic BIT

• If there is bad or no V/UHF data for 3 seconds, displays only a decimal point.

1−JTIDS−2 channel

Displays channel selected (0 − 127) for JTIDS−1 and JTIDS−2 voice links

indicator

(pilot and RIO) with alpha designator indicating transmit (T) or receive (R) for

radio in use.

TEST button

Activates 10−second maximum internal test of the RFCI. On successful

completion of the test, the LCDs show the test display. If the TEST button is

held for more than 10 seconds the display will automatically return to the disĆ

play prior to test.

Figure 19Ć7.ĄRadio Frequency/Channel Indicator (Sheet 1 of 2)

19−11

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

VOL control

Enable RIO to adjust level of audio signal. Clockwise rotation increases audio

level.

XMTR SEL buttons

Enables RIO to select desired radio for voice communications (V/UHF or

JTIDS).

Note

When JTIDS voice communications is selected V/UHF plain voice

communications are inhibited. If V/UHF encrypted voice communication is seĆ

lected, both V/UHF (encrypted) and JTIDS will transmit simultaneously.

Figure 19−7. Radio Frequency/Channel Indicator (Sheet 2 of 2)

19.3.4

Have Quick Load Instructions

2. TRAINING

Have Quick antijam voice communications entry uses

00 Ċ Have Quick I Training.

preset channel

40. The contents of preset channel

designates the loading mode in which the unit is operating.

b. 25 Ċ Have Quick II Training.

The following loading codes are used to operate and load in

Have Quick II:

50/75 Ċ Not Used.

The 1,000 combat nets range from 000 to 999. The

1. 220.000 Ċ Operate in Have Quick II.

variables in these net numbers refer the radio to specific

2. 220.025 Ċ MWOD load mode.

frequencies and algorithms within the radio’s memory. There

are five Have Quick I training nets displayed as A00.X00,

3. 220.050 Ċ MWOD erase mode.

where X is 0 to 4. There are 16 Have Quick II training nets

displayed as A0X.X25, where X.X is 0.0 to 1.5. The variables

4. 220.075 Ċ FMT load mode.

in these training net numbers tell the radio the training

frequency on which to begin hopping. Training nets are

If the aircrew desires to enter Have Quick without

activated by a special WOD (300.0XX) in segment one of the

loading or verifying, 220.000 should be loaded into preset

WOD used for that day. The last two digits determine the hop

channel

40 using the procedures in paragraph 19.3.4.13.

rate. The same applies to the last two digits of the first

Otherwise, Have Quick I processing is used.

segment of combat WODs.

19.3.4.1

Net Selection

19.3.4.2

Word of Day/Multiple Word of Day

Have Quick I and II use the same method of net

(WOD/MWOD)

selection. A net is a six−digit number that selects the

A WOD/MWOD is a transmission security variable.

frequency table that will be hopped on. Net numbers are in

Have Quick I radios use a WOD consisting of six segments

the form of AXX.XYY, where A indicates a Have Quick net,

of six digits each. Have Quick I radios use a MWOD that adds

X is a number from 0 to 9 defining the net, and YY is either

a seventh segment containing a two−digit date tag and five

00, 25, 50, or 75, which determines the combat or training

more MWODs for 6 days of operation without reloading

operational mode. The operational modes are

WODs. The WOD/MWOD is loaded into the radio to key the

Have Quick system to the proper hopping pattern, dwell time,

1. COMBAT

and hop rate. The hop rate is included in the first segment of

00 Ċ Operate in Have Quick I.

each WOD/MWOD, XXX.XYY, where YY is 00, 25, 50, 75,

denoting slow to fast hop rates. When operating with Have

b. 25 Ċ Have Quick II NATO.

Quick I systems, only one of the six MWODs is used. See

Figure 19−10.

50 Ċ Have Quick II Non−NATO.

d. 75 Ċ Not Used.

ORIGINAL

19−12

NAVAIR 01−F14AAD−1

MODE

DISPLAY

FAULT

INTERPRETATION

RCV

•

RMT or RT

SELECT TEST MODE

XMT

•

LOW PWR

SELECT TEST MODE

TEST

•

RMT CTRL

DEFECTIVE CONTROL

TEST

888.888

NONE

RT AND CTRL OK

TEST

4 6 5

MODULES 4, 5, OR 6 BAD

TEST

0 6 1

VSWR

RT OR ANTENNA SYSTEM

TEST

6 5 1

FWD PWR

RT OR ANTENNA SYSTEM

TEST

1 5 7

MODULES 1, 5, OR 7

TEST

3 3 3

MODULE 3 BAD

Figure 19Ć9.ĄCommon BIT Indications

1.1

289.950

2.1

295.850

3.1

290.450

4.1

275.950

5.1

270.450

6.1

300.050

1.2

299.000

2.2

289.600

3.2

279.000

4.2

269.300

5.2

259.000

6.2

249.000

1.3

298.100

2.3

288.000

3.3

278.600

4.3

268.000

5.3

258.600

6.3

248.900

1.4

297.000

2.4

287.900

3.4

277.400

4.4

267.000

5.4

257.800

6.4

247.100

1.5

296.000

2.5

286.300

3.5

276.500

4.5

266.700

5.5

256.000

6.5

246.100

1.6

295.000

2.6

285.300

3.6

275.100

4.6

265.500

5.6

255.500

6.6

245.200

1.7

2.7

3.7

4.7

5.7

6.7

8.1 = OPERATIONAL DAY

1.1 through 1.6 are WOD 1 segment numbers.

1.7 is the date tag for WOD 1.

2.1 through 2.6 are WOD 2 segment numbers

2.7 is the date tag for WOD 2.

3.1 through 6.7 is the same as above for WODs 3 through 6.

8.1 is the current Operational Day, which should match one of the date tags.

Note:

(1) If the current operational day was 11 (MWOD location 1), Have Quick II Combat net would be used with a hop rate

of 50 (included in the last two digits of segment 1.1). An appropriate Have Quick II operational net should be chosen.

(2) If the current operational day was 16, Have Quick II Training Net would be used because the first segment of

MWOD location 6 (6.1) is the special training segment. The hop rate would be 50 (last two digits of first segment).

An appropriate Have Quick II Training Net number should be chosen.

Figure 19Ć10.ĄExample of an ARC−182 Have Quick II MWOD Fill

ORIGINAL

19−14

NAVAIR 01−F14AAD−1

19.3.4.3

Time of Day

6. Repeat steps

1 through

5 to load remaining

MWODs.

TOD is a signal that synchronizes Have Quick radios

to a common time for antijam operation. There are two ways

Note

to enter TOD. One method involves receiving UTC over the

air on a manually selected UHF frequency after power up.

D The desired frequencies are loaded in segĆ

The second method involves using the self−start (emergency

ments 1 through 6 of each MWOD. The date

time start) mode, which is used when acting as master clock

tag for each MWOD is loaded into the seventh

to transmit that time to other Have Quick systems. Within this

segment and is a two−digit number correĆ

TOD signal is the operational day. This is transmitted with

sponding to the operational day on which that

the TOD or loaded manually as in the self−start procedure.

MWOD is to be used. It can be loaded or

Refer to paragraph 19.3.4.12, TOD Load. The codeword for

changed using the two middle frequency

TOD is Mickey."

select switches and the MWOD segment

loading procedures above.

19.3.4.4

MWOD Load Entry

D The crew may not enter an out−of−range WOD

1. Frequency mode control Ċ Preset.

frequency, segment, or date tag. When two

identical date tags are loaded, the last date

2. CHAN SEL switch Ċ Select Channel 40.

entered is valid and the old date is set to zero.

If the old date is viewed, 00 will be displayed.

3. Frequency mode control Ċ READ.

D The MWOD is not entered into the memory of

4. Frequency select switches Ċ Select 220.025.

the unit until the date tag is loaded. Thus, if a

segment of an MWOD has been changed after

5. Frequency mode control Ċ LOAD.

the MWOD was initially entered, the date tag

must be reentered to accept the MWOD

Note

change.

If MWODs are being loaded to replace existing

19.3.4.6

MWOD Load Exit

ones, the old MWODs should be erased using the

procedures in paragraph 19.3.4.9. This proceĆ

1. Frequency mode control −MAN (ready to receive

dure will erase all MWODs in the radio’s

TOD).

memory.

Note

19.3.4.5

MWOD Load

When manual is selected on the frequency mode

1. Frequency mode control Ċ Preset (1.1 will be

control to exit a load mode, the code to operate

displayed).

in Have Quick II antijam without entering a load

mode (220.000) will automatically be loaded

2. Frequency select switches Ċ Select Desired WOD

into preset channel 40.

and MWOD Segment Using Middle Two Frequency

Select Switches.

19.3.4.7

Operational Date Load

3. Frequency mode control Ċ READ (display shows

The operational date is the calendar date of the mission

frequency indicating desired WOD segment).

day. The range is 1 through 31. The MWOD that is used by

the unit for frequency hopping is the MWOD whose date tag

Note

matches the operational day. Thus, if an operational day is

entered or received via TOD transmission and no date tag

If the MWODs were erased using the MWOD

exists for that operational day, an error will occur and be

erase procedure in paragraph 19.3.4.9, the disĆ

displayed. The operational day is loaded as follows:

play will show 000.000 indicating that they had

been erased.

1. Perform steps 1 through 5 of paragraph 19.3.4.4.

Step 1 is not required if already in MWOD Load.

4. Frequency select switches Ċ Select Desired

Frequency WOD Segment.

2. Frequency mode control Ċ PRESET (last WOD

and segment selected will be displayed).

5. Frequency mode control Ċ LOAD

(desired

frequency loaded into memory).

19−15

ORIGINAL

NAVAIR 01−F14AAD−1

3. Frequency select switches Ċ Select 8.1.

accessed with the FMT load code loaded into preset channel

40. Once the 16 training frequencies (7.01 through 7.16) are

4. Frequency mode control Ċ READ (last operational

loaded, it is not necessary to reload them. Additionally, it is

date or 00 is displayed).

not necessary to reload the special FMT MWOD segment

once it is loaded, as long as the date tag used is within the

5. Frequency select switches Ċ Selected Desired

same MWOD as the special FMT segment. If using the

Date.

self−start method of TOD, the operational day as well as the

date tag must be loaded into segments 8.1 and 1.7 (or the

6. Frequency mode control Ċ LOAD (Operational

seventh segment of whichever MWOD is being used),

date is loaded into memory).

respectively. Thus, combat Have Quick II and FMT can be

used interchangeably simply by loading one or more of the

Note

MWOD first segments with the special training WOD

segment. On every day that the operational day matches the

Out of range (<1 or >31) operational dates may

date tag of the MWOD with the special FMT segment loaded

not be entered.

into its first segment, the unit will hop on the FMT training

frequencies, regardless of the contents of the other segments

19.3.4.8

MWOD Verify

within that MWOD. See Figure 19−10, Note 2.

The aircrew may view the MWODs at any time for

1. Frequency mode control Ċ PRESET.

verification by reading the MWOD locations by using steps

1 through 3 in paragraph 19.3.4.5.

2. CHAN SEL switch Ċ Select Channel 40.

3. Frequency mode control Ċ READ.

19.3.4.9

MWOD Erase

4. Frequency select switches Ċ Select 220.075

The following procedure enables the aircrew to erase

all MWODs stored in the nonvolatile memory. This proceĆ

5. Frequency mode control ĊLOAD.

dure is recommended before reloading all MWODs with new

6. Frequency mode control Ċ PRESET (first FMT

frequencies.

frequency segment 7.01 is displayed).

1. Frequency mode control Ċ PRESET.

7. Frequency select switch Ċ Select Desired FMT

Segment.

2. CHAN SEL switch Ċ Select Channel 40.

8. Frequency mode control Ċ READ.

3. Frequency mode control Ċ READ.

9. Frequency select switches Ċ Select Desired FMT

Training Frequency.

4. Frequency select switches Ċ Select 220.050 To

Initiate MWOD Erase Function.

10. Frequency mode control Ċ LOAD (desired FMT

training frequency is stored in memory).

5. Function mode control Ċ LOAD (display will go

blank indicating MWODs have been erased).

11. Repeat steps 6 through 10 to load remaining desired

FMT training frequencies. The load function is

exited by placing the frequency mode control to

19.3.4.10

FMT Training Frequency Load

MAN.

The Have Quick II FMT training net operates similar

to combat Have Quick II, as both the date tag and operational

19.3.4.11

FMT Net Operation

day functions are used. The FMT net, however, hops on its

own set of 16 frequencies loaded into a separate training

Once the training frequencies have been loaded or

verified, Have Quick II FMT net can be operated as follows:

WOD. Additionally, a special MWOD segment for FMT

(300.0XX, where XX is the hop rate) is loaded into the first

1. Perform steps 1 through 5 of paragraph 19.3.4.4.

segment of the MWOD being used (usually 1.1, but any of

the six MWODs can be used as long as the date tag for the

2. Frequency mode control Ċ PRESET.

MWOD whose first segment contains 300.0XX matches

the operational day). The frequencies actually hopped on,

3. Frequency select switches Ċ Select Segment 1 of

however, are loaded into a separate FMT WOD that can be

Desired MWOD To Be Used (1.1, 2.1, 3.1, etc.).

ORIGINAL

19−16

NAVAIR 01−F14AAD−1

4. Frequency mode control Ċ READ (display shows

19.3.4.12.1

To synchronize and load Time/Date

frequency indicating desired WOD segment).

from GPS system, perform the

following steps:

5. Frequency select switch Ċ Select Special FMT

Segment With Desired Hop Rate (300.0XX XX =

1. Select OWN A/C format and verify GPS is fully

00, 25, 50, 75).

aligned (FOM = 1), GPS is boxed and navigation

mode is INS/GPS.

6. Frequency mode control Ċ LOAD (desired freĆ

quency loaded into memory).

2. Select GPS Status Format and verify RCV TOD is

not boxed.

7. Frequency mode control Ċ PRESET.

3. On the VHF/UHF ARC−182 Control Panel:

8. Frequency select switches Ċ Select Segment 7

Mode Switch

T/R

(date tag) of the Same MWOD Used Above (1.7,

Frequency Select Switch

300.025

2.7, 3.7, etc.).

NORM/AJ

NORM

TDD switch

MAN

9. Frequency mode control Ċ READ (display shows

two−digit date tag previously loaded or 00).

WAIT 10 SECONDS

10. Frequency select switches Ċ Select Desired Date

4. On the GPS Status Page select RCV TOD. Verify it

Tag.

remains boxed for 5 SECONDS.

11. Frequency mode control Ċ LOAD (desired date tag

5. On VHF/UHF ARC−182 Control Panel:

loaded into memory)

NORM/AJ Switch

Verify Frequency Indicator

A00.25

12. Frequency mode control Ċ MAN (ready to receive

TOD).

If a ? is displayed, lockup has not occurred.

19.3.4.12

TOD Load

19.3.4.13

Antijam Mode Selection

TOD may be loaded in any of the following ways.

If entering Have Quick II from a previous load mode,

selecting MAN from that mode will automatically perform

Emergency or forced start entry of time/date is perĆ

steps 1 through 5 below. In this case, proceed to step 6.

formed by holding the TOD switch in receive

(RCV) position until decimal point flashes, then

Note

momentarily setting TOD switch to SEND. SelectĆ

TOD can be received from power up. It is not

ing the operational day is performed using steps in

necessary to enter any other load or operate mode

paragraph 19.3.4.7.

first.

To receive time/date over air (broadcast) in normal

1. Frequency mode control Ċ PRESET.

mode, momentarily push TOD switch to RCV when

TOD is transmitted over manually selected UHF

2. CHAN SEL switch Ċ Select Channel 40.

frequency. This will allow acceptance of TOD for

3. Frequency mode control Ċ READ.

1 minute.

4. Frequency select switches Ċ Select 220.00.

To transmit time/date over air (broadcast) in normal

mode, momentarily push TOD switch to SEND

5. Frequency mode control Ċ LOAD (the radio is now

while on a manually selected UHF frequency. At

prepared to operate in Have Quick II).

this time, TOD signal is sent and a tone will be

heard.

6. Frequency mode control Ċ MAN.

To receive new time in A/J mode or to update clock,

7. TOD Ċ Received.

momentarily push TOD switch to RCV. This will alĆ

8. Frequency select switches Ċ Select Desired Net

low acceptance of TOD for 1 minute.

Frequency.

To transmit time/date over air (broadcast) in A/J

9. NORM/A/J switch Ċ Select A/J on Command to

mode, momentarily push TOD switch to SEND.

GO ACTIVE" (first digit of net frequency will

This will send TOD signal to all units that are in A/J

display as A").

and using the same net.

19−17

ORIGINAL

NAVAIR 01−F14AAD−1

19.3.4.14

Have Quick II Error Codes

5. Invalid net error code Ċ Verify that the correct net

is being used.

The Have Quick II radio generates different error

displays for three possible entry errors. If the radio has been

6. No TOD error code Ċ Attempt to receive another

initialized properly, an

(A) will display in the left−most

TOD from the master. If still unable to receive TOD,

display segment.

use the self−start method and attempt to transmit

TOD to other net participants if practical.

If a question mark (?) displays, the net number is

invalid. If a backward question mark

(

) displays, the

19.3.5

Radio Frequency Control/Indicators (RFCI)

MWOD or operational data is invalid. If the display does not

change when A/J is selected, then TOD has not been received

Two RFCIs (Figure 19−7) are provided. Each has LCDs

or entered. The error display for each error is shown in

that show the frequency or channel selected for V/UHF 1 and

Figure 19−11.

2 and JTIDS 1 and 2, their transmit/receive status, and

antijam and sure voice selection. The RFCIs are tested by

pressing the TEST button on the panel. An indication is

FREQUENCY

ERROR

CONTROL

provided if the RFCI fails BIT.

MODE

DISPLAY

ERROR

CONTROL

The RIO RFCI also contains transmit select buttons for

V/UHF 1 and 2 and JTIDS 1 and 2 as well as volume controls

XX.XXX

MAN

Invalid MWOD and

for adjusting their audio level.

Date

Note

?XX.XXX

MAN

Invalid Net

Number

D The RIO volume control knob on the

XXX.XXX

MAN

No TOD

ARC−182 control panel is not functional. The

Invalid MWOD and

volume control knob on the RIO RFCI is used

X.X

PRESET

Date

to control volume.

X X

PRESET

Invalid Net Number

D When JTIDS vice communication is selected,

V/UHF plain voice communications are

?X, XĄ

PRESET

No TOD

inhibited. If V/UHF encrypted voice commuĆ

The X"s in the error display column

nication is selected and JTIDS voice commuĆ

represent digits 0 to 9.

nication is selected, both V/UHF (encrypted)

and JTIDS will transmit simultaneously.

Figure 19Ć11.ĄHave Quick II Error Codes

19.4

V/UHF AUTOMATIC DIRECTION FINDER

(OA−8697)

19.3.4.15

Have Quick Basic Troubleshooting

Procedures.

The V/UHF automatic direction finder is used with the

ARC−182 radio in the AM mode (voice is suppressed). ADF

1. Broken communications when A/J is selected Ċ

provides relative bearings to transmitting ground stations or

Verify all segments of the current WOD or all the

other aircraft. It can receive signals on any 1 of 30 preset

FMT frequencies are correct.

channels or on any manually set frequencies in the 108 to

399.975 MHz range.

2. Lack of an A" in the first digit of the net frequency

displayed on the radio Ċ Receive another TOD

The system has a line−of−sight range, varying with

altitude. Operating power is 115 Vac from the essential No.Ă2

transmission to resynchronize the radio.

bus, 28 Vdc from the essential No. 2 bus, and 26 Vac through

3. Broken communications after time, once good

the RIO circuit breaker panels. The system requires a

communications have been established Ċ Receive

5−minute warmup period. During the warmup time, failure

another TOD transmission either in A/J or normal

indications should be disregarded. The system uses a

mode to resynchronize the radio.

solid−state segment rotation ADF antenna. Bearing to

transmitting stations is displayed on the pilot/RIO BDHI

4. Invalid MWOD or date tag error code Ċ Verify all

(No.Ă1 needle), and on the HSD format of any MFD. The

MWOD segments for the current day.

ADF signal is interrupted during voice transmissions.

CHANGE 1

19−18

NAVAIR 01−F14AAD−1

19.5

UHF VOICE SECURITY EQUIPMENT

7. After a 2−minute warmup period on the cipher seĆ

(TSEC/KY−58)

lected radio, listen for a steady, unbroken tone in the

headset followed by a double−pitched broken tone.

The security equipment is integrated, and operates,

with the V/UHF 1 and 2 communications sets to permit UHF

8. Key the appropriate radio selected for transmission,

secure voice in a hostile environment. It shall be operated as

hold for approximately

2 seconds, and release.

directed by appropriate authority. Theory of operation and

Double−pitched broken tone will cease and no sound

practical application are covered in the KY−58 operation

will be heard.

manual.

9. Key radio and hold. A single beep tone will be heard

The KY MODE switch and the KY−58 control panel

in approximately 1½ seconds, if delay is selected;

(Figure 19−12) on the RIO left side console are the only

otherwise, beep is immediate. When this tone is

cockpit controls for operating the KY−58 in either cipher or

heard, the equipment is ready for cipher

plain language. Electrical power is from the dc essential bus

transmission.

No. 1 with circuit protection on the RIO dc essential No. 1

circuit breaker panel, KY−58/Z−AHP circuit breaker (7C3).

10. After beep tone is heard, establish two−way cipher

The KY−58 has two states of operation: plain and

radio communications with a cooperating ground

cipher (C). Plain is used during normal UHF communicaĆ

station and check for readability and signal strength.

tions. Cipher is used when secure voice communications are

desired. There are two cipher modes: BB (baseband) for use

11. Set power and radio selector switches in accordance

with FM transmissions and DP (diphase) for use with AM.

with the tactical situation.

The radio sets must be ON to attain secure operation. The

receiving station must be properly equipped to receive

Note

transmissions in the proper cipher mode.

If a ground check of the equipment is not practiĆ

cal, the above procedures may be used to perform

Note

an in−flight check of the equipment.

D Do not transmit plain voice on one radio

19.5.3

Postlaunch

during cipher receptions or while transmitting

on the other radio.

The speech security equipment shall be operated as

directed by appropriate authority.

D Communications between KY−28 and KY−58

voice security equipment is not possible.

19.5.4

After Landing

19.5.1

KY−58 Operation

1. ZEROIZE switch Ċ ZEROIZE (as briefed).

Zeroize the code as directed by appropriate authority.

19.5.2

Prelaunch

2. Power switch Ċ OFF.

Determine that proper code has been set by personĆ

nel qualified in voice security equipment.

19.6

JOINT TACTICAL INFORMATION

DISTRIBUTION SYSTEM

V/UHF radios Ċ ON.

The JTIDS is a high−capacity communications system

Power switch Ċ ON.

providing jam−resistant, secure digital voice and data. This

system also provides voice and data relay, dual navigation

Cypher switch Ċ C/RAD 1 or C/RAD 2.

grid operation, and TACAN data.

The JTIDS digital voice function provides two secure,

KY MODE switch Ċ As Required.

jam−resistant, separate (J1 and J2) 16 KBS voice channels.

If a ground test of equipment is desired, establish

These are integrated into both the pilot and RIO cockpits.

two−way plain text radio communications on the

plain voice radio with a suitable ground station and

request an equipment check.

19−19

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

POWER switch

ON Ċ Applies operating power to KY−58 system.

KY MODE switch

BB Ċ Normal mode for FM transmission.

(operational only with

AUTO Ċ Provides automatic selection of BB/FM and DP/AM. Changes as

KY−58 installed)

the frequency on the V/UHF is changed.

DP Ċ Normal mode for AM transmission.

Figure 19−12. KY−58 Controls (Sheet 2 of 2)

The JTIDS data communications function provides a

When installed, the JTIDS receiver/transmitter

two−way data transfer between the F−14D and other JTIDS

replaces the AN/ARN−118 TACAN system. Within the

users for position and identification, air intercept control, and

JTIDS terminal (DPG and R/T), the equivalent functionality

fighter−to−fighter functions. Identification is accomplished

of the AN/ ARN−118 TACAN system exists.

among participants, Navy (CVs, CGs, DDGs, E−2Cs, and

F−14Ds) and other services (E−3s, F−15s etc.) by the PPLI

19.6.1

JTIDS Terminal

message. The AIC function provides the exchange of

The JTIDS AN/URC−107 Class 2 terminal consists of

command and control information and own−ship sensor

the following WRAs:

tracks/ stats between the F−14D and a control platform (E−2C

or ship). Fighter−to−fighter functions provide the direct

1. Data processor group (interface unit and digital data

exchange of fighter tracks and status among fighters.

processor)

The relay function provides the capability for JTIDS to

transmit voice or data messages for extended−range commuĆ

2. Secure data unit

nications. This function provides expanded battle group

3. JTIDS receiver transmitter

operations by expanding communication ranges

(voice,

PPLI, etc.) beyond line of sight, greater than 300 nm, air to

4. Battery assembly.

air.

JTIDS operates in both the geodetic and relative

5. Circuit breaker protection is provided through the

navigation modes simultaneously. JTIDS also provides the

28−Vdc essential and 115−Vac essential buses.

MCS corrections to the own−ship navigation position, which

is calculated using data received from the link, and own−ship

19.6.1.1

Digital Data Processor (DDP)

INS or SAHRS data. See Chapter 20 for additional explanaĆ

The DDP is part of the JTIDS data processor group and

tion of JTIDS navigation functions.

the heart of the JTIDS Link−16 operation. It contains the net

The JTIDS communication system utilizes three major

interface computer program. The DDP is common among all

tactical modes: surveillance, two−way AIC, and F/F. These

Navy and most non−Navy JTIDS platforms. The DDP

modes are integrated into the aircraft controls and displays

performs the following functions.

utilizing the PTID, DD, MFDs (TSD, VDI, and HSD formats)

and DEU. Refer to NAVAIR 01−F14AAD−1A for the detailed

1. TDMA and message management.

operation of the PTID, DD, and TSD. The JTIDS terminal

2. Network synchronization and relative navigation

interfaces with the various aircraft systems via 1553 mission

processing.

bus No. 2 and MCS. The majority of JTIDS processing is

performed by mission computer 1. In the event of a mission

3. Receiver/transmitter control.

computer failure, the other computer will support TACAN

operation and provide own−ship position for the PPLI

4. Signal decoding and decryption.

message. JTIDS BIT function is provided via the OBC page

on the MFD.

19−21

ORIGINAL

NAVAIR 01−F14AAD−1

19.6.1.2

JTIDS Interface Unit

19.6.1.3.2

Data Transfer Device (DTD)

The IU is part of the JTIDS DPG and is unique for the

The AN/CZY−10 DTD is a handheld keyboard device

Navy air platforms (F−14D and E−2C). The IU provides all the

used to control the loading of the crypto variables into the

unique interfaces for the aircraft. A 1553 digital mux bus

KGV−8B SDU or KGV−8 (E2) SDU. The use of the DTD

connects the IU to the MCS via mission bus 2. The IU

eliminates the need for KYK−13 and LCU when used with the

performs the following functions.

KGV−8B SDU. With the KGV−8 (E2), the DTD eliminates

the KYK−13 but requires the addition of the LCU. The DTD

1. TADIL−J (Link 16) message generation and recepĆ

interfaces directly with the KGV−8 (E2) or KGV−8B via a

tion processing.

cable that connects to the remote fill assembly. The remote

2. System control

(TDMA Ċ OFF/STBY/NORM,

fill assembly is located behind the aircraft crypto access

TACAN Ċ OFF/ON).

panel. The DD can then be used to select the SDU location

and load and verify the crypto variables. Refer to the

3. Navigation data conversion.

AN/CZY−10 DTD Users Manual NSA ON477340, and the

4. JTIDS initialization.

User’s Guide To Link−16/JTIDS Crypto, OPNAVINST

C3120.43, Annex D.

5. Voice conversions

(analog/digital and digital/

analog) and processing.

19.6.1.4

JTIDS Receiver−Transmitter

6. TACAN data (BDHI and 1553) and control panel inĆ

The JTIDS R/T provides RF detection and frequency

terface.

translation between the L−band RF at the antennas and the

7. Aircraft interfaces

(1553 and hardwired discrete

75−MHz IF at the DDP. The R/T also contains an RF power

signals).

amplifier that provides 100 watts to each of two antenna ports

or 200 watts to one antenna port. Frequency tuning control

19.6.1.3

Secure Data Unit (SDU)

for the R/T is provided from the DDP based on a pseudo

random sequence generated by the SDU. The JTIDS R/T also

There are two types of KGV−8 SDUs currently in use:

performs most of the JTIDS TACAN processing. It provides

the KGV−8(E2) for lot 1 JTIDS systems and the KGV−8B for

TACAN data (range and bearing) in digital format to the

lot

2 and newer systems. The KGV−8B will eventually

DPG.

replace the older KGV−8(E2) SDU. The KGV−8 SDU is

bolted to the front of the IU and provides MSEC and TSEC

19.6.1.5

Battery Assembly

for JTIDS operations. Up to eight crypto variables can be

loaded into the KGV−8 and are addressable on a time

A battery assembly containing lithium and nickel−

slot−to−time slot basis by the DDP. The eight locations are

cadmium cells is used to maintain the following:

split into two groups of four locations. This allows loading

and storage of crypto variables for 2−day operation. This

1. NICAD

provides uninterrupted JTIDS operation through roll−over

a. Crypto variables

(STBY Ċ up to 48 hours,

(00: 00: 00 Zulu). The JTIDS initialization loads are set up

DATA SIL/NORM Ċ during power transients).

to use locations 0, 2, 4, and 6 for crypto period (day) 0 and

locations 1, 3, 5, and 7 for crypto period 1. Refer to the Users’

b. Initialization

(STBY Ċ 5 minutes, DATA SIL/

Guide to Link−16/JTIDS Crypto, OPNAVINST C3120.43,

NORM − during power transients).

Annex D, to determine the correct crypto period for the day.

2. LITHIUM

19.6.1.3.1

Load Control Unit (LCU)

a. JTIDS chronometer (all modes).

The LCU issued to control the loading of the crypto

variables into the KGV−8(E2) SDU. The LCU and KYK−13

Note

are connected to the remote fill assembly located in the

aircraft crypto access panel. The remote fill assembly

The battery assembly maintains terminal

provides access to the JTIDS terminal on the crypto access

memory during switchover from ground power

panel. This access allows the loading of JTIDS crypto

to engine power but does not maintain terminal

variables without opening the avionics bay containing

synchronization or communication.

JTIDS. To load variables, the KYK−13 fill device (containing

the crypto variables) and LCU are connected at the crypt

access panel. The LCU is then used to select the SDU

location, load the variable, and verify the load.

ORIGINAL

19−22

NAVAIR 01−F14AAD−1

19.6.2

JTIDS Controls

During alignment, the PPLI message will be

transmitted with position set to no statement.

The JTIDS control panel and DATA LINK MODE

panel are shown in Figure 19−13. In addition to the basic

The following steps are required to power−up and

panels (ANT SEL, VOLUME, and the RFCIs), the MFD

initialize JTIDS.

(TSD formats), PTID, DD, MDL, and DEU enable the crew

to interface with the aircraft weapon system to support JTIDS

19.6.4.1

Powerup

functions.

1. Verify STBY is selected on the JTIDS control panel

19.6.3

Mission Data Loader (MDL)

and crypto has been loaded.

The MDL replaces the DSS in the rear cockpit and the

2. Verify/install the MDL cartridge.

DSS is installed in the nosewheel well. It consists of a

Note

receptacle that is mounted in the aircraft and a removable

data transfer module (DTM) cartridge. The DTM cartridge

D With aircraftpower ON, the MDL 28 VDC

provides storage for the navigational database, including

C/B

(9G3) should be disengaged before

tactical waypoints, flight plan waypoints, reversionary

installing or removing the MDL from its

waypoints, GPS almanac data, and JTIDS initialization data.

receptacle. Failure to remove the power can

The DTM cartridge is loaded via Tactical Aircraft Mission

erase or damage the MDL cartridge.

Planning System (TAMPS).

D JTIDS manually initiated BIT shall not be

19.6.3.1

Navigational Database Operation

performed without a fault indication by either

The MDL navigational data and GPS almanac data are

backg0round BIT or startup BIT. Manual BIT

automatically loaded on power up. Any changes to the

operation with no posted fault(s) can give

tactical waypoints and flight plan waypoints will be recorded

false indications of JTIDS WRA/SRA

on the DTM cartridge. The flight plan data can be reloaded

failures.

via the RLD pushbutton on the Flight Plan format; however,

any manual changes to the flight plans will be lost. Once

3. Select JTIDS mode Ċ DATA SIL or NORM. This

updated tactical waypoints are permanently changed in the

will power up the JTIDS part of the system.

MDL DTM if it is in place.

19.6.4.2

Initialization

19.6.3.2

JTIDS Initialization Data

Upon selection of DOWNLOAD on the DEU, the

1. MFD3 Ċ Select JTIDS own−aircraft data page and

mission computer requests the JTIDS initialization data

ACK all computer messages.

stored on the DTM, processes it, and transfers it to the JTIDS

terminal. The exchange of JTIDS initialization data is

2. DEU Ċ Select DOWNLOAD, then load 1/2/3, then

execute the load, then ENTR (initiates MCS downĆ

performed between the MDL, mission computer, and JTIDS

load of MDL JTIDS load to the JTIDS system).

via the

1553 bus and takes approximately 5 seconds to

complete. Without initialization data, JTIDS TACAN and

3. MFD3 Ċ Verify MDL LOAD on own−aircraft data

BIT functions will operate, but JTIDS synchronization,

page changes to IN PROG (2 to 3 seconds) and finalĆ

navigation and communications functions will not be

ly to OK (6 to 8 seconds). Verify none of the

available.

following JTIDS computer messages are displayed.

19.6.4

JTIDS System Operation

a. JTIDS NOT AVAIL Ċ Verify JTIDS is powered

Procedures for the operational use of the JTIDS system

up and communicating on the bus.

are provided in the following paragraphs. These paragraphs

include power−up, initialization, and synchronization. These

b. NO LOAD − NEED MDL Ċ Verify MDL

procedures are normally performed on the ground during

installed and powered up.

aircraft startup; however, they can be performed anytime

power is applied to the aircraft and the MCS is in full−up

c. NO LOAD − MDL FAIL Ċ MDL fail; try to clear

operation.

failure.

Note

d. LOAD ERROR−JTIDS Ċ Bad JTIDS load; net

For other participants to display the F−14D PPL,

operations will be affected.

the INS or SAHRS has to complete alignment.

19−23

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

ZEROIZE switch

ZERO Ċ

Zeroizes the crypto variables in the interface unit and the MDL

JTIDS initialization load.

NORM Ċ

Normal switch position (spring loaded).

THRM ORIDE switch

ON/OFF Ċ

Enables manual override of thermal shutdown. Indicated by a

JTIDS HOT on the MFD caution advisory window.

JTIDS MODE switch

OFF Ċ

Removes all power from the JTIDS/Link−16 functions of the

JTIDS terminal and zeroizes the crypto. To power down the

JTIDS terminal, both JTIDS and TACAN have to be off.

STBY Ċ

The JTIDS/Link−16 functions are off, the battery will hold crypt for

up to 48 hours and initialization data for 5 minutes.

DATA SIL Ċ The JTIDS/Link−16 is on but will not transmit except during BIT

and voice. Net Entry will perform passive sync and, once sync is

achieved, voice will transmit when keyed. TACAN transmissions

are not affected by this selection. Digital TACAN is available for

display on the MFDs and HUD.

NORM Ċ

The JTIDS/Link−16 is on. Net Entry will perform active

synchronization and, once sync is achieved, all Link−16 transmit

functions are available. TACAN transmissions are unaffected by

this selection. Digital TACAN is available for display on the MFDs

and HUD.

POLL Ċ

This mode is currently not used; however, if selected JTIDS/

Link−16 is on and digital TACAN is available for display

on the MFDs and HUD.

IPF RESET switch

Re−enables Link−16 transmission when they are shut down by an IPF

detected failure.

REPLY switch

NORM Ċ Enables Link−4 reply message transmission (no JTIDS function)

CANC Ċ Inhibits Link−4 reply message transmission (no JTIDS function)

DATA LINK MODE

TAC Ċ

Selects Link−4 (AN/ASW−27C) as the primary link system.

switch

The following JTIDS functions operate in this mode.

• Synchronization

• Ownship PPLI messages are transmitted (Ownship System Status

messages are inhibited)

• JTIDS voice (transmit and receive)

• JTIDS navigation updates

• TACAN

JTIDS Ċ Selects Link−16 (AN/URC−107) as the primary link system.

All Link−4 functions are disabled.

Figure 19−13. JTIDS Control Panels (Sheet 2 of 3)

19−25

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

CAINS/

WPT ć Enables Link−4 carrier alignment and waypoint data to be received

every 16 ms with no reply data. The same JTIDS functions operate in

this mode as when TAC is selected.

Note

The status of this switch is sent to the MCS by the DEU. In the

event the DEU is not ready (No 1553 communications) the

mode will default to Link−4 (D/L). This will prevent loss of the

ACLS function in the event of a failure.

ADDRESS thumbwheel

Selects fourth and fifth least significant octal digit for Link−4 address.

Figure 19−13. JTIDS Control Panels (Sheet 3 of 3)

4. MFD3 (own−aircraft data page) Ċ Verify correct

c. On the DEU, select DOWNLOAD for JTIDS.

crypto period. To change crypto period:

d. OWN A/C format on MF03, select JTIDS.

a. DEU Ċ Select JTIDS COMM page, toggle

e. On DEU, set RLY/NTR to ON.

CRYPTO option switch to 0 or 1, then press

ENTR.

f. Set NET ENTR: ENT

b. MFD3 (own−aircraft data page) Ċ Verify crypto

This may take several minutes to accomplish.

period selected.

Confirm on MFD : MENU : JTIDS that time

c. JTIDS MODE switch Ċ Cycle MODE switch

synched to UTC and a G prefix appears. If

from NORM or DATA SIL to STBY then back to

ineffective, proceed to step 4.

NORM or DATA SIL.

DEU (time entry, JTIDS COMM page, TIME pushĆ

button) Ċ Enter hours, minutes, seconds, and select

Note

ENT.

Cycling the JTIDS MODE switch is required to

MFD3 (own−aircraft data page) Ċ Verify correct

direct the DPG to access the desired crypto variĆ

time.

ables. If the MODE switch is not cycled, the DPG

MFD3 (own−aircraft data page) Ċ Verify NET

will continue to access the previous crypto variĆ

ENTR ć NS (net entry not started), IN PROG

ables while displaying the desired crypto period

(attempting sync or course achieved), OK (synchroĆ

on the own−aircraft data page and net entry will

nization complete/fine synchronization achieved).

not occur.

DEU (net entry, JTIDS MODE page) Ċ Press

19.6.4.3

Synchronization

NET ENTR pushbutton and ENT.

The following steps are required to synchronize JTIDS

MFD3

(own−aircraft data page) Ċ Verify

with the network.

NET ENTR ć IN PROG. Changes to OK synchroĆ

nization complete (3 to 5 minutes normal mode,

1. Verify/select desired JTIDS antenna.

7 to 10 minutes data−silent mode).

2. MFD3 (own−aircraft data page) Ċ Verify JTIDS

time is ±6 seconds of net time (GOES time, NTR, or

Note

any participant in the net).

Course sync can be verified by verifying the disĆ

3. Time synchronization from GPS

play of PPLI messages on TSD, PTID, JTIDS

data readout pages, or IRST summary page.

a. Verify GPS is boxed and FOM = 1 on OWN A/C

JTIDS must be selected on the DATA LINK conĆ

format.

trol panel to process PPLI messages.

b. On the JTIDS control panel, mode selection =

9. DATA LINK control panel Ċ Verify/select JTIDS

NORM.

for JTIDS tactical functions.

ORIGINAL

19−26

NAVAIR 01−F14AAD−1

19.6.4.4

JTIDS Shutdown

19.7

IN−FLIGHT VISUAL COMMUNICATIONS

If network operations are anticipated within 24 hours:

Communications between aircraft are visual whenever

practicable. Flight leaders shall ensure that all pilots in the

1. JTIDS MODE switch Ċ STBY.

formation receive and acknowledge signals when given. The

visual communication chapters of NAVAIR 00−80T−113, the

If network operations are not anticipated within 24 hours:

Aircraft Signals NATOPS Manual, should be reviewed and

practiced by all pilots and RIOs. Common visual signals

2. JTIDS MODE switch Ċ OFF.

applicable to flight operation are listed in Figure 19−14.

Note

19.8

GROUND HANDLING SIGNALS

Under no circumstances should the JTIDS

Communications between aircraft and ground personĆ

MODE switch be left in DATA SILENT or

nel are visual whenever practicable, operations permitting.

NORM for greater than 90 seconds without elecĆ

The visual communication chapters of NAVAIR 00−80T−113

trical power on the aircraft. Doing this will deĆ

should be reviewed and practiced by all flightcrew and

plete the battery and require it to be charged by

groundcrew personnel. For ease of reference, visual signals

maintenance personnel. Crypto variables cannot

applicable to F−14 deck/ground handling are listed on Figure

be accepted or maintained if

the battery is

19−15. During night operations, flashlights or wands shall be

depleted.

substituted for hand and finger movements. Refer to

NAVAIR 00−80T−103 for aircraft arming and safing hand

signals.

MEANING

SIGNAL

RESPONSE

GENERAL CONVERSATION

Affirmative (I understand.)

Thumb up, or nod of head.

Negative (I do not know.)

Thumb down, or turn of head from

side to side.

Question (repeat); used in

Hand cupped behind ear as if

As appropriate.

conjunction with another signal, this

listening.

gesture indicates that the signal is

interrogatory.

Wait

Hand held up in a fist with palm

outward.

Ignore last signal

Hand waved in an erasing motion in

front of face, with palm forward.

Perfect, well done

Hand held up, with thumb and forefinĆ

ger forming an O and remaining three

fingers extended.

Numerals, as indicated

With forearm in vertical position,

Nod of head (I understand).

employ fingers to indicate desired

To verify numerals, addressee

numerals 1 through 5. With forearm

repeats. If originator nods, interĆ

and fingers horizontal, indicate

pretation is correct.

number which, added to 5, gives deĆ

If originator repeats numerals,

sired number from 6 through 9.

addressee should continue to verify

A clenched fist indicates zero.

them until they are understood.

Take over communications.

Tap earphones, followed by lead

Execute.

change signal.

Figure 19Ć14.ĄIn−Flight Communications (Sheet 1 of 4)

19−27

ORIGINAL

NAVAIR 01−F14AAD−1

MEANING

SIGNAL

RESPONSE

CONFIGURATION CHANGES

Lower or raise landing gear

Rotary movement of hand (flashlight

Execute when hand/flashlight drops.

at night) in cockpit, as if cranking

wheels, pause, drop below canopy

rail.

Speed brakes

Open and close four fingers rapidly

Execute on head nod/light out.

and repeatedly. Flashlight at nightća

series of flashes followed by a steady

light; light out for execution.

Lower or raise flaps.

Rotary movement of hand (flashlight

Execute when hand/flashlight drops.

at night) in cockpit, as if cranking

wheels, pause, drop below canopy

rail.

FUEL AND ARMAMENT

Sweep wings aft.

Hand held up, palm aft, and swept aft

Execute on head nod/light out.

along canopy rail; at night, flashlight

swept aft along canopy rail.

Sweep wings forward.

Hand held up, palm forward, and

Execute on head nod/light out.

swept forward along canopy rail;

at night, flashlight swept forward

along canopy rail.

How much fuel have you?

Raise fist with thumb extended in a

Indicate fuel in tens of gallons or

drinking position.

hundreds of pounds by finger

numbers.

Arm or safety missiles and ordnance.

Pistol cocking motion with either

Execute and return signal.

hand.

FORMATION

Section leader gives thumbs−up

Stands by for reply from wingman,

signal.

holding thumbs−up until answered.

Commence take off power

Leader gives a two−finger

Wingman returns two−finger

turn−up.

turn−up signal.

signal and executes.

I have completed my takeoff

Section takeoff leader raises arm

Wingman gives thumbs−up indicatĆ

checklist and am, in all respects,

overhead and waits for response from

ing checklist complete, and ready in

ready for (section) takeoff.

wingman.

all respects for takeoff then lowers

arm and stands by for immediate

section takeoff.

Figure 19−14. In−Flight Communications (Sheet 2 of 4)

ORIGINAL

19−28

NAVAIR 01−F14AAD−1

MEANING

SIGNAL

RESPONSE

FORMATION (continued)

Takeoff path is clear. I am

Section takeoff leader lowers arm.

Wingman executes section takeoff.

commencing takeoff.

Take combat cruise.

Leader holds up open hand palm out

Execute.

towards his wingman and pushes out

and in.

Leader shifting lead to wingman.

Leader pats self on head and points

Wingman pats head and assumes

to wingman. At night, leader aircraft

lead. At night, wingman puts external

switches lights to bright, and turns

lights on dim, and turns anti−collision

anti−collision light on.

light off when he accepts the lead.

If an external light failure, leader

If an external light failure, wingman

shines flashlight on helmet, then

shines flashlight at leader, then on

shines light on wingman.

his helmet.

Leader shifting lead to division

Leader pats self on head, points to

Wingman relays signal; designated

designated by numerals.

wingman, and holds up two or more

division leader assumes lead.

fingers.

Take cruising formation.

Thumb waved backward over the

Execute.

shoulder.

I am leaving formation.

Any pilot blows kiss.

Nod (I understand.)

Aircraft pointed out, leave formation.

Leader blows kiss and points to

Execute.

aircraft.

Directs plane to investigate object or

Leader beckons wing plane, then

Wingman indicated blows kiss and

vessel.

points to eye, then to vessel or object.

executes.

Refers to landing of aircraft,

Landing motion with open hand:

Execute.

generally used in conjunction with

1. Pats head.

Alternate signal ć Lower gear.

another signal:

2. Points to another aircraft.

1. I am landing

2. Directs indicated aircraft to land.

1. Join up or break up, as

Flashing terminal lights.

1. Comply.

appropriate

2. Wingman continues approach in

2. On GCA/CCA final: Leader has

accordance with standard

runway/ship in sight.

operating procedures.

Wingman cross under.

Leader raises forearm vertically.

Execute.

Section cross under.

Leader raises forearm vertically and

Execute.

moves arm in pumping motion.

Refers to CV Case I/Case II

1. Leader gives a two finger turnup

1. Execute

Pattern:

signal.

2. Counting from last aircraft in flight

1. Spin whole flight.

2. Turnup signal followed by

specified number of aircraft

2. Indicated aircraft spin.

number of aircraft to spin.

execute spin.

Figure 19−14. In−Flight Communications (Sheet 3 of 4)

19−29

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 20

Navigation System

20.1 NAVIGATION SYSTEM

parameters can also be entered on the RIO digital display

keyboard. Flight planning and waypoint information can also

The navigation system (Figure 20−1) combines inputs

be downloaded from the Mission Data Loader in the RIOs

from various on−board sensors with inputs entered by the

cockpit. Navigation and steering displays are provided to the

crew and provides the following outputs of aircraft position:

pilot and RIO by means of various formats on the three MFDs

velocity, attitude, heading, accelerations, and angular rates.

and to the pilot on the HUD. The PTID can also provide most

This information is displayed to the crew and also used by the

navigation displays to the RIO. A BDHI in each cockpit can

weapons system and other aircraft functions. The system also

display aircraft heading from the SAHRS, TACAN range and

provides steering and control commands for display to the

bearing, and UHF/ADF bearing.

crew as required.

Navigation information from equipment not on the

The AN/ASN−139 inertial navigation set is the primary

standard data bus is converted to the proper format by the

navigation sensor. It provides inertial information to the

CIU. These units and the information they provide are as

MCS via a standard data bus. As a backup to the INS, the

follows:

AN/USN−2 (V) SAHRS can provide similar, but somewhat

1. Standard central air data computer Ċ Altitude,

degraded inertial information. Selection of SAHRS data is

airspeed, and other air related data.

either automatic on failure of the INS or by operator

selection. The MCS processes inertial data along with

2. AN/ARN−118 TACAN Ċ Range and bearing from

information from other navigation aids to provide smoothed

tuned TACAN station.

and optimized outputs for display or for use by other aircraft

systems and functions.

3. AN/ASW−27C data link Ċ Ship inertial navigation

system data for carrier alignment, waypoint

The Miniaturized Airborne GPS Receiver (MAGR)

coordinates, automatic carrier landing system

provides precise position information to the ASN−139 and the

commands, and vector steering commands.

MCS. It uses the Global Positioning System (GPS) constelĆ

lation of satellites to very accurately fix the aircraft’s position

4. Instrument landing system Ċ SPN−42 course and

in three dimensions, and provides a source of velocity

glideslope deviation inputs.

information that can be used for in−flight alignments of the

INS. Under normal circumstances, the MAGR provides

5. UHF/ADF Ċ Relative bearing to the tuned station.

position and velocity updates to the ASN−139 and MCS at

6. AN/APN−194 radar altimeter Ċ Height above the

one second intervals. Position accuracy can be maintained to

surface.

within approximately 16 meters (spherical error probability)

under the most severe dynamic conditions.

The CIU also converts MCS steering command outputs

and roll and pitch attitude information from the INS into

The AN/URC−107 JTIDS provides navigation

analog form for the DFCS.

correction data for use in updating the navigation system and

velocity data for aligning the INS in flight. When installed,

20.1.1

AN/ASN−139 Inertial Navigation Set

the JTIDS receiver/transmitter replaces the AN/ARN−118

TACAN. With JTIDS installed, the CIU is not used to convert

The INS is the primary navigation sensor. It is a self−

the TACAN data to a 1553 format; the data goes directly from

contained system that includes an inertial measurement unit,

JTIDS to the MCS on the 1553 bus.

processing equipment, and the supporting electronics and

Navigation information that requires data entry is

power supply. It provides inertial navigation inputs to the

normally inserted by the RIO using the DEU; however, most

MCS.

20−1

ORIGINAL

NAVAIR 01−F14AAD−1

The IMU is an all−attitude strapdown navigation

20.1.2

Miniature Airborne GPS Receiver (MAGR)

set that mounts three laser gyros for angular rate sensing

and three single−axis accelerometers for acceleration

The MAGR is a 5−channel GPS receiver and data

measurement.

processor, located in the MC2/ASPJ Bay. The MAGR uses

the signals from four satellites to provide navigation inforĆ

Note

mation. The fifth channel is used to sequentially monitor all

of the satellites in view to ensure that the best four are always

The DFCS uses IMU data to monitor the pitch

used in the solution. Each MAGR channel precisely tracks

and roll rate gyros. An IMU invalid signal, or

one satellite’s signals and demodulates the navigation

selection of the NAV MODE selector to OFF will

message. This message includes timing and satellite position

result in a DFCS PQVM fault. The indications

information, as well as diagnostic information about satellite

of this fault are the FCS CAUTION light

health. The MAGR measures the signal transmission time to

accompanied by AFC PS and RS acronyms. This

obtain pseudo−range and the Doppler shift of the carrier

is a redundancy degrade only, no functionality is

signal to measure delta−range. Pseudo−range is the calculated

lost. Depressing MASTER RESET will clear

distance to a satellite uncorrected for errors due to MAGR

fault indications once the IMU valid signal is

clock bias, atmospheric delays, and receiver noise. Delta−

restored and the NAV MODE selector is not in

range is a measure of the relative velocity between the

the OFF position.

satellite and the GPS antenna. The MAGR filters the pseudo−

range and delta−range measurements to obtain true position,

In the strapdown configuration, the sensor assembly is

velocity, and time information.

not isolated from the airframe by gimbals and senses aircraft

angular rate and accelerations directly. However, local level

Radio Frequency signals

(L−Band) from the GPS

and wander angle (the difference between initial pointing

satellites are sensed by the AS/4336A Dual−Frequency GPS

angle and true north) must be established by alignment for the

Antenna, which is located on the turtleback. A splitter−

INS to provide useful information. After alignment, the INS

amplifier in the GPS antenna line provides GPS signals to

processor keeps track of the sensor assembly’s orientation

weapon station B for LANTIRN pod use.

with respect to local level and true north by integrating the

sensed angular rates. The sensed accelerations are resolved

To accelerate the satellite acquisition process, the

into north, east, and down components; corrected for coriolis

MAGR uses stored almanac data. The almanac data is stored

and other factors; and integrated to provide velocity and

in the MAGR in nonvolatile memory, supported by an

position information.

internal battery. If this battery is removed or is low, the

MAGR requests almanac data from the MCS.

This information as well as accelerations, body rates,

attitude, and time tagging data is provided in digital form to

Note

the MCS. Analog outputs of roll and pitch are provided to the

DFCS via the CIU.

D If valid almanac data is not available, the

MAGR will initiate a cold−start sky search for

The INS is controlled by the NAV MODE switch

visible satellites. Search and acquisition may

(Figure 20−2) on the RIO right console. This switch controls

take over 20 minutes. With valid almanac

power to the INS and selection of modes of alignment and

data, search time may be reduced to as little as

navigation. This switch is also used to control SAHRS

30 seconds. If a cold start is performed, the

alignment mode during concurrent alignment when both the

almanac is downloaded from the satellite

INS and SAHRS are being aligned in the same mode to the

navigation message and stored for future use.

same data source. Data entry and selection of INS submodes

are by means of the MFD and DEU.

D GPS satellite acquisition time may be affected

by a number of conditions, particularly

The INS uses 115 VAC from ac essential No. 2 bus

L−band RF interference and line of sight

through INS PH A, B, and C circuit breakers (3C7, 4C1, and

obstructions, as well as the currency of the

4C2). Refer to Chapter 2 for the alphanumeric listing of

almanac data. On deck, aircraft proximity to

circuit breakers.

large structures as a hangar or an aircraft

carrier island superstructure may delay or

The INS backup power supply is a separate unit that

prevent satisfactory satellite acquisition until

provides 28−VDC power to the INS for transient protection

the aircraft is moved.

for up to 20 seconds in flight and to 2 seconds on the ground.

Battery charging power is provided by the ac left main bus

through the INS BATT PWR circuit breaker 1I7.

20−3

ORIGINAL

NAVAIR 01-F14AAD-1

The MAGR provides a UTC synchronization signal to

for direct use by the DFCS, and magnetic heading for the

JTIDS and ARC-182 “Have Quick II” radio sets. The JTIDS

BDHI. The SAHRS is controlled by MFD formats. During

receives the UTC via data bus message. The JTIDS

concurrent alignment with the INS, the NAV MODE select

references it to a precise 1-Hertz discrete sent by the MAGR.

switch also controls the SAHRS. In its normal operating

The “Have Quick II” radios receive the UTC (“mickey”) as

mode, the SAHRS is an inertial system with velocity aiding

a serial input on separate, direct-wired lines when RCV TOD

selectable. It can also operate as a conventional attitude

(PB 3) is depressed on the GPS Status format.

heading reference system having slaved, directional gyro, or

emergency compass modes available. The SAHRS receives

The MAGR is powered by 115 VAC through the GPS

magnetic heading from the magnetic azimuth detector;

circuit breaker (3E2). MAGR power is software controlled

provides compensation for aircraft magnetic errors; and

through the DPs via PB 4 (PWR ON/OFF) on the GPS Status

provides magnetic heading to the BDHI using the best source

Format. The MAGR is energized on either internal or

available as determined by the navigation system.

external power, and is energized by default if both DPs are

failed. The MAGR also uses three C-cell equivalent alkaline

The SAHRS uses 115 VAC from the ac left main bus

batteries to support power-off memory storage and internal

through SAHRS A, B, and C circuit breakers (1I3, 1I5, and

time keeping.

1I6). It may also use 28-VDC power from the interrupt-free

bus via SAHRS DC circuit breaker (9I3) if ac power is not

20.1.3

AN/USN-2(V) Standard Attitude Heading

available. Refer to Chapter 2 for the alphanumeric circuit

Reference System (SAHRS)

breaker listing.

20.1.4

Mission Computer System (MCS)

Aircraft with AFC 919 incorporated utilize the Naviga-

tion Guidance System (NGS) SAHRS. It is a self-contained

The navigation system includes the navigation

strapdown all-attitude INS that uses a single monolithic laser

computations performed by the MCS. The computations of

gyro to sense angular rates for all three axis and three single-

inertial parameters are performed respectively in the INS and

axis accelerometers for acceleration measurements. It uses

SAHRS processing modules that interface with the MCS.

an improved SSA (502A6) and replaces the flux valve with

The MCS processes this inertial data as well as initial entered

a Magnetic Azimuth Detector

(MAD) (502A5). NGS

data and navigation aiding inputs. Processing includes

SAHRS interfaces in the same manner to other systems as the

generating other navigation parameters, filtering, time

existing SAHRS system.

tagging, storing, and distributing data to the displays and

other system functions.

In the strapdown configuration, the sensor assembly is

not isolated from the airframe by gimbals and senses aircraft

The MCS consists of two AN/AYK-14 (XN-6) tactical

angular rate and accelerations directly. However, local level

computers: MC1

and MC2. Normally MC2

performs

and wander angle must be established by alignment for

navigation system processing and computations. Should

SAHRS to provide useful information. After alignment, the

MC2 fail, MC1 will perform virtually all navigation system

SAHRS processor keeps track of the sensor assembly’s

functions with the exception of data link, JTIDS and radar

orientation with respect to local level and true north by

position updates, JTIDS continuous position update,

integrating the sensed angular rates. The sensed accel-

JTIDS in-flight align, and surface waypoint position

erations are resolved into north, east, and down components;

determination.

corrected for coriolis and other factors; and integrated to

provide velocity and position information.

The MCS is the data bus controller; it accepts INS,

MAGR, and SAHRS data. It accepts navigation initialization

Note

data from the DEU or the DD and sub-mode selections from

the MFDs, providing this information to the INS, MAGR,

The DFCS uses SAHRS as a backup for the INS

and SAHRS in the required formats. It also provides JTIDS

data to provide autopilot capability in the event

the INS or SAHRS data and accepts navigation correction

of a failed IMU. Any SAHRS invalid signal

and TACAN data from JTIDS. Inputs from the various

airborne will be detected and logged on the DCP

navigation aids are provided to the MCS via the data bus after

following flight. In addition to an actual SAHRS

formatting in the CIU.

failure, this may be caused by selection of SAHR

MODE of SLV, DG, or EC via the NAV SYSTEM

Based on crew mode selection, equipment availability

and input data received, the MCS determines the mode of

AID MFD format shown in Figure 20-18.

operation and the parameters to be computed. It processes

and stores these values, using them for other functions within

Outputs to the MCS include velocity, heading, attitude,

the MCS as well as distributing them to the displays and other

linear accelerations, angular rates, and time tagging data.

aircraft functions.

The SAHRS also generates synchro outputs of roll and pitch

20-5

CHANGE 1

NAVAIR 01−F14AAD−1

20.1.5

Navigation Data Initialization

the pilot and the three MFDs for both crewmembers. In

addition, certain MFD formats provide pushbutton legends

Initial manual entry of required navigation information

that permit submode selection and selection of other related

is accomplished by the RIO. Either the DEU or the DD

display formats. These include HUD, VDI, HSD, OWN A/C,

control panel can be used.

NAV AID, SURFACE WPT, INS UPDATE, and several

alignment formats. A description of the outputs available and

20.1.5.1

Data Entry Unit (DEU)

the use of these outputs can be found in paragraph 20.2,

Navigation System Data Distribution, and paragraph 20.3,

The DEU allows the RIO to manually enter the initial

Navigation System Operation. The displays are discussed in

detail in Chapter 2.

navigation information required for INS and SAHRS

alignments, GPS initialization, and for waypoint location.

Such required data inputs include latitude, longitude,

20.1.7

Programmable Tactical Information

altitude, waypoint type, date, time, carrier speed and

Display (PTID)

heading, directional gyro magnetic heading, aircraft true

heading, and surface waypoint range and bearing. The

The PTID provides the RIO an alternate means of

various DEU formats used are shown in Figure 20−3. This

display for many of the alphanumeric and graphic outputs of

figure shows the DEU MENU display and the five DEU

the navigation system. Information is transmitted from the

formats used for entry of initial data and navigation related

MCS to the APG−71 and then to the PTID. Selection of

information. Use of these formats is discussed in paragraph

display data is made via the DD.

20.3, Navigation System Operation. Refer to Chapter 2 for

detailed information on the DEU.

20.1.8

Converter Interface Unit (CIU)

20.1.5.2

Digital Display (DD)

The CIU accepts all non−data, bus−compatible naviĆ

gation aid inputs and converts them to the proper format. The

The APG−71 DD provides the RIO with an alternate

CIU also converts the steering error commands generated by

means of entering most initial navigation data into the system

the MCS into the required analog signals for the DFCS. These

except for SAHRS DG heading, barometric altimeter setting,

navigation aids, as they pertain to the navigation system, are

date, and time; and control of JTIDS navigation functions.

described in the following paragraphs.

Use of the DD for entry of navigation is provided in

paragraph 20.3, Navigation System Operation.

20.1.9

Standard Central Air Data Computer

20.1.5.3

GPS Initialization

(SCADC)

MAGR initialization is improved when aircraft

The SCADC is a single processor digital computer that

position, velocity, Zulu Time of Day (ZTOD), and date are

gathers, stores, and processes pitot pressure, static pressure,

provided by the MCS. The correct time and date may also be

total airstream temperature, and angle−of−attack data from

entered manually via the DEU OWN A/C format. Once the

aircraft airstream sensors. In addition to performing wing

GPS begins navigation, ZTOD and date are provided to the

sweep, flap and slat schedule computations, and limit

MCS by the MAGR and the ZTOD and date buttons on the

controls for the flight control systems, the SCADC provides

DEU are removed. The MAGR maintains ZTOD and date

air data related parameters to the MCS via the CIU. This

with its internal batteries when aircraft power is removed.

information includes pressure altitude, pressure altitude rate

of change, true and calibrated airspeed, angle of attack, and

Note

Mach number. True and calibrated airspeed, angle of attack,

and Mach number are displayed directly to the crew on the

Incorrect ZTOD or date values can delay or

HUD and VDI format of the MFDs. Pressure altitude is

prevent satisfactory satellite acquisition. Correct

corrected for nonstandard day conditions and then displayed

values should be verified on the GPS Status

as system altitude. True airspeed may also be used in the

format and manually entered via the DEU if

computation of wind. Wind provides a reference velocity

necessary.

source for the INS or SAHRS for in−flight alignment and is

a component of system velocity during backup navigation

20.1.6

Displays Subsystem

modes. A description of the pitot−static system and the

SCADC is provided in Chapter 2.

Navigation information is provided to the pilot and

RIO in both graphic and alphanumeric formats via HUD for

ORIGINAL

20−6

NAVAIR 01−F14AAD−1

20.1.10 AN/ARN−118 Tactical Air Navigation

Note

(TACAN) System or AN/URC−107 Joint

JTIDS TACAN has shown reduced receiver

Tactical Information Distribution System

sensitivity on channel 83. Use of channel 83Y

(JTIDS)

(G/A and A/A) and 83X (A/A only) may not

receive accurate information outside 40 miles.

The TACAN system is a UHF navigation receiver−

transmitter that is used to provide navigation information by

The TACAN has a memory feature that allows tracking

determining slant range and bearing to a selected TACAN

to continue uninterrupted by momentary loss of received

station. Operating range is line of sight to approximately 300

signals. A range signal that has been tracked for at least 10

nm. Accuracies are 0.1 nm in range and 0.5_ in bearing. The

seconds will be retained in memory for 13 to 17 seconds after

TACAN station can be surface (land based or shipborne) or

signal loss; a bearing signal tracked for at least 15 seconds is

airborne. Surface stations can be either TACAN or VORTAC.

retained for 2 to 4 seconds after signal loss. This feature

When operating in the REC or T/R modes, the system is

allows for automatic antenna switching without loss of

capable of receiving signals from a ground station simultaĆ

TACAN outputs.

neously with 99 other aircraft. When in the A/A mode, the

system is capable of transponding with each of five cooperatĆ

If the signal from a TACAN station becomes unreliable

ing aircraft, providing slant range information to each; howĆ

or is lost for more than memory time, then the TACAN

ever, the system will interrogate and lock on to only one. In

switches to self−test automatically. This may cause the BDHI

A/A mode, the second aircraft must be 63 channels apart. An

relative bearing to be 270_ for 2 to 4 seconds. If the signal is

airborne station provides only slant range distance unless the

not acquired during the self−test, the BDHI bearing pointer

aircraft is equipped with a bearing transmitter and a rotating

will continuously slew in a counterclockwise direction and

antenna. The AN/ARN−118 or AN/URC−107 are not able to

the TEST light on the TACAN control panel will light. If

transmit bearing information but can receive it from a speĆ

the light remains on, a failure is indicated and TACAN

cially equipped aircraft.

information should be disregarded. As in all TACAN sets,

undetected failures can occur, so information provided by the

TACAN should be cross−checked with other available

Available TACAN range and bearing information is

navigation information.

always displayed on the pilot and RIO BDHIs and can be

selected for display on the HUD and MFDs. The TACAN

The AN/ARN−118 TACAN uses 115 VAC from the ac

data supplied to the MCS can be used for a one−fix update of

essential No. 2 bus through JTIDS RT PH A circuit breaker

the INS and SAHRS, continuous update of the system

(3D5), 28 VDC from dc essential bus No. 2 via BDHI/ JTIDS

navigation solution, or for steering. The AN/URC−107

DPG circuit breaker (8E7), and 26 VAC from the 26−volt

(JTIDS) TACAN requires the selection of DATA SIL,

essential bus through JTIDS

/ DPG

/ BDHI INST PWR

NORM, or POLL on the JTIDS control panel (Figure 20−4)

circuit breaker (3D4). In addition to the power and circuit

to supply digital TACAN information to the MCS. This is

breakers used by the AN/ARN−118, the AN/URC−107

required for TACAN displays on the MFD, navigation

TACAN also requires 115 VAC from essential No. 2 bus

updates, and TACAN steering. Refer to paragraphs 20.3.9.3,

through JTIDS RT PH B and C circuit breakers (4D3 and

Navigation System Updates, 20.3.9.4, Continuous Position

4D4). Refer to Chapter 2 for the alphanumeric circuit breaker

Updating, and 20.3.9.2, Display Steering Modes.

listing.

The TACAN has 126 X channels and 126 Y channels

20.1.10.1

TACAN Controls and Indicators

available

1 MHz apart. The TACAN uses two aircraft

antennas, automatically switching between the two at

Two identical TCN control panels (Figure 20−4), one in

5−second intervals until a threshold signal is received. The

each cockpit, are provided to permit either crewmember to

AN/ARN−118 requires approximately 2 minutes for warmup;

operate the TACAN. To determine which crewmember conĆ

AN/URC−107 (JTIDS) is operational once TACAN self−test

trols the TACAN, each cockpit has an alternate action

is complete. If stable range and bearing indications are not

TACAN CMD pushbutton that illuminates either PLT or

available after this time, tune another station or check circuit

NFO to show which cockpit has command. Both buttons

breakers.

allow each crewmember to either give or take command of

the TACAN. A BDHI in each cockpit provides range and

bearing to a tuned TACAN station. Other TACAN displays

may be selected.

ORIGINAL

20−8

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

BDHI TACAN needle

Displays relative bearing to the selected TACAN station

BDHI UHF/ADF needle

Displays relative bearing to a tuned UHF transmitter.

BDHI TACAN range

Displays slant range to a selected TACAN station.

window

TACAN CMD buttons

Selects pilot/RIO TACAN control for BDHI display. Alternate action lighted pushĆ

(Pilot and RIO)

button that lights PLT or NFO to indicate which cockpit has command of the

TACAN. Pressing the button cycles command to the other cockpit and changes

light indication.

TACAN VOL control

Varies level of the TACAN audio signal to the headsets. Clockwise rotation

increases volume.

TACAN mode switch

OFF Ċ

Power not applied to TACAN

REC Ċ

Receive:

TACAN determines bearing from aircraft to selected TACAN

station. Bearing displayed on BDHI; available for MFD, HUD.

Station identifier is received, no range is calculated.

T/R Ċ

Transmitćreceive:

In addition to the REC functions, TACAN determines slant range

to selected TACAN station. Distance displayed on BDHI;

available for MFD, HUD.

A/A REC Ċ Air−to−air receive:

TACAN receives bearing information from a suitably equipped

cooperating aircraft and calculates the relative bearing to the coopĆ

erating aircraft. No distance information is available.

A/A T/R Ċ

Air−to−air transmitćreceive mode:

TACAN receives both distance and bearing information from a

suitably equipped cooperating aircraft and calculates the slant

range distance and relative bearing of the aircraft. If the aircraft

is not equipped with bearing transmitting capabilities, only slant

range is available.

Note

• Air−to−air TACAN operation requires a

63 channel

separation between cooperating aircraft. Channel use

should be prearranged. Air−to−air TACAN between F−14s

is limited to slant range, no bearing is provided.

• When the AN/URC−107 (JTIDS) is installed, TACAN data

on the HUD and MFD requires the selection of DATA SIL,

NORM, or POLL on the JTIDS control panel.

Right hand channel

The inner knob sets the channel number units digit. The outer knob sets

knob

X and Y channels.

Figure 20−4. TACAN Controls and Indicators (Sheet 2 of 3)

ORIGINAL

20−10

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

TEST button/light

Initiates self−test. The light illuminates to indicate failure of continuous monitor

test or either manually or automatically initiated self−test.

Left hand channel knob

Sets channel number hundreds and tens digits.

CHANNEL window

Displays selected channel number and X or Y.

Figure 20−4. TACAN Controls and Indicators (Sheet 3 of 3)

20.1.10.2

TACAN Testing

TEST light goes on at any time during flight, it indicates a

failure of automatic self−test and all TACAN information

TACAN testing includes continuous monitoring and

should be disregarded.

commanded self−test. Continuous monitoring checks certain

internal functions of the TACAN on a continuous basis.

20.1.11

AN/ASW−27C Data Link (D/L)

Failure of one of these checks causes the TEST light on the

TCN panel to illuminate. Commanded self−test is either

During carrier alignment, D/L provides SINS data to

manually or automatically initiated. The TEST button is a

the INS via the CIU. This data is also provided to the SAHRS

momentary action pushbutton switch that is pressed to place

during concurrent carrier alignment. Before takeoff the D/L

the TACAN into the commanded self−test mode manually.

can be used to provide waypoint coordinates to the MCS via

The test may be accomplished in all operating modes.

the CIU for later use in steering and position updating. After

Commanded self−test interrupts normal operation for a

takeoff, the D/L provides control and steering commands that

22−second cycle and provides a high−confidence test of the

are available for display or may be coupled to the autopilot

TACAN except for the antennas. When TEST is selected in

during vector steering or ACL operation.

T/R, a power check is initiated for the transmitter, receiver,

distance, and bearing circuits. The BDHI bearing pointer

Refer to NAVAIR 01−F14AAD−lA for a complete

should swing to 270_ in 2 to 7 seconds and the range OFF flag

discussion of data link.

should appear. After approximately 7−seconds, the BDHI

bearing pointer should swing to 180_ and the OFF flag should

20.1.12 UHF Automatic Direction Finder (ADF)

disappear. The distance indicator should read 000.0 nm. The

BDHI should return to its original bearing and distance

The UHF/ADF provides the relative bearing to a UHF

readings after 15 seconds. The TEST light will momentarily

transmitting station from the aircraft. This information is

flash when the test is initiated. If the light goes on and stays

displayed directly on the BDHI and on the MFD HSD format.

on during test, a malfunction is indicated. In addition, the

OBC CNI format on the MFD displays a TACAN NO−GO or

20.1.13 Bearing Distance Heading Indicator (BDHI)

NOT READY indication if there is a test failure. If a self−test

in the T/R mode results in a failure indication, select REC and

A BDHI is on the left side of the pilot and RIO instruĆ

perform the test again. If the failure indication is removed,

ment panels (Figure 20−4). The BDHI is a remote heading

bearing information is still valid. The AN/URC−107

indicator that displays aircraft magnetic heading, TACAN

performs all the same TACAN tests as the AN/ARN−118.

and UHF/ADF bearings, and TACAN slant range. The

It also performs a commanded self−test when a JTIDS

rotating compass card receives its heading reference from the

OBC is selected on the MFD OBC page. JTIDS OBC

SAHRS. Aircraft heading is read against a fixed index mark

provides TACAN fail data on the JTIDS fail data page. Refer

at the 12−o’clock position. The two servo−driven needles are

to JTIDS self−test Chapter 27. The following will cause the

positioned by relative bearing information provided by the

TACAN lock to break for 4 seconds: the power up or down

UHF/ADF to the single bar (No. 1) needle and by the TACAN

of JTIDS, going from OFF or STBY to DATA SIL, NORM,

to the double bar (No. 2) needle. Magnetic bearing to the

or POLL or back to STBY or OFF on the JTIDS control panel.

station is read under the head of the needle. Relative bearing

The range off flag will appear and bearing will swing to 270_

can be determined by comparing the bearing reading with

for 2 seconds then reacquire lock to the station.

magnetic heading. The range window on the right side of the

indicator displays TACAN slant range. When the TACAN is

Whenever a signal becomes unreliable (loss exceeds

off or range is unreliable, an OFF flag covers the window.

memory time), self−test is initiated automatically. If the

20−11

ORIGINAL

NAVAIR 01−F14AAD−1

20.1.14 AN/URC−107 Joint Tactical Information DisĆ

The navigation update function has to be manually

tribution System (JTIDS)

selected. These selections are JTIDS one−fix, continuous

position, and INS in−flight alignment. The aircrew has the

JTIDS is a jam−resistant communication system that

ability to select either of the JTIDS grids via the NAV

provides the F−14D with two−way secure data and digital

SYSTEM AID page. This selection determines which data

voice communication. In addition to the JTIDS commuĆ

the MCS will use to perform the track conversion and

nication functions, it also provides the F−14D with navigation

continuous position updates. Independent of this selection,

and TACAN data.

JTIDS one−fix and INS in−flight alignments will always be

performed using the geodetic data.

The JTIDS system internally computes relative naviĆ

Internal to the JTIDS system is the equivalent of an

gation and position location information. All participants

AN/ARN−118 TACAN system. Installation of JTIDS in the

(JTIDS terminals) in the same net determine their position

relative to each other. This is referred to as the JTIDS relative

aircraft replaces the AN/ARN−118 with the JTIDS receiver/

transmitter. Refer to 20.1.10 for JTIDS TACAN operation.

navigation function. The basis of this function is the TDMA

architecture and precise synchronization of all participants to

20.2 NAVIGATION SYSTEM DATA DISTRIBUTION

a common time base (net time reference). This allows each

JTIDS system to accurately determine the time a message

The navigation system provides data to other systems

was transmitted and its TOA, and then compute the range

and functions as well as for display to the crew. In general,

from the source of the message. JTIDS computes an estimate

this is similar to displayed data, but such parameters as

of its own relative position coupled with the position and

aircraft angular rates, accelerations, and time tag data are

navigation quality contained in each participants PPLI

also included. Figure 20−5 summarizes navigation system

message. With data from multiple participants with equal or

outputs.

better position plus the navigation data from the INS, GPS,

or SAHRS, JTIDS can compute an excellent estimate of

20.2.1

Navigation Data Display

own−ship position and velocities. JTIDS will automatically

update the own−ship position in the PPLI message with its

Navigation information is displayed to the aircrew in

estimated position. It also provides an estimated quality

graphic form on the HUD and MFD and in tabular form on

(accuracy) of the position it computed. This quality is

the MFD.

provided to the MCS and included in the PPLI message.

When the DISPLAYS panel TLN (takeoff, landing,

JTIDS is a dual grid system utilizing a geodetic and an

navigation) MODE button is selected, both the HUD and the

independent relative grid. JTIDS can operate in both grids

MFD VDI format show navigation information graphically

simultaneously, but the MCS is limited to operating in one

in the vertical plane. The MFD can also show a HSD format

grid at a time. The relative mode requires a coordinated grid

that provides graphic navigation information in the

origin (latitude and longitude) and the selection of NAV conĆ

horizontal plane.

troller (a high−quality navigation source). The geodetic grid

is the F−14D default mode and, unlike the relative grid,

Tabular information relating to alignment, waypoints,

requires no special coordination. Refer to NAVAIR

GPS status, flight plans, and own aircraft can be displayed on

the MFDs.

01−F14AAD−1A for the MFD displays of JTIDS navigation

parameters.

The navigation information provided by the various

display selections is described in the paragraphs that follow.

JTIDS receives navigation sensor data from the MCS

and returns navigation corrections. The sensor data is used by

20.2.1.1

HUD TLN Basic

JTIDS in its relative navigation calculations, own−ship

position in the PPLI message, and for calculating navigation

The HUD provides primary flight and navigation

corrections.

information in graphic and numeric form in a portion of the

pilot’s field of view through the windscreen encompassing

The JTIDS navigation correction data sent back to the

±10_ in azimuth and elevation (Figure 20−6). A repeat of this

MCS is used to perform track conversions and navigation

information can be displayed on the MFD by selecting the

updates. The JTIDS correction data will only be used for

HUD pushbutton on the MENU1 format, or on DD by

track conversions and navigation updates when it is valid and

depressing MFK and RPTSPL then HUD.

has a quality ≤ 3 (≤ 18,080 feet in error). The track conversion

function uses the JTIDS delta navigation corrections to pad

In addition to the information in Figure 20−6, other

all received and transmitted tracks on the JTIDS link into the

HUD formats provide indications of glideslope and centerĆ

JTIDS navigation reference. This function is performed

line errors for ACL and ILS steering modes as well as flight

automatically by the MCS.

director steering information and commanded heading.

ORIGINAL

20−12

NAVAIR 01−F14AAD−1

20.2.1.2

MFD VDI (Basic) Format, TLN Mode

20.2.1.4.1

HSD Waypoint Data Buffers

The MFDs provide a VDI format that is a represenĆ

Both the left and right data buffers behave differently

tation in the vertical plane of a field of view of ±45_ in

depending on the choice of steering mode. The left data

azimuth and elevation. In the TLN basic mode (Figure 20−7),

buffer (next to PB 5) always displays waypoint information.

the VDI format displays the same information as the HUD

This waypoint information changes slightly based on

except for the airspeed and altitude dials, angle of attack, and

steering mode and the waypoint displayed. The right data

g readouts.

buffer displays either TACAN information or another

waypoint buffer.

This format also provides readouts of the course and

heading selected using the CRS and HDG knobs on the pilot

The data buffers will only display waypoint

center instrument panel (FO−3). Pushbutton legends permit

information for the 100 tactical waypoints and any defined

selection of destination (DEST), data link (D/L), TACAN

waypoints in the active flight plan. If a flight plan is active,

(TCN), manual (MAN), GPS, AUTO, or all−weather landing

when the inky−dink (increment−decrement) scrolls upward

(AWL) steering.

through 100, it will jump to the first waypoint in the active

flight plan (i.e., 101, 201, 301, etc.). When scrolling down

In addition to the information in Figure 20−7, other

through 1, it will jump to the last defined waypoint in the

MFD formats provide indications of ACL glideslope and

active flight plan (i.e., 115, 237, 524, etc.).

centerline errors, glideslope and centerline errors from

ILS, flight director glideslope and centerline steering

If both data buffers are displaying waypoint

information, commanded heading, commanded speed and

information, the inky−dink arrow’s focus is assigned to the

altitude information, and HUD flight director declutter.

desired buffer by pressing the pushbutton next to that buffer

(i.e., PB 5 or PB 11). The buffer with the inky−dink focus will

20.2.1.3

MFD Own−Aircraft (Basic) Data Format

be displayed with a box around it, and the waypoint number

displayed in that buffer will be displayed between the

inky−dink arrows. If the steering mode is changed to one

The MFD own−aircraft

(basic) data format

which displays TACAN information on the right, the

(Figure 20Ć8) furnishes navigational data in tabular form.

inky−dink and box will be automatically assigned to the left

This format can be called up from several of the MFD formats

buffer, since they have no meaning for a TACAN station.

by selecting the DATA pushbutton legend.

Note

In addition to the parameters shown in Figure 20Ć8,

other own−aircraft MFD formats are available. During

A box around a waypoint buffer merely shows

alignment, these provide indications of alignment progress

where the inky−dink is assigned. It is unrelated to

in both numeric and graphic form and INS north and east

which waypoint is selected for steering.

velocities.

If a waypoint is desired as the steer point (DEST, GPS,

20.2.1.4

MFD HSD (Basic) Format, TLN Mode

or AUTO steering), that waypoint should be selected with the

inky−dink arrows in one of the data buffers, and ENT (PB 15)

The MFDs provide a HSD format (Figure

20−9)

selected. The waypoint selected with ENT will always be the

showing an aircraft centered representation of the situation

one with the inky−dink focus.

in the horizontal plane. In the TLN basic mode, it furnishes

information on the position of waypoints, TACAN stations,

20.2.1.4.1.1

Left Buffer Behavior

and destination points with respect to the aircraft. The

distance scale from the aircraft symbol to the inner edge of

The left data buffer always shows waypoint inforĆ

the compass rose can be set at 200, 100, 50, 25, or 10 miles.

mation. Normal display information includes waypoint

Numeric displays of range, bearing, and time−to−go to

number, bearing, range, and time to go to the waypoint. AddiĆ

selected waypoints or to a selected TACAN station are

tionally, if a flight plan waypoint is selected, and that wayĆ

provided.

point has a valid name defined, the waypoint name will

appear above the waypoint number (up to five characters).

In addition to the information shown in Figure 20−9,

other HSD formats provide AUTO, GPS, TACAN, data−link,

If the steering mode is DEST or AUTO, and a route

destination, and manual steering displays (see paragraph

waypoint is selected, the bearing will be replaced with the

20.3.9.2, Display Steering Modes).

word ROUTE, and the range and time−to−go indications will

be shown along the route information to the route target

(if defined) or to the end of the route.

20−15

ORIGINAL

NAVAIR 01−F14AAD−1

20.2.1.4.1.2

Right Buffer Behavior

the steering mode selected, information available and phase

of flight. The three modes are defined in the following table:

The right data buffer either displays direct steering

waypoint information (waypoint number, bearing, range,

Function

Description

time to go, and name if a flight plan waypoint), or it displays

TACAN steering information (channel, bearing, range, time

TTG

Time−to−Go represents

(in an HH:MM:SS

to go), depending on steering mode.

format) the time remaining to reach the

current steerpoint at the current ground speed.

In DEST, GPS, or AUTO steering, the right buffer disĆ

Time−to−Go is the default time remaining

plays waypoint information. In all other steering modes, the

function and the default display for the clock

right buffer displays TACAN steering information.

buffer of the HSD format. It is displayed on

the HUD and the HSD format when the Clock

Select legend is TTG". It does not account

20.2.1.5

Navigation Clocks and Timers

for time to turn to a direct heading.

To facilitate navigational timekeeping and sequencing,

TTGT

Time−to−Target is available when navigating

several clock and timer displays are available to the aircrew

along an active flight plan with a defined route

on the HSD format and HUD Display. Figure 20−9 illustrates

and a target waypoint. Time−to−Target

the HSD clock readout. The HSD format clock and timer

represents (in an HH:MM:SS format) the time

displays are reconfigured automatically to coincide approĆ

remaining to reach the designated target

priately with the HUD clock selection. One clock or timer

waypoint along the flight plan route at the

may be displayed on the HUD, and all options are selected via

current ground speed. When TTGT is

Clock Select (PB 7) on the HSD format. All clock functions

available, it automatically replaces TTG as

that reference a time of day require ZTOD (Zulu Time Of

the time remaining selection. It is displayed

Day) information provided by the GPS if available or by

on the HUD and the HSD format when the

manual entry via the DEU.

Clock Select legend is TTGT".

TREL

Time−to−Release is available when an air−to−

Note

ground weapon is selected and a target has

In the prime INS/GPS navigation mode, the

been designated via CTGT, CWPT, or

MAGR updates ZTOD in the MCS only once per

COAP mode (see Weapon Attack Modes

second. Including typical latencies to receive,

section of the F−14D A/G Tactical

transfer, format and display ZTOD, the value

Manual, NWP

55−5−F−14, Vol. II,

presented to the aircrew may lag the true ZTOD

NAVAIR

01−F14AAD−1T−1). Time−to−

transmitted by GPS (i.e., run slow") by 1 to 2

Release represents

(in an HH:MM:SS

seconds.

format) the time remaining until an automatic

bomb release point is reached. When TREL is

20.2.1.5.1

Zulu Time of Day (ZTOD)

available, it automatically replaces TTG and

TTGT as the time remaining selection. It is

Zulu Time of Day is an actual time−of−day reference in

displayed on the HUD and the HSD format

when the Clock Select legend is TREL".

an HH:MM:SS format. ZTOD is always displayed in the

lower left corner of the HSD format and is the default clock

display on the HUD. It is displayed on the HUD when the

Clock Select legend is ZTOD".

20.2.1.5.3

Estimated Time of Arrival (ETA)

20.2.1.5.2

Time Remaining Functions

Estimated Time of Arrival represents

(in an

HH:MM:SS format) the ZTOD at which a specific steerpoint

Three time remaining functions are provided to present

will be reached. When TTGT is the available time remaining

a cue of the time required to reach a specific steerpoint: Time

function, ETA is calculated by adding TTGT to ZTOD and

to Go (TTG), Time to Target (TTGT), and Time to Release

represents time over target following the active flight plan

(TREL). These three functions are mutually exclusive; that

route. Otherwise, ETA is calculated by adding TTG to

is, only one of the three will be displayed or made available

ZTOD, and represents time over waypoint if you went

for selection by the aircrew. The available time remaining

present position, direct to waypoint. ETA is the default

function is selected automatically by the MCS, depending on

display for the timer buffer of the HSD format. It is displayed

on the HUD when the Clock Select legend is ETA".

20−19

ORIGINAL

NAVAIR 01−F14AAD−1

20.2.1.5.4

Elapsed Timer (ET)

20.3 NAVIGATION SYSTEM OPERATION

The ET represents (in a MM:SS format) the time

Procedures for operational use of the navigation

elapsed since the MCS timer was started. It is displayed on

system are provided in the paragraphs that follow including

the HUD and the HSD format when the Clock Select legend

display formats and control selections for alignment, data

is ET". While ET is running, other clock and timer modes

initialization, flight plan management, in−flight navigation,

still may be selected on the HUD and the HSD format.

sensor selection, degraded mode operation, and tactical

Conversely, if ET is not running, it may still be selected for

navigation. Tactical navigation includes: range and bearing

display.

to selected waypoints; display of TACAN, GPS, destination,

and automatic waypoint steering; autopilot steering; AWL

The ET timer is controlled via the DEU as follows:

aircraft control; position updating; and surface waypoint

position determination. These procedures are normally

1. From the main menu format, depress CLK to select

performed in the TLN mode; however navigation outputs are

the Clock format.

available to other aircraft functions and displays in all modes.

2. Depress ET to select the ET mode.

20.3.1

GPS Operation

3. To start the ET timer depress STRT and ENT.

4. To stop the ET timer, depress STOP and ENT.

The Navigation Satellite Timing and Ranging

(NAVSTAR) Global Positioning System (GPS) is a radio

5. To reset the ET timer, depress ET, ENT, then

navigation system using satellites in twelve hour orbits to

STOP, ENT

provide timing signals derived from onboard atomic clocks.

These signals can be used to triangulate a three dimensional

20.2.1.5.5

Countdown (CD) Timer

position near the earth using an appropriate receiver. The

receiver detects the timing signals, compares them to its own

The CD timer represents (in a MM:SS format) the time

clock then converts the time obtained into a distance to the

to go to zero since the MCS timer was started from a preset

satellite using the speed of light as a conversion factor. By

value. It is displayed on the HUD and the HSD format when

obtaining signals from four satellites, the receiver can

the Clock Select legend is CD". While CD is running, other

determine position in three dimensions plus identify its own

clock and timer modes still may be selected on the HUD and

small clock error.

the HSD format. Conversely, if CD is not running, it may still

be selected for display. The default value for the CD timer is

The satellites transmit two different GPS signals in

06:00.

combination on two different frequencies. C/A−code

The CD timer is controlled via the DEU as follows:

(Coarse/Acquisition code) is used to help the receiver acquire

the GPS signal and provide hand−over information to the

1. From the main menu format, depress CLK to select

primary navigation signal, the P−Code. GPS signals use two

the Clock format.

frequencies, L1 (1575.42 MHz) and L2 (1227.60 MHz); C/A−

Code is normally transmitted only on L1, and P−Code (or

2. Depress CD to select the CD mode.

Y−Code, see below) is transmitted on both L1 and L2. Dual

frequencies allow the receiver to make an estimate of ionoĆ

3. To enter a CD time value, depress CD TIME to

select the CD Time Entry format. Use the numeric

spheric refraction, and help to improve overall GPS jamming

tolerance.

keypad and other control keys to enter the desired

count−down time value.

Both the C/A−Code and P−Code contain a navigation

4. To start the CD timer, depress STRT and ENT.

message with information about satellite position, time, the

health of the satellite, and the complete constellation

5. To stop the CD timer, depress STOP and ENT.

almanac. A Hand−Over Word is included in the navigation

6. To reset the CD timer to the previous timer start

message that tells a receiver tracking C/A−Code which part

value, depress STOP and ENT a second successive

of the P−Code sequence the satellite is currently transmitting.

time.

The theoretical accuracy of both C/A−Code and P−Code

signals is similar. The advantage of P−Code is derived from

20.2.1.6

Navigation Data Display Summary

its transmission on two frequencies, and the subsequent

ionospheric refraction estimate that is possible thereby.

Figure 20−10 summarizes the navigation data available

on HUD and MFD formats.

ORIGINAL

20−20

NAVAIR 01−F14AAD−1

DISPLAY

NAVIGATION DATA DISPLAYED

Flight Director Position and Rotation

AnglećofćAttack

Mach Number

Normal Acceleration (g)

ACL Lateral & Vertical Errors (Symbol)

ILS Azimuth & Elevation Deviation (Symbols)

Command Heading (Symbol)

Clock/Timer

Fly−To Caret

MFD VDI Format

Roll (Symbols)

Pitch (Symbols)

Magnetic Heading (Symbol)

Flight Path Marker (Symbol)

System Altitude

Radar Altitude

Vertical Velocity

Calibrated Airspeed

Barometric Setting

Mach Number

ACL Lateral & Vertical Errors (Symbol)

ILS Azimuth & Elevation Deviation (Symbols)

Command Heading (Symbol)

Range to TACAN/Destination

D/L Command Alt/Mach No

D/L Command Heading (Symbol)

MFD HSD Format

Magnetic Heading (Symbol)

Magnetic Course (Symbol)

Wind Direction/Speed

True Airspeed

Groundspeed

Way Point No/Brg/Range/TTG

TACAN Sta No/Brg/Range/TTG

TACAN Brg/Deviation (Symbols)

TACAN Command Course (Symbol)

Destination No

Destination Brg/Cmd Course (Symbols)

ADF Bearing (Symbol)

Command Heading

Course Select

Heading Select

Figure 21−10. Navigation Data Display Summary (Sheet 2 of 2)

ORIGINAL

20−22

NAVAIR 01−F14AAD−1

The GPS utilizes a cryptographic scheme to convert

System. Nor does receipt of P−Code guarantee

the P−Code signal into a Y−Code signal. By encrypting

that PPS is in use. C/A−Code contains all the

the primary navigation signal, GPS can be rendered

information required to provide a PPS solution.

impervious to spoofing" ć the intentional transmission of a

All that is necessary is that the appropriate

false signal to mislead recipients. This function is termed

crypto−codes be loaded into the receiver so that

Anti−Spoof"

(A−S), and its use is mandated for all US

the error message can be decrypted.

military GPS users. The MAGR will automatically switch to

this mode if the appropriate crypto−codes are loaded (see

The receiver outputs a Figure of Merit (FOM) that

paragraph 20.3.1.3).

provides, in a single digit number, a rough indication of the

overall quality of the navigation solution. FOM ranges from

Note

1 to 9, and includes estimates of signal quality and GDOP. A

properly operating GPS receiver, in PPS mode, will normally

The MAGR is unclassified even when the

display a FOM of 1, an operating SPS receiver (i.e., the

crypto−keys are loaded.

MAGR when the crypto−codes are not loaded) will display a

FOM of 4, and a functional receiver without a navigation

20.3.1.1

GPS Accuracy

solution will display a FOM of 9. Intermediate values will

appear, especially when the receiver first begins to track

The quality of the received signals and the orientation

satellites, and when degradation due to jamming or signal

of the satellites determine the actual quality of the position

loss occurs. The MCS receives the FOM from the MAGR and

estimate provided by GPS. Jamming, obstructions, and

outputs it for display on OWN A/C format of the MFD. The

multipath can degrade the quality of the received signal,

MCS and INS use FOM to assign appropriate weighting to

while satellite constellation geometry can introduce position

the GPS solution in the overall NSV.

errors (termed Geometric Dilution of Precision ć GDOP).

The MAGR is designed to minimize these errors.

20.3.1.2

GPS Status Format

The GPS system provides two levels of accuracy. The

The GPS Status format displays the GPS parameters as

Precise Positioning System (PPS) is capable of accuracy

depicted in Figure 20Ć11. All readouts (except MODE) will

better than 16 meters Spherical Error Probable (SEP) (i.e.,

be blanked while the GPS is performing a commanded BIT.

50% of the time the calculated position will be within a

MODE will show TEST". MAGR power, transmission of

sphere 16 meters in radius centered on the actual position).

UTC synchronization to the HAVE QUICK radios, and

It is intended for military use only. PPS also provides time

display of the MAGR status are controlled from the GPS

with an error of less than 100 nanoseconds.

Status format.

Standard Positioning System

(SPS) accuracy is

The MAGR power is toggled on and off by depressing

variable. When the satellites transmit their timing signals,

PWR (PB 4) on the GPS Status format. The appropriate ON

small, continuously varying errors are injected into the

or OFF status legend is also displayed. The default selection

navigation message of both the C/A−Code and the P/Y−Code

is PWR ON.

signals to reduce the position and time accuracy a receiver

calculates. The size of the errors are encrypted and also sent

Note

as part of the satellite transmission. A PPS receiver requires

that the matching crypto−codes be loaded to resolve the error.

The PWR ON legend only indicates that the

These are the same crypto−codes used for the Anti−Spoof

MAGR has been energized. Boxing the GPS

function.

legend (PB 13) on the OWN A/C or NAV System

Aid format makes GPS data available to the

The injected errors, termed Selective Availability

navigation system.

(SA)", are controlled by the US Air Force on behalf of the

Department of Defense (DoD) so that, in a conflict, an enemy

The UTC time of day is made available to the ARC−182

will not be able to use the system. In peacetime, the DoD

Have Quick II" radios by momentarily depressing RCV

guarantees SPS precision will not exceed

100 meters

TOD (PB 3) while the MAGR is in the NAVIGATE mode.

horizontally with

95% confidence

(i.e., the horizontal

RCV TOD is inoperative in the TEST and INITIALIZE

position will be within 100 meters at least 95% of the time).

modes, and is not available with MAGR power off (see

In peace, SA is turned off; thus, SPS and PPS solutions have

Chapter 19 for radio time sync operation).

the same accuracy.

When the MAGR is operating at its peak performance,

Note

the GPS Status format will look like the display in

Figure 20Ć11. The figure legend contains the possible ranges

It is not necessary to receive P−Code (or Y−Code)

for the GPS Status Format Parameters.

in order to make use of the Precise Positioning

20−23

ORIGINAL

NAVAIR 01−F14AAD−1

PARAMETER

RANGES

REMARKS

MAG VAR

Not operable in D03B.

CODE

PRECISE

Type of code the MAGR is tracking. PRECISE indicates that the

COARSE

MAGR is using P or Y Code, COARSE indicates that the MAGR is

using C/A Code. COARSE will not be observed, or observed very

briefly as the receiver acquires satellites, if the receiver is operating

normally.

PROCESSOR

The operational status of the MAGR processor. GO indicates that

NO GO

data bus communication between the MAGR and the MCS exists

NOT READY

and the processor is operating properly. NO GO indicates that the

processor failed a start−up or commanded BIT or a continuous

self−test. NOT READY indicates that data bus communication

between the MAGR and the MCS has not been established.

BATTERY¹

MAGR battery operational status. GO indicates a satisfactory

LOW

battery power level. LOW indicates that the battery has failed or

has a marginal power level. Battery power is only required to

maintain MAGR memory when the MAGR is powered off.

Report any LOW indications to maintenance.

Figure 20Ć11.ĄGPS Status Format (Sheet 1 of 3)

ORIGINAL

20−24

F-14D. FLIGHT MANUAL (2004) - page 11