F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

Figure 20−51. INS UPDATE MFD Formats (Sheet 4 of 4)

20.3.9.3.3

Radar One−Fix Update

coordinates of the radar−identifiable point via the

increase/decrease pushbuttons on the right side of

Radar one−fix update computes aircraft position using

the INS UPDATE MFD format.

radar measurements of range, azimuth, and elevation angles

from a radar−identifiable target whose coordinates are known

4. Select half−action mode by depressing the trigger

and are stored in the waypoint file. This procedure requires

on the RIO sensor hand control to the first detent

that the radar is operating in the ground−map mode and that

position.

the DD cursor be positioned over the DD displayed target

prior to designating via the sensor hand control as described

5. Place the DD cursor over the displayed radar target

below. Like other one−fix update modes it also requires that

on the DD (Figure 20−52) using the sensor hand

the waypoint corresponding to the radar target coordinates is

control and depress the trigger to the second detent

selected for the update as described below. Since this

(full action).

procedure requires the use of the DD control panel, it can be

performed only by the RIO. The procedure is as follows:

6. Depress the RDR pushbutton on the INS Update

MFD format. The RDR legend will become boxed

1. Select the radar ground−map mode via the GND

and the computed delta LAT/delta LONG will

MAP pushtile on the DD, shown in Figure 20−52.

appear as shown in Figure 20−51.

2. Verify that the coordinates of the radar identifiable

7. If the delta LAT/LONG corrections appear

point are the same as those of the waypoint to be

reasonable and a correction is required, depress the

selected for updating by calling up the appropriate

FIX ENABLE pushtile. The corrections will be

WPT Data MFD format, Figure 20−29. If incorrect,

incorporated into the system and the sensors and the

enter the correct values via the DEU or DD.

correct latitude and longitude will be displayed on

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

the OWN A/C MFD format, which will now appear.

Select the correct waypoint corresponding to the

20−95

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20Ć52.ĄDD Control Panel With GND MAP Selected

20.3.9.3.4

Data−Link One−Fix Update

Call up the INS Update MFD format (Figure 20−49)

and select waypoint 18 via the increase/decrease

Data−link one−fix update computes aircraft position

pushbuttons.

using inputs from an external platform that measures the

Call up the TSD MFD format

(Figure

20−53)

aircraft position with respect to an agreed data−link target

point whose coordinates are stored in a specific location in

available from the MENU1 MFD format. Using the

pilot cursor control or the RIO sensor hand control,

the waypoint file. The measured information consist of

components of slant range to the waypoint that are

place the cursor over the data−link target point

position and depress the switch.

transmitted to the aircraft via a specific data−link message.

The procedure requires that the coordinates of the agreed

data−link target point are stored as waypoint 18 in the wayĆ

Note

point file and that the data link is operating in the tactical

Both waypoint 18 from the waypoint file and

mode. Verification and selection of the waypoint are

the data−link reported location of this point

performed similar to other one−fix update procedures but the

appear on the TSD format. Since both

tactical situation display on the MFD is used for location and

symbols represent the same point, the

designation of the data−link target point (Figure 20−53). Both

difference in their location on the TSD MFD

the pilot and the RIO can perform this update procedure. The

format is an indication of the aircraft position

pilot uses the cursor control switch on the throttle, and the

error. A check should be made to ascertain

RIO uses the sensor hand control for designating and

that this error is reasonable prior to

positioning the cursor. The procedure is as follows:

performing the update.

1. Verify data−link operation in the tactical mode

Call up again the INS UPDATE MFD format.

(i.e., DATA LINK MODE switch is in TAC).

Depress the D/L pushbutton. A delay of several

seconds may occur prior to the boxing of the D/L

2. Verify the coordinates of waypoint

18 are the

legend and the appearance of the delta LAT and

previously agreed values by calling up the

LONG displays (Figure 20−51).

appropriate page of the WPT Data MFD format.

ORIGINAL

20−96

NAVAIR 01−F14AAD−1

Figure 20Ć53.ĄMFD TSD Format

6. If the errors appear reasonable and an update is

to the HUD visual target via the increase/decrease

desired, depress the FIX ENABLE pushbutton. The

pushbuttons on the right side of the format.

corrections will be incorporated into the system and

sensor and the correct latitude and longitude will be

3. Position the cursor over the visual target seen

displayed on the INS UPDATE format and will also

through the HUD using the cursor control switch

appear on the OWN A/C MFD format.

and then depress the switch (Figure 20−54).

4. Depress the HUD pushbutton on the INS UPDATE

20.3.9.3.5

HUD/Designate One−Fix Update

MFD format. The HUD legend will become boxed

and the computed delta LAT/delta LONG will

HUD/designate one−fix update computes aircraft

appear as shown in Figure 20−51.

position, using measurements of azimuth and elevation from

the HUD center to a designated target point that is visible

5. If the delta LAT/LONG corrections appear

through the HUD and whose coordinates are known and

reasonable and a correction is required, depress the

stored in the waypoint file and system altitude. This

FIX ENABLE pushbutton on the INS UPDATE

procedure is performed only by the pilot using the cursor

MFD format. The corrections will be incorporated

control switch on the throttle to position the HUD cursor over

into the system and sensors and the correct latitude

the visually sighted target and to designate. Like other

and longitude will be displayed on the OWN A/C

one−fix update modes, it also requires that the waypoint

MFD format.

corresponding to the visual target coordinates is selected for

the update as described below.

20.3.9.3.6

JTIDS One−Fix Update

1. Verify that the coordinates of the HUD visual target

JTIDS one−fix update uses the delta latitude and

are the same as those of the waypoint to be selected

longitude information calculated by JTIDS to perform a

for updating by calling up the appropriate WPT

one−time update of the system and sensors. This function will

DATA MFD format (Figure 20−29).

always use the JTIDS geodetic latitude and longitude

2. Call up the INS UPDATE MFD format

correction data regardless of JTIDS NAV MODE. This

(Figure 20−51). Select the waypoint corresponding

procedure requires JTIDS operating in the net as an active

20−97

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 20Ć54.ĄHUD/Designate Position Update

participant (NORM selected on JTIDS control panel) with

20.3.9.4

Continuous Position Updating

NET ENTR−OK. See Chapter 19 for JTIDS operating

procedures. The JTIDS geodetic position quality must be ≤Ă3

In addition to one−fix position updates, the navigation

to display the data and allow the update. This procedure can

system has the capability to accept continuous navigation

be performed by either the pilot or RIO as follows:

corrections from external sources when they exist and are

valid. For the current configuration of the aircraft, the only

1. Verify JTIDS operating and in sync.

two sources available for continuous position updating are

TACAN and JTIDS data. The TACAN mode of continuous

2. Call up INS UPDATE MFD format (Figure 20−51)

updating uses TACAN measurements of range and bearing to

available from the MENU MFD format.

a prestored selected waypoint that also is an active TACAN

station. Thus, as in one−fix updating, it is necessary to ensure

3. Depress the JTID pushbutton on the INS UP−DATE

that the selected waypoint corresponds to the TACAN station

MFD format.

that is being received. The JTIDS mode of continuous updatĆ

ing uses delta latitude, longitude, and altitude calculated by

If the data from JTIDS is not valid or the quality

JTIDS to continuously update the navigation system. The

>3, the JTID pushbutton will be crossed out.

JTIDS continuous update will update the navigation system

The JTID pushbutton boxes and the JTIDS comĆ

with either geodetic latitude, longitude, and altitude correcĆ

puted delta LAT and delta LONG will appear as

tions in the GEO mode or relative latitude, longitude, and

shown in Figure 20−51.

geodetic altitude corrections in the REL mode. When the

JTIDS altitude correction data quality is ≤ 10, this function

4. If the delta LAT/LONG corrections appear

will display and use only the latitude and longitude correcĆ

reasonable and a correction is required, depress the

tions.

FIX ENABLE pushbutton on the INS UPDATE

MFD format. The corrections will be incorporated

Selection of JTIDS continuous position updating

into the system and sensors and the corrected

is made via the MFD NAV SYSTEM AID format

latitude and longitude will be displayed on the

(Figure 20−55) that will appear when the NAV pushbutton is

OWN A/C MFD format.

ORIGINAL

20−98

NAVAIR 01−F14AAD−1

depressed on the MFD HSD or OWN A/C format. The

On the SURFACE WPT POS MFD format

remaining procedures for JTIDS continuous update are the

(FigureĂ20−56), an X" over the legend for a position

same as JTIDS one−fix update. Depress the JTID pushbutton

determination mode indicates that the mode is not available.

on the NAV SYSTEM AID−JTID format. If the data from

Until one of the available modes is selected, the format

JTIDS is not valid or the quality is >3, the JTID pushbutton

shown in Figure 20−56 displays only the mode legends, the

will be crossed out. The JTID pushbutton boxes and the

boxed SWP legend, and the SURFACE WPT POS header.

JTIDS computed delta LAT, LONG, and ALT will appear as

shown in Figure 20−55. Depression of the ENABLE pushĆ

When using the visual, radar, or HUD/designate

button on the top center of the NAV SYSTEM AID format

procedure, after the surface waypoint latitude and longitude

now allows the corrections, which are continuously

have been computed and displayed on the MFD, pressing the

computed, to update the system.

ENTER pushbutton on the MFD format enters the

coordinates into the waypoint file in an assigned waypoint

Selection of continuous position updating is made via

number. For the DEU method, the coordinates are also

the MFD NAV SYSTEM AID format (Figure 20−55) that will

displayed on the MFD, but are entered by pressing the DEU

appear when the NAV pushbutton is depressed on the MFD

ENTER pushtile. When using the PTID method, pressing the

HSD or OWN A/C format. If TACAN data is being received

sensor hand control trigger enters the coordinates that are

from a transmitting station, the TCN legend will not be

displayed on the MFD.

crossed out. The procedure for TACAN operation is the same

as for one−fix TACAN position update described in

The paragraphs that follow describe the various

paragraph 20.3.9.3.2. Select the correct waypoint using the

methods and provide procedures.

up or down arrows on the HSD format, then depress the NAV

pushbutton. Once this is done, depressing the TCN pushĆ

20.3.9.5.1

Visual Mode

button on the resulting NAV SYSTEM AID format boxes the

TCN legend and computed corrections for latitude and

For a visual waypoint position determination, the airĆ

longitude are then displayed. Depression of the ENABLE

craft present−position coordinates are assigned to the wayĆ

pushbutton on the top center of the NAV SYSTEM AID

point position at the instant of flyover. This requires that the

format now allows the corrections, which are being continĆ

VIS pushbutton be pressed at that time. The assigned coordiĆ

uously computed, to be provided to the system.

nates are displayed when the VIS pushbutton is pressed. This

procedure can be performed by either crewmember.

Note

For continuous position updating neither the INS

nor the SAHRS are updated. Once this aiding

D Visual mode is inoperable with GPS boxed.

mode is deselected or becomes invalid, the

computed corrections will not be provided and a

D For best results, the aircraft should be flown

change in position may occur.

low and slow for this procedure.

20.3.9.5

Surface Waypoint Position

Call up the MFD INS UPDATE format

Determination

(Figure 20−51).

The position of a surface waypoint is determined by

Depress the SWP pushbutton to display the MFD

SURFACE WPT POS update format.

measuring its location with respect to the aircraft or with

respect to some other known point. The following sensors

Depress the up or down arrow pushbutton until the

and procedures can be used: visual, TACAN, radar, HUD/

desired waypoint number is displayed.

designate, DEU, and PTID. Selection is made from the

SURFACE WPT POS format on the MFD. The computed

At the instant of overflight, depress the VIS

latitude and longitude are displayed on the MFD or DD. The

push−button, boxing the VIS legend and displaying

SURFACE WPT POS format is called by selecting the SWP

the latitude and longitude of the surface waypoint.

pushbutton on the INS UPDATE format.

If the latitude and longitude appear reasonable,

Note

press the ENTER pushbutton on the SURFACE

WPT POS format. This enters the coordinates into

The INS UPDATE format is called by selecting

the waypoint file; they can be verified by selecting

the UPDT legend on any of the HSD MFD

the WPT DATA format (Figure 20−29).

formats.

20−99

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.9.5.2

TACAN Surface Waypoint Position

5. Set the sensor hand control cursor switch to the up

Determination

position (Figure 20−57).

For TACAN surface waypoint position determination,

Select the half−action mode by depressing the trigger on the

the position of the TACAN station is computed using

RIO sensor hand control to the first detent position.

TACAN measurements of range and bearing from aircraft

present position. This procedure can be performed by either

6. Using the RIO sensor hand control, place the DD

cursor over the radar target and depress the trigger

crewmember and requires that the TACAN be operating.

to the second detent position (full action).

1. With the TACAN operating, select the channel for

7. Depress the RDR pushbutton on the SURFACE

the station location to be determined.

WPT POS format to display the waypoint latitude

2. Call up the INS UPDATE format (Figure 20−51).

and longitude and box the RDR legend.

3. Depress the SWP pushbutton to display the MFD

8. If the coordinates appear reasonable, press the

SURFACE WPT POS format.

ENTER pushbutton to place the surface waypoint

coordinates into the proper waypoint file; they can

4. Depress the up or down arrow pushbutton until the

be verified by selecting the WPT DATA format.

desired waypoint number is displayed.

20.3.9.5.4

HUD/Designate Mode

5. Depress the TCN pushbutton on the MFD

SURFACE WPT POS format. This boxes the TCN

Using the HUD/designate mode, the pilot uses the

legend and displays the TACAN station latitude and

HUD cursor to designate a visual target and the target

longitude.

position is computed using aircraft present position and

azimuth/elevation measured from the HUD center to the

6. If the coordinates appear reasonable, press the

designated target.

ENTER pushbutton to place the surface waypoint

coordinates into the proper waypoint file. They can

1. Call up the INS UPDATE format (Figure 20−51).

be verified by selecting the WPT DATA format

(Figure 20−29).

2. Depress the SWP pushbutton to display the

SURFACE WPT POS format and box the SWP

20.3.9.5.3

Radar Mode

legend.

For a radar surface way−point position determination,

3. Depress the up or down arrow pushbutton until the

the position of a radar surface target is computed using radar

desired waypoint number is displayed.

measurements of range, bearing, and elevation angle to the

target from the known aircraft present position. The radar

4. Using the TDC (Figure 20−57), place the HUD

must be in the GND MAP mode. This procedure can only be

cursor over the visual target and depress the switch

performed by the RIO.

to designate the waypoint.

5. Depress the HUD pushbutton on the SURFACE

1. On the DD control panel, select GND MAP.

WPT POS format to display waypoint latitude and

2. Call up the INS UPDATE format (Figure 20−51).

longitude and box the HUD legend.

3. Depress the SWP pushbutton, which results in the

6. If the coordinates appear reasonable, depress

display of the SURFACE WPT POS format with

ENTER pushbutton to place the surface waypoint

SWP boxed.

coordinates into the waypoint file; they can be

verified by selecting the WPT DATA format.

4. Depress the up or down arrow pushbutton until the

desired waypoint number is displayed.

20−103

ORIGINAL

NAVAIR 01−F14AAD−1

20.3.9.5.5

DEU Mode

1. Set the sensor hand control cursor select switch to

the down (PTID cursor) position.

In the DEU mode, the position of a new waypoint is

computed based on its range and bearing from an existing

2. On the PTID control panel (FO−4), depress the

NON ATTK and SYM ELEM pushbuttons.

waypoint already in the waypoint file. The range and bearing

values are entered by the RIO via the DEU (Figure 20−28).

3. Set the azimuth scan to ±20° on the sensor control

panel (FO−4) and adjust the antenna scan center to

1. On the DEU, select the number of the known

zero.

waypoint to be used as a reference.

4. Call the WPT DATA MFD format and depress the

2. On the DEU, enter the range and bearing from the

desired waypoint number to box the waypoint

reference waypoint to the new waypoint.

legend.

5. On the PTID control panel, set the RANGE switch

3. On the DEU, press the SET pushtile and select a

waypoint number for the new waypoint.

as required and the MODE switch to A/C STAB.

6. Place the sensor hand control trigger to the half−

4. Press the ENTER pushtile on the DEU. This causes

the coordinates of the new waypoint to be computed

action position.

and entered into the waypoint file.

7. Place the PTID cursor on the desired screen location

5. The latitude and longitude of the new waypoint may

and hook by selecting full action. This causes the

latitude and longitude of the hooked position to be

be verified by calling the WPT DATA format on the

computed and entered in the waypoint file.

MFD.

20.3.9.5.6

PTID Spot Hook Mode

The coordinates of the hooked position can be verified

by calling the WPT DATA format.

In the spot hook mode, coordinates are computed for a

point designated by the RIO by spot hooking on the PTID

based on aircraft present position.

20−105 (Reverse Blank)

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 21

Identification

21.1

IDENTIFICATION TRANSPONDER

an antenna diversity comparator identifies which antenna

(AN/APX−100)

received the strongest interrogation signal and automatically

selects that antenna to transmit the reply. It is therefore

21.1.1

IFF Transponder

recommended that the antenna select switch be left in DIV

The APX−100 IFF transponder system is capable of

at all times.

automatically reporting coded identification and altitude

signals in response to interrogations from surface

(or

airborne) stations so that the stations can establish aircraft

identification, control air traffic, and maintain vertical

separation. The system has five operating modes (1, 2, 3/A,

If either TOP or BOT is selected on the APX−100

C, and 4). Modes 1 and 2 are IFF modes, mode 3 (civil

antenna select switch, a Mode IV reply will be

modeĂA) and mode C (automatic altitude reporting) are

transmitted only if the Mode IV interrogation

primarily air traffic control modes, and mode 4 is the secure

signal is strongest on the antenna selected. If the

(encrypted) IFF mode. The IFF control panel is in the rear

stronger of the two antennas was not selected at

cockpit (Figure 21−1).

the time of interrogation, the aircrew will not

have any indication that their aircraft was interĆ

21.1.1.1

Master Switch

rogated or that no reply was made.

The MASTER switch applies power to all the transĆ

21.1.1.3

IDENT−OUT−MIC Switch

ponder system components except the altimeter components.

It is a four−position rotary switch placarded OFF, STBY,

The IDENT−OUT−MIC switch is a three−position

NORM, and EMER. The switch must be lifted over a detent

toggle switch. The spring−loaded IDENT adds an identificaĆ

to switch to EMER or to OFF. STBY should be selected for

tion of position pulse to mode 1, 2, and 3/A replies for a

2 minutes prior to switching to NORM to allow the

period of 15 to 30 seconds. In MIC, the identification of

transponder to warm up. In NORM, the transponder system

position function is activated for 15 to 30 seconds each time

is operational at normal receiver sensitivity. In EMER, the

the UHF microphone switch is pressed.

transponder transmits emergency replies to mode 1, 2, or 3/A

interrogations. The mode 3/A emergency reply includes

21.1.1.4

Mode 1, 2, and 3/A Code Selectors

codeĂ7700. When EMER is selected, all modes are enabled

The two mode l thumbwheel selector switches allow

regardless of the position of the selector switches. When the

selection of

32 mode 1 codes and the four mode 3/A

front seat ejects, a switch is tripped that automatically selects

thumbwheel selectors allow selection of 4096 mode 3/A

the emergency mode if the MASTER switch is in any

codes. The mode 2 code that is set on the four MODE 2

position other than OFF.

selector switches may be read by moving the sliding cover.

The code may be reset by inserting a pointed object like a pen

21.1.1.2

Antenna Select Switch

tip or a paper clip to rotate the thumbwheel. Mode 2 codes are

The position of the antenna select switch determines

not normally changed in flight.

APX−100 antenna reply logic. Although the system is

designed to receive an interrogation on either antenna at all

21.1.1.5

Mode Switches

times regardless of switch position, with TOP or BOT

The four mode switches (M−1, M−2, M−3/A, and M−C)

selected, it will only reply on the selected antenna, and only

each have OUT, ON, and spring−loaded TEST positions. The

if the strongest interrogation signal was received on that

center position ON of each switch enables that mode. To test

antenna. For example, if BOT were selected and the

the transponder, press the mode switch of each mode to

interrogation signal was stronger from the top antenna, no

TEST.

reply would be transmitted. In the DIV (diversity) position,

21−1

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

TEST light (GO)

Illuminates when respective MODE switch TEST position is actuated;

indicates proper (GO) operation of modes 1, 2, 3/A, and C. Master

switch must be set to NORM.

TEST/MON light

The light has two functions. Illuminates when respective MODE switch

(NO GO)

TEST position is actuated; indicates failure (NO GO) of modes 1, 2, 3/A

and C. Master switch must be set to NORM.

ANT switch

Selects upper (TOP), lower (BOT), or both (DIV) antennas. DIV

(diversity) permits the IFF to switch automatically for transmission to the

antenna that received the strongest interrogation signal.

MASTER switch

OFF

 Deenergizes set.

STBY  Energizes receiver−transmitter for immediate operation upon

switching to an operating position.

NORM  Allows receiver−transmitter response to interrogations.

EMER  Energizes receiver−transmitter and generates emergency

replies to mode 1,2 (thumbwheel settings), and 3/A (code

7700) and a normal reply to mode C, when interrogated,

whether mode switches are at ON or OUT.

Figure 21Ć1.ĄIFF Control Panels (Sheet 1 of 3)

ORIGINAL

21−2

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

STATUS lights (red)

ALT

 Illumination indicates altitude encoder circuit failure during MODE C

test.

KIT

 Illumination indicates KIT/KIR TSEC failure during MODE 4 test.

ANT

 Illumination indicates excessive voltage standard wave ratio (VSWR)

to antenna during MODE C or MODE 4 tests.

RAD switch

OUT

 Deenergized position.

TEST

 When selected, transponder replies to mode 3/A or 4 TEST mode

interrogations from a ramp test set during ground maintenance

testing.

IDENT  OUT 

IDENT  Momentary position provides IDENT reply for 15 to 30 seconds after

MIC switch

releasing switch; replies to interrogation in modes 1, 2, 3/A.

OUT

 Deenergizes circuit.

MIC

 Transfers IDENT reply activation switch from IDENT to radio

microphone switch

MODE 4 REPLY light

Illuminates when system has successfully replied to a mode 4 interrogation

provided the AUDIO/LIGHT/OUT switch is not in the OUT position.

MODE 4 AUDIO/ LIGHT/

AUDIO  Enables: (1) An ICS tone indicating either incomplete signal reception

OUT switch

or that the received interrogation code does not match the installed

code; (2) no go and IFF caution lights indicating no reply to a valid

mode 4 interrogation; and (3) MODE 4 REPLY light indicating a valid

mode 4 interrogation reply.

LIGHT  Enables: (1) no go and IFF caution lights indicating no reply to a valid

mode 4 interrogation; and (2) MODE 4 REPLY light indicating a valid

mode 4 interrogation reply. Disables ICS audio tone monitoring.

OUT

 Disables all ICS tone and light monitoring of mode 4 interrogations,

replies, and nonreplies.

CODE selectors

Code selectors are rotatable drums with imprinted numbers that appear in code

(MODE 1 and 3/A)

selector windows, permitting selection of codes for mode 1 and 3/A.

MODE 4 switch

 Enables mode 4.

See Figure 21−2 for mode 4 caution/reply light logic.

TEST

 Activates KIT mode 4 computer self−test. TEST GO light illuminates if

system is functional, NO GO if it is not.

If KIT computer is at fault, STATUS KIT light illuminates red.

If KIT/KIR is not installed, NO GO and STATUS KIT lights illuminate.

Figure 21−1. IFF Control Panels (Sheet 2 of 3)

21−3

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

MODE 2

Code selectors are rotatable drums with imprinted numbers that can be seen when

sliding cover is moved out of view. Changing requires pointed object. Not normally

changed in flight.

MODE 4 CODE

ZERO

 Erases code 4 from KIR−1A and KIT−1A computers. IFF ZERO

switch

advisory legend appears on upper left of RIO’s MFD.

 Selects KIT−1A computer B code.

 Selects KIT−1A computer A code.

HOLD

 Retains code in KIR−1A computers when landing gear is down or when

system is turned off.

MODE switches

TEST

 GO TEST light illuminates if system is functioning properly;

(1,2, 3/A, and C)

NO GO TEST light illuminates if system failure.

 Permits selection of interrogating modes to which the transponder will

reply.

OUT

 Deenergized position.

M4 ALARM OVERĆ

Disables the mode 4 tone alarm to the RIO’s ICS.

RIDE switch

FAULT light

Indicates a malfunction of APX−76 receiver−transmitter, caused by receiver, video, or

transmitter signals.

CHAL light

Remains Illuminated for the duration of a challenge period indicating correct

operation.

CODE selectors

First thumbwheel selects mode, 1, 2, 3A, 4A, or 4B. Last four thumbwheel rotatable

drums with imprinted numbers appearing in code selector windows, permit selection

of desired interrogation code.

TEST−CHAL CC

Momentary two−position center−return switch.

switch

TEST

 Onboard transponder is triggered by onboard interrogator. Both sets

must have same code setting. IFF solid lines are displayed on DD at 3

and 4 miles.

CHAL CC  A selective identification feature (SIF) interrogation cycle starts

the 5 to 10−second challenge period. Only correct modes and code

replies are displayed (two brackets only on DD).

IFF warning legend

Indicates mode 4 interrogation was received, but system has not generated a reply;

mode 4 KIT/KIR computers have been zeroized; or KIT/KIR has failed

self−test.

Figure 21−1. IFF Control Panels (Sheet 3 of 3)

ORIGINAL

21−4

NAVAIR 01−F14AAD−1

TRANSPONDER

INTERROGATOR

CAUTION

REPLY (APX−100)

(APX−100)

(APX−76)

4 OUT (A) STBY

OFF

4 ON (A) STBY

OFF

4 ON (A) NORM

OFF

4 ON (A) NORM

OFF

4 ON (B) NORM

OFF

4 ON (B) NORM

OFF

4 ON (B) STBY

OFF

4 ON (B) STBY

OFF

4 ON (A) NORM RAD

VERIFY BIT 1 (A)

OFF

TEST

4 ON (A) NORM

VERIFY BIT 1 (A)

OFF

4 ON (A) STBY

VERIFY BIT 1 (A)

OFF

KIT ZERO

A OR B

OFF

Figure 21Ć2.ĄMode 4 Caution and Reply Light Logic

Illumination of the GO TEST light indicates proper

The MODE 4 CODE switch is placarded ZERO, B, A,

operation of that mode. Illumination of the NO GO TEST

and HOLD. The switch must be lifted over a detent to switch

light indicates failure of the selected mode. The MASTER

to ZERO. It is spring−loaded to return from HOLD to position

switch must be set to NORM for the test function to operate.

A. Position A selects the mode 4 code for the present code

The modes not being tested should be OUT when testing on

period and position B selects the mode 4 code for the

the ground to prevent unnecessary interference with nearby

succeeding code period. Both codes are mechanically

ground stations. If a malfunction exists during these self−

inserted into the transponder by maintenance personnel. The

tests, an IFX acronym will appear on the programmable

codes are mechanically held in the IFF, regardless of the

tactical information display (PTID). The IFF transponder is

position of the MASTER switch or the status of aircraft

also continuously checked by aircraft self−test. Failure causes

power, until the first time the landing gear is raised.

the IFX acronym to be shown on the PTID. Calling up the

Thereafter, the mode 4 codes will automatically zeroize

failure history file or the CNI OBC display on any MFD will

anytime the MASTER switch or the aircraft electrical power

show whether the failure is in the transponder computer

is turned off. The code settings can be mechanically retained

(IFA), the transponder (IFXPN), or the entire system (IFX).

after the aircraft has landed (landing gear must be down and

locked) by turning the CODE switch to HOLD and releasing

21.1.1.6

RAD TEST−OUT Switch

it at least 15 seconds before the MASTER switch or aircraft

electrical power is turned off. The codes again will be held,

The springloaded RAD TEST is used for testing. It

regardless of the status of aircraft power or the MASTER

enables a mode−3/A code reply to a TEST mode interrogation

switch, until the next time the landing gear is raised.

from a ramp test set. It also enables a mode 4 reply to a

VERIFY 1 interrogation from a surface station or a ramp test

The mode 4 codes can be zeroized anytime the aircraft

set. A VERIFY 1 interrogation is a modified mode 4

power is on and the MASTER switch not OFF by turning the

interrogation used for testing.

CODE switch to ZERO.

An audio signal, the REPLY light, and the IFF caution

21.1.1.7

Mode 4 Operation

light are used to monitor mode 4 operation. The AUDIO/

Mode 4 operation is selected by setting the MODE 4

LIGHT/OUT switch controls these mode 4 indicators. When

toggle switch ON, provided that the MASTER switch is

NORM. Setting the MODE 4 switch to OUT disables

modeĂ4.

21−5

ORIGINAL

NAVAIR 01−F14AAD−1

the IFF MASTER switch is in NORM and the MODE 4

increments of 100 feet, and referenced to 29.92 inches of

TEST/ON/OUT switch is on, selecting AUDIO on the

mercury.

MODE 4 AUDIO/LIGHT/OUT switch provides two types of

mode 4 caution indications: (1) an ICS audio tone indicating

21.2

IFF INTERROGATOR (AN/APX−76)

either incomplete signal reception or the received interrogaĆ

tion code does not match the installed code, and (2) a no go

The AN/APX−76 provides radar identification of airĆ

light and IFF caution light indicating the system is not

borne and surface Mark 10 IFF systems. It operates in conĆ

responding to a valid mode 4 interrogation. Selecting the

junction with the radar and is automatically turned on whenĆ

light position disables the ICS audio tone and provides only

ever the RDR power switch is placed to any position except

the IFF caution light and no go light. Selecting the OUT

OFF. A minimum warmup time of 3 minutes is required

position disables the ICS tone, no go light, and IFF caution

before successful operation or BIT can be performed. The

light indications and disables the REPLY light indication of

system requires 115−VAC from the main ac bus through the

a valid reply. (Caution and REPLY light logic is shown in

IFF A/A AC circuit breaker (1J7) and 28−VDC from the main

Figure 21−2.)

dc bus through the IFF A/A DC circuit breaker (9F6). It is

capable of interrogation and display of modes 1, 2, 3A and

21.1.1.8

IFF Caution Light

4, and of displaying EMERG AND IDENT on the DD. Refer

to NAVAIR 01−F14AAD−1A, the Classified NATOPS SupĆ

The IFF caution light on the RIO’s ladder lights comes

plement.

on to indicate that mode 4 is not operative. The light is operaĆ

tive whenever aircraft power is on and the MASTER switch

The APX−76 interrogator consists of an antenna array

is not OFF. However, the light will not operate if the mode 4

that is part of the radar antenna, a control panel, receiver−

computer is not physically installed in the aircraft. IlluminaĆ

transmitter, switch amplifier, and for mode 4 operation, an

tion of the IFF caution light indicates that: (1) the mode 4

interrogator computer.

codes have zeroized,

(2) the self−test function of

the KIT−1A/TSEC computer has detected a faulty computer

The IFF antenna consists of six dipole antennas

or (3) the transponder is not replying to proper mode 4 interĆ

mounted on the surface of the radar planar array antenna. The

rogations.

antenna azimuth and vertical coverage is the same as that of

the radar antenna except that the beam width of the APX−76

If the IFF caution light illuminates, switch the MASĆ

13°. The transmitter operates at a fixed frequency of

TER switch to NORM (if in STBY) and ensure that the

1,030ĂMHz and the receiver operates at a fixed frequency of

MODE 4 toggle switch is ON. If illumination continues,

1,090 MHz.

employ operationally−directed flight procedures for an inopĆ

erative mode 4 condition.

Except for the display of IFF video, the APX−76 is the

same in all modes of radar operation. The radar analog signal

21.1.1.9

IFF ZERO CAW

converter provides an IFF pretrigger for the purpose of synĆ

chronizing the IFF and radar. On receiving the pretrigger

An IFF ZERO CAW is displayed in the MFD CAW

from the radar, the IFF synchronizer generates triggers that

window when a KIT computer is installed and the mode 4

establish the timing of transmission of challenges and deĆ

codes have been zeroized. The IFF ZERO CAW is only valid

coded reply video for display on the DD. With the radar in

if the APX−100 MASTER switch is not OFF. If the MASTER

low PRF, IFF video is mixed with radar video and displayed

switch is OFF, the IFF ZERO CAW is displayed regardless

in the radar format. In high PRF, the IFF video is displayed

of whether the IFF codes are zeroized or not.

in a B−scan format without radar video. Figure 21−3 shows

IFF display formats.

21.1.2

Altitude Computations

The synchronizer also sends a mode 4 pretrigger to the

Altitude computations are performed by the CADC.

interrogator computer.

The computer outputs are altitude information corĆ

The interrogator computer generates mode 4 interrogaĆ

rected for static position error. The synchro output is supplied

tions and interpolates mode 4 replies. Display of mode 4 is

to the altimeter providing the crew with a corrected altitude

the same as all other modes. The mode 4 codes are prevented

indication. The digital output from the computer is applied

from zeroing when the RDR power switch is cycled.

to the transponder for transmission on mode C, coded in

ORIGINAL

21−6

NAVAIR 01−F14AAD−1

21.2.1

IFF Self−Test

challenge by momentarily holding the CHAL CC/TEST

switch in CHAL CC in order to reset the BIT flags associated

Prior to APX−76 operation, self−test of the unit should

with the APX−76. The APX−76 normally powers up with the

be performed. The APX−76 contains a self−test function that

BIT flags in the fault position. The system will continuously

provides closed loop testing in conjunction with the on−board

fault until the flags are reset. The APX−76 antenna is checked

APX−100 (IFF Transponder). To perform the self−test, the

during the test by receiving actual video from the APX−100

RIO must set the mode and code switches on the control panel

antenna. Failure of any part of the APX−76 closed loop test

to correspond with the mode and code switches of the APX−

will cause IFI to be displayed in continuous monitor. A

l00. The APX−l00 must be in NORM or EMER before perĆ

further breakdown as to what portion of the system has failed

forming the test. The RIO may now initiate self−test by holdĆ

can be verified by calling up the maintenance file. Testing of

ing the TEST/CHAL CC switch in TEST for 5 to 10 seconds.

all modes of the APX−76 should be performed independently.

Provided both the IFF and the APX−76 are functioning propĆ

Failure of one mode does not necessarily mean that all modes

erly, two horizontal bars will be displayed across the DD at

are malfunctioning.

approximately

4 and 5 miles. Illumination of the green

CHAL light on the control panel while the switch is being

The APX−76 receiver−transmitter, switch amplifier, inĆ

held in the test position also indicates that the APX−76 made

terrogator

(KIR) computer, and synchronizer are checked

a valid interrogation. The bottom line on the DD indicates

during CNI OBC. Results can be called up on any MFD.

that the APX−100 responded in mode and the top line

These units are also subject to continuous monitoring. Status

indicates it responded in code. Both lines together indicate

can be read by calling up the failure history file. In addition,

that the APX−76 is decoding properly. Biasing of the mode

the PTID displays the IFI acronym if the receiver−transmitter

and code lines enables them to be spread out on the DD during

or switch transponder fails continuous monitoring. During

test. Figure

21−3 shows the correct IFF self−test display

OBC, CHALLENGE IFF is displayed on MFD 3 in order to

format. If the first attempt to test the APX−76 fails because

remind the RIO to reset the BIT flags by making a valid

of lack of video on the DD, or the amber fault light on the

challenge.

control panel illuminates, the RIO should initiate a valid

21−7

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 22

TARPS Subsystem

22.1

RECONNAISSANCE SYSTEM

This capability is compatible with the F−14 tactical air

reconnaissance pod system and includes target designation

The reconnaissance system establishes the aircraft as a

and steering command functions and reconnaissance sensor

multisensor reconnaissance aircraft with the flexibility for a

control as well as specific reconnaissance displays to crew

wide range of reconnaissance missions. Specific missions

and in−flight annotation of reconnaissance data.

include order−of−battle generation, prestrike/poststrike phoĆ

tography, and maritime surveillance.

The TARPS consists of the following components (as

shown in Figure 22−1):

The sensors and associated equipment are contained in

the pod’s four compartments (Figure 22−1). The sensors are:

1. TARPS pod

serial frame camera (KS−87D); and low− to medium−altitude

panoramic camera (KA−99), or long−range standoff frame

2. Serial frame camera

camera (KS−153A with 24−inch lens).

3. Panoramic camera or standoff frame camera

Figure 22Ć1.ĄTactical Air Reconnaissance Pod System

22−1

ORIGINAL

NAVAIR 01−F14AAD−1

4. Data display system

displays, the RIO has full control of TARPS. A description

of the CPS controls and their functions are provided in

5. TARPS environmental control system

FigureĂ22−3.

6. Controller processor signal unit

22.2

DISPLAY SYSTEM

The TARPS location on the aircraft is shown in

As described in Chapter 2, the display system provides

Figure 22−2.

the following:

22.1.1

TARPS Pod

Selection of waypoint to be reconnoitered and

steering mode (point−to−point, command course, or

The TARPS pod (Figure 22−2) is 207.5 inches long and

mapping) to be employed.

weighs approximately 1,625 pounds including sensor equipĆ

ment. The pod is nonjettisonable and is mounted to the

Display of reconnaissance steering cues and camera

aircraft on weapon station 5 with an integral pylon adapter.

status the HUD when valid steering is selected and

The adapter provides the pod with sensor control signals, data

the aircraft is not in A/A with a weapon selected.

annotation signals, electrical power, and ECS support from

the aircraft. Circuit breaker protection is provided through

Display of reconnaissance steering cues on the VDI

the ac left and right main circuit breaker panel. The pod is

when the VDI is selected.

designed for carriage throughout the flight envelope.

Command steering displays using the reconnaisĆ

22.1.2

Serial Frame Camera

sance steering symbol and reconnaissance command

heading marker.

The serial frame camera can be directed in flight either

to the forward oblique position to obtain photographs of the

Displays of reconnaissance TARPS sensor status

area as seen by the pilot, or to a vertical position for use as

and camera solution cues to crew on the MFD

a backup sensor in the event the panoramic camera fails or for

RECON DATA status format.

mapping missions.

The serial camera mount assembly holds the camera

Display of target waypoint (reference point) data on

and provides the capability to move the camera in flight from

the MFD RECON DATA status format.

the vertical position to the forward position. Controls for the

Display of waypoint reconnaissance parameters

camera positioning are on the CPS.

(command crossing angle, target length, map lines,

map separation distance

(map offset)) on two

22.1.3

Panoramic Camera

formats.

The panoramic camera offers full horizon−to−horizon

panoramic imagery over a broad velocity/above ground level

Provide selection of TARPS air−to−ground ranging

mission envelope.

for altitude above ground level determination.

22.1.4

Data Display System

22.3

TARPS EQUIPMENT CIRCUIT BREAKERS

The DDS performs two basic TARPS functions. It

The main power circuit breakers that control TARPS

provides coded annotation on the sensor film for future

equipment are in the aft cockpit. FO−8 and FO−9 show their

interpretation of the recorded intelligence data and supplies

location. The circuit breakers are numbered and labeled as

necessary control signals to the individual sensors.

follows:

22.1.5

TARPS Environmental Control System

CARD

RECON POD

1E2

The ECS supplies conditioned air for pod cooling and

RECON CONTR/LANTIRN POD PWR

9E2

heating and for defogging the camera windows.

RECON POD DC PWR NO. 1

9E4

RECON POD DC PWR NO. 2

9E3

22.1.6

Controller Processor Signal Unit

RECON HTR/LANTIRN PWR 3 PH

2C3

The CPS (Figure 22−3) and cockpit displays provide

RECON ECS CONT AC

2G4

the controls and information required by the RIO and pilot for

RECON ECS/LANTRIN POD CONT

9E1

operation and checkout of TARPS. The CPS is in the aft

Refer to Chapter 2 for an alphanumeric listing of circuit

cockpit left console and contains the primary TARPS

breakers.

controls and indicators. Using the CPS with the multifunction

ORIGINAL

22−2

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

FRAME lights

Green FRAME light flashes once per camera cycle when serial frame camera is

• Amber

activated and no failure exists. Amber FRAME light illuminates if failure exists in

• Green

serial frame camera and green FRAME light goes off.

MOUNT light

Illuminates indicating mount failure. This occurs when serial frame camera fails to

• Amber

achieve directed position within 23 seconds. (It may be firmly locked in position

opposite to directed one.) CIPDU internal failure can also give mount failure

indication.

SC (Sensor Control)

Illuminates when SC/DDS has failed to furnish Film Motion Compensation (FMC) or

light

cycle commands to sensors. Failure to deliver formatted data on command to

• Amber

sensors will not show SC failure. Consequently, SC GO indication can result in

good sensor imagery operation but without data annotation.

PAN lights

Green PAN light flashes once per camera cycle when the panoramic camera has

• Amber

been activated and no failure exists. Amber PAN light illuminates and green light

• Green

goes out if failure occurs.

ECS (Environmental

Illuminates only under failure condition (compartment temperature

Control System) light

below 0_C or above 51_C). ECS is automatically activated on takeoff by weight−on−

• Amber

wheels switch.

Frames and feet

Display number of frames remaining in frame and pan cameras, and number of feet

(indicators)

of film remaining in infrared sensor. Indicators are set initially as part of sensor

servicing via reset knobs directly under indicators. Each frame or pan camera cycle

decreases indication by 1.

MAN V/H light

OFF ć Vg/H from aircraft computer within acceptable limits.

• Amber

ON ć Illuminated amber:

V/H switch in TEST. With VEL set at 90 (900 kts) and ALT set at 005

(500Ăft), or any equivalent of 1.8 ratio, the thumbwheel circuitry has failed if

the light stays on.

V/H switch in AUTO. Computer failed or computer fail discrete is received

with or without TARPS pod on aircraft. Manual Vg/H being used. Set correct

values to Vg/H in thumbwheels. Set V/H switch to MAN.

If negative AGL or computed Vg/H = 0, MAN Vg/H is being used.

Set corrected values of Vg/H in thumbwheels.

V/H switch in MAN. Manual V/H intentionally selected. Values set in

thumbwheels being used. Set correct values in thumbwheels.

• A TARPS advisory will appear on the Reconnaissance

MFD CAWS window when MAN V/H is selected

(FigureĂ24−7). In addition, a TARP1 is generated on the

OBC Basic Display and Maintenance Failure Format

(Figure 24−8).

• If negative AGL or Vg/H = 0, and the TARPS pod is not on

the aircraft, there is no MAN Vg/H advisory.

Figure 22−3. Controller Processor Signal Unit (Sheet 2 of 5)

22−5

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

ALT FT × 100

Used to set manual altitude inputs to pod. Counter range is from 000 to 999,

read in multiples of 100 feet.

FILM switch

MARK Ċ (momentary position) Allows RIO to mark special interest frame

with * in data block.

RUN Ċ Activates selected sensor when SYSTEM switch is set to RDY.

OFF Ċ Terminates TARPS sensor operation.

V/H selector switch

MAN Ċ Selects manual thumbwheel inputs. (TARPS advisory appears on

MFD CAWS Figure 24−7. TARP1 appears on OBC Basic Display and

Maintenance Failure Format Figure 24−8).

AUTO Ċ Selects aircraft computer value of Motion Compensation Factor

(MCF).

TEST Ċ (Momentary position) Tests proper functioning of thumbwheels

Vg/H circuitry. With a 1.8 ratio set in the thumbwheels, a good test is

indicated by the MAN V/H light extinguishing.

EXPOSURE selector

UNDER Ċ −1 f−stop exposure for doubled SC film setting.

switch

NORM Ċ Normal exposure for doubled SC film setting.

OVER Ċ +1 f−stop for doubled SC film setting.

SYSTEM switch

OFF Ċ Aircraft power denied to TARPS. No sensors can be operated.

RDY Ċ Aircraft power available at sensor connectors. If respective sensor

moved from OFF position, sensor is placed in standby or ready mode.

RESET ĊClears TARPS failure signal. If failure is other than transient, TARPS

advisory remains.

Figure 22−3. Controller Processor Signal Unit (Sheet 3 of 5)

ORIGINAL

22−6

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

VEL KT × 10

Use to set manual ground speed inputs to pod. Counter range is from 00 to 99,

thumbwheels

read in multiples of 10 knots.

DATA light

OFF Ċ Data received from computer ON −Data from aircraft computer failed

(via CPS DATA FAIL discrete).

Note

A TARPS advisory will appear on the Reconnaissance MFD CAWS

window (Figure 24−7) when MAN V/H is selected. In addition, a TARP1

and TARP2 are generated on the OBC Basic Display and Maintenance

Format. (Figure 24−8).

FRAME camera switch

OFF Ċ Frame camera is shut off.

VERT Ċ SYSTEM switch is RDY. Power applied to frame camera.

Mount placed in vertical position. When FILM switch in RUN,

camera is cycling.

FWD Ċ SYSTEM switch in RDY; power is applied to frame camera.

Mount placed in forward position (depressed 16_ from horizon).

When FILM switch in RUN, camera is cycling.

Note

Requires approximately 15 seconds to transition betweenFWD and

VERT (The amber mount light illuminates if transition not completed in

23 seconds.)

Figure 22−3. Controller Processor Signal Unit (Sheet 4 of 5)

22−7

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

PAN camera switch

BIT Ċ

(momentary position) SYSTEM switch must be in RDY to get BIT.

Applies power to pan camera. Initiates 12 second BIT. With FILM

switch to RUN, BIT will not function.

Do not run PAN BIT check. (May cause the film to jam)

OFF Ċ Pan camera is shut off.

CTR Ċ SYSTEM switch in RDY. Pan camera enabled. Awaiting operate

command.

FILM switch to RUN; pan camera cycling. Exposure, average of left

and right light sensors. Camera set for 55% overlap at NADIR.

KS−153A/24 inch: selects 21.4 degree scan centered on NADIR.

LEFT Ċ SYSTEM switch in RDY. Pan camera enabled. Awaiting operate

command.

FILM switch to RUN; pan camera cycling. Exposure controlled by left

light sensor. Camera set for 55% overlap at 30_ below left horizon.

KS−153A/24 inch: selects 21.4 degree scan centered on one of the

preset depression angles.

To prevent interference in coverage by the external fuel tanks the

following preset value is recommended: 27_ depression angle.

RIGHT Ċ SYSTEM switch in RDY. Pan camera enabled. Awaiting operate

command.

FILM switch in RUN; pan camera cycling. Exposure controlled by right

light sensor. Camera set for 55% overlap at 30° below right horizon.

KS−153A/24 inch: selects 21.4 degree scan centered on one of the

preset depression angles.

To prevent interference in coverage by the external fuel tanks the

following preset value is recommended: 31_ depression angle.

Note

LEFT or RIGHT positions should only be selected for high

altitude standoff, or low angle photography. With LEFT or

RIGHT selected, blurring of imagery at NADIR will occur at

lower altitudes because focus is set 30 degrees below horizon

slant range.

Figure 22−3. Controller Processor Signal Unit (Sheet 5 of 5)

ORIGINAL

22−8

NAVAIR 01−F14AAD−1

22.4

RECONNAISSANCE DISPLAYS

4. Provides selection of TARPS air−to−ground ranging

AND FORMATS

for AGL determination and AGL data display.

The reconnaissance display symbology provides

22.4.2

Reconnaissance Fault/Problem Reporting

sensor status/reconnaissance steering selection (via the MFD

The reconnaissance system will report the TARPS

RECON DATA status page) and the steering cues (via

faults/problems via the MFD warning, caution, and advisory

HUD/VDI displays) to the flightcrew. In addition, the

window and store the faults in the OBC file and failure

position of the dynamic steering point can be displayed on the

history file.

horizontal situation display or programmable tactical inforĆ

mation display/repeat on the MFD.

22.4.2.1

MFD Warning/Caution/Advisory

Window

The MFD RECON DATA status format is selected

from the MFD MENU2 format (Figure 22−4) by depressing

The mission computer will report the following

the RECON pushbutton.

advisories on the MFD (Figure 22−6):

1. TARPS Ċ Reports a general failure (crew alert)

22.4.1

MFD RECON DATA Status Format

from the CPS. Monitor CPS to determine whether or

not this is a catastrophic failure (sensor(s) fail). A

This MFD format (Figure 22−5) provides the following

TARPS advisory need not scrub the reconnaissance

functions:

mission.

1. Selection of waypoint to be reconnoitered

(via

Note

increment/decrement pushtile on the upper left

corner of the MFD RECON DATA status format)

A crew alert is generated from the CPS when any

and steering mode

(point−to−point, command

of the following conditions occur:

course, or mapping) to be employed.

a. Sensor failure

(includes serial frame camera

2. Displays TARPS sensor status, advisories and

mount position).

camera solution cues to crew.

b. ECS failure.

3. Displays target waypoint (reference point) data.

c. SC/DDS failure.

Figure 22Ć4.ĄMFD MENU2 Format

22−9

ORIGINAL

NAVAIR 01−F14AAD−1

d. Manual Vg/H in use.

In addition, the algorithm will put the reconnaissance

target designator over the target on the HUD. The PTP

e. CPS data fail (a TARP2 will be simultaneously

steering will transition into CCRS for final approach over the

stored in OBC/failure history file).

target.

f. Manual Vg/H test fail.

Note

22.4.2.2

OBC/Failure History File

PTP remains boxed on the MFD RECON DATA

status format. The reconnaissance steering

The following faults will be simultaneously stored in

symbol and command ground−track line assist

the OBC and failure history file (Figure 22−7) when the

the pilot in a wings−level flight over the target.

TARPS advisory is displayed on the MFD:

PTP steering is deselected when the aircraft has flown

1. TARP1 Ċ Reports a general failure (crew alert)

0.5 nm past the target or the crew manually deselects PTP on

from the CPS.

the reconnaissance MFD RECON DATA status format. At

this time, all steering cues are removed from the HUD and

2. TARP2 Ċ Reports a data communication failure

VDI. In addition, the DSPT (waypoint 17) is removed from

between the mission computer and the CPS. This

the HUD.

means that the annotation data and control signals

are no longer being transmitted to TARPS.

22.4.3.2

Command Course Steering

CCRS is selectable if the navigation system is properly

22.4.3

Reconnaissance Steering Selection

operating and the selected waypoint to be reconnoitered has

There are three reconnaissance steering modes availĆ

a nonzero value for target length. When the above conditions

able: PTP, CCRS, and mapping. They are selected via the

are satisfied, the selection of CCRS on the MFD RECON

MFD RECON DATA status format in either TLN, A/G, or

DATA status format will box CCRS. Immediately following

A/A. The steering function is initiated when a TARPS

that, TARPS will compute the DSPT, which is displayed on

steering mode is selected. Steering cues will always be

the HSD format, and the complete set of steering cues (the

computed when a steering mode is selected and will be

reconnaissance steering symbol, CGTL, reconnaissance

displayed on the HUD except in A/A with a weapon selected.

target designator, and reconnaissance command heading

The VDI will always display steering cues.

marker) to guide the aircraft to fly over the target at a

command crossing angle (stored in the waypoint file). When

Before a steering mode can be selected, the waypoint

the aircraft approaches the wings−level position (indicated

must be selected. In order to do so, the up−down arrow on the

when the DSPT initiates movement to the target), the CGTL

MFD RECON DATA status format is used to select the

will appear to provide additional visual cues for proper target

desired waypoint number. Next, by hitting ENT, the desired

crossing.

waypoint parameters will be displayed. Waypoint

17 is

inhibited for reconnaissance steering since this waypoint

Note

contains the position of the DSPT.

PTP would be selected (instead of CCRS) if the

22.4.3.1

Point−to−Point Steering

target length is zero.

PTP is selected when the navigation system is properly

CCRS steering is deselected when the aircraft has

operating. Selecting PTP on the reconnaissance MFD

flown the target length (stored in the waypoint file) past the

RECON DATA status format immediately computes the

target or when the crew manually deselects CCRS on the

wings−level position for the initial placement of the DSPT

MFD RECON DATA status format. As in PTP, all steering

and computes a heading to command the pilot to fly to that

cues are removed from the HUD and VDI. In addition, the

position.

DSPT (waypoint 17) is removed from the HSD.

Note

The wings−level distance is approximately 4 to 8

nm from target

(depends on velocity and

altitude).

22−11

ORIGINAL

NAVAIR 01−F14AAD−1

22.4.3.3

Mapping Steering

The HUD/VDI symbols are listed and displayed in

Figure 22−8, Figure 22−9, and Figure 22−10.

MAP is selectable under the following conditions:

22.5

RECONNAISSANCE SYSTEM OPERATION

1. Navigation system is properly operating.

The RIO is primarily responsible for the entry of

2. The selected waypoint to be reconnoitered has a

reconnaissance parameters for waypoints and selection/

nonzero value for target length.

operation of TARPS sensors. In addition, the RIO may assist

in updating the INS just prior to flying over the target and

3. The two map parameters, map offset (separation

plotting the target leg (in CCRS and MAP modes) on the

distance between adjacent map legs) and map lines,

HSD.

are nonzero values.

When the above conditions are satisfied, the selection

22.5.1

Reconnaissance Parameter Entry

of MAP on the MFD RECON DATA status format will box

Reconnaissance parameters are entered into the wayĆ

MAP. TARPS will then compute the DSPT (displayed on the

point file (Figure 22−11 and Figure 22−12) by the RIO via the

HSD) and the complete set of steering cues

(the

DEU. The maximum number of waypoints available for

reconnaissance steering symbol, CGTL, reconnaissance

reconnaissance is

19.

(Waypoint 17 is reserved for the

target designator, and reconnaissance command heading

dynamic steering point. Waypoints

18 to 20 have dual

marker).

functions as recce files or as hostile area, FLRP, and data

MAP steering includes guidance through the required

link.) In addition to the standard waypoint entry

(target

90_ to 270_ turn maneuvers, using command heading and

latitude, longitude, and altitude), the following reconnaisĆ

steering symbology, for the necessary return legs of the

sance parameters are entered: command crossing angle,

reconnaissance missions.

target length, map lines, and map offset (separation distance

between adjacent map legs). The altitude entered is the target

Note

MSL altitude. The target length is entered via the DEU.

Figure 22−13 shows TARPS DEU entry matrix.

D PTP would be selected if only condition 1 was

Note

valid. Insufficient parameters are available

for mapping.

D A target altitude of 0 is considered invalid. In

D CCRS would be selected if only conditions 1

the event that the radar altimeter and radar

and 2 were valid.

altitude from APG−71 is not available, then

MAP is deselected at the completion of the last map leg

the AGL altitude will be the difference beĆ

or when manually deselected by the crew on the MFD

tween the system altitude and hostile area altiĆ

RECON DATA status format. When MAP is deselected, the

tude (and not the waypoint altitude).

following will occur: removal of the reconnaissance overlay

D Entries of odd tenths will be rounded to the

symbols (CGTL, reconnaissance command heading marker,

next lowest even digit.

reconnaissance target designator, and reconnaissance steerĆ

ing symbol) from the HUD and VDI; removal of the DSPT

22.5.1.1

Reconnaissance Parameter Display

from the HSD; and MAP LINES REM (on the MFD RECON

DATA status format) will be zero.

Reconnaissance parameters are displayed on the MFD

RECON WPT DATA 1 (Figure 22−11) and MFD RE−CON

22.4.4

HUD/VDI Symbology

WPT DATA 2 formats (Figure 22−12). MFD RE−CON WPT

DATA 1 format contains the reconnaissance parameters for

The HUD/VDI symbology is available when there is a

the first ten waypoints. This page is selected by depressing

valid selection of reconnaissance steering. This symbology

the R−1 pushbutton on the MFD RECON DATA status

consists of the following functions:

format. The RECON WPT DATA 2 format contains the

remaining ten waypoint reconnaissance parameters. These

1. Displays reconnaissance steering cues and sensor

parameters are accessed by depressing the R−2 pushbutton on

status to the HUD when valid steering is selected

the MFD RECON DATA status format.

and the aircraft is not in A/A with a weapon selected

(Figure 22−8 and Figure 22−9).

The reconnaissance parameters consist of command

crossing angle, target length, map lines, and map separation

2. Displays reconnaissance steering cues on the VDI

distance (map offset).

when the VDI is selected (Figure 22−8).

22−13

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

Recon Command

Indicates the magnetic heading for Recon steering.

Heading Marker

ć Primary steering cue for initial phase of PTP steering.

ć Indicates intended magnetic heading to DSPT (as commanded by the

Recon Steering Symbol).

Recon Steering Symbol

Provides command bank information via azimuth displacement from velocity

vector.

Target Designator,

Displays target position referenced to the aircraft navigation system.

Hexagon

Command Ground

Displays the path of the command ground track. Indicates cross track

Track Line (CGTL)

displacement error.

Camera Selection

Displays the camera operational mode. First letter indicates frame position:

Legend

V = vertical, F = forward, blank = not selected.

Second letter indicates pan position: C = center, R = right, L = left, or

blank = not selected.

Third letter indicates IRLS position: N = narrow field of view; W = wide field

of view; S = Standby; or blank = not selected.

(Note ć This is only available on the HUD)

Note

When weapon is selected in A/A, the Recon Steering Symbol set (which

includes the Recon Steering Symbol; GCTL; Recon Target Designator,

and Recon Command Heading Marker) will be displayed on the VDI.

Figure 22−8. HUD/VDI Reconnaissance Symbology (Sheet 2 of 2)

22−15

ORIGINAL

NAVAIR 01−F14AAD−1

22.5.2

In−Flight Entry of Reconnaissance

22.6

PILOT RECONNAISSANCE OPERATION

Waypoint Parameters

A sensor operating button is provided on the pilot

The RIO may update the waypoint file at any time

control stick. With the SYSTEM switch on the controller

when a reconnaissance steering mode is engaged, without

processor signal unit set to RDY and any or all sensor selector

affecting the current steering. In order for the pilot to use the

switches in the ready position, the activated sensor can be

updated reconnaissance parameters, he must reselect the

cycled by the pilot pressing the BOMB button on the control

steering mode.

stick. This is the only TARPS control capability provided to

the pilot. Each camera will cycle at its proper rate for

22.5.3

One−Fix Update

velocity/height ratio

(V/H) and the IRLS will run

continuously at the proper speed until the pilot releases the

Unless the aircraft is flying in a JTIDS net, it is

BOMB button.

recommended that one−fix position update be performed just

prior to flying over the intended target to minimize miss

Note

distance. Refer to Chapter 20 for the procedures for one−fix

position updates.

The BOMB button will not initiate camera

operation with the expanded chaff adapter

22.5.4

Plotting Command Course/Map Target Leg

installed.

This optional procedure provides the flightcrew with

22.6.1

Navigation Visual Surface

additional steering cue/information on the HSD. If a file

Waypoint Update

waypoint is available, the RIO may use this waypoint to mark

the end of a target leg by performing the following steps:

Unless the aircraft is flying in a JTIDS net, it is

recommended that the one−fix position update be performed

1. On the DEU, select WPT and enter the designated

just prior to flying over the intended target to minimize miss

waypoint for reconnaissance.

distance. Refer to one−fix position update in Chapter 20 for

INS update operations.

2. Select RNG and enter the target length of the

reconnoitered target.

22.6.2

Pilot TARPS Steering

3. Select BRG and enter the command course of the

TARPS aircraft steering is displayed on the VDI and on

reconnoitered target.

the HUD in A/G and A/A (weapon not selected). The VDI is

selected via the MFD RECON DATA status format.

4. Press SET and enter the number of the available

(or free) waypoint.

HUD TARPS steering using TARPS symbology

(Figure

22−9) is obtained by selecting a reconnaissance

5. Select MENU.

steering mode (PTP, CCRS, or MAP) on the reconnaissance

MFD RECON DATA status format.

6. Select PLOT.

Note

7. Select DRAW. The DEU will respond

Plot from . .Ă ." Enter waypoint number to which

In addition to the steering cues, the reconnaisĆ

aircraft is flying. When DEU responds Plot to . . . ,"

sance target designator will be positioned on the

enter the waypoint number used in step 4.

HUD/VDI to indicate actual target position. (It is

recommended to perform a surface waypoint upĆ

22.5.5

Cycling Sensors

date to the navigation system to ensure that the

reconnaissance target designator will overlay the

The RIO will put the FILM switch on the CPS in the

expected target site.) Steering is accomplished

RUN position when the RANGE−TO−GO goes to zero or

by noting the direction that the reconnaissance

transitions to RANGE REMAINING. The RIO will turn off

steering symbol is displaced from the velocity

the selected sensors when RANGE REMAINING goes to

vector. Banking the aircraft in the same direction

zero.

to achieve and maintain alignment of the two

symbols will produce the desired flightpath. If in

PTP steering, match aircraft heading with reconĆ

naissance command heading marker.

22−21

ORIGINAL

NAVAIR 01−F14AAD−1

At the completion of a PTP, CCRS, or MAP mission,

Note

the TARPS symbology will be removed from the HUD/ VDI.

Valid target altitude is nonzero. An altitude of

In addition, the steering mode will become unboxed on the

zero is considered invalid.

MFD RECON DATA status format. There is no sequencing

of waypoints. To steer to the next waypoint the desired

4. Own−ship system altitude (hostile area)  Used

waypoint number must be selected.

when the APN−194 and APG−71 derived altitude are

not available and the target altitude is invalid (wayĆ

point contains zero altitude). The AGL is calculated

as the navigation system altitude minus the hostile

area altitude. The hostile area altitude is chosen that

represents the average terrain in the area of interest

Following steering too closely can result in pilot

and inserted into the hostile area waypoint prior to

fixation to the exclusion of safe altitude control.

flight.

22.6.3

Identification of Targets Using

In the event of data transmission failure or navigation

Television Camera Set

system failure, as indicated by the DATA light on he CPS,

which is addressed by the TARPS advisory on the MFD, the

The aircrew can enhance their ability to identify

RIO must manually enter the velocity and AGL. This entry

ground targets by using the TCS. The TCS is slaved to the

of velocity (groundspeed) and AGL is facilitated via the

reconnaissance target line of sight when RADAR is selected

velocity and altitude thumbwheels on the CPS. Manual Vg/H

as MASTER on the SSP, MAN ACQ is selected on the DD,

(AGL) may be selected at any time by the RIO and should be

and wide field of view is selected.

used instead of steps 3 or 4 above when doubt exists also the

quality of the inputs.

22.6.4

Altitude (AGL) Mechanization

AGL information for F−14D/TARPS software calculaĆ

22.7

SENSOR CAPABILITIES AND LIMITATIONS

tion of Vg/H uses following sources in the order given:

22.7.1

Lineal Coverage

APN−194 radar altimeter  This altitude source is

Total lineal coverage available for specific sensors

used under the following conditions

(when the

depends on film load and altitude. Complete lineal coverage

APN−194 is operating properly):

data for all sensors will be provided in the F−14 Tactical

a. System altitude is less than 2,500 feet.

Manual (NWP 3−22.5−F14A/B, NAVAIR 01−F14AAA−1T)

and Tactical Pocket Guide

(NWP 3−22.5−F14A/B PG,

b. System altitude is between 2,500 and 5,000 feet

NAVAIR 01−F14AAA−lT−3).

and radar altimeter is selected on the PDCP.

22.7.2

Serial Frame Camera

When the radar altimeter is being used, an R" is

The KS−87D serial frame camera has a fixed−focus,

placed by the altitude reading on the HUD/VDI.

6−inch focal length lens, weighs about 79 pounds, and can

(Figure 22−8)

hold up to 1,000 feet of 2.5 mil thick, 5−inch film.

APG−71 radar altitude  Altitude will be calculated

The fixed focus is set at a hyperfocal distance of 1,339

using a

55_ lookdown angle, earth stabilized

feet, which gives excellent imagery from about 750 feet to

antenna (TARPS AGR mode). This source will be

medium altitudes. Below 750 feet, the imagery is less sharp

used if above 5,000 feet or the APN−194 is inoperaĆ

but is still good down to about 500 feet. The KS−87D provides

tive. AGR must be selected on the MFD RECON

a 41_ field of view with a 4.5 × 4.5−inch negative. A full

DATA status format. The radar altitude is being used

1,000−foot roll allows 2,400 exposures.

to compute the AGL when AGR is boxed (Figure

The RHA exposes a data block on each flame. The data

22−5).

is encoded BCD, A/N, or alternate BCD and A/N. The data

Own−ship system altitude (selected waypoint) 

block provides time, date, latitude, longitude, altitude, drift,

Used whenever the APN−194 and APG−71 derived

heading, pitch, roll, classification (if known in advance), and

altitude are not available. AGL is calculated as

a mission code. The BCD also provides Vg/H, which allows

system altitude minus selected waypoint altitude.

the aircraft velocity to be calculated.

ORIGINAL

22−22

NAVAIR 01−F14AAD−1

The KS−87D two−position mount allows the RIO to

22.7.3

Panoramic Camera

select vertical

(VERT) or forward (FWD). In the vertical

The KA−99A is a 9−inch focal length, f/4.0 lens

position, the KS−87 backs up the pan camera and is also used

panoramic camera that provides high−quality, medium−to

for bomb damage assessment, route reconnaissance, and is

low−altitude imagery. Located in bay 2, the KA−99A offers

the primary camera for mapping missions. The forward

full horizon−to−horizon imagery with 55−percent overlap up

position looks 16_ down from the horizon and is very useful

to a maximum of 1.06 Vg/H (8 cps). When external fuel tanks

for pilot’s view flightpath tracing and ship surveillance

are installed, the field of view is reduced about 25° on the

photography. Changing the mount position requires about 16

right and 17_ on the left. The film cassette will hold a

seconds and a mount fail indication will result if the transition

maximum of 2,000 feet of film. A single exposure measures

is not complete within 23 seconds. Frequent FWD−VERT

4.5 × 28 inches, and a data code block appears between each

switching can cause the mechanical drive to overheat and

frame. The camera will indicate FAIL when the film load is

seize, resulting in a mount fail. The mount will automatically

down to approximately 40 exposures, preventing the film

move to vertical when the SYSTEM switch is at RDY and the

bitter end from going through the high−speed drive gears and

FRAME switch is turned OFF, or if the landing gear handle

causing camera damage. The KA−99A will automatically

is moved to DN.

focus down to approximately 500 feet but will revert to a

The KS−87D can be reloaded or replaced in approxiĆ

focus altitude of 6,000 feet if the TARPS program fails to

mately 10 minutes and with the aircraft’s engines tuning, if

input and there is no manual input of V/H from the CPS.

necessary.

The RIO may select CTR, LEFT, or RIGHT for the

Figure 22−14 summarizes some specific characteristics

KA−99A on the CPS. When LEFT or RIGHT is selected, the

and information on the KS−87D serial frame camera.

camera uses only the light sensor on the side selected

Focal length

6 inches

Diaphragm range

f 2.8 to 6.7

Field of view

41_ × 41_

Negative Format

4.5 × 4.5 inches

Vg/H Range*

0.01 to 1.18

Maximum Cycle Rate

6 cycles per second

Effective Shutter Speeds

1/60 to 1/3,000

Filters

Yellow, red, or none

Angle of View

Vertical or Forward (16_ below horizon)

Hyperfocal Distance**

1339 feet (fixed focus)

*Vg/H is listed as a knots per foot of altitude ratio (computed for vertical camera position only).

The DDS is capable of generating a maximum of 1.42 Vg/H.

**The hyperfocal distance is the distance from the optical center of the lens to the nearest point of acceptable

sharp focus, when focused at infinity. The sensor may be effectively used well below the hyperfocal distance,

but will render increasingly soft imagery at lower altitudes.

The automatic exposure control (AEC) system uses an external light meter. The AEC can be overridden

(plus−or−minus one F−stop) on the CPS.

The mount requires approximately 16 seconds to move the camera from vertical to forward, or back to vertiĆ

cal. The CPS will display a mount fail light if the transition is not completed within 23 seconds.

Optional 3−inch focal length lens available.

Figure 22Ć14.ĄKS−87D Serial Frame Camera Characteristics

22−23

ORIGINAL

NAVAIR 01−F14AAD−1

instead of averaging the two as it does when CTR is selected;

2. Medium−altitude standoff (610 mm/24−inch focal

in addition, the cycle rate and FMC are based on the slant

length standoff configuration)

range distance from aircraft to the ground at a 30_ depression

The 24−inch standoff configuration will be utilized to

angle. To avoid degraded imagery, do not use LEFT or

replace the KA−93C LOROP sensor and will be mounted in

RIGHT settings below 1,500−foot altitude. The KA−99A can

bay 2 of the TARPS pod in lieu of the KA−99.

be set for air to air (focus on infinity, no FMC, and 1 cycle per

The KS−153A features true angle corrected FMC

second) on the CIPDU. There is no cockpit indication that

across the entire film format for any oblique angle; automatic

air−to−air settings have been selected. The KA−99 is favored

range focus from 1,000 feet to infinity, and self−contained

by flightcrews on combat missions because its horizon−to−

automatic temperature/pressure focus compensation; shutter

horizon lateral coverage allows it to be used with a

priority automatic exposure control using preflight setting of

considerable offset. This capability increases the flightĆ

aerial film speed and aircraft V/H signal; 12−or 56−percent

crew’s probability of successfully completing the mission in

preflight−selectable overlap; roll compensation; and data

defended areas where evasive combat maneuvering will be

annotation. The

4.5−inch

× 9−inch film format provides

necessary. Although it is not necessary for the aircraft to be

sequential frames 10.7_ along−track and 21.4_ across−track

flown wings level when photographing a target with the

coverage on 9.5−inch wide film. This image format reduces

KA−99 camera, the lack of roll−rate stabilization dictates that

processing time and allows direct stereo viewing without

an established angle of bank be maintained while the target

cutting the film.

is within the camera’s FOV.

The KS−153A can be programmed for any desired

Figure 22−15 summarizes some specific characteristics

depression angle from horizon to horizon, limited in

and information on the KA−99A panoramic camera.

coverage only by the aircraft fuel tanks (17_ left, 25_ right).

22.7.4

Long−Range Oblique Photography Camera

Typically, the KS−153A will be preprogrammed for the

(KS−153A With 610−mm Lens)

following three depression angles: 27_ left oblique, vertical,

and 31° right oblique. These are selected using the LEFT,

The KS−153A still picture camera set is a modular,

CTR, and RIGHT positions on the CPS PAN camera control

pulse−operated, sequential−frame camera designed for

switch. When selected, a 21.4_ scan will be used, centered

oblique or vertical reconnaissance photography at medium to

about the preset oblique angle. Depression angles cannot be

high altitude. Two configurations are available:

changed in flight.

1. Low−altitude, high−speed photography

(80 mm

Figure 22−16 summarizes some specific characteristics

focal length tri−lens configuration)

and information on the KS−153A standoff camera.

Focal Length

9 inches

Maximum Aperture

f/4.0

Field Of View

28_ × 180_

Negative Format

4.5 × 28 inches

Vg/H Range

0.5 to 1.06

Maximum Cycle Rate

8 cycles per second

Effective Shutter Speeds

1/43 to 1/22,600

Filters

Yellow, red, or clear

Forward Overlap

CTR 55% at NADIR; L/R 55% at 30_ below side horizon

Film Load

2,000 feet (2.5 mil); 800 exposures (750 usable)

Note

• The Automatic Exposure Control (AEC) system uses internally mounted light

meters which average the scanned field. AEC can be overridden

(± 1 Fstop) in−flight with the CPS.

• Sensor does not have roll stabilization, thus aircraft rolling will alter angle of

view and may blur imagery.

• Maximum listed Vg/H can be exceeded, but the imagery will be degraded by

incorrect FMC and reduced overlap.

Figure 22Ć15.ĄKA−99A Panoramic Camera Characteristics

ORIGINAL

22−24

NAVAIR 01−F14AAD−1

Focal Length

24 inches/610 mm

Angular Field Of View

21.4 across track, 10.7 along track

Film Format

4.5 × 9.5 inches

Image Frame Format

9.06 inches across track, 4.53 inches along

track

Frame overlap (preflight selected)

12% or 56%

Film Capacity

200 feet of 2.5 mil /2.47 frames per foot

(500 feet optional)

Aperture Range

f/4 to f/16 continuously

Maximum Cycle Rate

4 frames per second

Average Resolution

75 Lp/mm, EK 3412

Shutter Speed Range

1/150 to 1/2,000 sec

Film Speed (preflight setting)

AFS 0 to AFS 999

Linear Coverage (200 feet film @ 30K, 12 nm

467 nm

standoff @ 56% overlap)

Weight (500 foot cassettes without film)

233 pounds

V/R Rate

0 − 0.196 knots/foot @ 56%

0 − 0.39 knots/foot @ 12%

1.25 knots/foot maximum

Camera Oblique Rotation (24 inch)

+/ć 86° of vertical

Angle of View (preflight adjustable)

Vertical and left/right (at selected depression

angles)

Note

• Optional yellow, red, orange, or clear filters.

• Shutter priority automatic exposure control by preflight film speed setting and airĆ

craft V/H signal, accuracy ½ f/stop.

• Sensor will automatically compensate for altitude pressure (sea level to 5,000 feet)

and temperature (25°C to 45°C stable within +/− 2°C).

• Sensor produces a LED matrix array data block with a 3 millisecond write time.

Figure 22Ć16.ĄKS−153A Still Picture Camera Characteristics (610−Mm Standoff Configuration)

22−25

ORIGINAL

NAVAIR 01−F14AAD−1

22.7.5

Photographic Film

color films are reversed in the processing, so that they

reproduce the colors in the original scene without printing.

Film can be separated by general type as follows:

These films are termed reversal or transparency film. CDIR

color film is used to show contrasts between live vegetation

1. Black and white film:

and camouflage material. This greatly increases the chances

of locating difficult targets. Aerial color films require

a. Aerial film speed

expensive, complex processing that is not generally available

b. Resolution

at sea.

c. Spectral sensitivity

22.7.6

Digital Data System

The reconnaissance pod carries a digital data system

2. Color film:

that interfaces with the aircraft inertial navigational system,

a. Aerial film speed

altimeters, computers, and standard heading reference

system to automatically control and integrate the reconnaisĆ

b. Negative/reversal

sance system.

Reconnaissance system control is accomplished by the

c. Camouflage detection infrared.

data converter. Sensor stabilization signals and operating rate

Film speed is a value assigned to a specific film to

voltages are generated and routed to the sensors. StabilizaĆ

enable you to determine the correct exposure in various light

tion signals are provided from the inertial navigation system,

conditions. High−speed films are required for low−available−

or, if it fails, from the SAHRS. Operating rate signals are

light missions and for high−speed, low−level missions where

determined from inertial navigation and radar altimeter

very fast shutter speeds are required. High−resolution films

inputs. A semiautomatic backup method of generating Vg/H

provide greater detail but require more light. A film’s

signals is available if the inertial navigation system fails. A

spectral sensitivity means some colors will reproduce on the

fully manual option is available through the CPS if other

film better than other colors. Most of the common black and

components (including the data converter) fail. Maximum

white films are panchromatic: sensitive to all three primary

automatic Vg/H is 1.42 knots per foot.

colors

(red, green, and blue) that are found in normal

If the aircraft is carrying a TARPS pod, flying below

daylight. Since the red light does not scatter in haze as much

sea level causes the MAN Vg/H light on the CPS panel to be

as blue, contrast filters are used to reduce the blue light. A

lit. This light goes out when AGL becomes positive. Without

yellow filter will pass the green and red light, eliminating the

a TARPS pod on the aircraft, negative AGL does not light the

scattered blue light. A red filter will pass only the red light,

MAN Vg/H light CADC or computer failure, however,

eliminating the scattered blue and also the green (which

causes the light to be lit with or without a pod aboard.

scatters less than the blue). However, the yellow filter will

normally require one additional f/stop of exposure and the

Reconnaissance system integration is accomplished

dark red filter will normally require two additional f/stops of

through digital information from the data converter, which is

exposure. Some black and white films have extra sensitivity

translated into binary or alphanumeric form and added to

to infrared light. This film is most helpful in producing

preset information and real time, which is adjusted prior to

contrast detail between some objects that would tend to blend

flight. Code matrix boxes are printed on all imagery in either

with normal films. Most notable would be the difference

binary or alphanumeric form. Integration information inĆ

between water and vegetation. Color films produce greater

cludes data, squadron and detachment, sortie, sensor identifiĆ

shadow detail than black and white films and show color

cation, system altitude, heading, roll, pitch, latitude, longiĆ

separation in some objects that would reproduce at the same

tude, radar altitude, time, inertial navigation system status,

density on black and white film. However, color film has less

relative drift to ground track, and Vg/H.

fine resolution to show very intricate detail in a target. Some

ORIGINAL

22−26

NAVAIR 01−F14AAD−1

CHAPTER 23

Navigation Command

and Control Grid

23.1

NAVIGATION COMMAND

23.1.1.1

DEU Data Entry Procedures

AND CONTROL GRID

(See Figure 23−1)

NAV GRID enhances fleet air defense by providing

1. From the DEU menu page, select NAV GRID.

navigation command and control information during combat

air patrol operations and for fleet defense of a specific fixed

2. Using the NAV GRID page, enter the following

position. NAV GRID provides aircraft position relative to a

parameters:

geographic reference point (grid origin) that is common to all

fleet defense units. This eliminates dependence on navigaĆ

a. Latitude and longitude (LAT, LONG) of grid

tion aids such as TACAN for position reference during AAW

origin, or range and bearing (RNG, BRG) from

operations. Combat air patrols using NAV GRID can report

own−aircraft to grid origin.

target contacts using grid coordinates or range and bearing

relative to grid origin in addition to normal reports referenced

b. Threat axis heading (HDG) (0_ to 359_).

to own−aircraft position.

c. Grid coverage angle (COVR) (0_ to 180°).

23.1.1

NAV GRID Data Entry

d. Number of grid sectors (SECT) (1 to 6).

In order to display a NAV GRID, the RIO must first

define the following parameters:

23.1.1.2

DD Data Entry Procedures

1. Grid origin, either in latitude and longitude coordiĆ

1. On the DD, press the MFK pushtile to bring up the

nates or as a range and bearing from own−aircraft.

MFK menu on the display.

2. Grid heading (threat axis), in degrees, from 0° to

2. On the MFK menu, select the SPL legend to bring

359_ (magnetic).

up the SPL menu on the display.

3. Grid coverage angle (threat sector, in degrees, from

3. Select NAV GRID legend on the SPL menu

0° to 180°). Grid heading will always define the

(FigureĂ23−2).

center of the total grid coverage.

4. On the DD keyboard, enter:

4. Number of grid sectors, from 1 to 6. Total grid covĆ

erage angle divided by the number of sectors yields

a. Latitude and longitude (LAT, LONG) of grid oriĆ

the angular coverage of each sector.

gin, or range and bearing (RNG, BRG) from own−

aircraft to grid origin.

Grid parameters can be entered via the DEU or the DD

computer address panel. The DEU NAV GRID parameters

b. Azimuth scan coverage (grid coverage angle)

are used for NAV GRID entries and are the primary entry

(ALT) (0_ to 180_).

device with the DD as the backup.

c. Azimuth scan center (threat axis heading) (HDG)

(0_ to 359_).

d. Number of grid sectors (NBR) (1 to 6).

23−1

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 23Ć2.ĄDD NAV GRID Data Entry

23.1.2

NAV GRID Displays

(threat axis) with each sector bounded by two strobes. Short

tic marks on the strobes represent 50−mile increments from

NAV GRID can be displayed independently on both the

grid origin; longer tic marks represent 100−mile increments.

TSD and PTID in either a ground−stabilized or aircraft−stabiĆ

A maximum of seven range tics (350 miles) is displayed.

lized format.

When the grid contains six sectors, no range tics are

displayed on the center strobe.

23.1.2.1

Programmable Tactical Information

Display

Selectable range scales are 25, 50, 100, 200, and 400

in either stabilized mode. A PTID offset can be utilized to

The PTID NAV GRID display is enabled by selecting

reposition own−aircraft anywhere on the display. The grid is

the A/C STAB position of the PTID mode switch. Selecting

repositioned accordingly and may only be partially displayed

this position directly from ATTK results in an aircraft−

(Figure 23−3, details B and C). Offset positioning is canceled

stabilized NAV GRID. Own aircraft is fixed at the bottom

by momentarily cycling out of the selected STAB mode.

center of the PTID with the top of the display oriented to

Tactical use of the NAV GRID often makes it desirable

own−aircraft magnetic heading (Figure 23−3, detail A).

to reference tracks, waypoints, or own−aircraft position as a

A ground−stabilized NAV GRID display on the PTID

range and bearing from grid origin rather than from

is achieved by moving the PTID MODE switch to GND

own−aircraft. This is accomplished by RIO selection of NAV

STAB then to A/C STAB. Own aircraft is initially displayed

GRID on the DD (SPL category) as shown in Figure 23−2.

at the center of the PTID. The top of the PTID is oriented to

magnetic north. Own−aircraft and sensor tacks transit the

23.1.2.2

Tactical Situation Display

display in the direction of magnetic heading at own−aircraft

groundspeed while the grid and any waypoint positions

The TSD format can be selected on any MFD. NAV

remain fixed (Figure 23−3, detail B).

GRID can be selected for display via the GRID pushtile on

the TSD DCL format (Figure 23−4). Like the PTID, the TSD

The grid itself is represented by grid strobes emanating

from grid origin. Grid center is oriented to grid heading

23−3

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 23Ć4.ĄTSD NAV GRID Display

can display the NAV GRID in either ground or aircraft−

The grid itself is displayed as on the PTID with up to

stabilized formats as selected by the GSTAB or ASTAB

six sectors defined by strobes emanating from grid origin and

pushtiles. The ASTAB display has own−aircraft position

centered on grid heading (threat axis). Short and long tic

fixed on the lower third of the display with the top of the

marks represent 50−and 100−mile increments, respectively.

display representing own−aircraft magnetic heading. The

Any TSD range scale (25, 50, 100, 200, or 400) is selectable.

GSTAB display initializes with own−aircraft at the center of

Future software will include an OFF−SET and EXPAND

the display. The top of the display represents magnetic

capability for all TSD formats. Unlike the PTID, bearing and

north.Own−aircraft and sensor tracks transit the display based

range data hooked tracks or waypoints cannot be referenced

on magnetic heading and groundspeed while the grid and any

to grid origin.

waypoint positions remain fixed.

23−5 (Reverse Blank)

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 37

Flightcrew Coordination

37.1 INTRODUCTION

will normally be responsible for all communications except

in tactical situations as designated in squadron SOP.

The duties of the pilot and RIO are necessarily

integrated. The performance of one crewmember contributes

37.2.4

Mission Commander

to the performance of the other. Successful crew interaction

can provide cockpit synergy that significantly improves

The mission commander may be either a pilot or a RIO.

mission success. However, a pilot/ RIO team that does not

The mission commander shall be qualified in all phases of the

interact successfully can be a major detriment to mission

assigned mission and be designated by the unit commanding

success. In this chapter, specific responsibilities are delinĆ

officer. When the assigned mission commander is a RIO, they

eated for each phase of flight. Specific mission flightcrew

shall be responsible for all phases of the assigned mission

responsibilities are also delineated.

except those aspects of safety of flight that are directly

related to the physical control of the aircraft. The mission

37.2 PILOT AND RIO RESPONSIBILITIES

commander shall direct a coordinated plan of action and shall

be responsible for the effective execution of that plan.

37.2.1

Aircrew Coordination

37.2.5

Specific Responsibilities

Aircrew coordination is the flightcrew’s use and

integration of all available skills and resources in order to

37.2.5.1

Flight Planning

collectively achieve and maintain crew efficiency, situation

awareness, and mission effectiveness. Integration of the

37.2.5.1.1

Pilot

flightcrew’s activities will provide error protection through

human redundancy. Crew coordination is one of the most

The pilot is responsible for the preparation of required

significant factors contributing toward mission success.

charts, flight logs, and navigation computations including

fuel planning, checking weather and NOTAMS, and for filing

37.2.2

Pilot Responsibilities

required flight plans.

The pilot is the aircraft commander and responsible for

37.2.5.1.2

RIO

the safe and orderly flight of the aircraft and the well−being

The RIO is responsible for the preparation of charts,

of the crew. In the absence of direct orders from higher

flight logs, navigation computations including fuel planning,

authority cognizant of the mission, responsibility for starting

checking NOTAMs, obtaining weather for filing purposes,

or continuing a mission with respect to the weather, mission

and completing required flight plans.

environment, or any other condition affecting the safety of

the aircraft rests with the pilot.

37.2.5.2

Briefing

37.2.3

Radar Intercept Officer Responsibilities

The briefing shall include confirmation that those tasks

delineated in paragraph

37.2.5.1 have been or will be

The RIO constitutes an extension of the pilot’s

accomplished.

observation facilities. By effective communication, the RIO

should anticipate rather than await developments in flight.

37.2.5.2.1

Mission Commander

The RIO will be a safety backup for the pilot. In this capacity,

the RIO shall offer constructive comments and recommendaĆ

The mission commander, pilot or RIO, is responsible

tions, as necessary, throughout the mission in order to

for briefing all crewmembers on all aspects of the mission to

maintain the safest and most effective flight environment.

be flown. Refer to Chapter 6 of this manual for specific items.

The RIO will be responsible for the reading of appropriate

checklists utilizing a challenge and reply system. The RIO

37−1

ORIGINAL

NAVAIR 01−F14AAD−1

37.2.5.3

Preflight

37.2.5.6.2

RIO

At completion of the emergency generator check, the

37.2.5.3.1

Pilot

RIO will perform the poststart checks prescribed in NAVAIR

The pilot is responsible for accepting and preflighting

01−F14AAD−1B. When OBC is completed and the inertial

the assigned aircraft and coordinating preflight operational

navigation system aligned, the RIO informs the pilot, Ready

checks in accordance with this manual and appropriate

to taxi."

preflight checks contained in NAVAIR 01−F14AAD−1B, the

F14−D NATOPS Pocket Checklist.

37.2.5.7

Pretakeoff

37.2.5.3.2

RIO

37.2.5.7.1

Pilot

The RIO will be capable of and proficient in performĆ

The pilot will execute Pretakeoff, Instrument, and

ing a complete aircraft preflight, including armament, in

Takeoff Checklists prescribed in NAVAIR 01−F14AAD−1B

accordance with this manual and appropriate preflight

and as posted in the aircraft. The pilot will report to the RIO

checklists contained in NAVAIR 01−F14AAD−1B, the F14−D

Takeoff Checklist items, using the challenge−reply method.

NATOPS Pocket Checklist.

The pilot will receive the Ready for takeoff" report from the

RIO and advise him of type and configuration takeoff

37.2.5.4

Prestart

planned, prior to rolling or catapulting. The pilot will report

Rolling" or Saluting," as appropriate, to the RIO.

37.2.5.4.1

Pilot

37.2.5.7.2

RIO

The pilot will execute prestart checks prescribed in

NAVAIR 01−F14AAD−1B and, when external power is

The RIO will execute Pretakeoff Checklists prescribed

applied and checks requiring external power are completed,

in NAVAIR

01−F14AAD−1B; will initiate, using the

will inform the RIO Prestart checks completed. Ready to

challenge−reply method, the posted Takeoff Checklist in the

start."

aircraft; and, at completion of the Takeoff Checklist, RIO

informs the pilot Ready for takeoff."

37.2.5.4.2

RIO

37.2.5.8

Takeoff and Departure

The RIO will execute prestart checks prescribed in

NAVAIR 01−F14AAD−1B and, when external power is

37.2.5.8.1

Pilot

applied, will inform the pilot Prestart checks completed."

The pilot shall ensure that the intercom remains in HOT

37.2.5.5

Starting

MIKE for normal flight operations and will report Gear up"

and Flaps up" to the RIO insofar as safety permits. The RIO

37.2.5.5.1

Pilot

should be advised of any unusual occurrences during takeoff

that may affect safety of flight. The pilot or RIO will request,

The pilot will start engines as prescribed in para−

copy, and acknowledge all clearances.

graph 7.4.3 and will keep the RIO informed of any unusual

occurrences.

37.2.5.8.2

RIO

37.2.5.5.2

RIO

Where departures are made in actual instrument

conditions, the RIO will monitor the published clearance

The RIO will remain alert for any emergency signal

departure procedures and inform the pilot of any deviation

from the groundcrew and will inform the pilot if such signals

from the prescribed flightpath. The RIO will copy all

are observed.

clearances received and at all times be prepared to provide the

pilot with clearance information and/or navigational informaĆ

37.2.5.6

Poststart

tion derived from the RIO’s instruments. Built−in−test checks

will not be conducted during instrument climbouts.

37.2.5.6.1

Pilot

37.2.5.9

In Flight (General)

At completion of the emergency generator check, the

pilot will inform the RIO Emergency generator check

37.2.5.9.1

Pilot

complete." The pilot will complete all poststart checks

prescribed in NAVAIR 01−F14AAD−1B and coordinate with

The pilot will inform the RIO of any unusual occurĆ

the RIO the initiation of OBC.

rences and will ensure that the aircraft is operated within

ORIGINAL

37−2

NAVAIR 01−F14AAD−1

prescribed operating limitations at all times. The pilot or RIO

descents (VFR or IFR), the RIO will report to the pilot the

will normally request, copy, and acknowledge all clearances.

aircraft descent through each 5,000 feet of altitude above

5,000 feet and each 1,000 feet of altitude loss below 5,000

37.2.5.9.2

RIO

feet, until, on reaching the desired altitude, the RIO will

report when altitude error exceeds

10 percent of actual

The RIO will assist the pilot in normal or emergency

altitude or ±300 feet.

situations, including navigation, communication, and visual

lookout. The RIO will inform the pilot of the weapon system

37.2.5.12

Landing

status. During ascent or descent, the RIO will inform the pilot

1,000 feet prior to the intended level−off altitude.

37.2.5.12.1

Pilot

37.2.5.10

Intercept

The pilot will utilize the Landing checklist and will

report each item to the RIO prior to reporting Gear down,

37.2.5.10.1

Pilot

hook down" to the final controller, tower, or Pri−Fly. The pilot

will receive a Ready to land" report from the RIO.

The pilot will maneuver or coordinate aircraft maneuĆ

vers with, or as directed by, the RIO, observing normal

37.2.5.12.2

RIO

operating limitations. The pilot will inform the RIO of

weapons status, weapons selected and armed, and when the

In the landing pattern, the pilot shall read and the RIO

target is sighted visually. The pilot will monitor aircraft

acknowledge the posted Landing Checklist. The RIO shall

position from initial vector through breakaway by pigeons

visually check the flap position and landing gear position by

information or navigational display.

looking through the opening on the left side of the instrument

panel. The RIO will report Ready to land" to the pilot.

37.2.5.10.2

RIO

Built−in−test checks shall not be conducted while in the

landing pattern.

The RIO will handle all communications from initial

vector through breakaway, excluding missile−away transmisĆ

37.2.5.13

Postflight

sions; provide the pilot with descriptive commentary,

including weapon status and target aspect, if available; and

37.2.5.13.1

Pilot

direct and coordinate aircraft maneuvers with the pilot, as

necessary, to complete the intercept.

The pilot will inform the RIO of any unusual occurĆ

rences on the landing roll or arrestment. The pilot will report

37.2.5.11

Instrument Approaches

flap and wing position to the RIO when clear of the runway

or landing area and will report when the wing is actuated. The

37.2.5.11.1

Pilot

pilot will receive a Ready for Shutdown" report from the

RIO. The pilot will inform the RIO when shutting down

The pilot is responsible for the safe control of the

engines. The pilot will conduct a postflight inspection of the

aircraft, the decision to commence the approach with the

aircraft.

existing weather, and the selection of the type of approach to

be made. The pilot, before commencing any penetration, will

37.2.5.13.2

RIO

report to the RIO the completion of each item of the

Instrument Checklist. In addition, the pilot will challenge the

The RIO will challenge the pilot on flap position if the

RIO Instrument Penetration Checklist, as to approach plate

report is not received. When informed by the pilot that the

availability and corrected altimeter setting.

wing has been actuated, the RIO will visually verify wing and

spoiler positioning. The RIO will complete the built−in−test

37.2.5.11.2

RIO

checks remaining and secure that rear cockpit for shutdown,

then notify the pilot Ready for shutdown." The RIO will

The RIO will monitor aircraft instruments and

assist the pilot in conducting a postflight inspection of the

appropriate approach plate during holding, penetration, and

aircraft.

approach and shall be ready to provide the pilot with any

required information. He shall be particularly alert to advise

Note

the pilot of deviations from the course of minimum altitudes

The RIO will vacate the aircraft first and after the

prescribed on the approach plate. Built−in−test checks will not

aircraft is on the ground, flight deck, or hangar

be conducted in actual instrument conditions. The RIO will

deck, the pilot will exit. This is particularly

inform the pilot of the status of the radar and will do nothing

important during shipboard operations.

to cause the display to be lost. During penetrations and/or

37−3

ORIGINAL

NAVAIR 01−F14AAD−1

37.2.5.14

Debriefing

37.3.2.3

RIO

The pilot and RIO will complete the yellow sheet and

The RIO will monitor formation separation and closure

all required debriefing forms.

during joinup and advise the pilot when an unsafe situation

exists.

37.2.5.14.1

Maintenance

37.3.3

Training

The pilot and RIO will complete the yellow sheet, BER

card, and all other required maintenance debrief forms. The

37.3.3.1

Instructors

crew will ensure a complete debrief is provided for all

maintenance discrepancies.

All instructors will be designated in formal directives

by unit commanding officers. In FRS the instructor will be

37.2.5.14.2

Mission

charged with authority and responsibility to provide proper

The mission commander will be responsible for

direction to pilot and RIO replacements to ensure safe and

conducting a thorough mission debrief to include the

successful completion of each training mission. On training

accomplishment of mission goals, adherence to SOP/ROE/

missions where a pilot under instruction is the pilot in

NATOPS, intercockpit and flight communication, and conĆ

command, the instructor’s guidance shall be advisory in

flict resolution.

nature and under no circumstance shall the pilot in command

be relieved of his authority and responsibility as aircraft

commander. Termination of the training or evaluation

37.3 SPECIAL CONSIDERATIONS

portions of the flight for reasons of safety, unsatisfactory

37.3.1

Functional Checkflights

performance, or material discrepancy shall be the instrucĆ

tor’s prerogative.

The pilot and RIO shall brief with maintenance to

determine the discrepancies that were corrected and the goals

37.3.4

SAR

of the functional checkflight.

The mission commander, or senior member of the

37.3.1.1

Pilot

flight should the mission commander be unavailable, shall

assume responsibility for the rescue operation until relieved

The pilot is responsible for adherence to all FCF

on scene or fuel dictates a return to base. The primary

procedures as described in NAVAIR 01−F14AAD−1F, the

responsibility of the on−scene commander will be commuĆ

Functional Checkflight Checklist.

nication of the downed crew’s position and condition to

potential rescue aircraft or vessels. Additionally, the on−

37.3.1.2

RIO

scene commander will ensure search coordination, traffic

The RIO is responsible for monitoring the FCF

control on the scene, and communication with the downed

procedures and the completion of specific tasking outlined in

crews, if feasible.

NAVAIR

01−F14AAD−1F, the Functional Checkflight

Checklist.

37.4 PROCEDURES, TECHNIQUES,

AND CHECKLISTS

37.3.2

Formation Flights

37.4.1

General

37.3.2.1

Formation Leader

Even though some of the procedures, techniques, and

A pilot will be designated the formation leader. The

checklists are specifically designed for the pilot and RIO, the

status of each member of the formation shall be briefed and

entire contents of the flight manual and pocket checklist

clearly understood prior to takeoff. As a minimum, formation

should be thoroughly read, understood, discussed, and agreed

brief items shall include loss of sight, lost communication,

upon collectively by the pilot−RIO team. Discrepancies in

inadvertent IMC, and formation integrity. The formation

procedures or the need for additional procedures should be

leader is responsible for the safe and orderly conduct of the

brought to the attention of the NATOPS evaluator and/or

formation. This includes visual lookout, the separation

instructor. Most of the procedures (individual and coordiĆ

between aircraft within the formation and during transition

nated) are covered in this manual and are grouped under flight

periods, breakups, and rendezvous.

phases and/or categories. Aircraft systems descriptions, with

their individual operating criteria, are covered in Chapter 2.

37.3.2.2

Pilot

Classified systems descriptions and procedures, and some

The pilot is responsible for the safe separation of his

limitations information, are covered in the classified suppleĆ

aircraft and the other aircraft in the formation. Lead changes

ment

(NAVAIR 01−F14AAD−1A). The pocket checklist

will include a positive acknowledgment by both pilots.

(NAVAIR 01−F14AAD−1B) contains the pilot and RIO

ORIGINAL

37−4

NAVAIR 01−F14AAD−1

CHAPTER 38

Aircraft Self−Test

38.1

AIRCRAFT SELF−TEST OVERVIEW

available in all system modes and are used for

troubleshooting and maintenance purposes.

Aircraft self−test allows testing of the operational status

of all major avionics and radar subsystems and display of the

38.2

MASTER TEST PANEL CHECKS

results. This capability is also referred to as OBC throughout

this section. Figure 38−1 identifies the major components

Master test checks are initiated by the pilot through the

associated with this function. Most of the status information

MASTER TEST panel (Figure 38−3) on the right outboard

is derived from BIT implemented within the avionics and

console. These tests check the operational status of specific

radar subsystems. All operational aspects of aircraft self−test

aircraft systems basic to safety of flight and mission success.

are fully supported by the MCS if one of the mission

The OBC, WG SWP, FLT GR UP, and FLT GR DN positions

computers has failed.

are used on the deck only and are prevented from inadvertent

use in flight by the weight−on−wheels safety switches. The

There are two categories of test: (1) tests that are

remaining tests, except for emergency generator, which also

performed by the system automatically; (2) those that require

requires combined hydraulic pressure, can be done whenever

initiation by the flightcrew. Testing should be initiated by the

electrical power and cooling air are available. For details of

flightcrew as part of the normal preflight checkout to obtain

specific aircraft systems tests, refer to the applicable system

the overall status of each system. Figure 38−2 is a summary

description.

description for the various test types, including origin and

purpose. Avionics testing is controlled by the pilot and the

RIO primarily through the MFDs and cockpit control panels.

Radar testing is controlled by the RIO via the DD and PTID.

The majority of the displayed information is the result of each

subsystem performing a particular mode of BIT or the MCS

During ground operations, once the OBC

performing data bus or software configuration tests. On an

position is selected, do not deselect OBC until

automatic (i.e., periodically by the MCS) basis, subsystems

the program has completed the entire cycle.

are polled by the MCS in order to determine their operational

When the disable signal, which inhibits throttle

status. Operational status is displayed at a subsystem and

movement, is removed, the APC will run through

WRA level through a series of OBC formats on the MFDs.

its BIT and advance the throttles to greater than

Both current and historical equipment status is displayable.

80 percent.

Warning/caution/advisory cues are displayed on the MFDs

for critical equipment failures and overtemperature

Note

conditions. Details of radar subsystem failures are available

only on the DD and PTID. Avionics and radar failure

acronyms are displayed on the PTID during normal tactical

D Before starting the test, depress the MASTER

operation.

RESET button on the left vertical console to

turn off any caution or advisory lights

Aircraft self−test also allows examination of memory

associated with the air data computer.

contents for WRAs that support a CSS capability. CSS is

controlled with the DEU and the results are displayed on the

D In LTS, the MASTER CAUTION light will

MFDs. The radar subsystem provides a similar but limited

flash unless there is a circuit failure within the

capability that is controlled via the DD. These features are

caution advisory indicator, in which case the

light will be steady.

38−1

ORIGINAL

NAVAIR 01−F14AAD−1

NAME

ORIGINATOR

PURPOSE

Master Test Checks

PILOT

Selectable tests of instruments, fuel system, warning system

(lights), wingsweep, AOA

Onboard Checkout (OBC)

PILOT and RIO

Tests various avionics, flight controls, actuators, AICS, and

Sequences

computers

Continuous Monitor

AUTOMATIC

Monitors majority of avionics and radar functions for in−flight or

on−deck failures. Typically performed every 2 seconds

Unit/Subsystem Self−test

PILOT and RIO

Independent testing of individual, or groups of functionally

related subsystems

Data Bus Tests

AUTOMATIC

Tests each data bus channel for each subsystem bussed

Software Configuration Test

AUTOMATIC

Tests the compatibility of subsystem software program loads

Figure 38Ć2.ĄTest Types

38.2.1

MASTER TEST Switch Operation

if the MASTER TEST switch is not rotated out

of the DFCS BIT position following completion

The master test check is made by pulling the knob up,

of a DFCS IBIT.

rotating to the desired position, and depressing it. After the

test is completed, the MASTER TEST switch must be pulled

Electrical power for the master test panel comes from

up and deselected to deenergize the system.

the left main dc bus through the MASTER TEST circuit

breaker (9H4) on the DC MAIN circuit breaker panel. When

operating on aircraft power or when external electrical power

is connected to the aircraft, cooling air must be supplied to

all avionic equipment before a test is initiated.

Cycling the CIU PH A, B, and C circuit breakers

38.3

ON−BOARD CHECKOUT

(3E7, 4E1, and 4E2) with the MASTER TEST

switch in or above the OBC position will cause

OBC checks the operational status of the equipment

the DFCS BIT sequence to initiate. DFCS BIT

listed in Figure 38−4. It provides fault isolation to the WRA

sequence tests and deflects various aircraft conĆ

level without the use of ground support equipment. The

trol surfaces, which could be a hazard to

system automatically monitors all equipment providing an

unsuspecting ground personnel.

initial, periodic, or operator−initiated mode of BIT in order

to detect failures or command subsystems into test as a result

System status and test results are indicated on the

of selections made with the MFD OBC display formats.

cockpit instruments: GO−NO GO lights on the master test

When a test is completed, the tested equipment responds with

panel; warning, caution, and advisory lights in both cockpits;

either a GO (when all tests have passed) or NO GO (when at

and displays including MFDs and PTID.

least one test has failed) for each WRA tested. Detected

The GO−NO GO indicator lights on the MASTER

failures are processed by the MCS in order to maintain

TEST panel will illuminate only in LTS, FIRE DET/EXT,

current status and a historical record of failure information.

EMERG GEN, and FLT GR UP. In the LTS test position, only

Test status is also used to control the operation of the system

the bulbs in the GO−NO GO indicators are checked. In

and is displayable on the MFDs. OBC formats present failure

EMERG GEN, FIRE DET/EXT, and FLT GR UP, a GO light

acronyms for failed equipment only (i.e., the absence of a

indicates a valid test and a NO GO light indicates an

failure acronym implies that the equipment is operational).

unsatisfactory test. The DFCS BIT switch position allows the

A historical record of failures is maintained during the course

independent execution of DFCS IBIT. DFCS IBIT is armed

of a flight and is displayable at any time on the FHF format

by raising the MASTER TEST switch and rotating it to the

including during postflight operations by maintenance

DFCS BIT position. Depressing the MASTER TEST switch

personnel. The historical record of failures should be cleared

while DFCS IBIT is armed will initiate DFCS IBIT. Results

(erased from the FHF) prior to a mission by the flightcrew so

of this test are displayed through the caution/advisory lights,

that only failures relevant to the current mission are retained

acronyms on the MFDs, and fault codes on the DCP.

by the system.

Note

The DCP fault codes cannot be cleared while

DFCS IBIT is armed. This condition will occur

38−3

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

MASTER TEST switch

OFF Ċ

Disables test functions.

LTS Ċ

Tums on caution, warning, and advisory lights; emergency

stores jettison button; GO and NO GO lights; landing gear

and hook transition lights; approach indexer FIRE warning

lights.

FIRE DET/EXT Ċ L and R FIRE warning lights illuminate. If a circuit problem

exists, the corresponding FIRE light will not illuminate.

Simultaneously, the fire extinguishing system initiates a self−

test. If tests pass, the GO light illuminates. If the

NO−GO light illuminates or if both or neither GO or NO−GO

lights illuminate, a failure exists in the system.

Note

INST Ċ

Decreases the RIO’s fuel counter to 2000 pounds,

illuminates the FUEL LOW, MASTER CAUTION, and

•

The 10 second audio alarm

BINGO (if the pilot bingo counter set >2000 pounds) lights.

goes on.

Displays the following pilot cockpit indications.

•

If EIG fails self test, the BIT

RPM

96%

segment to the left of the EGT

EGT .

960_C (initiates engine over temperature alarm)

legend remains illuminated

10,500 pounds per hour

FUEL QTY

2,000 ± 200 pounds(both cockpits)

WING SWEEP

45_ ± 2.5_

AOA

18 ± .5_ units

BINGO

ON (if Bingo set > 2,000)

FEED/WING/EXT FUEL QTY

2,000 pounds

Figure 38Ć3.ĄMaster Test Panel (Sheet 1 of 2)

ORIGINAL

38−4

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

OBC Ċ

Enables preflight testing when selected prior to

selecting a subsystem for test via the MFDs. Failure

acronyms are displayed on the MFDs.

EMERG GEN Ċ

Activates automatic transfer feature of generator and

checks tie connectors. GO lights indicate satisfactory

check. If the NO GO light remains illuminated, a

malfunction is indicated.

WG SWP Ċ

Air data computer simulates that circuit to the

wing sweep system (wings do not move).

Requires wings in oversweep, and wing sweep button

in AUTO.

FLT GR DN Ċ

Initiates ground check of auto throttle interlocks.

Requires throttles in AUTO throttle region and enables

ground selection of AUTO throttles. Engines will

respond to stick movement and nozzles remain

closed.

FLT GR UP Ċ

Permits checking external fuel tank pressurization.

GO light indicates required pressure. WING/EXT

TRANS switch must be in AUTO and DUMP switch

set to OFF.

D/L RAD Ċ

Tests the data link converter. Test results are available

on the MFDs. Inhibits tactical control messages during

test sequence. Symbology displayed is determined by

the display mode selected.

DFCS BIT Ċ

Permits running DFCS IBIT independently of the

(after engine start)

rest of OBC.

GO−NO GO lights

GO Ċ

Indicates valid test.

NO GO Ċ

Indicates unsatisfactory test.

Note

Functional only in LTS,

FIRE DET/EXT, INST

EMERG GEN, and FLT

GR UP.

Figure 38−3. Master Test Panel (Sheet 2 of 2)

38−5

ORIGINAL

F-14D. FLIGHT MANUAL (2004) - page 13