F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

PARAMETER

RANGES

REMARKS

ALMANAC

The status of the MDL almanac data available to the MAGR.

NO DATA

GO indicates that the valid MDL almanac data is available. All

MDL NOT READY

other conditions indicate that valid almanac data is unavailable.

MDL FAIL

NO DATA indicates that almanac data is not present on the MDL or

is more than one month old. MDL NOT READY indicates that

there is either no data bus communication or no cartridge in the

MDL. MDL FAIL indicates that an MDL failure is preventing access

to almanac data.

Note

If valid almanac data is not available, either within MAGR memory

or on the MDL, the MAGR will initiate a cold start sky search for

visible satellites. Search and acquisition may take over 20 minutes.

Once satellites are received, the MAGR will extract the Almanac

from the GPS navigation message and store it in volatile memory

for future use.

ZTOD

HH:MM:SS

In NAVIGATE mode, indicates Zulu Time of Day. In the INITIALIZE

mode, momentarily indicates the time of MAGR initialization. A

blank field is displayed if no valid time is

available.

DATE

MM/DD/YY

In the NAVIGATE mode, indicates the current date. MM/DD/YY

is displayed if no valid date is available or the MAGR is not in

NAVIGATE mode.

DATA (PB 1)

Returns the OWN A/C Basic format with DEU slaved for Own A/C

data entry.

NAV (PB 2)

Returns the Navigation format.

RCV TOD

Depressing RCV TOD pushtile provides time to the ARC−182

(PB 3)

Have Quick II" radios.

PWR (PB 4)

Selecting PWR pushtile toggles MAGR power ON or OFF.

Default is power on.

CRYPTO KEY

VERIFIED

The status of the GPS crypto keys. VERIFIED indicates that the

UNVERIFIED

loaded key matches that used by the satellites. UNVERIFIED

INCORRECT

indicates that the loaded key has not yet been verified through

PARITY ERROR

comparison with the satellites. INCORRECT indicates that the

NO KEYS

loaded key is incorrect. PARITY ERROR indicates that the

[BLANK]

MAGR detected a parity error in the loaded key ć the key should

be reloaded. NO KEYS indicates that no key is loaded. The crypto

key is BLANK until NAVIGATE mode is entered.

Figure 20−11. GPS Status Format (Sheet 2 of 3)

20−25

ORIGINAL

NAVAIR 01−F14AAD−1

PARAMETER

RANGES

REMARKS

SATELLITES

0, 1, 2, 3, 4

The number of satellites being tracked with maximum available

precision. Four satellites are normally needed for navigation. If

altitude is available from the MCS, a three satellite solution will

provide horizontal position and velocities.

RECEPTION

GOOD

GOOD indicates clear GPS reception of four satellites.

DEGRADE

DEGRADE indicates partial track of at least one satellite.

[BLANK]

If degraded reception persists, MAGR FOM and estimated

Horizontal and Vertical GPS position errors will increase. The

RECEPTION field is blank if the MAGR is not in NAVIGATE

mode.

FOM

9 to 1

MAGR Figure of Merit. FOM is a numerical indicator of receiver

accuracy and system integrity. It should not be used for decisions

concerning position accuracy (use the Horizontal and Vertical

Error estimates on the Own A/C format). FOM is based on a

number of factors that contribute to the overall system including,

and tends to be conservative with regard to system accuracy:

D MAGR receiver state (e.g., code tracking, carrier

tracking, acquisition, etc.)

D Carrier to noise ratio

D Satellite geometry (GDOP)

D Satellite range accuracy

D Ionospheric measurement or modeling error

D MAGR aiding

D MAGR Position Error estimates

MODE

TEST

With PWR ON, TEST appears for about 30 seconds as the

INITIALIZE

MAGR self−test is run (provided MAGR was off for at least 30

NAVIGATE

seconds). INITIALIZE then appears for about five seconds, then

[BLANK]

NAVIGATE appears. With PWR OFF, this field is BLANK.

Note

When a commanded BIT is run from the OBC NAV format,

TEST will appear for up to 3 minutes during the Initiated BIT.

JTOD XFER

Enables synchronization of JTIDS using GPS time. Available

only when JTIDS is operational and GPS is in NAVIGATE".

Note: 1. The battery is used to maintain GPS Almanac and Crypto Keys in volatile memory when the primary

power is off.

Figure 20−11.ăGPS Status Format (Sheet 3 of 3)

ORIGINAL

20−26

NAVAIR 01−F14AAD−1

Figure 20Ć12.ĄCrypto Loading Panel Location

20.3.1.3

GPS Crypto Keys

overridden by manual aircrew selections. Navigation sensors

used are listed in the lower center legend of the NAV (NaviĆ

The MAGR crypto key is loaded by maintenance

gation) System Aid format (see Figure 20Ć14). With a fully

personnel via the Crypto Load Panel on the right−hand side

operational system, this legend should read INS/GPS".

of the aircraft (Figure 20−12). The required codes are changed

daily, but multiple codes may be loaded into the MAGR at

Manual selections are made via the INS, SAHR, and

one time. If the codes do not match the keys in the satellite,

GPS legends on the OWN A/C or NAV System Aid format.

the MAGR will still operate, but in SPS mode only.

Manual selection of INS or SAHRS is indicated by an M"

on the OWN A/C or NAV System Aid format, adjacent to the

20.3.2

Navigation Modes

sensor legends. The absence of an M" indicates automatic

mode selection is available. Normally INS will be automatĆ

The navigation system can operate in four basic states

ically selected. Automatic deselection of GPS is indicated by

(primary, secondary, tertiary and backup), depending on the

a dash−boxed GPS legend on the OWN A/C or NAV System

selection of navigation sensors. A summary of these states

Aid formats (Figure 20Ć8 and Figure 20Ć14), indicating that

and the navigation sensor data used for the various modes is

automatic reselection is available. The inability to box a

provided in Figure 20−13. The primary mode couples the

legend corresponding to a specific navigation sensor

MAGR and the INS to derive an extremely accurate naviĆ

indicates that the sensor is unavailable for selection.

gation solution. In all other modes, if GPS information is

available, it is used directly to update the NSV position in the

Note

MCS due to its inherent accuracy. Navigation State Vector

velocity and heading are updated by INS, SAHRS, GPS, or

D During aircraft start, GPS should automatiĆ

cally box once a FOM of 4 is achieved. GPS

external sources, in order of priority. Either the INS or

will be boxed (dashed) on start up.

SAHRS provides attitude, accelerations, and angular rates

for NSV computations. In all modes, the functions and

D If the MAGR degrades to a FOM of 8 or 9, it

outputs normally provided by the navigation system are

will declare its output invalid to the MCS,

made available to the maximum extent possible.

resulting in automatic deselection of GPS

(dashed box) and downgrading of the

The navigation system automatically selects the best

navigation mode.

operating mode based on available sensors, unless

20−27

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.2.1

Primary Navigation

updates, and an ALIGN SUSPENDED computer message

will be displayed. However, INS information will continue

20.3.2.1.1

INS/GPS Mode Operation

to be sent to the MAGR for GPS aiding. If the MAGR

sufficiently recovers for at least 8 seconds, INS/GPS mode

INS/GPS mode is the primary navigation mode. This

will be reselected automatically, provided the NAV MODE

mode is the default selection when the system achieves an

switch remains in the IFA position.

alignment with the NAV MODE switch in IFA (In Flight

Alignment) with valid GPS information available. This is

Whenever INS/GPS mode is available but not selected,

the recommended mode when all systems are operating

GPS/INS mode will be displayed on the OWN A/C page as

normally, as it provides the most accurate navigation solution

the current NAV mode. This will occur if the INS has

available. In this mode, the INS uses GPS horizontal position

completed alignment and the MAGR is in NAVIGATE mode

and velocity information, combining it with its own naviĆ

and is boxed but INS, vice IFA, is selected using the NAV

gation solution for the best combination of the two. INS/GPS

MODE switch.

mode horizontal position accuracy typically is within 20 feet

when the MAGR has achieved a FOM of 1, and remains

In flight, if IFA is selected on the NAV MODE switch,

extremely stable during dynamic maneuvering flight.

but the MAGR is not available or deselected, the INS will

align to the external velocity reference source selected on

In INS/GPS mode, the INS horizontal channel is

the IFA format, with considerably reduced quality

(see

continually updated using GPS information. The MAGR

paragraph 20.3.2.3).

provides GPS position, velocity, and quality data directly to

the INS, bypassing the MCS. The INS uses GPS information

20.3.2.1.3

SAHRS Velocity Referencing

in its Kalman filter to correct and optimize its own horizontal

navigation solution, which is then sent to the MCS for

Once the SAHRS is aligned, it generates its own

Navigation State Vector (NSV) computations. GPS inforĆ

velocity outputs similar to the INS. However, SAHRS

mation is not used directly for NSV updates. In turn, the INS

velocities are not as accurate as INS velocities, with errors in

provides its own position and velocity coordinates to the

each axis ranging between 5 and 10 feet per second. FurtherĆ

MAGR, which allows it to extrapolate aircraft and satellite

more, these errors are subject to additional drift over time.

positions more accurately during maneuvering flight,

Poor SAHRS alignment and/or performance will cause the

antenna masking, signal dropouts, and jamming. NSV

NSV attitude and heading and SAHRS velocities to degrade

attitude and heading are provided directly by the INS.

quickly. An indication of poor SAHRS performance may be

the appearance of an ATTITUDE, VELOCITY or

During INS/GPS operations on deck, the parking brake

POSITION CAW (Caution/Advisory/Warning).

may be released and the aircraft taxied without interrupting

an alignment in progress. In flight, an alignment can be

SAHRS performance is improved by referencing it to

accomplished with align quality similar to that possible with

a velocity source external to the SAHRS. However, GPS is

a ground alignment. The only restriction is that the aircraft

unavailable as an external velocity reference source.

should not be maneuvered in a manner that masks the GPS

Although NSV velocities may be modified with available

antenna from available satellites for more than a few seconds

GPS information within the MCS, the SAHRS itself does not

early in the alignment.

couple with nor is it directly aided by the MAGR. By default,

if no external velocity source is selected, SAHRS will use its

Because of the high degree of position accuracy in the

own inertially derived velocity.

INS/GPS mode, one−fix INS position updates are

unavailable.

Note

20.3.2.1.2

INS/GPS Mode Selection

D A SAHRS external velocity reference source

should always be selected, even when a good

The INS/GPS mode is entered when the INS and GPS

INS alignment has been achieved and the INS

legends are automatically selected (boxed) on the OWN A/C

is known to be operating satisfactorily.

or NAV System Aid format, and IFA is selected on the NAV

D After a system reset, SAHRS velocity

MODE switch. Selection of this mode is verified with the

reference becomes unboxed. Reselection of a

display of INS/GPS" on the lower left of the HSD format,

SAHRS velocity reference following a

OWN A/C format, and NAV System Aid format.

system reset is highly recommended to

maintain the best possible SAHRS navigation

If a GPS QUAL CAW is posted, the INS/GPS mode

solution in case of degraded navigation mode

will be automatically deselected after a 30−second delay. The

operation.

INS will then operate in its inertial mode without GPS

20−29

ORIGINAL

NAVAIR 01−F14AAD−1

Available external velocity sources are selected by

output invalid to the MCS (FOM > 7), GPS/INS mode will be

depressing SAHR VEL REF on the NAV System Aid format.

automatically deselected and the boxed GPS legend on the

The listed sources are:

OWN A/C or NAV System Aid format will appear dashed.

The navigation system will then operate in the inertial−only

INS mode (see paragraph 20.3.2.2). If the MAGR recovers to

SAHRS VELOCITY SOURCES

FOM ≤ 7, GPS/INS mode will be reselected automatically,

SYS

System NSV velocity, computed using all valid

provided that GPS was not deselected manually.

velocity sources. SYS is recommended if GPS

is selected, since it is the only source that

20.3.2.2.2

INS Mode

includes GPS information

TCN

TACAN−relative computed velocity

The INS mode provides the most accurate navigation

solution if GPS information is unavailable, and is the default

JTID

JTIDS computed velocity.

non−GPS navigation mode. INS mode operation is the same

AIR

True airspeed, computed by the SCADC and

as that in previous F−14D configurations without GPS, with

compensated for winds.

a performance typically within 1 nm per hour. Navigation

State Vector updates are derived from weighted mixes of INS

RDR

Radar−relative computed velocity.

and SAHRS inputs.

INS

INS inertial velocity. If GPS is not selected,

INS provides the best reference velocity.

The INS mode is entered at the completion of an INS

alignment when the NAV MODE switch is placed in INS, or

automatically if the aircraft becomes airborne and the NAV

MODE switch is still in an align position, provided sufficient

20.3.2.2

Secondary Navigation

alignment quality has been achieved. Selection of this mode

is verified with the display of INS" on the lower left of the

20.3.2.2.1

GPS/INS Mode

HSD format.

GPS/INS is the next best mode. GPS/INS is selected

Note

with the NAV MODE switch in INS after achieving a comĆ

plete alignment, and then boxing GPS. This mode does the

Selection of INS on the NAV MODE switch with

filtering of GPS with INS information in the MC. The main

a displayed alignment quality of 5.0 or higher

difference between GPS/INS and INS/GPS is that in the latĆ

will result in entry into the IMU

(Inertial

ter, the velocities input to the NSV are more accurate and the

Measurement Unit) mode

(see paragraph

INS is continuously updated by the MAGR. Good long−term

20.3.2.4.2).

navigation performance may be expected in GPS/INS. HowĆ

ever, dynamic response will not be as precise as with the

20.3.2.2.3

INS Velocity−Aided IFA Mode

prime INS/GPS mode, and with extensive dynamic maneuĆ

vering this accuracy will degrade. Navigation accuracy in

The INS Velocity−Aided IFA mode aligns the INS in

GPS/INS mode is nevertheless superior to an inertial−only

flight without GPS velocity or position information, using a

mode.

selectable external velocity reference source. Since INS IFA

mode uses the current system position information, a one−fix

In GPS/INS mode, the NSV position is derived directly

position update is recommended before selecting INS IFA

from GPS information. Navigation State Vector velocity, attiĆ

mode.

tude, and heading are provided directly by the INS. There is

no direct transfer of data between the INS and the MAGR.

GPS/INS mode is entered when INS and GPS are

selected on the OWN A/C or NAV System Aid format, and

the NAV MODE switch is placed in INS. Selection of this

INS performance following a non−GPS in−flight

mode is verified with the display of GPS/INS" on the lower

alignment depends on the accuracy of the

left of the HSD format. These conditions will also generate

selected velocity reference source. Therefore,

an IFA AVAILABLE computer message.

INS IFA mode is recommended only if mission

accomplishment is otherwise jeopardized.

If the MAGR FOM increases, the MCS will continue

to use GPS position information. If the MAGR declares its

ORIGINAL

20−30

NAVAIR 01−F14AAD−1

Available external velocity sources are JTID, SYS, and

5. Place the NAV MODE switch to INS when the INS

AIR. The preferred velocity sources, in order of priority, are:

ALGN CMPLT computer message is displayed, or

if the aircraft is to be maneuvered dynamically.

EXTERNAL VELOCITY SOURCES

Note

JTID

JTIDS information, available to the MCS

only when operating in a JTIDS network.

Because of the extensive time required for an

INS lEA with quality JTIDS information

INS IFA (up to 35 minutes), the NAV MODE

typically requires 12 to 15 minutes. The

switch may be placed to INS before the INS

quality of a JTIDS INS lEA will increase

ALGN CMPLT message is displayed. Either

with the number of JTIDS participants.

the INS mode or IMU mode will be selected

automatically, depending on the quality of the

SYS

System velocity represents a weighted

alignment when INS is selected on the NAV

mix of all available velocity sources. It is

MODE switch.

subject to errors in any of the involved

velocity sources.

6. Verify the navigation mode legend on the lower left

AIR

Air data provided by the SCADC.

of the HSD format.

Accuracy depends on that of the computed

or entered winds. Because of the potential

Note

for poor accuracy, the INS ALGN CMPLT

Selection of INS on the NAV MODE switch

computer message may never be

with a displayed alignment quality of 5.0 or

displayed. AIR should be selected only

higher will result in entry into the IMU mode

as a last choice and only when the INS

(see paragraph 20.3.2.4.2).

is degraded enough to prevent mission

accomplishment. This takes up to

20.3.2.3

Tertiary Navigation

35 minutes.

20.3.2.3.1

GPS/SAHRS Mode

The INS IFA mode is entered if INS is selected on

The GPS/SAHRS mode provides reasonable navigaĆ

the OWN A/C or NAV System Aid format, the NAV

tion in non−maneuvering flight due primarily to the use of

MODE switch is placed in IFA, and GPS is not available.

GPS position information. However, it is not as accurate as

In INS IFA mode, INS" is displayed on lower left of the HSD

the primary or secondary navigation modes, and substantial

format, so selection of this mode must be verified by

errors may accrue during extended maneuvering flight using

referencing the IFA format. See Figure 20Ć15. Specific INS

SAHRS inputs.

IFA procedures are:

In GPS/SAHRS mode, there is no direct transfer of

1. From the OWN A/C format, select SAHR as a valid

information between the MAGR and the SAHRS. NSV

source of true heading. If reasonable SAHRS

position is derived directly from GPS information, and

heading information is not available, then enter the

NSV velocities, attitude, and heading information are

best estimated true heading from the DEU OWN

derived from SAHRS.

A/C format.

The GPS/SAHRS mode is entered when GPS and

2. Select IFA on the NAV MODE switch. The IFA

SAHR are selected on the OWN A/C or NAV System Aid

format will appear.

format. Selection of this mode is verified with the display of

GPS/SAHRS" on the lower left of the HSD format.

Note

If the MAGR FOM increases, the MCS will continue

To ensure good initial alignment, straight and

to use GPS position information. If the MAGR declares its

level flight should be maintained from 1 to 5

output invalid to the MCS (FOM > 7), then GPS/SAHRS

minutes after IFA is selected on the NAV

mode will be automatically deselected and the boxed GPS

MODE switch.

legend on the OWN A/C or NAV System Aid format will

appear dashed. The navigation system will then operate in the

3. From the IFA format, select a velocity source from

inertial−only SAHRS mode (see paragraph 20.3.2.3.3). If the

JTID, SYS, or AIR selections.

MAGR recovers to FOM ≤7, GPS/SAHRS mode will be

reselected automatically, provided that GPS was not

4. Observe the alignment progress on the IFA format.

deselected manually.

20−31

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.2.3.2

GPS/IMU Mode

If the MAGR FOM increases, the MCS will continue

to use GPS position information. If the MAGR declares its

The GPS/IMU mode provides reasonable navigation in

output invalid to the MCS (FOM > 7), GPS/IMU mode will

non−maneuvering flight due primarily to the use of GPS

be automatically deselected and the boxed GPS legend

position information. However, substantial errors will accrue

(PB 13) on the OWN AC or NAV System Aid format will

during extended maneuvering flight.

appear dashed. The navigation system will then operate in

the attitude−only IMU mode (see paragraph 20.3.2.4.2). If the

Navigation State Vector position is derived directly

MAGR recovers to FOM ≤7, GPS/IMU mode will be

from GPS information. If SAHRS velocity is valid, it is used.

reselected automatically, provided that GPS was not

If not, NSV velocity is derived by mixing GPS and other

deselected manually.

available system velocities, which could include JTIDS and

Air Data. Attitude and heading are derived from inertial

20.3.2.3.3

SAHRS Normal Mode

angles provided by the IMU.

The SAHRS Normal mode uses dynamic inputs sensed

The GPS/IMU mode is entered when INS and GPS are

by the SAHRS in its normal mode, with the same functionĆ

selected on the OWN A/C and NAV System Aid format, the

ality as INS mode. The Normal mode provides reasonable

SAHRS is unavailable, and the NAV MODE switch is placed

short−term inertial navigation. NSV position, velocity,

to ATT, or to INS with only the IMU sub−mode available.

attitude, and heading are updated directly by the SAHRS.

Availability of the IMU sub−mode of the INS is verified by

However, because of the reduced sensitivity and precision

the display of IMU" in the center legend of the NAV System

within the SAHRS, performance typically is between 2 and

Aid format, which depicts available sensors. Selection of this

10 nm per hour, depending upon the quality of the initial

mode is verified with the display of GPS/IMU" on the lower

SAHRS alignment.

left of the HSD format.

The SAHRS Normal mode is entered when SAHR (PB

Note

12) is selected as the sole navigation aid source on the OWN

If the INS degrades to the IMU sub−mode, the

A/C or NAV System Aid format (Figure 20Ć16). An M" will

be displayed adjacent to the SAHR legend if the selection is

SAHRS will be selected automatically for

manual, indicating that automatic sensor selection is not

navigation reference, if it is available. The IMU

available. Selection of this mode is verified with the display

will be selected if the SAHRS is not available.

of SAHRS" on the HSD format.

Figure 20Ć16.ĄSecondary Navigation Mode Manually Selected

20−33

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.2.4

Backup Navigation

adjacent to the altitude display to alert the pilot that a backup

altitude source is selected.

20.3.2.4.1

GPS Mode

If the MAGR FOM increases, the MCS will continue

GPS mode provides minimal navigation information to

to use GPS position information. If the MAGR declares its

the aircrew, all of which is derived directly from MAGR

output invalid to the MCS (FOM >7), GPS mode will be

outputs and available external velocity reference sources.

automatically selected and the boxed GPS legend (PB 13) on

True airspeed and altitude, as computed by the SCADC, are

the OWN AC or NAV System Aid format will dash. All

sent continually to the MAGR to improve its dynamic

navigation information except available air data will be lost.

response. Due to the absence of aircraft−sensed inertial data

If the MAGR recovers to an FOM ≤ 7, GPS mode will be

to stabilize the MAGR, increased errors may be expected in

reselected automatically, provided that GPS was not

maneuvering flight or if L−band jamming is encountered.

deselected manually.

In GPS mode, NSV position is derived directly from

20.3.2.4.2

IMU Backup Mode

GPS information. The NSV velocities are derived by mixing

Inertial Measurement Unit mode provides minimal

GPS and other valid velocities. Attitude data is not available

safety−of−flight information to the aircrew but no inertial

(except from the standby attitude indicators) and will not be

navigation capability. All navigation information is derived

displayed on the HUD or the VDI. Heading is computed by

directly from the IMU outputs of the INS and from available

the MCS using GPS north and east velocities, and will be in

external velocity references.

error due to the drift caused by wind. Wind speed and

direction may be entered manually via the DEU OWN A/C

In the IMU mode, aircraft attitude is derived directly

format.

from IMU inertial angles. Initial true heading is also

calculated, but may not be accurate. Heading also will be in

GPS mode is entered when GPS is selected as the sole

error by drifts caused by winds. True heading, wind speed and

navigation aid source on the OWN A/C or NAV System Aid

wind direction may be entered manually via the DEU OWN

format. Selection of this mode is verified with the display of

A/C format.

GPS" on the HSD format.

The IMU mode is selected when INS is selected as the

If SCADC air data is lost and the radar altimeter is

sole navigtion aid source on the OWN A/C and NAV System

invalid or turned off, GPS altitude will be displayed on the

Aid format (Figure 20Ć17), the SAHRS and MAGR are

HUD and VDI. This will be indicated by a G" acronym

Figure 20Ć17.ĄIMU Backup Navigation Mode Selection

ORIGINAL

20−34

NAVAIR 01−F14AAD−1

unavailable or deselected, and either the NAV MODE switch

In addition to automatic selection, SAHRS submode

is placed to ATT or to INS with only the IMU sub−mode of

operation may be manually selected via the NAV SYSTEM

the INS available. Availability of the IMU sub−mode of the

AID MFD format shown in Figure 20−18. This is done by first

INS is verified by the display of IMU" in the center legend

selecting SAHRS by depressing the SAHRS pushbutton on

of the NAV System Aid format, which depicts available

the upper right portion of the NAV SYSTEM AID MFD

sensors.

format and verifying that SAHRS is boxed. A SAHRS

submode may be selected by depressing the SAHR MODE

If the INS degrades to the IMU sub−mode, SAHRS will

pushtile on the lower left of the same MFD format until the

be selected automatically (if it is available). If SAHRS is not

desired submode is boxed.

available, IMU will be selected. If the INS was selected

manually

(i.e., an M adjacent to the INS legend), then

automatic sensor selection will not be available and IMU will

be selected even if SAHRS is available.

Selection of this mode is verified with the display of

Do not attempt this on deck. A weight−on−wheels

IMU" on the lower left of the HSD format.

interlock for the in−flight restart will freeze the

SAHRS in the restart mode until weight off

wheels. There will be no attitude information

available from the SAHRS when this situation

occurs

If ATT has been selected manually, the INS will

Note

degrade from an inertial mode to an attitude

Although it is possible to cycle through the SLV,

reference mode, and reversion to viable INS

DG, EC submodes, reversion to NORM requires

function may be difficult or impossible unless

an in−flight restart. In−flight restart will automatiĆ

GPS is available. A GPS−aided IFA (via prime

cally be initiated when the selection pushbutton

INS/GPS mode) will produce results similar to

is depressed to roll from EC to NORM or can be

alignments attainable on the ground. An IFA

accomplished by depressing the in−flight RST

using other velocity sources will perform less

pushbutton.

predictably.

Considerable degradation in accuracy from the

20.3.2.4.3

SAHRS Backup Mode

primary and secondary and even the IMU backup modes can

be expected when the SLV and DG modes are selected. The

The SAHRS Backup mode provides minimal safety−

SAHRS EC submode will not provide navigation parameters

of−flight information to the aircrew, but no inertial navigation

to the system although some air data parameters will be

capability. All information is derived directly from angles

available.

provided by the SAHRS and available external velocity refĆ

erence sources.

Selection of the slaved submode will result in magnetic

heading information derived from the magnetic azimuth

The SAHRS Backup mode operates in one of three

detector (flux valve) and true heading computed from this

sub−modes, based on the heading reference source. These

source plus magnetic variation. Attitude information is

sub−modes are selected via SAHR MODE on the NAV

derived from SAHRS using first−order leveling and,

System Aid format. In order of desirability, they are:

therefore, may be subject to certain dynamic errors.

SAHRS BACKUP SUB−MODES

Selection of the DG submode will allow entry of a

desired grid heading via the DEU, using the DEU NAV

SLV

(Slaved) Magnetic heading is sensed by the magĆ

AID−DG HDG format

(Figure

20−18). This entered

netic azimuth detector (flux valve) and converted to

parameter will be the initial heading reference until a new

true heading using computed or manually entered

DG heading entry is made. In the system, it is treated as a

magnetic variation. Attitude is derived directly from

SAHRS angles.

magnetic−referenced parameter. Attitude information is

derived from the SAHRS using first−order leveling and, like

(Directional Gyro) Magnetic heading is entered

the SLV mode, is subject to dynamic errors.

manually via the DG HDG selection on the DEU

NAV Aid format. Attitude is derived directly from

The SAHRS EC sub−mode provides only magnetic

SAHRS angles.

heading outputs using the magnetic azimuth detector as the

(Emergency Compass) Magnetic heading is

input source. It is not a navigation mode, and only magnetic

sensed directly by the flux valve, without

heading and certain air data parameters will be available

compensation. Attitude is not available.

when it is selected.

20−35

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20−18.ăSAHRS Backup SLV and DG Modes (Sheet 2 of 2)

The SAHRS Backup mode is entered when SAHR is

of the SAHRS to its normal mode. The data to which the

selected as the sole navigation aid source on the OWN A/C

SAHRS is reinitialized is the current value of the navigation

or NAV System Aid format, with only the SAHRS backup

system position and velocity.

sub−modes available. A degraded SAHRS is verified by the

selection of a SAHRS heading source other than NORM on

It is also possible to perform an in−flight restart from

the NAV System Aid format. (Figure 20−18). Selection of this

the SAHRS normal mode. This should be done only if serious

mode is verified with the display of SAHRS" on the lower

SAHRS degradation is suspected.

left of the HSD format.

20.3.3

MAGR Initialization

20.3.2.4.4

SAHRS In−Flight Restart

Before the MAGR can be used for navigation, it must

acquire signals from at least four satellites. To accelerate the

If the SAHRS is operating in a degraded submode, it

signal acquisition, the MAGR uses stored almanac data. The

may be possible to revert to the normal mode of operation via

data is stored in non−volatile memory supported by the

an in−flight restart. Prior to attempting an in−flight restart, the

receiver’s internal batteries. If these batteries are removed or

selection of SYS as the SAHRS velocity reference is

are low, the MAGR requests almanac data from the MCS.

recommended. In addition, aircraft position data should be

The MCS loads the almanac data from the MDL if it is

evaluated and a position update should be performed if large

available on the cartridge.

position errors exist. An in−flight restart may now be initiated

by selecting NORM as the SAHRS mode by depressing the

Note

indicated pushbutton on the lower left portion of the NAV

SYS AID MFD format; or by depressing the RST pushbutton

If a valid almanac is not available; the MAGR

on the right center of the same MFD format (Figure 20−18).

will initiate a cold start, wherein the receiver

The subsequent boxing of the NORM legend in the SAHR

does a sky search for visible satellites. Search

MODE selector box on this format indicates a reinitialization

and acquisition can take over 20 minutes.

20−37

ORIGINAL

NAVAIR 01−F14AAD−1

Note

nearest 0.1 arc minute. Longitude entries on the DD

below 100_ do not require a 0 prior to entering the

GPS satellite acquisition time can be affected by

numerals.

a number of conditions, particularly L−band RF

interference and line of sight obstructions, as

Verify parking brake is set.

well as the currency of the almanac data. On the

ground, aircraft proximity to large structures

Set NAV MODE switch to GND. The OWN A/C

such as a hangar or an aircraft carrier island may

GRND format will be displayed on the MFD

delay or prevent satisfactory satellite acquisition

(Figure 20Ć22).

until the aircraft is moved.

Verify that SHDG is not boxed. If it is, press the

Besides almanac data, the MAGR requires an estimate

SHDG pushbutton to unbox SHDG.

of current position, date, and time to speed acquisition. If any

of these quantities are in error, the speed of acquisition will

Note

decrease. Generally, a position error of a few miles and a time

Unboxing of SHDG must be performed within

error of a few minutes will not degrade acquisition perĆ

17 seconds of selecting GND ALIGN on the

ceptibly. The aircrew should verify that the correct data is

NAV MODE switch or the boxed SHDG will

available from the MCS by checking the OWN A/C MFD

be selected and unboxed by the system and

format (for position) and GPS Status MFD format (for date

deselection will not be available.

and time) during the GPS startup, and correct any significant

errors.

Verify latitude and longitude and enter correct

values if necessary. If new entries are required at this

20.3.4

INS and SAHRS Concurrent Alignment

time, the alignment time may be extended, dependĆ

ing on the differences between the newly entered

In all modes of concurrent alignment, both the INS and

values and those displayed when alignment was iniĆ

the SAHRS are aligned in the mode selected on the NAV

tiated.

MODE switch (Figure 20−2). The system will always align

to WPT 1 unless manual entries are made. Normal operation

Alignment progress can be monitored by observing

of the MCS and MFD is required for any alignment.

the QUAL and TIME acronyms and the alignment

scale on the MFD OWN A/C format. The indicator

20.3.4.1

Normal Concurrent Ground Alignment

on the alignment progress scale changes from a V"

to a diamond symbol at the first tic mark. This

1. Select own−aircraft MFD format, (Figure 20Ć8 ) by

represents an 8 nm per hour estimated navigation

depressing DATA" pushtile on the MFD MENU1

quality. The second tic mark represents an estimated

page (Figure 20−19).

2 nm per hour quality and the third an estimated 0.8

nm per hour quality. At this point a dot appears in the

2. Verify displayed latitude and longitude. If incorrect,

diamond. An INS ALIGN COMPLETE message

enter correct coordinates via the DEU or DD. For

normally appears at the top of the MFD display in

DEU data entry, the DEU OWN A/C page is

4 minutes. At this time the QUAL acronym is near

selected and the latitude and longitude coordinates

or slightly below 1 nm per hour and the pointer on

may be entered to 0.01 arc minute using the LAT and

the align scale should be near the last tic mark.

LONG pushtiles and the proper hemisphere numerĆ

als (Figure 20−20). On the DEU, longitude entries

During concurrent alignment, it is advisable to

less than 100_ require a 0 be entered prior to the

monitor the SAHRS alignment progress by pressing

value. For DD data entry the DD control panel is

the SAHR pushbutton on the MFD. The OWN A/C

used with the NAV category selected using the MFK

MFD format will show SAHR boxed; and the

pushtile (Figure 20−21). The OWN A/C acronym is

QUAL and TIME acronyms and the align scale now

then boxed by depressing the corresponding pushĆ

refer to the SAHR. A SAHRS ALIGN COMPLETE

tile and the coordinates are entered via the LAT,

message normally appears in approximately 2.5 to

LONG, hemisphere, and numeric pushtiles shown

3 minutes from the time when the parking brake was

on the computer address panel on the lower left

set. The QUAL will be approximately 10 (nm per

portion of the DD control panel. Latitude and longiĆ

hour) at this time.

tude coordinates may be entered via the DD to the

ORIGINAL

20−38

NAVAIR 01−F14AAD−1

Alignment may be continued after the appearance

Perform a reference alignment by following the normal

of the INS ALIGN COMPLETE message if time

ground align procedure in paragraph 20.3.4.1. When the INS

permits. This will provide only slight improvement

ALIGN COMPLETE message appears on the HUD and/or

in alignment quality but will provide some gyro

VDI format, return the NAV MODE switch to OFF. The

biasing and eliminate unnecessary drift in the INS

aircraft heading should now be stored in the INS and should

mode. If the parking brake is released during

be available for the next alignment as long as the aircraft has

alignment, the INS and SAHRS will go to a

not been moved.

SUSPEND ALIGN state as indicated by the

Note

computer message on the OWN A/C MFD format.

Alignment will be resumed upon application of the

Selecting the SAHR pushbutton on the

parking brake. The numerical alignment quality

OWN A/C or NAV DATA MFD formats

displayed will never be lower than 0.50. Actual

before the diamond reaches the second tic

INS/SAHRS drift rate is normally less than 0.50 nm

mark will inhibit a subsequent stored heading

per hour.

alignment.

10. The RIO may take the alignment anytime the QUAL

1. Repeat steps

1 through

4 for normal ground

reaches 1.0 nm per hour. The NAV MODE switch

alignment.

should be rotated to the IFA position once IFA

2. Verify that SHDG is boxed on the OWN A/C MFD

AVAILABLE" is displayed. This places the

format (Figure 20Ć22). Do not depress the SHDG

navigation system in the INS/GPS mode of

pushbutton.

operation. If GPS is available when the switch is in

the INS position, the GPS INTLKćSEL IFA"

3. Repeat steps 6 through 9 as in normal ground align

message will post to remind the aircrew that a better

procedure.

navigation mode exists.

20.3.4.3

GPS On−Deck IFA

11. If GPS is not available, INS performance may be

improved by performing the following procedure.

This method of alignment normally takes

3 to

minutes longer than a normal ground alignment, but requires

a. Initiate a standard alignment.

only that the NAV MODE switch be placed in IFA and a GPS

solution be available. It can be used ashore or aboard a CV.

b. Allow alignment to continue until an INS

The aircraft can be moved during a GPS IFA alignment, so

ALIGN COMPLETE message appears on the

taxi and take−off may take place while the alignment is underĆ

MFD.

way. GPS satellite acquisition normally takes from 30 secĆ

c. Without changing the NAV MODE switch

onds to 3 minutes, depending on the initial estimates of posiĆ

tion, date, and time; satellite position; and LOS

position, taxi the aircraft to a convenient

(line−of−sight) blockage by hangars, carrier island, etc.

location, changing the heading by at least 70_,

with 180_ heading change being optimal.

To get an IFA Alignment on the ground, perform the

following steps:

d. Reapply the parking brake and allow the INS to

continue alignment for a minimum of 1 minute

1. Place the NAV MODE switch in IFA at application

(7 to 8 minutes desired).

of aircraft power (see Figure 20Ć23).

Note

2. Verify correct date and time on the GPS Status page.

If satellites have been acquired, the OWN A/C data

The latitude and longitude of waypoint 1 will

page will show own aircraft position based on GPS,

be updated to current aircraft position when

if GPS is boxed.

the NAV MODE switch is placed to INS.

3. Monitor the GPS Status page to ensure satellites are

20.3.4.2

Stored Heading Concurrent INS/SAHRS

acquired within a few minutes of moving the NAV

Alignment

MODE switch out of the OFF position to IFA. IFA

alignment will not commence until satellites are

Stored heading alignment is performed when rapid

acquired. If satellites are not acquired after a few

system reaction is operationally required. Under normal

minutes, transition to a normal ground alignment

conditions, stored heading alignment can reduce ground

(on the NAV Mode Switch, select OFF then GND).

align time by

1 minute. This procedure requires that a

4. When the QUAL gets to 1.0, the system will autoĆ

previous reference alignment be performed and that the

matically take the alignment and display the INS

aircraft remain stationary until the subsequent stored heading

ALIGN COMPLETE message.

alignment is completed.

20−43

ORIGINAL

NAVAIR 01−F14AAD−1

Note

procedure is used, after verifying proper operation of the

MCS and MFD.

D The pilot will not have a FPM (Flight Path

Ensure SAHRS A, B, C, and DC circuit breakers

Marker) until a dot appears in the diamond.

(1I3, 1I5, 1I6, 9I3) pulled prior to application of

D If GPS data is lost during alignment, the

electrical power.

navigation system will align to waypoint 1.

Therefore, aircrew should always ensure

DATA LINK power switch Ċ ON.

waypoint

1 coincides with actual aircraft

location.

DATA LINK MODE switch Ċ CAINS/WPT.

D The NAV MODE switch must remain in the

Verify parking brake is set.

IFA position to remain in the primary

navigation mode, INS/GPS. This mode can

Note

also be obtained by conducting a normal

ground alignment, followed by moving the

Application of SAHRS power prior to

NAV MODE switch from INS to IFA. GPS

selecting CV ALIGN will not allow SAHRS

FOM ≤ 4 to be effective.

to properly align.

D INS alignment to GPS data via the INS/GPS

NAV MODE switch  CV ALIGN.

mode is not always optimum from a cold start.

It may require up to 10 minutes (plus up to 2

Reset SAHRS cb’s.

minutes for MAGR initialization), compared

to only 4 or 5 minutes for a normal alignment.

Select OWN A/C MFD format by depressing DATA

If movement of the aircraft during alignment

pushbutton on MFD MENU1 display. The CV SINS

is not anticipated, a normal concurrent ground

DATA format will appear (Figure 20Ć24).

or CV alignment followed by placing the

NAV MODE switch to INS momentarily, then

Verify that SHDG is not boxed. If it is, depress the

selecting IFA (In−Flight Alignment) may be

SHDG pushbutton to unbox it.

more expeditious and will yield the same sysĆ

tem accuracy.

Monitor the progress of alignment by observing the

QUAL and TIME acronyms and the align scale on

20.3.5

Concurrent Carrier Alignment

the MFD OWN A/C format. The SINS (ship’s)

latitude, longitude, and INS north and east

Carrier alignment of the INS and the SAHRS requires

velocities can also be evaluated on the MFD OWN

knowledge of the carrier motion and position. This

A/C format. An INS ALIGN COMPLETE message

information is best provided by the SINS. A stored heading

will normally occur in 7 minutes. At this time the

carrier alignment is also available using SINS inputs, after a

align quality should be below 1 nm per hour.

reference alignment has been performed. For SINS stored

carrier alignment, the stored parameter is actually the

Note

aircraft’s spotting angle on the carrier.

Do not select SAHR during CV ALIGN to

In the event that SINS data is unavailable, carrier

check alignment progress. Wait until INS

alignment can take place by manual entry of ship’s position,

alignment is complete and INS has been

speed, and heading. This procedure is called manual carrier

selected on the NAV MODE switch before

align. Because of the entry of fixed parameters, its real values

selecting SAHR.

may be changing and extended alignment time with lesser

alignment quality can be expected for manual carrier

10. SAHRS alignment progress may be monitored at

alignment.

this time by selecting the NAV page.

20.3.5.1

Concurrent SINS RF or Cable Carrier

Note

Alignment

D The SAHRS alignment process will initiate

Carrier alignment using SINS data from the ASW−27C

after the INS determines a valid true heading

D/L can be implemented by either cable or RF transmission,

(approximately at INS quality value of 5).

depending on whether the SINS cable from the deck−edge

SAHRS quality value should reinitiate to

box to the nose wheelwell connector is plugged in. For either

approximately 31.2 at that time.

mode of data transmission, the following alignment

20−45

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20Ć25.ĄCV Alignment Formats Ċ Manual (Sheet 1 of 2)

D If power has been applied to the aircraft for an

Note

extended period of time prior to INS CV align

Although SINS carrier alignment normally

being initiated, the SAHRS may complete a

requires no entry of data, if a SINS alignment

ground align

(NORM) and a SAHRS

takes place at any carrier location other than the

complete message appears on the MFD. After

flight deck, then it is advisable to enter the

the INS CV align is initiated, the SAHRS will

correct vertical lever arm via the DEU. This is the

initiate a concurrent CV align normally, but

height in feet of the aircraft INS above the

another SAHRS align complete message may

carrier’s SINS location. This entry can be made

not appear.

only via the DEU by calling up the DEU CV

ALIGN page and depressing the VLA pushtile

11. It is advisable to continue alignment after appearĆ

shown in Figure 20Ć25.

ance of the INS ALIGN COMPLETE message if

20.3.5.2

Concurrent SINS Stored Heading

time permits. When ready to take the alignment, the

Carrier Alignment

inertial navigation mode may be selected by setting

the NAV MODE switch to INS. The RIO may take

Carrier alignment time can be reduced by 1 minute by

the alignment anytime the QUAL reaches 1.0 nm

performing a stored heading carrier alignment. This

per hour. The NAV MODE switch should be rotated

procedure requires that a reference alignment be performed

to the IFA position once the IFA AVAILABLE"

using SINS data and that the aircraft’s position on the carrier

message appears. This places the navigation system

remain stationary until the completion of the subsequent

in the INS/GPS mode of operation.

stored alignment.

Perform a reference alignment by following the SINS

carrier align procedure in paragraph 20.3.5.1. When the INS

ALIGN COMPLETE message appears on the HUD/VDI

formats, return the NAV MODE switch to OFF.

20−47

ORIGINAL

NAVAIR 01−F14AAD−1

Note

entering the carrier latitude and longitude via

the DD LAT, LONG, quadrant and numeral

pushtiles, as shown in Figure 20−26. This is

D Do not box SAHR on the DATA or NAV

done in a similar manner as described in

formats during the reference alignment. This

paragraph

20.3.4.1 and shown in Figure

will prevent the reference alignment and

20−21. Entry of carrier speed and heading via

SHDG will not be boxed when alignment is

the DD requires the boxing of the WIND acroĆ

initiated.

nym prior to using the DD SPD, HDG and

D Do not cycle the parking brake during the

numeric pushtiles as shown in Figure 20−26.

reference alignment. This will prevent the

reference alignment and SHDG will not be

3. Repeat steps 9 through 11 for concurrent SINS

boxed when alignment is initiated.

carrier align (paragraph 20.3.5.1).

1. Repeat steps 1 through 7 of concurrent SINS carrier

Note

align.

In concurrent manual carrier align, the INS

2. Verify that SHDG is boxed on CV SINS DATA MFD

ALIGN COMPLETE computer message may

format (Figure 20Ć24).

take

15 minutes or longer to appear. The

navigation quality at this time may not be

3. Repeat steps 9 and 10 of concurrent SINS carrier

better than 3 nm per hour. Because of the

align.

extensive alignment time, it may be necessary

to launch prior to the receipt of the INS

20.3.5.3

Concurrent Manual Carrier Alignment

ALIGN COMPLETE computer message.

The INS and SAHRS will initiate ground alignments if

20.3.5.4

INS Standalone Alignment

there is no SINS data. The CV MANUAL format will be

displayed after the ship’s data is entered.

When the SAHRS is not available or has failed, the

Repeat steps 1 through 8 of concurrent SINS carrier

alignment procedure for the INS is exactly the same as for

align.

concurrent alignment described above in paragraph 20.3.4.

A SAHRS failure is indicated by the inability to box SAHRS

Note

on the MFD OWN A/C and align formats as well as its

appearance in the failure history file and in the MFD OBC−

If the SINS or data link is not operating or if

NAV format as described in Chapter 27.

a manual carrier alignment is desired, skip

steps 2 and 3.

20.3.5.5

SAHRS Standalone Alignment

Enter best knowledge of ship’s latitude, longitude,

When the INS has failed or is not available or if a

speed, and heading via the DEU or DD. When the

SAHRS alignment mode other than that of the INS is desired,

DATA pushbutton on the MFD is depressed, the CV

then a SAHRS standalone alignment can be selected from the

MANUAL DATA format, shown on Figure 20Ć25

MFD SAHRS ALIGN format (Figure 20−27). This format

appears.

will appear by depressing the NAV pushbutton on the OWN

A/C MFD format. An INS failure is indicated by the inability

Note

to box INS on the MFD align or OWN A/C formats as well

D If SINS is restored, MAN must be unboxed on

as its appearance in the failure history file and in the MFD

OBC−NAV format as described in Chapter 27.

the CV DATA format in order to return to a CV

RF alignment.

As shown in Figure

20−27, the possible SAHRS

D Entry of VLA is never required for manual

standalone alignment modes include normal ground align

carrier alignment.

(NORM), stored heading ground align (SHDG), magnetic

D When using the DEU, data entry is made via

initiated ground align (MAG), and carrier align (CV). These

the DEU CV ALIGN format, using the LAT,

are described below.

LONG, CSPD and CHDG pushtiles, and the

appropriate quadrant and numerals shown in

20.3.5.5.1

SAHRS Standalone Normal Ground

Figure 20Ć25.

Alignment

D Data entry using the DD requires selection of

SAHRS normal ground alignment is the recommended

the NAV category from the MFK pushtile and

mode for SAHRS standalone alignment and it will be

the boxing of the OWN A/C acronym prior to

20−49

ORIGINAL

NAVAIR 01−F14AAD−1

automatically selected as the default mode when the INS is

20.3.5.5.4

SAHRS Standalone Carrier Alignment

not available. This can be ascertained by selecting the

SAHRS ground align MFD format and observing that the

The SAHRS standalone CV alignment mode is

NORM legend is boxed. Verification of own−aircraft latitude

manually selected via the SAHRS ALIGN MFD format by

and longitude should be made by observing the values

depressing the SAHR and then CV pushbutton shown in

displayed on the SAHRS ALIGN MFD format, and, if

Figure 20−27. There are two SAHRS standalone align modes.

necessary, new values should be entered via the DEU or

Which mode obtained depends on when CV is selected. If CV

DD control panel as described in Normal Concurrent Ground

is selected prior to the INS determining true heading

Alignment procedures, paragraph

20.3.4.1. The SAHRS

(approximately INS quality of 5) and initiating the SAHRS

ALIGN COMPLETE message will usually appear in less

CV concurrent align, a SAHRS standalone align is

than 3 minutes, with an align quality of less than 10 nm

commanded when the SAHRS has no heading information.

per hour.

Note

20.3.5.5.2

SAHRS Standalone Stored Heading

Currently there is no indication on the MFD

Ground Alignment

displays that the SAHRS has gone into the

standalone mode except the SAHRS quality

The SAHRS stored heading align mode is always

value will remain 10.0, the timer will be 00,

available subsequent to a previous alignment to a SAHRS

SAHRS concurrent CV align will not initiate,

ALIGN COMPLETE. However unlike an INS stored

and there will be no attitude information

alignment, the SHDG pushbutton on the SAHRS ALIGN

available from the SAHRS for up to 6 minutes or

MFD format must be depressed to select this mode

more. Reinitiating the INS alignment will allow

(Figure 20−27). As for all stored heading alignments, no data

a concurrent alignment to occur.

entries are required and the aircraft must not be moved subseĆ

quent to SAHRS power down. Since this alignment mode

The SAHRS has no true standalone carrier align mode

uses predetermined heading, the alignment process will be

like the INS. During concurrent INS/SAHRS carrier align

shortened. SAHRS stored heading alignment should

modes, the SAHRS depends on the INS to provide an initial

normally provide a SAHRS ALIGN COMPLETE message

input of true heading. Since this is not available in SAHRS

in less than 1 minute. The navigation quality value at this

standalone carrier alignment, when the SAHRS CV pushĆ

time will exceed 10 nm per hour, and, if time permits,

button is depressed in SAHRS standalone operation, it is

additional alignment is recommended and will take place as

commanded to a DG mode. Once the parking brake is

long as the parking brake is set.

released a DG heading can be entered via the DEU. When

the aircraft is airborne, the slaved mode can be selected or

20.3.5.5.3

SAHRS Standalone Magnetic Initiated

if a system velocity source is present, in−flight restart can

Ground Alignment

be selected to bring the SAHRS to a normal operational

mode. This is described in SAHRS Backup Modes,

The SAHRS magnetic initiated ground alignment

paragraph 20.3.2.4.3.

mode is manually selected from the SAHRS ALIGN MFD

format by depressing the MAG pushbutton shown in

If CV is selected after the INS has initiated the SAHRS

Figure 20−27. Verification of own−aircraft latitude and longiĆ

CV concurrent alignment, the SAHRS alignment proceeds

tude on the above MFD format should be made, and, if necesĆ

but is no longer receiving updated position and velocity

sary, correct values entered as described in SAHRS StandaĆ

information from the INS. The alignment will be considerĆ

lone Normal Ground Alignment, paragraph 20.3.5.5.1. Since

ably slower than concurrent alignment. The SAHRS is

this alignment mode uses system magnetic heading to initialĆ

commanded to NORM mode. An in−flight restart may or may

ize heading, the alignment process will be shortened. A

not be required depending on the SAHRS alignment quality.

SAHRS ALIGN COMPLETE message should normally

occur within 1 minute, although the navigation quality value

SAHRS cannot be commanded to a CV mode unless

at this time may exceed 10 nm per hour. If time permits,

the INS is in CV. If the INS is unavailable, the SAHRS will

additional alignment is recommended and will take place as

attempt a normal ground align.

long as the parking brake is set. In this mode of alignment,

magnetic heading inputs from the magnetic azimuth detector

20.3.5.5.5

NGS In−Flight MAD Align

(flux valve) are used for initializing the SAHRS heading.

AN/USN−180(V)

It should be selected only in areas where no magnetic interĆ

ference or anomalies exist.

Whenever the Fluxgate Magnetometer is replaced, an

in−flight alignment must be performed. The procedure for an

in−flight alignment is as follows:

20−51

CHANGE 1

NAVAIR 01−F14AAD−1

Prestart:

400 Knots

d. Maintain Constant Speed

a. Have Ground Crew in Preflight Verify: NORM

Ċ INIT BIT/ALIGN SWITCH Ċ S1 ON NGS

e. TWO FULL 360 degree turns

(SSA) PLACED IN UP POSITION (INIT BIT/

f. Maneuver complete in 2 minutes

ALIGN))

j. Maneuver Complete, Check SAHRS Light:

b. Pull SAHRS (NGS) C.B.’s (PHA, PHB, PHC,

DC)

(1) Flashes 3 seconds ON/3 seconds OFF. CalĆ

ibration Successful

c. NMS: OFF

(2) SAHRS Light Solid ON. Calibration NOT

d. Parking Brake: SET

Successful

Post Start (After one or both engines are on line)

Note

Reset SAHRS (NGS) C.B.s

Another attempt can be made by cycling the

SAHRS mode out of EC TO NORM WITH

NMS GND

SAHRS VEL REF: SYS BOXED. Repeat

Steps h−j.

(1) INS ALGN CMPLT

(2) SAHR ALGN CMPLT

k. MFD: NAV AID: SAHR MODE BOX NORM

(1) VERIFY: SAHR VEL REF: SYS BOXED

NMS: INS

(2) SAHRS CAUTION LIGHT OUT

PB RELEASED

Post Flight

(1) MFD: NAV AID PAGE

(2) SAHR MODE: NORM BOXED

a. Have ground crew set NORM Ċ INIT BIT/Align

switch S1 on NGS SSA in the down position

(3) SAHR VEL REF: SYS BOXED

NORM.

Take off Straight and Level Flight

20.3.6

Initially Entered Navigation Parameters

Airspeed Ċ CHECK (400 Knots)

Prior to takeoff; either during or after alignment, it may

Altimeter Ċ CHECK 10,000 ± 5,000 Feet

be desirable to enter certain initial navigation−related

parameters, in addition to those noted above that are required

NAV SYSTEM AID PAGE

for alignment. It may also be possible to enter some of these

parameters at any time during flight. They include the

(1) VERIFY: SAHR MODE: NORM BOXED

following and are discussed below:

(2) SAHR VEL REF: SYS BOXED

1. Barometric setting

SAHRS MODE Ċ BOX EC

2. Waypoint data

(1) Verify SAHRS caution light flashes at a 2

second rate Ċ 1 sec on/1 sec off.

3. Wind speed and direction

Note

4. Magnetic variation.

SOLID SAHRS LIGHT Ċ OCCURS, NGS

20.3.6.1

Barometric Setting

TEST CANNOT BE RUN

(2)

(MUST START WITHIN 15 SECONDS OF

The barometric setting is normally made by the pilot

BOXING EC)

using his

2−inch barometric altimeter setting knob. The

setting range is from 28.10 to 30.99 inches of Hg. This will

a. Perform

ONE FIGURE EIGHT

provide system altitude corrections to within a maximum

Maneuver

error of 16 feet. When the setting is changed, the new setting

b. 70 Degree Bank

will be displayed momentarily in the HUD beneath the

CHANGE 1

20−52

NAVAIR 01−F14AAD−1

barometer (Figure 20−6). A small difference between the

The waypoint type is selectable from the DEU WPT

HUD and instrument values may be expected. This will

menu, TYPE pushtile. The waypoint number for which the

usually be less than

0.01 inch of Mercury but may on

type is being set is displayed in the DEU input window at the

occasion be 0.02 inch. If any difference is present, adjust the

top. When a selection is made, it appears in the input window

altimeter so that the correct value is displayed on the lower

as a selection in progress until the ENT button is pressed to

right side of the HUD. Barometric settings may also be made

accept the change. If TGT is selected for a flight plan

by the RIO via the DEU. To do this, the altimeter must be

waypoint, any previously designated target waypoint within

locked out by turning the setting knob to the minimum value

the same flight plan will be changed back to type GEN. To

(28.10 in Hg). The DEU OWN A/C page can now be used to

remove a selection and enter another one, press CLR. RTN

enter the required value after depressing the BARO pushtile

will abort the change and return to the WPT menu, and

and the proper numeric values.

MENU will abort changes and return to the main menu.

20.3.6.2

Waypoint Data Entry

In addition to the above primary waypoint parameters,

four other parameters relating to the reconnaissance steering

Up to 100 tactical waypoints can be stored in the MCS

function may also be entered when the specified waypoint is

waypoint file at any time. These can be entered manually, or

to be used as a reconnaissance target point. These parameters,

downloaded from the MDL in accordance with procedures

however, can only be entered via the DEU using the DEU

listed in paragraph 20.3.7, Navigation Database. The primary

WPT page. They are as follows:

parameters that may be entered for each tactical waypoint are

latitude, longitude, altitude and flight plan. These may be

RECONNAISSANCE

RANGE

entered manually via the DEU by selecting the DEU WPT

STEERING PARAMETER

page (Figure 20−28) and depressing the desired waypoint

number prior to entering the coordinates. Verification of

Command course

0 to 360

correct entry can be made by examining the MFD WPT

Map lines

1 to 99

DATA format, selectable by depressing WPTS (PB7) on the

Target length

0 to 2048 nm

MFD OWN A/C format and shown in Figure 20Ć29.

Map offset

131,072 feet

The DD control panel may also be used for entering

these parameters for waypoints 1 to 20. When the DD control

panel is used, on the main menu, press the WP 1−10 or WP

During on−deck carrier operations, some waypoint data

can be automatically provided from the D/L if provisions on

11−20 pushtile and then box the desired waypoint. The

coordinates are entered using the quadrant and numeric

the carrier have been made. This is called waypoint insertion.

The D/L must be operating with the reply panel MODE

pushtiles on the lower left portion of the DD control panel,

switch in CAINS/WPT. The NAV MODE switch should be

as indicated on Figure 20−30.

in any position other than CV. For these conditions, the

latitude and longitude of up to the first 16 waypoints may be

The primary waypoint parameters and their ranges are

received.

as follows:

20.3.6.2.1

Zulu Time On Target

WPT PRIMARY

RANGE

PARAMETER

Zulu time on target (ZTOT) can be entered for the

active TGT waypoint within flight plan. Selecting ZTOT

Longitude

E/W 180

switches to a numeric entry format which allows 6−digit

Latitude

N/S 90_

ZTOT. Entering ZTOT within a flight plan maintains that

Altitude

−5000 to 99,996 feet

ZTOT for the route even if the target waypoint is changed.

Type

TGT, TCN, SAM, GEN

20−52a (20−52b blank)

CHANGE 1

NAVAIR 01−F14AAD−1

20.3.6.3

Wind Speed and Direction

Entered values of magnetic variation can be made

using either the DEU or the DD control panel. When the

Wind parameters are normally generated by the

DEU is used (Figure 20−20), the MVAR pushtile on the

navigation system using air data and INS or SAHRS

OWN A/C or CV ALGN format is selected and the value

velocities. When the navigation system cannot compute

is entered to the nearest tenth degree, preceded by an E or W

wind because of unavailability of the required velocity

for east or west, respectively. When the DD control panel is

inputs, it will accept manual entries of wind from the DEU

used (Figure 20Ć31), the NAV category is selected and the

or the DD control panel. Entry of wind can be made prior to

MAG VAR pushtile is depressed. Entry is made via the

takeoff with no sensor failure since SCADC true airspeed is

numerics on the computer address panel on the lower left

not set valid until it reaches approximately 60 knots.

portion of the DD by first depressing the HDG pushtile,

followed by the appropriate E or W, and the value to the

Wind is entered with the DEU (Figure 20−20) by

nearest tenth degree.

selecting the OWN A/C DEU format and depressing the

WSPD and WDIR pushtiles and then the proper numerics.

20.3.7

Navigation Database

Wind is entered with the DD control panel (Figure

The navigation database consists of MDL tactical

20−26) by selecting NAV and then boxing WIND and using

waypoints, MDL flight plan waypoints, MDL reversionary

the proper numeric pushtiles on the lower left portion of the

waypoints, flight plan routes, and target steering data. This

DD control panel.

data is stored on the MDL cartridge using a TAMPS station

(TAMPS version 6.1 or later) and is selectively loaded into

Note

the MCS. Controls are provided to the aircrew to display, edit

and assign steering functions to information in the navigation

For both DEU and DD entries, wind direction is

database.

the direction from which the wind is blowing.

All Waypoint Data is displayed by selecting the WPT

20.3.6.4

Magnetic Variation

(Waypoint) Data format from the WPT (PB7) on the Own

Aircraft format. Multiple pages are available on this format,

MAG VAR is available from the navigation system

each page containing ten waypoints. Pages 0 through 9

from a prestored table in the MAGR using aircraft coordiĆ

display tactical waypoints 1 to 100. Pages 10 through 19

nates. This value, when displayed on the MFD OWN A/C

show data for Flight Plan 1 (FP1), etc. From page 10 through

format, is labeled MV−G. It may also be computed using the

74, the pages that would display waypoints reserved for MCS

difference between system true heading and magnetic headĆ

use (Figure 20−32) between flight plans are omitted. For

ing from magnetic azimuth detector (labeled MV−C). In addiĆ

example, the page jumps from 14 to 20, 24 to 30, and so on,

tion to this, the navigation system will accept and use a manuĆ

up to 74, jumps to 80. Then from 80 to 99 pages continuously,

ally entered value of magnetic variation from either the DEU

providing access to MDL Waypoints 801 through 999. The

or the DD control panel (labeled MV−E). If only SAHRS is

page numbers scroll rapidly if the pushbutton is held

available, an MV−S will be displayed.

depressed over the left or right arrows.

Magnetic variation from the MAGR table is the default

In other words, to find the waypoint you want, go to the

value and will be automatically selected and displayed to the

page equal to the waypoint number with only the hundreds

nearest tenth degree. This is the recommended value and,

and tens place displayed (i.e., waypoint 9 = 009 = page 0;

unless aircraft position is unknown, will usually be the most

waypoint 126 = page 12; waypoint 889 = page 88, etc). Figure

accurate.

20−32 depicts the waypoint numbering scheme.

Selection of computed or entered magnetic variation is

made by depressing the boxed MV pushbutton on the lower

right side of the MFD OWN A/C format or the DD

(Figure 20Ć31). When this is done the MV−G legend in the

center of the format will cycle to MV−C, to MV−E, and back

to MV−G, indicating the source and value of magnetic

variation used by the navigation system. If GPS is not availĆ

able and SAHRS is available, MV−S will be the default.

20−55

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.7.1

MDL Tactical Waypoints

Waypoints 2 to 16 and 21 to 100 are general waypoints

and are used as required by the mission. The data of these

The MDL can store up to 100 tactical waypoints,

points are retained after use.

numbered

1 through

100. MDL tactical waypoints are

available for GPS and destination steering, and navigation

20.3.7.2

MDL Flight Plan Waypoints

waypoints may be displayed in the data buffers on the HSD

format. Each consists of a latitude, longitude, altitude,

The MDL can store seven flight plans of up to 50

number, and type.

waypoints each, numbered as 101 through 150 up to 701

through 750 in blocks of 50. The waypoint numbers in

Tactical waypoints are listed on the WPT Data format

between (151 to 200, 251 to 300, etc.) are used internally by

in blocks of 10, on pages 0 through 9. Tactical waypoint data

the MCS and MDL for preflight planned flight plan storage

may be changed manually via the Waypoint format of the

and cannot be addressed directly.

DEU or via hooking and then depressing SET (PB 12) or

UPDT (PB 13) on the HSD format, and by transferring

waypoints from the flight plan or MDL waypoints formats.

Waypoint type may be modified manually via the Waypoint

Type format of the DEU (Figure 20−33). Available types on

the DEU for tactical waypoints are GEN (General), TAC

D All seven flight plans must be loaded via

(TACAN), and SAM (Surface−to−Air Missile). Changes to

tactical waypoints in the MCS are recorded onto the MDL

TAMPS with at least one waypoint. System

instabilities will result when trying to access

cartridge immediately, so depressing RLD (PB 2) on the

Flight Plan format has no effect on tactical waypoints.

a blank flight plan for the first time.

Waypoint types and associated symbols are shown in

D When loading any MDL waypoints via

Figure 20−34.

TAMPS, only uppercase alphanumerics

should be used for waypoint descriptions.

20.3.7.1.1

Waypoint Data File Use

D Potential exists for an MC crash if Flight Plan

Data or Waypoint Data formats are displayed

In general the 100 tactical waypoints can be used in

while updating waypoints via the DEU.

any manner described in paragraph

20.3.9, Tactical

Navigation, for destination steering or for the one−fix

Flight plan waypoints are treated as a sequence in order

updating functions. Usually, however, certain of these points

from the first waypoint in the flight plan to the last waypoint

are reserved for special functions.

defined, without any blank waypoints in between, up to a

maximum of 50 waypoints per flight plan.

Waypoint 1 is usually reserved for homebase coorĆ

dinates. Its data is retained after use.

Note

Waypoint 17 is used as a dynamic steering point when

a reconnaissance steering mode is selected using the MFD

D Trying to add flight plan waypoints more than

RECON DATA format. At this time any previously stored

one waypoint number beyond the last flight

data in waypoint 17 become invalid and must be reentered.

plan waypoint using the DEU will put the

waypoint in the next consecutive flight plan

Waypoint 18 is used for the coordinates of an agreed

location in consecutive order.

point for data−link one−fix position update. Its data are still

D Attempting to access a waypoint number that

valid after update usage.

is inaccessible (i.e., 151 to 200, 251 to 300,

etc.) for flight plan modification results

Waypoint 19 is used for the coordinates of the fighter

display of a WAYPOINT INVALID message.

link reference point, as described in the Supplemental

NATOPS Flight Manual, NAVAIR 01−F14AAD−1A. Its data

Each MDL flight plan waypoint, consisting of an

are still valid after usage for FLRP."

alphanumeric label, latitude, longitude, altitude, number,

and type, can be displayed on the waypoint data format. The

Waypoint 20 is usually reserved for the approximate

waypoint type is assigned by default or from the preflight

location and altitude of a hostile area. Its data are retained

planned type, but may be modified manually via the WPT

after use.

TYPE format of the DEU. Only one flight plan waypoint per

flight plan may be designated a TGT type for the purposes of

target steering and navigation.

20−57

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.8

Flight Plan Management

Preplanned flight plan information is available for

display and navigation when an MDL cartridge is present.

Only one flight plan may be active in the MCS at any given

time. Active flight plan waypoints are available for

destination, GPS, or auto−waypoint sequence steering.

Navigation information for flight plan waypoints may be

displayed in the data buffers on the HSD format. Flight plan

management consists of:

1. Accessing flight plan data on the MDL

2. Viewing flight plan contents

3. Activating a specific flight plan for use by the

navigation system

4. Editing the contents of any flight plan

5. Plotting waypoints in a flight plan as a flight plan

route

6. Specifying various parameters for the purpose of

flight plan route target steering

20.3.8.1

Flight Plan Data

Figure 20Ć34.ĄWaypoint Types and Associated Symbols.

Flight plan waypoints are numbered starting with the

flight plan number in the hundreds position and the position

in the flight plan as the next two numbers (i.e. 101 to 150, 201

to 250, 301 to 350, ... 710 to 750). Flight plans are treated as

20.3.7.3

MDL Reversionary Waypoints

a continuous block of waypoints, so no blank (or erased)

waypoints are allowed in the middle of a flight plan. Blanks

The MDL can store up to 199 reversionary waypoints,

will be closed up automatically.

numbered

801 through

999. Mission Data Loader

reversionary waypoints are not available directly for display,

Up to seven flight plans of 50 waypoints each are

steering, or modification; but their data may be transferred

stored on the MDL and can be preflight planned (using

into flight plan or tactical waypoints and thereafter

TAMPS 6.1 or later). Both an original and a modified copy

manipulated. Since their data is not stored in the MCS and

are stored on the MDL. The original flight plan can never be

cannot be modified directly, depressing RLD (PB 2) on the

used directly. It is only used if RLD (PB 2) on the flight plan

Flight Plan format has no effect on reversionary waypoints.

format is selected to overwrite changes to the modified flight

However, reversionary waypoint data may be transferred into

plan. When a flight plan is viewed or made active, it is the

flight plan waypoints through the ADD (PB 12) or RPLA

modified copy that is used. Any manual changes are recorded

(PB 13) functions on the flight plan format, or tactical

onto the modified copy on the MDL, which are retained for

waypoints through the XFER (PB 14) function and thereafter

future use. The modified copies are retained across system

manipulated.

resets, between flights or with the removal of the MDL

cartridge. However, depressing RLD (PB 2) on the Flight

Each MDL reversionary waypoint consists of an

Plan format reloads the original MDL flight plan into the

alphanumeric label, latitude, longitude, attitude, and number

modified copy and into the MCS (if it is active), overwriting

and can be displayed from the waypoint data format or by

all manual changes permanently. The data in the original

selecting MDL WPT from the flight plan menu. The

MDL flight plan may only be altered via a TAMPS station,

waypoint type is assigned by default but may be modified via

which will automatically update the modified copy in the

the Waypoint Type format of the DEU after the waypoint is

loading process.

transferred into the tactical or flight plan databases in the

MCS.

20−59

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20Ć35.ĄMFD Flight Plan Format

20.3.8.2

Flight Plan Menu

can be used in flight. The waypoints in the database are

selected using a TAMPS station during preflight planning,

The Flight Plan Format is illustrated in Figure 20−35.

and can be either added to a flight plan or used to replace an

The menu buttons and their functions are described in the

existing flight plan waypoint. They can also be transferred to

legend. The flight plan menu is selected via FLT PLAN

a tactical waypoint.

(PB 2), on the HSD format or PB 9 on the Own Aircraft

format. This is the primary display of flight plan data, listing

Movement through the four pages of MDL waypoints

waypoints in an individual flight plan by name or number.

is done with the page left and right buttons on PB 9 and

NUM (PB 11) toggles the list between numeric and alphaĆ

PB 10. The current page is shown by the range of waypoint

numeric labels. The default format is alphanumeric (NUM

numbers displayed in the title bar on the page (i.e. MDL

legend not boxed). This is the only MFD format that displays

WPTS 801−850).

flight plan route and target steering selections, and provides

The aircrew can preview information in a given

flight plan editing controls. Detailed waypoint data is also

waypoint in the bottom left buffer on the page using the

displayed for selected waypoints during editing operations.

cursor box in a manner similar to that used to view flight plan

Only those waypoints in a flight plan that have been defined

waypoints. Or, the cursor can be positioned over a waypoint

will be displayed.

to transfer it to a tactical waypoint, in exactly the same way

20.3.8.2.1

MDL Reversionary Waypoint Menu

used for a flight plan transfer.

Two menu items on the MDL Waypoints format were

The MDL Waypoint format is very similar to the Flight

Plan format, and can only be reached from the Flight Plan

carried over from the Flight Plan format, and do not function

in an intuitive manner. The RLD (PB 2) legend has no

format by selected MDL WPTS (PB 1) (Figure 20−36).

Instead of displaying one of the seven flight plans, the MDL

function on MDL waypoints since there is only one copy of

Waypoints format displays one of four pages of reversionary

MDL waypoints on the MDL, and these cannot be modified.

waypoints from 801−999.

The second item is the PLAN DATA pushtile (PB 7).

Selecting PLAN DATA will call up the PLAN DATA format,

These waypoints are stored on the MDL and cannot be

but unboxing the legend while on that format always returns

edited or deleted. They are stored with waypoint names, like

you to the Flight Plan format. It does not return you to the

the flight plans, and represent a navigation aid database that

MDL WPTS format.

ORIGINAL

20−60

NAVAIR 01−F14AAD−1

Figure 20Ć36.ĄMDL Reversionary Waypoint Format

20.3.8.2.2

Flight Plan Data Format

of waypoints per flight plan. If there are no waypoints defined

in the number range for the page you are on for the selected

Selecting PLAN DATA from the flight plan format

flight plan (e.g., FP 6, 641−650 undefined) the page will have

(or the MDL WPT format) takes you to the plan data format

no waypoint information deployed. Successive selections of

(Figure 20Ć37), which displays detailed information on 10

the PAGE button will toggle through the 5 pages, eventually

waypoints. The Own Aircraft Data format is displayed

bringing you to the desired page.

between two columns of waypoint data, just like the WPT

DATA format. The difference is that it starts on the pages

20.3.8.3

Flight Plan Activation

corresponding to the flight plan that was displayed on the

flight plan format when PLAN DATA was boxed (even if it

Flight plans are activated on the Flight Plan format.

was boxed on the MDL WPTS format).

A flight plan is selected for activation via the increment−

decrement arrows adjacent to the PLAN legend (PB 9 and

Each flight plan has five pages corresponding to its

PB 10). Depressing ACTIVE (PB 8) causes the selected flight

fifty waypoints, whether they are defined or not. There is no

plan to be loaded into the MCS and made available to the

direct indication of which page within a flight plan you are

navigation system. Activation of a flight plan is verified by

on, other than the waypoint numbers of displayed waypoints,

a box around the ACTIVE legend when that flight plan

if there are any defined in the number range for the page you

number is displayed under the PLAN legend. A flight plan is

are on. There may be blank pages.

deactivated by activating a different flight plan, or by

unboxing ACTIVE. The latter will result in no flight plan

A particular flight plan is selected with the left and

being active in the MCS. An active flight plan is retained in

right arrows on PB 9 and PB 10, similar to the flight plan

the MCS across a system reset. The default at system power

format. The PAGE button (PB 8) pages between the 5 pages

up is no active flight plan.

20−61

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20Ć37.ĄFlight Plan Data Format

Upon selection of an MDL flight plan for activation,

transfer buffers display the waypoint name, number, latitude,

the MCS checks the number of waypoints listed in the flight

longitude, and altitude.

plan. If the number exceeds 50, or the number is negative, the

MCS commands an MFD1 and MFD3 computer message

A rectangular box is displayed over the currently

INVALID MDL FORMAT" and returns without further

selected waypoint on each flight plan page. This box is called

processing of the discrepant flight plan or flight plan

the flight plan cursor, and can be controlled through either the

waypoints.

cursor right (→) and cursor down (↓) arrows on PB 5 and

PB 4, respectively, or with the SHC (Sensor Hand Control)

The format consists of a list of the waypoints defined

cursor or TDC (Throttle Designator Controller).

in the flight plan, in columns of 10, starting in the upper left

of the list display with the first waypoint in the flight plan.

The flight plan menu provides the means to change

The 11^th waypoint in the flight plan will be displayed in the

flight plan pages, reload the original flight plan over the

first position in the next column and so on. The flight plan

modified version, or go to the MDL Waypoints format. It also

waypoints are displayed by default by their name (if no name

provides a way to move the flight plan cursor box, display

is defined, the waypoint number is displayed instead). A

flight plan waypoint data, activate a flight plan, page through

NUM button is available to toggle between waypoint names

the 7 flight plan pages, and add, replace, transfer, or delete

and numbers.

waypoints from a flight plan.

Flight plans are displayed one at a time as separate

20.3.8.4

Flight Plan Editing

pages. Depression of left or page right buttons (PB 9 and 10)

allow switching between pages. The current flight plan page

Waypoints may be added, replaced, transferred or

is displayed between the left and right arrows, as well as on

deleted within a flight plan via the Flight Plan format and its

the title bar above the waypoint list.

various sub−formats. The Flight Plan format may be selected

on more than one MFD, and up to three separate flight plans

At the bottom of the display are two waypoint transfer

(one per MFD) may be edited at any time. If the same flight

buffers that display the currently selected waypoint on the

plan is selected simultaneously on more than one MFD, then

left at all times, and the on the right when in edit modes. The

any edit operation on one MFD will lock out all edit

ORIGINAL

20−62

NAVAIR 01−F14AAD−1

commands on the remaining MFDs until the edit operation is

To add a waypoint to a flight plan, perform the

completed or canceled. Once an edit operation is completed

following steps:

or canceled, the MFD automatically returns to the Flight Plan

format. Exiting an edit operation by any other means, such

1. Select FLT PLAN format (PB 2 on HSD).

as selecting HSD (PB 15), will suspend that edit operation

2. Position the flight plan cursor box where you are

and that flight plan will be locked out for editing on any other

inserting a waypoint (following waypoints will be

MFD.

scrolled down) using either the MFD bullseye

cursor, or the right/down arrows (PB 4/5).

Notes

3. Press ADD (PB12).

D Editing Flight Plan Waypoints via the DEU

will not be possible if the Waypoint Data

4. Enter the waypoint you wish to insert (leading zeros

page format (Figure 20−29) or Flight Plan

are required, e.g., 004, 021, 053, etc.).

Data format (Figure 20−35) is displayed on

any MFD.

5. Check the waypoint information that appears in

bottom right buffer to ensure that this is the desired

D Manually−entered waypoints are specified

waypoint. If you entered a waypoint number that is

with

3 digits. Specification of waypoints

undefined, a WPT INVALID message is displayed.

1 through 99 require leading zeroes

(e.g.,

0−0− 4, vice 4).

Select ENTER (PB 8) to accept, CANC (PB 9) to abort

D The cursor box may be positioned over any

the addition operation, or BKSP (PB 7) to modify the entered

waypoint of interest or the first empty

waypoint number.

waypoint on the Flight Plan format either

sequentially via the down (↓) and right (→)

The process for waypoint addition is demonstrated in

cursor arrows

(PB 4 and PB 5) or non−

Figure 20−38.

sequentially via the manual cursor (TDC or

SHC).

20.3.8.4.2

Waypoint Replacement

(Flight Plan Replace Mode)

20.3.8.4.1

Waypoint Addition

(Flight Plan Add Mode)

A tactical, flight plan, or reversionary waypoint may

be substituted anywhere in a flight plan. The technique is

A tactical, flight plan, or reversionary waypoint may be

identical to that of adding a waypoint, except RPLA (PB 13)

inserted anywhere in a flight plan except past the end of a

is depressed (see paragraph 20.3.8.4.1). The only distinction

flight plan. There are no embedded blanks. The cursor box is

of the Replace Waypoint format is that the flight plan

placed over the desired entry point. When ADD (PB 12) is

waypoints are not shifted down from the selected entry point,

depressed, the Add Waypoint format is selected (Figure

and the left buffer will display the waypoint information for

20−38). All waypoints in the flight plan are shifted down one

the waypoint that will be overwritten. The original data in

location in order, and a blank waypoint is added at the cursor.

the selected entry waypoint is lost when replacement is

The waypoint to be added is specified by a 3−digit numeric

completed.

label. A numeric entry format is displayed and BKSP (PB 7)

is provided to erase individual keystrokes.

To replace a waypoint in a flight plan with another

waypoint, perform the following steps:

The insertion waypoint number is displayed in the left

buffer at the bottom of the Add Waypoint format. Once a

1. Select the FLT PLAN format (PB 2 on HSD).

valid waypoint number has been entered, data associated

with the waypoint to be added is also displayed in the right

2. Position the flight plan cursor box over the waypoint

you are replacing, using either the MFD bullseye

buffer. Depress ENTER

(PB 8) to insert the specified

waypoint into the flight plan. If all 50 waypoints in the flight

cursor or the right/down arrows (PB 4/5).

plan were previously defined, the last waypoint will be lost

3. Press RPLA (PB 13).

once ENTER is depressed. Depressing CANC (PB 9) cancels

the addition operation, and no waypoint data will be lost.

4. Enter the waypoint that will replace the highlighted

waypoint (leading zeros are required, e.g., 004, 021,

053, etc.).

20−63

ORIGINAL

NAVAIR 01−F14AAD−1

5. Check the waypoint information that appears in

waypoint you want to overwrite with the waypoint

bottom right buffer to ensure that this is the

information in the left buffer. If you entered a

waypoint desired. If you entered a waypoint number

waypoint number that is undefined, a WPT

that is undefined, a WPT INVALID message is

INVALID message will be displayed.

displayed.

6. Select ENTER (PB 8) to accept, or CANC (PB 9) to

6. Select ENTER (PB 8) to accept, CANC (PB 9) to

abort the addition operation.

abort the addition operation, or BKSP (PB 7) to

modify the entered waypoint number.

The process for transferring tactical waypoints is

demonstrated in Figure 20−40 and Figure 20−41.

The process for waypoint replacement is demonstrated

in Figure 20−38.

To transfer an MDL waypoint to a tactical waypoint,

perform the following steps:

20.3.8.4.3

Waypoint Transfer

(Flight Plan Transfer Mode)

1. Select the MDL Waypoints format (PB 1 on FLT

PLAN format).

A flight plan or reversionary waypoint may be

2. Position the MDL WPT cursor box over the

transferred into a tactical waypoint. The cursor box is

positioned over the flight plan or reversionary waypoint to be

waypoint to be transferred using either the MFD

bull’s eye cursor, or the right/down arrows (PB 4/5).

transferred. When XFER (PB 14) is depressed, the Transfer

Waypoint format is selected. Increment

(PB

12) and

The cursor position can be changed anytime during

the transfer operation.

Decrement (PB 13) controls are provided to select a tactical

waypoint destination, which is displayed adjacent to these

3. Press XFER (PB 14)

controls. At the bottom of the Transfer Waypoint format, the

selected transfer waypoint is displayed by number with its

4. Scroll the waypoint number to the tactical waypoint

data in the left transfer buffer. The destination tactical

number into which the MDL waypoint will be

waypoint data is also displayed in the right transfer buffer,

transferred using the increment/decrement arrows

and updated as the tactical waypoint number is scrolled using

(PB 13/14). The existing content of the selected

the increment and decrement pushbuttons. Depressing

waypoint will be shown in the bottom right buffer.

ENTER (PB 8) completes the transfer. The existing tactical

waypoint is overwritten with the waypoint information of the

5. Check the waypoint information that appears in the

selected flight plan. Depressing CANC (PB 9) cancels the

bottom right buffer to ensure that this is the

transfer operation. Flight plan and reversionary waypoints

waypoint that will be overwritten. If an undefined

are never affected by the transfer operation.

waypoint is entered, a WPT INVALID message will

appear.

To transfer a flight plan or reversionary waypoint into

a tactical waypoint, perform the following steps:

6. Select ENTER (PB 8) to accept, or CANC (PB 9) to

abort the transfer operation.

1. Select the FLT PLAN or reversionary format (PB 2

on HSD).

The process for transferring an MDL waypoint is

illustrated in Figure 20−41.

2. Position the flight plan cursor box over the waypoint

you are transferring using either the MFD bullseye

20.3.8.4.4

Waypoint Deletion

cursor, or the right/down arrows (PB 4/5). You can

(Flight Plan Delete Mode)

change the cursor position at any time during the

transfer operation.

To delete a flight plan waypoint, the cursor box is posiĆ

3. Press XFER (PB 14).

tioned over the flight plan waypoint to be deleted. Depressing

DEL (PB 15) selects the Delete Waypoint format, which

4. Scroll the waypoint number to the tactical waypoint

blanks the selected waypoint. All subsequent waypoints

number you would like to transfer into on the

selected using the cursor are also blanked. At the bottom of

increment/decrement arrows on PB

12/13. The

the Delete Waypoint format, data is displayed for both blank

existing content of the selected waypoint will be

and non−blank waypoints selected via the cursor box.

shown in the bottom right buffer.

Depressing ALL (PB 1) will blank all waypoints in the flight

5. Check the waypoint information that appears in

plan.

bottom right buffer to ensure that this is the

ORIGINAL

20−66

NAVAIR 01−F14AAD−1

Depressing ENTER

(PB

8) deletes all blanked

Routes are saved with the flight plan modified copies

waypoints. Depressing CANC (PB 9) cancels the delete

on the MDL cartridge, so that they are retained across system

operation and no waypoint data is lost.

resets, between flights, and with the removal of the MDL

cartridge.

To delete a waypoint, or several waypoints from a

flight plan, perform the following steps:

20.3.9

Tactical Navigation

1. Select the FLT PLAN format (PB 2 on HSD).

The following paragraphs describe the procedures to

be used for tactical navigation. This includes a description of

2. Position the flight plan cursor box over a waypoint

various navigation information, display steering modes,

to be deleted using either the MFD bull’s eye cursor,

autopilot steering, all−weather landing, position updating,

or the right/down arrows (PB 4/5).

continuous position updating, and surface waypoint

determination position.

3. Press DEL (PB 15).

4. The waypoint under the cursor will blank. The

20.3.9.1

Range, Bearing, and Time To Go to

cursor can be moved with either the HSD bull’s eye

Waypoints and TACAN Stations

cursor or the right/down arrows (PB 4/5), and every

waypoint over which the cursor moves will blank.

Range and bearing, and various time remaining

readouts available to any valid waypoint or TACAN station.

Note

Paragraph

20.2.1 describes most of this information. In

addition, a number of specialized readouts and displays are

The waypoints are not actually deleted until

provided, and are described below.

ENTER is selected.

20.3.9.1.1

HSD Commanded Ground Speed

5. Press DEL ALL if the entire flight plan is to be

emptied.

At times Commanded Ground Speed (CGS) replaces

6. Select ENTER (PB 8) to accept, or CANC (PB 9) to

TAS at the top of the HSD (Figure 20−9). This occurs if the

abort the operation.

steer point is a route waypoint, the steering mode is DEST or

AUTO, a target has been entered for the active flight plan,

The process for deleting a waypoint is illustrated in

and a ZTOT has been entered for that target on the DEU. The

Figure 20−42.

value is computed by the mission computer and represents

the ground speed required to achieve the ZTOT (Zulu Time

20.3.8.5

Flight Plan Routes

On Target) by following the route.

If a CGS has been entered for the target using the DEU,

Any or all waypoints in a flight plan may be linked

the computed CGS is based on flying at the entered CGS from

together into a flight plan route. Only one route may be

specified in each flight plan. Flight plan routes are presented

the route waypoint prior to the target. For example, assume

that a CGS of 500 was entered for the target, waypoint 105.

on the HSD format as a series of flight plan waypoints linked

by plotlines if PLOT (PB 14) is selected on the HSD format

If waypoints 101 to 104 are all route waypoints, then the

computed CGS enroute between waypoints 101 and 104

(see paragraph 20.3.9, Tactical Navigation).

would be the ground speed required to fly from 104 to 105 at

500, and achieve the entered ZTOT. If ground speed matches

Routes are specified on the Flight Plan format. The

CGS on the HSD, then the ETA on the HSD should match the

cursor box is positioned over a flight plan waypoint.

ZTOT for the TGT.

Depressing PLOT (PB 3) brightens the selected waypoint,

indicating that it has been included in the flight plan route.

The PLOT legend is also boxed, indicating that any other

20.3.9.1.2

HSD Steering Aids

waypoint that is subsequently selected using the cursor will

also be included in the route, until PLOT is unboxed.

The following paragraphs define some of the HSD

Waypoints selected as part of the flight plan route are

format steering aids: Course Line Functionality, TACAN

displayed brightened on the Flight Plan format. If the cursor

Needle Display, Waypoints and Plotlines, CDI (Course DeviĆ

box is placed over a flight plan waypoint that is part of the

ation Indicator) Functionality, and Cross Track Error IndicaĆ

route, PLOT will not box. In order to deselect that waypoint

tion. Figure 20−9 lists some of the display items relevant to

as part of the route, PLOT must be depressed twice, once to

these steering aids.

box the menu item, and a second time to deselect the point

as part of the route.

ORIGINAL

20−72

NAVAIR 01−F14AAD−1

20.3.9.1.2.1

HSD Course Line Functionality

As with TACAN CDI, the scaling of the CDI offset dots

is based on gear up/gear down status. With the gear up, the

two dots on each side represent 2 and 4 nm offsets from the

The course line on the HSD is drawn through the

selected course. With the gear down, they represent 0.5 and

current steer point or TACAN station and rotates with the

1 nm offsets.

selected course (CRS knob) while in GPS or TCN steering

(Figure 20−45).

Note

20.3.9.1.2.2

HSD TACAN Needle Display

GPS CDI is a fixed horizontal deviation where

the TACAN CDI deviation is an angular offset

The HSD TACAN needle is displayed as a cross−

that corresponds to greater horizontal deviation

hatched head and tail pointer on the inside of the compass

at greater range. The TACAN CDI actually gives

rose. In all steering modes, except GPS, it is displayed if valid

finer resolution steering cues than the GPS CDI;

TACAN bearing is available and the head of the needle

and the GPS CDI gives better accuracy at range.

always points to the station. In GPS steering modes, the

At very short ranges from the waypoint or station

TACAN needle points to the selected steer point as if it were

(i.e., less than 0.5 miles), the TACAN gives you

a TACAN station.

more accurate cues and is more sensitive to small

deviations. The GPS is much more stable and is

20.3.9.1.2.3

HSD Waypoints and Plotlines

not subject to swings" due to poor reception.

Waypoints and plotlines are displayed on the HSD.

20.3.9.1.2.5

HSD Cross Track Error Indication

Plotlines connect waypoints that are defined as route

waypoints (assuming more than one) within a flight plan.

Cross Track Error is the perpendicular horizontal

deviation from a selected course to a waypoint (in GPS

There is a display limit of

32 plotlines and

steering) or from the route centerline (in DEST or AUTO

waypoints on the HSD. The current steer point will always be

steering). Cross Track Error is displayed with accuracy to

displayed, along with the next closest 29 waypoints in range

tenths of a nm. If the following conditions are met, Cross

to the aircraft. Plotlines are displayed independent of

Track Error is displayed on the HSD just above the compass

waypoints. If a plotline does not appear to go to a waypoint,

rose to the right:

it may be that the waypoint is not one of the closest 30.

D GPS, DEST, or AUTO steering

There is a capability in TAMPS to create a tactical

D Current steer point is part of route beyond first

waypoint on the MDL with a blank" type associated with it.

route waypoint for DEST and AUTO.

This allows the use of plotlines to box out operating areas

without having displayed waypoints at every point defining

20.3.9.2

Display Steering Modes

that area cluttering the display. However, these blank

waypoints count as part of the displayed" 30.

Several steering modes, optimized for specific

missions and phases of flight, are available to the aircrew.

A route waypoint is one which is part of an active flight

These steering modes, with their associated controls and

plan, and which has been brightened on the flight plan format

displays, are summarized in Figure 20−43. Steering modes

with the PLOT" button. It will be displayed with a plotline

may be selected by cycling through modes using STR (PB 9)

through it on the HSD if PLOT is boxed on the HSD.

on the HSD format, or by making individual selections from

the menu presented on the VDI format. Although partial

The steer point is the waypoint that is currently selected

steering cues may be presented on the HUD A/A and A/G

for waypoint steering in DEST, AUTO, or GPS steering

formats, complete steering cues are always presented on the

modes. Its number is displayed next to the steering mode in

TLN format.

the lower right of the HSD.

In most modes, the aircrew selects the navigation

20.3.9.1.2.4

HSD CDI Functionality

steering waypoint manually via the HSD format, by the

following method:

When the steering mode is GPS and CDI (PB 14) is

boxed, the Course Deviation Indicator (CDI) is displayed in

1. Depress the decrement (PB 4) or increment (PB 5)

place of the course line. The differences between this and the

arrows until the desired waypoint is displayed

TACAN CDI are that the reference point is the selected steer

between them. Navigation data for each waypoint is

point and the scaling is based on a horizontal distance from

displayed in the boxed (left or right) data buffer as

the centerline of the selected course to that waypoint.

it is selected.

20−75

ORIGINAL

NAVAIR 01−F14AAD−1

SELECTION

HSD RIGHT

STEERING

SOURCE

BUFFER DISPLAY

MODE

AVAILABLE STEERING CUES AND CLOCKS

(LABEL)

HSD

VDI

WPT

TCN

(HUD/VDI/HSD)

Destination

Command heading markers

(DEST)

Destination bearing pointer (Course Line)

Destination bearing marker¹

WPT range readout

Time−to−go to waypoint readout

Cross−track error if route waypoint selected

TACAN station bearing pointer (To and From)²

TACAN (TACAN)

Course deviation markers

Course deviation indicator

TACAN station bearing pointer (To and From)²

Selected course line (through station)

TACAN range readout

Time−to−go to station readout

GPS Pseudo−

Command heading markers

TACAN (GPS)

Course deviation markers

Destination bearing marker¹

Selected course line (through steer point)

GPS range readout

Time−to−go to waypoint readout

Cross−track error from course line readout

Auto−Waypoint

Command heading markers

Sequenc

ing

Destination bearing pointer (Course Line)

(AUTO)

Destination bearing marker¹

WPT range readout

Time−to−go to waypoint readout

Cross−track error from route line readout

TACAN station bearing pointer (To and From)²

Commanded

Command heading markers

GroundSpeed³

Destination bearing pointer (Course Line)

(AUTO)

Destination bearing marker¹

WPT range readout

Time−to−target readout

Commanded ground speed readout

Ground speed error caret

Cross−track error from route line readout

TACAN station bearing pointer (To and From)²

NOTES:

Displayed in all steering modes if a valid destination steer point is entered in the MCS

Displayed in all steering modes if a valid TACAN signal is being received.

Automatically changes to DEST steering inbound to the target waypoint or once the last

waypoint on the flight plan route is overflown.

Figure 20Ć43.ĄSteering Mode Summary

ORIGINAL

20−76

NAVAIR 01−F14AAD−1

2. Select ENT (PB 15) to make the displayed waypoint

20.3.9.2.2

TACAN Steering

the navigation steer−point. The waypoint number

will be displayed in the lower right corner of the

In the TACAN steering mode (Figure 20−45), the pilot

HSD format along with the current steering mode.

may steer to a selected TACAN radial using the various

course deviation displays on the HUD and MFD. The

In other modes, the navigation steer−point may be

TACAN deviation is the angular difference between the bearĆ

selected automatically by the MCS or is calculated from

ing to the TACAN station (TACAN radial) and the command

encoded digital data link or analog RF signals, such as data

course (TACAN course) selected by the pilot on the course/

link or TACAN.

heading control panel.

Internal navigation calculations are computed using

To enter the TACAN steering mode, the pilot depresses

the NAV State Vector, which is updated with INS, SAHRS

the TCN pushbutton on the MFD VDI display format or

and/or GPS information, and is updated if any one of these

selects TACAN by the STR pushbutton. After selection of a

constituent sources is valid.

TACAN course, the TACAN deviation symbols are

displayed on the HUD, MFD VDI TACAN, and two possible

20.3.9.2.1

Destination Steering

HSD TACAN formats. On the HSD TACAN format, the CDI

display mode may be selected by depressing the CDI

In the destination steering mode, the pilot maintains

pushbutton. With CDI selected, the TACAN deviation is disĆ

a great circle route from the aircraft present position to a

played in the form of a deviation bar whose offset is scaled

designated waypoint by steering to the command heading

along a row of deviation tics. The arrowhead on the bar is

marker on the HUD and VDI.

changed on the displays to indicate whether the TACAN

course is toward or away from the TACAN station. If the

The pilot selects the destination waypoint for steering

TACAN deviation is less than 90°, a to" indication is shown

by depressing the up or down arrow pushbuttons on the HSD

and, if greater than 90°, a from" indication. The TACAN

basic format and then pressing the ENTER push−button. This

deviation bars on the HUD, MFD VDI TACAN display

results in the HSD format in Figure 20−44. The mission

format and MFD HSD TACAN display format are solid bars

computer calculates range, bearing, and time to go from the

when going to and dashed bars when coming from. The

aircraft position. This data is shown in the upper left data

separation between deviation tics is 4°.

block on the HSD format. The destination display steering

mode may then be initiated by depressing the DEST

If the CDI display is not selected, then the second HSD

pushbutton on the MFD VDI display format or by selecting

format in Figure 20−45 is displayed. On this format the

DEST from the STR pushbutton on the HSD. The mission

TACAN radial is still displayed passing through the aircraft

computer then calculates the command great circle course to

symbol but instead of the deviation indication, the command

the selected waypoint and the command heading to fly to

course pointer is shown passing through the station symbol.

make it good by considering drift angle.

TACAN steering provides course, bearing, range and

DEST steering provides bearing, range and time

time information for navigation to a TACAN station either

information for navigation direct to or from a waypoint. All

direct or along a specified course. Bearing and range to

navigation parameters are computed internally from inertial

station are decoded from external analog RF TACAN signals.

coordinates (see Figure 20−44).

TACAN steering requires an operative JTIDS receiver with

TACAN.

The command heading markers in the HUD heading

scale and along the HSD format compass rose provide a

Note

wind−corrected heading cue direct to the destination

Digital TACAN information is only available in

waypoint via Great Circle route. The HSD course line and

the upper right HSD buffer while steering mode

destination bearing marker provide non−wind−corrected

is TACAN or BLANK. The TACAN station bearĆ

bearing to the destination waypoint. The selected heading

ing pointer and symbol are available in all steerĆ

and course functions (HSEL [Heading Selected] and CSEL

ing modes except GPS pseudo−TACAN.

[Course Selected]) are not operable. The HSD left and right

hand data buffers display waypoint information.

20.3.9.2.3

GPS Steering (Pseudo−TACAN)

Note

GPS steering provides pseudo−TACAN" course,

The destination bearing marker on the HSD

bearing, range and time information for navigation to a

format is displayed in all steering modes,

waypoint either direct or along a specified course. The GPS

including steering off, if a valid destination

steering emulates TACAN steering using precise GPS

waypoint is entered as the destination steer point.

position information and requires an operative MAGR .

20−77

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20−44. Destination Steering Displays (Sheet 2 of 2)

Steering cues are similar to those in TACAN steering.

AUTO steering is replaced with DEST steering

However, on the HUD and the VDI format the course

automatically when any of the following conditions occur:

deviation marker scale is such that each dot represents a

1. The navigation steerpoint steps to the Target

2 nm deviation for a maximum deflection of 4 nm with the

waypoint

landing gear handle up, and 0.5 nm deviation for a maximum

deflection of

1 nm with the landing gear handle down.

2. A waypoint not on the flight plan route is selected

Additionally, a cross−track error digital readout is displayed

as the navigation steerpoint

on the HSD format, which provides actual lateral deviation

from the selected course line. The HSD left and right hand

3. The final waypoint on the flight plan route is

data buffers display waypoint information. Typical GPS

reached

steering formats are illustrated in Figure 20−46.

4. The flight plan is deactivated or changed

20.3.9.2.4

Automatic Waypoint Sequence

AUTO steering may be reselected once any other

Steering

waypoint on the route is selected as the steerpoint. Cues for

AUTO steering are similar to those for DEST steering

(see paragraph 2 ). Additionally, a cross−track error digital

AUTO steering provides the functionality of DEST

readout on the HSD format provides actual lateral deviation

steering, with the additional MCS feature of automatic

from the centerline of the current route leg. The HSD left and

stepping to successive waypoints along a fight plan route.

right hand data buffers display waypoint information. The

AUTO steering is only available with an active flight plan

changeover point for automatic waypoint sequencing and

route, and may be selected only if the current destination

typical AUTO steering displays are illustrated in

waypoint is included on that route but is not the designated

Figureă20−47.

Target waypoint or the last waypoint in the selected

sequence. All navigation parameters are computed internally

Automatic sequencing occurs when the current

from inertial coordinates.

AUTO steering point is passed (90º or greater off the nose)

within 5ănm.

20−79

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20−47. Auto Waypoint Steering Displays (Sheet 2 of 2)

20.3.9.2.5

Commanded Ground Speed Steering

The TGT, ZTOT and CGS parameters are entered via

the DEU as follows:

Commanded Ground Speed steering is a special subĆ

1. From the main menu, select WPT.

mode of AUTO steering which provides additional airspeed

cues for precise timing of arrival over a defined flight plan

2. Enter the desired TGT waypoint number and select

Target waypoint. Existing AUTO steering cues are still

ENTER.

available, and the steering mode buffer of the HSD format

will display the AUTO legend. (See paragraph 20.3.9.2.4.)

3. Select TYPE, and from this submenu select TGT

and ENTER.

To enable CGS steering, the aircrew must specify the

4. Select CGS, enter the desired ground speed in knots

following parameters for a flight plan route: TGT (Target

for the terminal inbound leg to the TGT and

Waypoint), CGS, and ZTOT. The MCS will attempt to

ENTER.

calculate and display on the HUD and the HSD format

airspeed cues to achieve the specified time and airspeed over

5. Select ZTOT, enter the desired Zulu time on target

the TGT if the following conditions are met:

and ENTER.

1. A flight plan with a defined route is active.

In CGS steering, the MCS continually calculates the

ground speed required to cover the distance from the current

2. The current destination waypoint is on the flight

aircraft location to the TGT along the active flight plan route,

plan route.

and also accounts for the CGS specified for the final leg

3. AUTO steering is selected.

inbound to the TGT. The difference between the aircraft’s

ground speed and the CGS is presented graphically on the

4. The TGT and ZTOT have been specified for the

HUD and digitally on the HSD format. Commanded Ground

flight plan.

Speed steering provides the aircrew with cues for airspeed

control to meet the timing requirements specified by CGS

5. Valid ZTOD from the MAGR is available.

20−85

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20Ć48.ĄCommanded Ground Speed Indication

and ZTOT. The CGS cuues are displayed to the aircrew

20.3.9.2.6

Manual Steering

whenever valid, and are determined by the following criteria:

In the manual display steering mode, the pilot

1. CGS exceeds 133 knots

maintains a command magnetic course by steering the

aircraft to the command heading marker on the HUD or MFD

2. The specified ZTOT can be met.

VDI format.

When valid, CGS steering cues are displayed on all

Initially the pilot selects a command course for manual

HUD master modes. In addition to normal AUTO steering

display steering with the course select control (FO−3); this

cues, a caret is presented along the HUD airspeed dial edge

results in the display of command course and a course line

that provides a fly−to" cue for airspeed (see Figure 20−48).

pointer on the horizontal situation display MFD format. The

When the airspeed tic and the caret are aligned, specified

manual display steering mode is initiated when the MAN

ZTOT and CGS requirements over the TGT will be met. If

pushbutton on the MFD VDI display format is depressed.

the current ground speed differs from CGS by more than 30

When this is done, the mission computer calculates

knots, the caret becomes fixed at a preset angular limit

command heading by offsetting command course for any

(three dots), and rotates with the airspeed tic until the

wind drift that may be present.

difference becomes less than 30 knots. CGS also replaces the

TAS display under PB 8 on the HSD format.

Figure

20−49 shows the display formats used for

manual steering. Manual steering mode can be selected as

Note

follows:

Whenever CGS steering is valid, the HUD

1. Call the VDI MFD format.

analog airspeed dial and tic will be displayed

along with the HUD airspeed caret, regardless of

2. Using the pilot’s CRS select knob on the course/

the position of the HUD Format switch (ANLG,

heading panel (FO−3), select a course.

BOTH or DGTL).

ORIGINAL

20−86

NAVAIR 01−F14AAD−1

Figure 20−49.ăManual Steering Mode Formats (Sheet 2 of 2)

3. Verify the selected course value under CSEL on the

supplies command altitude and command speed that are

VDI MFD format.

displayed on the MFD VDI D/L format. Command course is

displayed on the MFD HSD D/L format as a course line

4. Depress the MAN pushbutton on the VDI format.

pointer.

Steer aircraft to the command heading marker on the

Data−link steering using the ASW−27C or URC−107

HUD or VDI.

JTIDS can be performed as follows:

20.3.9.2.7

Data Link Steering

1. Call the VDI and HSD display formats on the pilot

center and right MFDs, respectively.

In the data−link display steering mode (Figure 20−50),

the pilot maintains a command course, commanded by

2. Depress the D/L pushbutton on the center MFD VDI

external inputs from the ASW−27C data link or AN/URC−107

format.

JTIDS data link, by steering the aircraft to the command

3. Maintain the command altitude indicated on the

heading marker on the HUD, VDI, or HSD format. The pilot

right side of the center MFD VDI format.

also adjusts aircraft altitude and speed in accordance with

commanded values appearing on the VDI D/L MFD format.

4. Maintain the command speed indicated on the left

The ASW−27C must be in its tactical mode (TAC selected on

side of the center MFD VDI format.

the DATA LINK panel) or JTIDS must be in AIC and its

5. Steer the aircraft to the command heading marker on

tactical mode (JTIDS on the DATA LINK panel).

the HUD or center MFD VDI format.

The data−link steering mode is selected by depressing

6. A comparison between the command course

the D/L pushbutton on the MFD VDI display format. When

received from the data link and the drift−

this is done, the mission computer then calculates command

compensated command heading can be observed on

heading to be flown to make good the D/L supplied command

the right−hand MFD HSD D/L format. Command

course by correcting for any wind drift. The resulting

course is in the form of a course line pointer, and the

command heading marker appears on the MFD VDI D/L,

command heading to be flown is indicated by

MFD HSD D/L, and HUD D/L formats. The D/L also

captain’s bars.

ORIGINAL

20−88

NAVAIR 01−F14AAD−1

Figure 20−50. Data−Link Steering Mode Formats (Sheet 2 of 2)

20.3.9.2.8

All−Weather Landing Steering

Note

The mission computer provides the appropriate

The autopilot data−link vector hold steering

steering information to the aircraft displays for a requested

mode is not supported using JTIDS vector

AWL mode. This is derived from data supplied by the ILS

steering data.

and ACLS. AWL information is available from either the

data link

(AN/ASW−27C (ACL)) or the ILS receiver

20.3.9.2.10

No Steering Selected

(AN/ARA−63) or both. The AWL steering modes operate

Steering is turned off if STR (PB 9) on the HSD format

continuously in the A/C landing phase to monitor and

respond to pilot AWL requests. The pilot steers to glidepath

is cycled until the steering mode buffer displays a blank, or

if a boxed steering selection (other than AWL) is unboxed on

situation displays (both ACL and ILS) and flight director

displays during the approach and descent phases of the

the VDI format. The selected heading and course functions

(HSEL and CSEL) are not operable. The HSD right hand data

landing phase. Chapter 2 describes the DFCS ACL function,

and Chapter 17 provides ACLS description and procedures.

buffer displays TACAN information ( TO" the station). No

steering is the default steering mode on aircraft power up.

Note

20.3.9.3

Navigation System Updates

The AWL function is not supported by the

JTIDS.

Occasionally, when GPS is unavailable, the small

errors in the navigation system build up to a point that

20.3.9.2.9

Autopilot Steering

requires position updating. The following paragraphs

provide a description of the procedures for performing

The mission computer provides the DFCS autopilot

navigation system updates.

with a set of steering validity discretes and a computed

steering error for its engaged steering mode. The available

All updates, except JTIDS, determine aircraft position

autopilot steering modes are: heading hold, ground track

one time by computing its location with respect to a known

hold/destination hold, and data−link vector hold. Refer to

waypoint. JTIDS updates use the navigation correction data

Chapter 2 for a description of these DFCS functions.

computed by the JTIDS. The difference in the computed

ORIGINAL

20−90

NAVAIR 01−F14AAD−1

position and the navigation system’s present position are

boxed at this time, and delta LAT and delta LONG

displayed on the MFD or the DD as differences (deltas) in

will appear as shown in Figure 20−51. Optimum

latitude and longitude. If these differences are reasonable,

results will be obtained with low and slow flight

the operator may elect to update the navigation system,

conditions.

including the INS and the SAHRS, by depressing the MFD

4. Verify that the delta LAT/LONG corrections are reaĆ

FIX ENABLE pushbutton.

sonable.

Note

5. If the delta LAT/LONG corrections appear

Because of the high degree of accuracy available

reasonable and a correction is required, press the

when in INS/GPS mode, one fix position updates

FIX ENABLE pushbutton on the INS UPDATE

are not available while in that mode. GPS must

MFD format. The corrections will be incorporated

be unboxed to do a navigation update.

into the system and sensors and the correct latitude

and longitude will be displayed on the OWN A/C

A navigation update is performed by calling up the INS

MFD format.

UPDATE MFD format shown in Figure 20−51 that will

appear when the UPDT pushbutton is depressed on the HSD

20.3.9.3.2

TACAN One−Fix Update

basic MFD format, shown Figure 20−9. The available types

of updates consist of visual, TACAN, radar, HUD/designate,

TACAN one−fix update computes aircraft position

data link, and JTIDS. If a particular update type is not

using TACAN measurements of range and bearing from a

available, an X" will appear over the acronym as shown in

TACAN station whose coordinates are known and stored in

Figure

20−51. Since all updates except JTIDS use the

the waypoint file. The procedure requires that the TACAN be

coordinates of a selected prestored waypoint, the coordinates

operating and the station selected correspond to the waypoint

of the selected waypoint should be verified prior to

that will be called up and whose coordinates will be used in

performing all updates except JTIDS. This is done by calling

the updating process. The procedure can be performed by

up the WPT DATA MFD format containing the point as

either the pilot or RIO as follows:

shown in Figure 20−29 that is available from the OWN A/C

With the TACAN operating, select a TACAN

basic format. The procedures for each of the types of updates

channel whose latitude and longitude coordinates

are provided below.

correspond to the referenced TACAN location

stored in the waypoint file.

20.3.9.3.1

Visual One−Fix Update

Verify that the coordinates of the TACAN station are

Visual one−fix update computes the aircraft’s position

the same as those of the waypoint to be selected for

using the coordinates of a point selected and stored in

updating by calling up the appropriate WPT DATA

waypoint file and substituted for the aircraft’s position at the

MFD format Figure 20−29. If incorrect, enter the

instant of direct flyover. This requires that entry, selection,

correct values via the DEU or DD.

and verification of the waypoint be made prior to flying over

the point and that the VIS pushbutton on the INS UPDATE

Call up the INS UPDATE format, Figure 20−51.

MFD format be depressed at the time of flyover. When this

Select the correct waypoint corresponding to the

is done, the INS UPDATE FORMAT shall display the

coordinates of the TACAN station using the inĆ

computed latitude and longitude differences for evaluation.

crease/decrease pushbuttons on the right side of the

The procedure can be performed by either pilot or RIO as

INS UPDATE MFD format.

follows:

Depress the TCN pushbutton. The legend will be

1. Verify the coordinates of the waypoint to be

boxed and the computed delta LAT and delta LONG

overflown by calling up the appropriate WPT DATA

will appear, as shown in Figure 20−51.

MFD format (Figure 20−29). If incorrect, enter the

correct coordinates for the point via the DEU or

Verify that the delta LAT/LONG corrections are reaĆ

the DD.

sonable.

2. Call up the INS UPDATE MFD format, Figure

If the delta LAT/LONG corrections appear

20−51. Select the correct waypoint corresponding to

reasonable and a correction is required, depress the

coordinates of the visual update point via the

FIX ENABLE pushtile on the INS UPDATE MFD

increase/decrease pushbuttons on the right side of

format. The corrections will be incorporated into

the INS UPDATE MFD format.

the system and sensors, and the correct latitude and

longitude will be displayed on the OWN A/C MFD

3. At the instant of direct flyover of the visual point

format.

depress the VIS pushbutton. The VIS legend will be

20−91

ORIGINAL

F-14D. FLIGHT MANUAL (2004) - page 12