NATOPS FLIGHT MANUAL NAVY MODEL AV--8B/TAV--8B 161573 AND UP AIRCRAFT (2008)

A1-AV8BB--NFM--000

aircraft, blowing smoke or other physical signs of wind velocity. If the crosswind component for a rolling landing

cannot be reasonably ascertained, then execute a vertical landing.

22.2.3.4.2 Formation NORDO Recovery

In formation, a NORDO aircraft will normally fly a wingman position unless other conditions dictate that the

NORDO aircraft assume or retain the lead. If the flight was larger than a section, the remainder of the flight will

separate and execute the mission or return to base as briefed.

22.2.3.4.3 NORDO as Wingman

In the event the wingman loses the capability to communicate, the NORDO aircraft will join on the flight lead,

collapse into parade formation, and use hand and arm signals to communicate the aircraft status. Or if separated,

proceed to the briefed Lost Communication/Lost Lead rendezvous point and hold as briefed. If join--up does not

occur, return--to--base as a single aircraft once JOKER fuel is reached.

Once joined, point at the mask and ear independently with a follow on thumbs--up or thumbs--down to indicate the

capability to transmit and/or receive respectively. No HEFOP signal will indicate that the only problem is with the

radios. The NORDO aircraft will remain as the wingman during recovery.

If an emergency occurs, utilize standard HEFOP hand or light signals (see Figure 22-2). During the day, the NORDO

aircraft will give a weeping signal and then indicate with number of fingers associated with the affected system. At

night, the NORDO aircraft will use the flashlight. Holding the flashlight close to the top of the canopy and pointed

toward the wingman, the NORDO aircraft will signal his wingman the affected system with 1 to 5 dashes as

appropriate.

22.2.3.4.4 NORDO as Lead

If the NORDO aircraft is the flight lead, then the lead pilot will rock his wings to “knock--off” the training and

maneuver his aircraft to collapse the flight into a parade formation. Or if separated, proceed to the briefed Lost

Communication/Lost Lead rendezvous point and hold as briefed. If join--up does not occur, return--to--base as a single

aircraft once JOKER fuel is reached. Once joined, the lead pilot will communicate his status via hand and arm signals,

pass the lead, and remain as the wingman during recovery.

22.2.3.4.5 Recovery Procedures

The standard recovery is a straight--in section approach to an appropriate roll--on landing. If a vertical landing is

needed, the NORDO pilot will signal the lead this requirement with an open hand, palm down, up and down motion.

For dual runway airfields, lead shall position the NORDO aircraft on the left or right wing to correspond to the left

orright runway in use. The lead will, at a minimum, clear theflight to land on the duty runway and all availablepads.

To change configurations during the day, use the hand and arm signals as depicted in Figure 22-2. In all cases, the

NORDO aircraft should attempt to match the escort’s configuration for approach to landing. If an IMC approach is

anticipated and situation permits, configure the flight for landing before encountering IMC.

When the flight is cleared to land, the lead will indicate clearance to land via passing the lead to the NORDO aircraft.

The NORDO aircraft will consider the landing clearance is valid unless the escort flies past the NORDO aircraft with

his landing gear retracted and anti--collision light off. In this event, the NORDO aircraft will initiate a wave--off and

rejoin the escort as wingman.

22.2.3.4.6 Night Considerations

The NORDO aircraft signals lost communications by cycling the exterior lights master switch and collapses the

flight. Once the flight is joined, the NORDO aircraft keeps the anti--collision light on and slides aft into parade

position. The non--NORDO aircraft assumes the lead and extinguishes the anti--collision light to signal taking the

lead.

ORIGINAL

22-4

A1-AV8BB--NFM--000

Light signals to configurethe aircraft to land are depicted in Figure22-2. With clearance to land, thelead aircraft will

illuminatetheanti--collision light signaling theNORDO aircraftis clearedto landand hasthelead.Theescortaircraft

will then detach to monitor the NORDO aircraft’s landing. If clearance for landing is revoked, the escort flies by the

NORDO aircraft with landing gear retracted and the NORDO aircraft should execute a wave--off and rejoin on lead.

The NORDO aircraft should attempt to match the escort’s configuration during the wave--off.

22.2.4 Loading GPS time for HAVEQUICK and SINGCARS

1. Ensure both C1 and C2 are in FF or MX channelization mode.

Note

MX channelization is only valid if the mixed list frequencies are mapped

to the fixed frequency list.

2. Select MENU--COMM on the MPCD.

3. Select HQ (PB14) on the COMM card page.

4. Select GPS (ODU option 4) to set GPS time in both radios.

5. Set both C1 and C2 to AJ channelization mode and a valid AJ preset.

6. Verify that TIME, DAY and FILL indication is blank on HQ TIME page.

7. Deselect HQ (PB 14) and verify GPS time is displayed under the upper COMM 1 and COMM

2 label of the

FF, AJ or MX COMM Card.

Note

GPS must be on--line and GPS time valid.

22.2.5 Time of Day Operations for HAVEQUICK

1. Select MENU--COMM on the MPCD.

2. Select HQ (PB14) on the COMM card page.

3. Select TIME (PB6) on the MPCD (if not already boxed).

4. ODU Selection:

a. Select XMT (ODU option1) then C1 or C2 (ODU option 4 and 5) to transmit the time of day using the

desired radio (COMM1 or COMM 2).

b. Select RCV (ODU option 2) to receive the time of day.

c. Select TRST (ODU option 3) then ACPT (ODU option 4) to reset the time or REJ (ODU option 5) to cancel

TRST.

Note

Prior to XMT or RCV operations, the radio(s) must be set to the proper FF

or MX preset (user defined or pointed to FF preset).

22.2.6 Time of Day Operations for SINGCARS

1. Ensure both C1 and C2 are set to AJ channelization mode and the preset is set to a SINGCARS Net.

2. Select MENU--COMM on the MPCD.

22-5

ORIGINAL

A1-AV8BB--NFM--000

3. Select SG (PB13) on the FF, AJ or MX COMM Cards.

4. Select TIME (ODU option 3) if not already colonized.

5. Enter the desired day and time to the minute.

Note

A two digit entry changes the minutes, a four digit entry changes the hour

and minutes, and a six digit entry changes the day, hour, and minutes.

22.2.7 HAVEQUICK MWOD Operations

1. Select MENU--COMM from the MPCD.

2. Select HQ (PB14) from the FF, AJ or MX COMM Card.

3. Select MWOD (PB7) on the MPCD (if not already boxed).

4. Program:

To program MWOD:

a. Select MWOD (ODU option 1).

b. Program all segments (20--15) and the Day (segment 14) and select LOAD (PB11).

To load Day into the radios:

c. Select LDAY (ODU option 2).

d. Enter the date to be loaded (0--31).

Note

A 1000 Hz tone is heard in the headset indicating that the day had been

loaded and accepted in the radios.

To verify that a radio has an MWOD loaded for a specific day:

e. Select VDAY (ODU option 3).

f. Enter the date to be checked (0--31).

g. Select C1 or C2 (for COMM 1 or COMM 2 in ODU windows 4 and 5).

Note

D A 1000Hz toneis heardin theheadset indicatingthat thecurrent radiohas

a valid MWOD loaded.

D Tones must be enabled to hear the associated 1000 Hz tones. From the AJ

or MX COMM Cards, COMM 1 (PB20) and COMM 2 (PB17) must be

unboxed.

22.2.8 Electronic Remote Fill (Cold Start)

1. Select CS (Coldstart frequency) using the channel select knob.

2. Colonize CS (ODU option 5).

ORIGINAL

22-6

A1-AV8BB--NFM--000

3. Select HSET (ODU option 3) or LSET (ODU option 4), whichever is to be received or transmitted.

4. Receive/Send:

To receive ERF data:

a. Enter the AJ preset where the ERF data is to be stored and select RCV.

Note

A 1000 Hz tone indicates successful storage of the ERF data.

To send ERF data:

b. Enter the preset of the data to be transmitted in the UFC.

c. Select HSET or LSET the select XMIT.

Note

XMIT is briefly cued and the transmission is heard in the headset.

5. Repeat step 4 as necessary.

22.2.9 Mixed Mode Editing

1. Press the desired radio knob to activate the UFCs.

2. Cycle ODU option 5 to MX.

3. Select MENU — COMM on the MPCD.

4. Select MX (PB9) on the COMM page.

5. Select the preset to be changed using the channel select knob or direct access entry.

6. Select EDIT (PB15) or re--enter the selected channel to activate the ODU for channel editing.

7. Select FF, AJ or UD on the ODU as desired.

8. Enter the desired Channel, Net ID, or frequency.

9. Repeat steps 4--7 as necessary.

22.2.10 Comm Alert Mode Procedures

The following are the procedures for comm. alert mode:

1. Battery switch — ALERT.

2. ACNIP controls — SET.

a. Successively actuate the code/mode switch to MODE until PL is displayed in KY 1 or 2 windows.

b. Baseband/diphase switches 1 and 2 — BB.

c. Ground and auxiliary volume control knobs — AS DESIRED.

d. Microphone switch — COLD or HOT.

e. MODE switch — MAN.

22-7

ORIGINAL

A1-AV8BB--NFM--000

3. V/UHF RSC — SET.

a. Squelch switch — SQL.

b. UHF mode selector switch — AS REQUIRED.

c. Brightness control knob — AS DESIRED.

d. Frequency mode selector knob — MAN.

e. Mode selector knob — T/R OT T/R + G.

4. UFC comm. 1 and 2 volume control knobs — AS DESIRED.

5. RSC frequency slew switches — SET DESIRED FREQUENCY.

6. PRGM switch — 1 or 2.

7. RSC mode selector knob — OFF (to conserve power); T/R OR T/R + G (to change frequency then OFF).

For KY--58 operations:

8. Successively actuate ACNIP code/mode switches to MODE until CY is displayed in KY 1--2 window.

9. Successively actuate ACNIP code/mode switches to CODE until desired code is displayed in KY 1 or 2.

22.2.11 Built--In--Test

BIT should be initiated anytime the FREQ/(CHAN) display blanks or indicates an erroneous readout. BIT is

performed as follows:

Note

BIT will fail if radio transmissions received during test.

1. To avoid reception, insert the frequency of an unused channel and key both comm. 1 and comm. 2.

2. MODE selector switch — TEST.

3. PRGM switch — 1.

4. BIT requires approximately 5 to 8 seconds, observe FREQ/(CHAN) display. No fault is indicated by 888.888.

5. MODE selector switch — T/R.

6. PRGM switch — 1.

Steady tone in headset stops.

7. Repeat the procedure for position 2 on the PRGM switch.

22.2.12 KY--58 Operation

With control--monitor set:

1. ACNIP controls — SET.

a. Baseband/diphase switch — BB.

b. MODE switch — UFC.

ORIGINAL

22-8

A1-AV8BB--NFM--000

2. ODU — SET.

a. Option 4 pushbutton — PRESS TO CIPH (tone heard).

On some aircraft, the tone is momentary and is automatically cleared. On other aircraft, the tone must be

cleared by pressing the comm. switch.

b. Option 5 pushbutton — PRESS (code displayed on scratch pad).

3. Comm switch — PRESS (tone stops).

With ACNIP controls:

4. ACNIP controls — SET.

a. MODE switch — MAN.

b. Successively actuate the code/mode switches to MODE until CY is displayed in KY--1/KY--2 window.

c. Successively actuate the code/mode switches to CODE until desired code is displayed.

22.3

VISUAL COMMUNICATIONS

Communications between aircraft are visual whenever practical. Flight leaders shall ensure that all pilots in the

formation receive and acknowledge signals when given. The visual communications chapters of NAVAIR

00--80T--113 should be reviewed and practiced by all pilots. Common visual signals applicable to flight operations

are listed in Figure 22-2.

22.3.1 Deck/Ground Handling Signals

Communications between aircraft and ground personnel are visual whenever practical, operations permitting. The

visual communications chapters of Aircraft Signals NATOPS Manual (NAVAIR 00--80T--113) should be reviewed

and practiced by all flightcrew and groundcrew personnel. For ease of reference, visual signals applicable to

deck/ground handling are listed in Figure 22-3. During night operations, wands shall be substituted for hand and

finger movements.

22-9

ORIGINAL

A1-AV8BB--NFM--000

GENERAL SIGNALS

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Thumbs up, or nod of head.

Flashlight moved vertically

Affirmative. (“Yes,” or “I

up--and--down repeatedly.

understand.”)

Thumbs down, or turn of head

Flashlight moved horizontally

Negative. (“No,” or, “I do not

from side to side.

back--and--forth repeatedly.

understand.”)

Hand cupped behind ear as if

Question. Used in conjunction

As appropriate.

listening.

with another signal, this gesture

indicates that the signal is

interrogatory.

Hand held up, with palm outward.

Wait.

Employ fingers held vertically to

Numerals as indicated.

A nod of the head (“I understand”).

indicate desired numerals 1

To verify numerals, addressee

through 5. With fingers horizontal,

repeats. If originator nods,

indicate number which added to 5

interrogation is correct. If

gives desired number from 6 to 9.

originator repeats numerals,

A clenched fist indicates 0. (Hold

addressee should continue to

hand near canopy when

verify them until they are

signaling).

understood.

Make hand into cupshape, then

I am going to dump fuel.

make repeated pouring motions.

Slashing motion of index finger

I have stopped dumping fuel.

across throat.

Raised fist with thumb extended in

How much fuel have you?

Indicate remaining fuel in

drinking position.

hundreds of pounds by finger

numbers.

Figure 22-2. Visual Communications (Sheet 1 of 11)

CONFIGURATION CHANGES

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Rotary movement of clenched fist

Rotary motion of flashlight.

Lower or raise landing gear and

Execute when leader changes

in cockpit as if cranking wheels,

flaps to STOL/AUTO, as

configuration.

followed by head nod.

appropriate.

Forearm held vertically while

Horizontal movement of flashlight

Rotate nozzles.

Execute when leader changes

nodding, clenched fist followed by

followed by number of flashes for

configuration.

extending number of fingers for

each 10° of nozzle.

each 10° of nozzle rotation.

Open and close four fingers and

Extend or retract flaps, as

Execute upon head nod from

thumb.

appropriate.

leader or when leader’s flaps

extends/retract.

Rapid opening and closing four

Extend or retract speed brake

Execute upon head nod from

fingers and thumb.

as appropriate.

leader or when leader’s

speedbrake extends/retracts.

Figure 22-2. Visual Communications (Sheet 2)

ORIGINAL

22-10

A1-AV8BB--NFM--000

ARMAMENT

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Pistol--cocking motion

Ready or safety guns.

Repeat signal, and execute.

with either hand.

Followed by

How much ammo do

Thumbs up--“over half”; thumbs

question--signal.

you have?

down--“less than half.”

Followed by

I am unable to fire.

Nod head (“I understand”).

thumbs--down signal.

Shaking fist.

Arm or safety bombs,

1. Repeat signal and

as applicable.

execute.

Followed by

How many bombs do I

2. Indicate with appropriate

question--signal.

have?

finger--numerals.

Followed by

I am unable to drop.

3. Nod head

thumbs--down signal.

(“I understand”).

Shaking hand, with

Arm or safety

1. Repeat signal and

fingers extended

missile/rockets as

execute.

downward.

applicable.

Followed by

How many

2. Indicate with appropriate

question--signal.

missiles/rockets do I

finger--numerals.

have?

Followed by

I am unable to fire.

3. Nod head

thumbs--down signal.

(“I understand”).

Pistol--cocking motion with either

Rotating beacon ON and

Jettison external stores:

Repeat signal and execute:

hand, followed by fore and aft

OFF by lead aircraft.

1. Set up your switches

1. Set up jettison ordnance

pulling motion with a clenched fist.

Rotating beacon turned

for jettison.

switches.

ON for second time (allow

2. Your are cleared to

time for setting up

drop.

2. Execute.

switches).

Pistol--cocking motion followed by

Expendable check. First head

Wingman replies with thumbs up

head nod.

nod for flares, second head nod

or down for each head nod.

for chaff.

Figure 22-2. Visual Communications (Sheet 3)

MALFUNCTIONING EQUIPMENT (HEFOP CODE)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Weeping signal and then

Flashlight held close to top of

Number of fingers or dashes

Day; not, or thumbs up (“I

indicating by finger--numbers 1 to

canopy, pointed toward wingman,

means:

understand”).

5 the affected system.

followed by 1 to 5 dashes to

1. Hydraulic system.

Night; Vertical movement of

indicate system affected.

flashlight.

2. Electric system.

3. Fuel system.

Pass lead to disable plane or

assume lead, if indicated.

4. Oxygen system.

5. Power.

Figure 22-2. Visual Communications (Sheet 4)

22-11

ORIGINAL

A1-AV8BB--NFM--000

ELECTRONIC COMMUNICATIONS AND NAVIGATION

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Tap earphones, followed by

Take over communications.

Repeat signals, pointing to self,

patting of head, and point to other

and assume communications

aircraft.

lead.

Tap earphones, followed by

I have taken over

Nod (“I understand”).

patting of head.

communications.

Tap earphones and indicate by

Shift to radio frequency

Repeat signal and execute.

finger--numerals, number of

indicated by numerals.

channel to which shifting.

Tap earphones, followed by

What channel (or frequency)

Indicate channel (or frequency) by

question signal.

are you on?

finger--numerals.

Vertical hand, with fingers pointed

What is bearing and distance to

Wait signal, or give magnetic

ahead and moved in a horizontal

the tacan station?

bearing and distance with

sweeping motion, with four fingers

finger--numerals. The first three

extended and separated.

numerals indicate magnetic

bearing and the last two or three,

distance.

Figure 22-2. Visual Communications (Sheet 5)

FORMATION

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Open hand held vertically and

Adjust wing position forward or

Wingman moves in direction

moved forward or backward, palm

aft.

indicated.

in direction of movement.

Open hand held horizontally and

Adjust wing position up or

Wingman moves up or down as

moved slowly up or down, palm in

down.

indicated.

direction of movement.

Open hand used as if beckoning

Adjust wing position laterally

Wingman moves in direction

inboard or pushing outboard.

toward or away from leader.

indicated.

Hand opened flat and palm down,

I am going to dive or climb.

Prepare to execute.

simulating dive or climb.

Hand moved horizontally above

Leveling off.

Prepare to execute.

glareshield, palm down.

Head moved backward.

Slow down.

Execute.

Head moved forward.

Speed up.

Execute.

Head nodded right or left.

I am turning right or left.

Prepare to execute.

Thumbs waved backward over

Take cruising formation or open

Execute.

shoulder.

up.

1. Holds up right (or left)

1. Wingman cross under

1. Execute.

forearm vertically, with

to right (or left) echelon

clenched fist or single

or in direction of

wing--dip.

wing--dips.

2. Same as above, except

2. Section cross under to

2. Execute.

with pumping motion or

right (or left) echelon or

double wing--dip.

in direction of

wing--dips.

Figure 22-2.

Visual Communications (Sheet 6)

ORIGINAL

22-12

A1-AV8BB--NFM--000

FORMATION (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Triple wing--dip.

Division cross under.

Execute.

Form a Vee or balanced

Execute.

formation.

Porpoising of aircraft.

Close up or join up; join up on

Execute.

me.

Lead patting shoulder.

Airborne: Join in parade

Execute.

Ground: Section taxi.

Rocking of wings by leader.

Prepare to attack.

Execute preparation to attack.

Figure 22-2. Visual Communications (Sheet 7)

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Flight leader or wingman

Flight leader/wingman

1. I have completed my

1. Return signal to flight

signal one finger.

turn approach light on.

takeoff checklist and I

leader/wingman when

am ready for takeoff.

ready for takeoff.

Flight leader or wingman

Flight leader/wingman

2. I am in position for

2. Return signal to flight

signal thumbs up.

turn approach light off.

takeoff.

leader/wingman when in

position for takeoff.

Flight leader or wingman

3. I have completed my

3. Return signal to flight

signal two finger.

turn approach light on.

two finger checks.

leader/wingman when two

finger checks are

complete.

Flight leader nods head.

Flight leader turns exterior

4. When head touches

4. Execute.

master switch off and

headrest, I will begin

back on.

takeoff roll.

Leader pats self on the

Lead aircraft cycles

Leader shifting lead to

1. Wingman pats head and

head, points to wing.

rotating beacon ON/OFF.

assumes lead.

wingman.

If external lights are

2. Wingman turns rotating

inoperative, leader shines

beacon OFF and

flashlight on hard--hat,

assumes lead.

then shines light on

3. If external lights are

wingman.

inoperative, wingman

shines flashlight at leader,

then on his hard--hat and

assumes lead.

Leader pats self on head and

Leader shifting lead to division

Wingman relays signal; division

holds up two or more fingers.

designated by numerals.

leader designated assumes lead.

Pilot blows kiss to leader.

I am leaving formation.

Leader nods (“I understand”) or

waves good--bye.

Leader blows kiss and points to

Aircraft pointed out leave

Wingman indicated blows kiss and

aircraft.

formation.

executes.

Figure 22-2. Visual Communications (Sheet 8)

22-13

ORIGINAL

A1-AV8BB--NFM--000

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Leader points to wingman, then

Directs plane to investigate

Wingman indicated blows kiss and

points to eye, then to vessel or

object or vessel.

executes.

object.

Division leader holds up and

Section break off.

Wingman relays signal to section

rotates two fingers in horizontal

leader. Section leaders nods (“I

circle, preparatory to breaking off.

understand”) or waves good--bye

and executes.

Leader describes horizontal circle

Series of I’s in code, given by

Breakup (and rendezvous).

Wingman take lead pass signal

with forefinger.

external lights.

after leader breaks, and follows.

Landing motion with open hand:

Lower landing gear:

Refers to landing of aircraft,

generally used in conjunction

with another signal.

1. Followed by patting head.

1. Followed by selection of

1. I am landing.

1. Nods. (“I understand”) or

approach light ON.

waves goodbye.

2. Followed by pointing to

2. Selection of approach

2. Directs indicated

2. Aircraft indicated repeats

another aircraft.

light ON.

aircraft to land.

signal, blows a kiss and

executes.

Note

Landing motion with open hand

can be modified to signal a roll--on

landing or vertical landing.

Figure 22-2. Visual Communications (Sheet 9)

ARMING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Arming supervisor: Hands

Same.

Pilot: Check all armament

Pilot: Execute. Raise both hands to

over head.

switches OFF and SAFE.

view of arming supervisor after

checking switch position. (Hands

remain in view during check and

hook--up.)

Arming supervisor points

Same.

Crew: Perform stray voltage

Arming crew: Execute. Give arming

at crew member (used if

checks.

supervisor THUMBS UP if no stray

applicable).

voltage exists.

Arming supervisor; raises

Same.

Arming crew: (as applicable).

Arming crew: Execute. Give

fist, thumb extended

Hook up rocket pigtails and/or

arming supervisor THUMBS UP

upward, to meet

arm 20 MMs.

when arming completed and clear

horizontal palm of other

immediate area.

hand.

Arming supervisor gives

Same.

pilot:

a. Aircraft is armed

a. Hold until arming crew

a. Thumbs up.

and all personnel

clear of arming.

and equipment

clear of area.

b. Thumbs down.

b. Aircraft is down.

b. Return to line.

Arming supervisor gives

Arming supervisor gives pilot:

Apply/secure generator power.

Repeat signal. Turn on/off

pilot:

Rotating horizonal wand.

generator.

Rotating hand with

index finger and pinkey

extended.

Figure 22-2. Visual Communications (Sheet 10)

ORIGINAL

22-14

A1-AV8BB--NFM--000

DEARMING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

1. Dearming supervisor:

Same.

Pilot: Check all armament

Pilot: Execute. Raise both hands to

Hands over head.

switches OFF or SAFE.

view of dearming supervisor after

(checking

switch

positions).

(Hands remain in view during

dearming.)

2. Dearming supervisor

Same.

Crew: Disconnect rocket pigtail

Crew: Execute.

points at crew member.

and/or disconnect feed mech

air supply hose, clear rounds

from feed mech throat. (If

jammed, also disconnect

electrical lead to feed mech to

disable firing circuit). Comply

with appropriate local and

technical instructions for the

type armament concerned.

3. Dearming supervisor give

Same.

Pilot: Aircraft is dearmed and

Pilot: Hold until arming crew clear

pilot: Thumbs--up.

crew and equipment clear of

of arming area -- then return to

aircraft.

line.

Figure 22-2. Visual Communications (Sheet 11)

22-15

ORIGINAL

A1-AV8BB--NFM--000

CHAPTER 23

Navigation

This chapter promulgates procedures associated with navigation systems of the AV--8B. For information on the

description, components, controls, displays, and modes of operations of communication systems, refer to NTRP

3--22.4--AV8B.

23.1

INERTIAL NAVIGATION SYSTEMS PROCEDURES

23.1.1 Ground Alignment Procedures

The following are the procedures for performing an Inertial Navigation Systems (INS) Ground Alignment:

Select MENU--EHSD--DATA--A/C on the MPCD.

Enter the correct current latitude (N--S) of the aircraft on the UFC and press ENTER.

Enter the correct current longitude (E--W) of the aircraft on the UFC and press ENTER.

Place the INS mode selector knob to GND position without pausing in the SEA position.

Note

During thefirst 1 to 2 minutes ofalignment theindicatorhasATT NOTOK

displayed to the right of QUAL.

Place the INS mode selector knob to NAV anytime after the alignment quality (QUAL) number drops below

3.0.

Note

D If maximum accuracy is desired, wait until OK is displayed and then select

NAV or IFA.

D With AN/ASN--139, the time required to achieve an OK can be less than

4 minutes and temperature has no effect.

D If the parking brake is released during alignment the INS switches to align

hold and the time digits on the MPCD display will flash on and off.

D The INS caution light will illuminate if the INS present position and the

GPS Navigation data are both valid and the INS mode selector knob is set

to NAV. This is to indicate that the system should be in IFA.

23.1.2 SINS Sea Alignment Procedures

The following are the procedures for a SINS alignment aboard the ship:

Note

Entering current aircraft position prior to initiating a SINS alignment will

greatly enhance alignment accuracy and decrease its duration.

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With SINS cable connected:

1. Select MENU--EHSD--DATA--A/C on the MPCD.

2. Enter the correct current latitude (N--S) of the aircraft on the UFC and press ENTER.

3. Enter the correct current longitude (E--W) of the aircraft on the UFC and press ENTER.

4. Place the INS mode selector knob to SEA position.

5. Place the INS mode selector knob to NAV anytime after the alignment quality (QUAL) number drops below

3.0.

RF SINS alignment with no SINS cable:

Select MENU--EHSD--DATA--A/C on the MPCD.

Enter the correct current latitude (N--S) of the aircraft on the UFC and press ENTER.

Enter the correct current longitude (E--W) of the aircraft on the UFC and press ENTER.

Enter the SINS radio frequency in COMM 1 or COMM 2 as desired.

Place the INS mode selector knob to SEA position.

Colonize COM1 or COM2 on the ODU as appropriate.

Note

The ODU will be enabled for selection of SINS data source when the INS

mode selector knob is initially placed to the SEA position or whenever the

SINS option is re--boxed on the EHSD. The ODU defaults to DECK with

a SINS data cable connected and to COM2 if the avionics system does not

detect a cable. For RF SINS alignments with H4.0, due to a software

anomaly, colonize DECK prior to colonizing COM1 or re--colonizing

COM2.

Place the INS mode selector knob to NAV anytime after the alignment quality (QUAL) number drops below

3.0.

Note

D If maximum accuracy is desired, wait until OK is displayed and then select

NAV or IFA.

D With AN/ASN--139, the time required to achieve an OK can be less than

4 minutes and temperature has no effect.

D If the parking brake is released during alignment the INS switches to align

hold and the time digits on the MPCD display will flash on and off.

D The INS caution light will illuminate if the INS present position and the

GPS Navigation data are both valid and the INS mode selector knob is set

to NAV. This is to indicate that the system should be in IFA.

23.1.3 Manual Sea Alignment Procedures

The following are the procedures for a Manual Sea Alignment:

1. Select MENU--EHSD--DATA--A/C on the MPCD.

2. Enter the correct current latitude (N--S) of the aircraft on the UFC and press ENTER.

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3. Enter the correct current longitude (E--W) of the aircraft on the UFC and press ENTER.

4. Press the SHIP option on the ODU. Enter the ships heading and speed in the UFC.

5. Press the THDG option on the ODU. Enter the aircraft true heading in the UFC.

6. Place the INS selector knob to the SEA position.

7. Select EHSD display and box the MAN legend at the top of the MPCD.

Note

D During thefirst 1 to 2 minutes ofalignment theindicatorhasATT NOTOK

displayed to the right of QUAL. The INS caution light will illuminate until

ATT NOT OK is replaced by a QUAL number.

D With AN/ASN--139 when the INS alignment is completed, the QUAL

number will be less than 1.0 and the time should be less than 10 minutes

and an OK is displayed.

8. Place the INS mode selector knob to NAV or IFA.

23.1.4 GPS Carrier Alignment

The following are the procedures to initiate a GPS carrier alignment:

1. Place the INS mode selector knob to IFA.

Note

D During the GPS carrier alignment, the MC must provide valid GPS data

from the MAGR. The magnetic heading input is not required since the INS

performs a wide angle alignment.

D If GPS velocity become invalid before wide angle alignment complete

(HDG displayed in the MPCD), the alignment will restart. This is due to

the Kalman filter extrapolations which require valid reference velocities

without interruption before high order AHRS.

23.1.5 Ground Stored Heading Alignment Procedures

This procedure can be performed if the aircraft is parked and an INS complete ground alignment has been done; if

the aircraft has not been moved since the alignment, and if NAV has not been selected on the miscellaneous control

panel. A stored heading alignment is indicated by SHDG option displayed on the upper left corner of the ground align

display. The procedures are as follow:

Note

The SHDG pushbutton should be selected as quickly as possible after

selecting a ground alignment. A recently operated system would be warm

and the SHDG option is displayed only as long as its use would assist in

the alignment. When the alignment progresses past the point that its use

would assist, the option is removed from the display.

1. Place the INS mode selector knob to GND. The MPCD will display INS ground alignment.

2. Press the SHDG pushbutton on the MPCD.

3. Observe the MPCD for ground alignment indications.

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Note

During the first portion of alignment the indicator may have ATT NOT OK

displayed to the right of QUAL. QUAL digits start counting down and

TIME digits start counting up. When INS heading is valid, HDG will be

displayed after the quality digits. When the INS alignment is completed,

OK will be displayed next to QUAL with less than 5 minutes.

4. Place the INS mode selector knob to NAV.

Note

Stored Heading Alignment is only available in C1+ aircraft.

23.1.6 INS Gyro Alignment Procedure

The following are procedures for INS gyro alignment:

1. Select MENU--EHSD--DATA--A/C on the MPCD.

2. Enter the correct current latitude (N--S) of the aircraft on the UFC and press ENTER.

3. Enter the correct current longitude (E--W) of the aircraft on the UFC and press ENTER.

4. Place the INS mode selector knob to GYRO.

Note

On the MPCD, after approximately 15 seconds HDG/COMP is replaced by

HDG/SLV. These options will disappear from the MPCD within 33

seconds.

5. Press the SYNC pushbutton on the MPCD to slave the magnetic heading from the magnetic azimuth detector

(MAD) to the platform heading.

6. Press the ERECT pushbutton to fast level the platform.

23.1.7 RADAR In--Flight Align

The procedures for a radar in--flight alignment (RIFA) are as follows:

Note

A complete RIFA may be initiated after a total INS shutdown and may take

up to 20 minutes to complete. During the RIFA the ADC must beavailable

to provide magnetic heading information and the radar must be capable of

providing continuous position velocity updates.

1. Ensure NAV master mode is selected.

2. Place the INS mode selector knob to IFA.

3. Select RIFA on the GPS Data page for C1+ aircraft and A/C Data page for H4.0 aircraft.

4. Observe that time begins to increment during the first 1 to 2 minutes of the alignment.

When RIFA displays an OK after the QUAL number:

5. Place the INS mode select switch to the NAV position.

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23.1.8 Post Evaluation Procedure

The post evaluation procedures are:

Note

To prevent erroneous results this procedure should only be performed

ashore.

1. On MPCD select — MENU, BIT, MAINT, INS, POST.

POST 1 data display appears for flight 1.

2. Record — ALN TIME, AQ (align quality), and PER (positional error rate).

3. Select — POST 1.

POST 2 data display appears for flight 1.

4. Record — UPDATE.

5. Select — POST 2.

POST 1 data display appears for flight 2.

6. Repeat steps 1 through 5 to record all stored flights.

23.2

POSITION UPDATE PROCEDURES

23.2.1 TACAN Position Update

There are two types of TACAN Position updates: 1) Single TACAN update; and 2) Two TACAN update. A single

TACAN update uses the range and bearing to the TACAN and its known position to calculate the aircraft’s position.

A two TACAN update uses the range and bearing from two TACANs to triangulate aircraft position. A TACAN

Position update will update the aircraft position and the INS position.

Note

D TACAN Position updates can only be performed using TACANs that are

entered on the EHSD--DATA--TCN page. The current aircraft TACAN

channel and mode (X/Y) must match a TACAN channel and mode entered

on the EHSD--DATA--TCN page. In the case where more than one TACAN

entry has the same channel and mode combination, the system will pick the

first match (TCN 0 -- TCN 4).

D A TACAN Position update cannot be performed while AWLS Steering or

EMCON is enabled.

D The range and bearing to the selected TACAN/TACANs must be valid.

23.2.1.1 Single TACAN Position Update

1. Place the INS mode selector knob to NAV. Select DGD/INS or DGD/ADC.

2. Turn on TACAN power and select the desired TACAN channel and X/Y mode.

3. Select UPDT on the EHSD, FLIR, A/G RDR, or DMT page.

4. Select TCN in ODU window 1.

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5. The TACAN bearing and range error is displayed in the scratchpad.

6. Select ACPT to accept the displayed bearing and range adjustments. Select REJ or unbox UPDT to cancel the

update.

23.2.1.2 Two TACAN Position Update

1. Perform steps 1 through 5 of the Single TACAN Position update.

2. Select TCN2 in ODU window 2. The scratchpad will display the TACAN number (as entered in the

EHSD--DATA--TCN page) and the TACAN’s channel number. Select TCN2 again to cycle to the next TACAN

station.

3. If the range and bearing to the second TACAN is valid, the ERR2 option will appear in option window 3 after

approximately 5 seconds.

4. Select ERR2 to display the two TACAN Position update bearing and range error in the scratchpad. Select

ERR1 in ODU window 1 to display the single TACAN Position update bearing and range error.

5. Select ACPT to accept the displayed bearing and range adjustments. Select REJ or unbox UPDT to cancel the

update.

23.2.2 Designate Position Update

There are two types of Designation Position updates: 1) WYPT Designate update; and 2) MAP Designate update.

A WYPT designation update uses the designation’s known location and its slewed position in the HUD to calculate

the aircraft’s position. A MAP designation update uses the slant range and bearing of a HUD designation and its

slewed position on the map to calculate the aircraft’s position. A Designate Position update will update the aircraft

position and the INS position.

Note

A designation is required before the Designate Position update can

calculate the error in the aircraft’s position. Although, a designation can be

made after a Designation Update is initiated, a known software anomaly

will sometimes cause the system to automatically reject the update.

Therefore, best practice would be to make a designation before selecting

DESG on the ODU.

23.2.2.1 WYPT Designate Update

1. Place the INS mode selector knob to NAV. Select DGD/INS or DGD/ADC.

2. Designate a waypoint, markpoint, or targetpoint.

3. Select UPDT on the EHSD, FLIR, A/G RDR, or DMT page.

4. Select DESG in ODU window 2.

5. Slew the diamond in the HUD over the designation.

6. The WYPT Designate bearing and range error is displayed in the scratchpad.

Select ACPT to accept the displayed bearing and range adjustments. Select REJ, unbox UPDT, or undesignate to

cancel the update.

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23.2.2.2 MAP Designate Update

Place the INS mode selector knob to NAV. Select DGD/INS or DGD/ADC.

Designate a landmark on the HUD.

Select UPDT on the EHSD center or decenter page.

Note

An update can be initiated from the EHSD, FLIR, A/G RDR, or the DMT

page, but the EHSD center or decenter page must be displayed before MAP

appears on the ODU in window 2. Additionally a map set must be installed

in the aircraft and EMCON must be disabled.

Select DESG in ODU window 2.

Select MAP in ODU window 2. A crosshair is displayed in the center of the map. The center of the map is

moved to the designation’s location.

Slew the crosshair on the map until it is over the landmark that is designated in the HUD.

The MAP Designate bearing and range error is displayed in the scratchpad.

Select ACPT to accept the displayed bearing and range adjustments. Select REJ, unbox UPDT, or undesignate

to cancel the update.

Note

A MAP Designate will be cancelled if the EHSD page is exited, if the

decenter compass rose is selected, or if the type of map (CHRT, DTED, or

CIB) is changed after MAP has been cued on the ODU. WYPT Designation

update can be reselected by uncolonizing MAP.

23.2.3 Overfly Position Update

There are three types of Overfly Position update: 1) WYPT Overfly update; 2) MAP Overfly update; and 3)

Navigation Fix Overfly update. A WYPT overfly update is used to update the aircraft’s position to the steer--to point’s

known location. It is also used to update the aircraft’s altitude. A MAP overfly update uses the map to select the

aircraft’s position. A navigation fix update allows the pilot to enter the aircraft’s latitude and longitude or 10--digit

UTM. An Overfly Position update will update the aircraft position and the INS position. If the radar altimeter is valid,

a WYPT overfly update can also be used to update the aircraft’s altitude.

23.2.3.1 WYPT Overfly Update

1. Place the INS mode selector knob to NAV. Select DGD/INS or DGD/ADC.

2. Select UPDT on the EHSD, FLIR, A/G RDR, or DMT page.

3. Select OVFY in ODU window 3 when the current waypoint, markpoint, or targetpoint is overflown.

4. The WYPT Overfly bearing and range error is displayed in the scratchpad.

5. Select ACPT to accept the displayed bearing and range adjustments. Select REJ to not accept the displayed

bearing and range adjustments.

6. The WYPT Overfly altitude error is displayed in the scratchpad if the radar altitude is valid.

7. Select ACPT to accept the altitude adjustments. Select REJ or unbox UPDT to cancel the update.

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23.2.3.2 MAP Overfly Update

Place the INS mode selector knob to NAV. Select DGD/INS or DGD/ADC.

Select UPDT on the EHSD center or decenter page.

Note

An update can be initiated from the EHSD, FLIR, A/G RDR, or the DMT

page, but the EHSD center or decenter page must be displayed before MAP

appears on the ODU in window 2. Additionally a map set must be installed

in the aircraft.

Select OVFY in ODU window 3 when the desired map location is overflown.

Select MAP in ODU window 2. A crosshair is displayed in the center of the map. The center of the map remains

at the aircraft location.

Slew the crosshair on the map until it is over the landmark that was overflown.

The MAP Overfly bearing and range error is displayed in the scratchpad.

Select ACPT to accept the displayed bearing and range adjustments. Select REJ or unbox UPDT to cancel the

update.

Note

AMAPOverflywillbecancellediftheEHSDpageisexited,ifthedecenter

compass rose is selected, or if the type of map (CHRT, DTED, or CIB) is

changed after MAP has been cued on the ODU.

23.2.4 Manual GPS Update

A GPS update is used to update the aircraft’s position and the INS position if the position keeping mode/source is

DGD/INS or DGD/ADC. If the position keeping mode source is DGD/GPS, only the INS position is updated.

1. Place the INS mode selector knob to NAV. Select DGD/INS, DGD/GPS, or DGD/ADC.

2. Select UPDT on the EHSD, FLIR, A/G RDR, or DMT page.

3. Select GPS in ODU window 4.

4. The GPS bearing and range error is displayed in the scratchpad.

5. Select ACPT to accept the displayed bearing and range adjustments. Select REJ or unbox UPDT to cancel the

update.

23.3

ALL WEATHER LANDING SYSTEM PROCEDURE

1. UFC -- AWLS. Defaults to ON.

2. Cycle ON or OFF via UFC.

3. ODU option 1 -- enter channel (1--20) via UFC.

4. ODU option 2 -- enter glideslope (2.0 --6.0 in 0.1° increments) via UFC.

5. ODU option 3 -- enter azimuth offset option (+/-- 310 feet) via UFC.

6. ODU option 4 -- enter TACAN channel (1--126; alternate depressions of “TCN” option on ODU cycle between

X and Y) via UFC.

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7. ODU option 5 -- enter elevation offset option (0--31 feet) via UFC.

8. EHSD box AWLS option to select AWLS steering.

23.4

BUILT--IN--TEST PROCEDURES

23.4.1 TACAN Built--In--Test

1. Press BIT button on the MPCD menu.

2. Press the CNI pushbutton.

3. Observe TEST next to TCN (test takes 25 seconds).

4. If 1 next to TCN (TCN 1) — TACAN failed BIT check.

5. If space next TCN remains blank — TACAN passed BIT check.

23.4.2 AWLS BIT Check

1. Press BIT button on the MPCD menu.

2. Press the CNI pushbutton.

3. Observe TEST next to AWLS (test takes approximately 15 seconds).

4. If any number next to AWLS — AWLS failed BIT check.

5. If space next to AWLS remains blank — AWLS passed BIT check.

23.5

GLOBAL POSITIONING SYSTEM

The Global Positioning System (GPS) is a space--based radio positioning system which provides accurate position,

velocity, and time data to various targeting, navigation, and communication systems aboard the aircraft. See NATIP

NTRP 3--22.4 for in--depth theory and system operation.

23.5.1 Component Description

The aircraft components of the GPS system are the GPS antenna and the Miniaturized Airborne GPS Receiver

(MAGR).

23.5.1.1 GPS Antenna

The GPS antenna is a fixed radiation pattern low profile antenna mounted on door 51 next to the water fill tank door.

The antenna provides omnidirectional coverage above 10° elevation from its surface.

23.5.1.2 MAGR

The MAGR receives ranging codes and a navigation data message from the NAVSTAR satellites through the GPS

antenna. The MAGR can track five GPS satellites and calculate the aircraft exact position from the four best satellites

being tracked. The MAGR provides UTC time, aircraft position, aircraft velocity, and altitude data to the MC. The

MAGR contains a battery to provide power for a clock and to maintain memory when aircraft power is not supplied.

The MAGR has a built--in--test used for determining the status of the receiver and the battery.

23.5.2 GPS Controls and Indicators

The controls and indicators for the GPS include the upfront control, option display unit, multipurpose color display,

INS mode select switch, and GPS caution light.

23.5.2.1 Upfront Control

The scratch pad display on this control is used for displaying the position error when a GPS navigation update is

performed. The display is also used to display GPS time, in UTC, when REAL is selected in the ODU.

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23.5.2.2 Option Display Unit

This control/indicator provides a way of displaying and selecting the various options available for a GPS navigation

update and provides the option (REAL) for selecting the GPS time display on the UFC.

23.5.2.3 Multipurpose Color Display

TheEHSDdisplay,BITdisplay, andGPS waypointand datadisplays arepresented ontheMPCD.The20pushbutton

switches surrounding the crt provide display selection and control

23.5.2.4 INS Mode Select Switch

Selecting IFA initiates the in--flight alignment and enables a tightly--coupled navigation mode. Selecting NAV

enables a loosely coupled, degraded, navigation mode.

23.5.2.5 GPS Caution Light

When enabled, indicates aggressive maneuvering, GPS data is not valid or has stopped updating, or GPS horizontal

and vertical position error is not within the tolerance required for GPS navigation steering modes, normal (NORM)

and approach (APPR). The GPS light on the CAUTION/ADVISORY panel is illuminated along with the MASTER

CAUTION light if a GPS failure has been detected or if the GPS horizontal error exceeds a specified tolerance. If

theGPSisbeingusedasthepositionkeepingsourceandnormalmodeisselected,theGPScautionlightisilluminated

when the horizontal position error exceeds 333 meters for greater than 5 seconds. If the GPS is being used as the

position keeping source, approach mode is selected, true airspeed is valid and less than 300 knots, the GPS caution

light is illuminated when the horizontal position error exceeds 33 meters for greater than 5 seconds. With MAGR

not installed the system disables the GPS caution light, however it lights up with DC backup running.

Note

The GPS caution light will also illuminate if the INS present position and

the GPS navigation data are both valid and the INS mode selector knob is

set to NAV. This is to indicate that the system should be in IFA.

23.5.3 EHSD Display Format

The EHSD display format shows the aircraft position keeping source, navigation system coupling mode, and

additional information when utilizing the in--flight alignment mode or courseline feature.

23.5.4 GPS Flight Mode Selection

The GPS flight mode selections, APPR or NORM are available on the aircraft data display (POS/GPS or DGD/GPS,

DATA, A/C, NORM, or APPR). See Figure 23-1. These options specify a corridor (navigation tolerance) about the

desired aircraft course. If GPS position keeping is selected and the estimated error of the GPS exceeds the selected

mode tolerance, a cockpit warning is provided by a GPS advisory and MASTER CAUTION light. The default flight

mode selection at aircraft power--up with weight--on--wheels is normal mode. The flight mode selection option is only

available in POS/GPS and DGD/GPS position keeping modes. Currently GPS in USN aircraft is for tactical use only

and does not meet FAA standards for enroute or the terminal phase of flight. GPS is not used as the primary means

of navigation to file or fly in the National Airspace System. Reference CNO/N88/021214Z Aug 94.

23.5.5 GPS Data

The GPS data display format is enabled by selecting the GPS option from the EHSD--DATA display format with

OMNI 7.1 and C1+. The GPS data display format is enabled by selecting the GPS option from the SDAT--TFER

display format in H4.0. SeeFigure23-2. TheGPS datadisplay formatcontains GPSand tacticalwaypoint/markpoint

information, including the identifier, latitude, longitude, datum, elevation, and magnetic variation. The GPS data

display format is used to:

1. Upload waypoints into the MAGR from the data storage unit (DSU) or AMU mission card.

2. Transfer waypoint data stored in the MAGR into a tactical waypoint/markpoint/targetpoint.

ORIGINAL

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3. Examine the GPS almanac and crypto--key status (OMNI 7.1 and C1+ only).

4. Inspect the current estimated GPS position errors (OMNI 7.1 and C1+ only).

Note

With H4.0, the estimated GPS position errors are displayed on the EHSD

page and the GPS almanac and crypto--key status lines are displayed on BIT

page 2.

23.5.5.1 GPS Waypoint Data Upload

Selection of the GPSX option transfers the GPS waypoint database from the DSU or the AMU mission card to the

GPS. To get to the GPSX option select EHSD--DATA--GPS with OMNI 7.1 or C1+, or select SDAT--TFER--GPS

with H4.0. OK indicates the transfer was successful. ?? indicates an error occurred during transfer. OK or ?? is

displayed until another pushbutton is pressed. With H4.0, GPS waypoints that are corrupted on the DSU/AMU

mission card or were corrupted when read from the DSU/AMU mission card are displayed with the waypoint ID

????????????. These corrupted GPS points are moved to the end of the list. Corrupted GPS waypoints cannot be

transferred into waypoints, markpoints, or targetpoints.

23.5.5.2 GPS Waypoint Data Transfer (OMNI 7.1 and C1+)

To transfer waypoint data from over 200 waypoints stored in the MAGR into one of the tactical waypoints/markpoints

(0 through 24, MK1, MK2, MK3) do the following:

1. Select a tactical waypoint/markpoint.

2. Select a GPS waypoint.

3. Select XFER option.

The tactical waypoints/markpoints are selected by scrolling to the desired waypoint/markpoint number using the

increment or decrement arrow option on the right side of the display format. The GPS waypoint is selected by

scrolling to the desired page using the page up or page down arrow option and then by using the down and/or right

arrow option, the selection box is placed around the desired GPS waypoint. The transfer of the GPS waypoint data

into the tactical waypoint/markpoint is accomplished by selecting the XFER option. When the XFER option is

pressed, if the GPS waypoint is stored in the DSU, the MC transfers the waypoint and any associated offset data into

the tactical waypoint/markpoint. However, if the MC is forced to retrieve the GPS waypoint data from the MAGR,

only the waypoint data without any associated offset is transferred to the tactical waypoint/markpoint. The MAGR

does not store offset data.

23.5.5.3 GPS Almanac and Crypto--Key Status

After aircraft power--up with OMNI 7.1 or C1+, the GPS--Data page display format should be selected to examine

the almanac and crypto--key loading status. With H4.0, the GPS almanac and crypto--key status is located on theBIT

page.

1. Almanac Status. If the almanac data is not loaded in the MAGR, the NOT LOADED legend is displayed

adjacent to the ALMANAC legend. When the almanac data is loaded into the MAGR, LOADED is displayed

adjacent to ALMANAC . If no almanac is loaded, the MSC will attempt to transfer the almanac file from the

DSU or AMU mission card to the MAGR. Regardless of whether the almanac is LOADED or not, the MAGR

will strip a complete almanac from the satellite signal once it finds any satellite. This takes approximately 14

minutes after a satellite is located. Once an almanac is loaded , the MAGR will retain it even after shutdown.

Whenever the MAGR is changed or batteries in the MAGR are changed, the MAGR should be run on ground

power until a fix is obtained. There is no power switch or ON/OFF switch for the MAGR. The MAGR

functions any time APU or main generator power is available.

2. Crypto--Key Status. After communication with a satellite is established, the MAGR reports whether the

crypo--keys are correct. If the crypto keys are not loaded in the MAGR, NOT LOADED is displayed adjacent

to the CRYPTO legend. When the crypto keys are loaded into the MAGR and the MAGR has not verified

whether the keys are correct, LOADED is displayed adjacent to the CRYPTO legend. INCORRECT is

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displayed adjacent to the CRYPTO legend if the MAGR determines that the loaded keys are incorrect. OK

legend is displayed adjacent to the CRYPTO legend after the MAGR has determined that the loaded keys are

correct. Crypto--key verification may take up to 12 minutes.

23.5.5.4 GPS Estimated Position Error Status

To inspect the current estimated horizontal and vertical position errors of the GPS with OMNI 7.1 or C1+, the GPSE

option on the GPS data page can be selected. With H4.0, the estimated Horizontal Position Errors (abbreviated as

H) and Estimated Vertical Position Errors (abbreviated as V) are continuously displayed on the EHSD center,

decenter, and EW pages (see Figure 23-11). Leading zeroes are not depicted on the EHSD and EW pages.

Note

It is especially important to monitor GPS position errors when using the

GPS (POS/GPS or DGD/GPS) for low--level night navigation.

If a GPS failure exists an asterisk (*) is displayed adjacent to the position errors, almanac, and crypto--key status. The

GPSX option is removed if a DSU, AMU, or AMU mission card failure exists or the DSU/AMU mission card does

not contain GPS waypoints. The XFER option, the cursor arrow options, and the GPS waypoint data are not displayed

until valid GPS waypoints have been uploaded from the DSU or the AMU mission card. An asterisk is displayed next

to the GPS waypoint data when there are no GPS waypoints. See Figure 23-3.

23.5.6 Built--In--Test Format

The GPS BIT reporting status can be inspected by selecting the BIT display format. In Radar and Night Attack

Aircraft the BIT display format is split into two displays, see Figure 23-4. The BIT1 format contains the weapon and

sensor subsystem BIT reporting and the BIT2 format contains the communication, identification, and navigation

subsystem BIT information.ThedefaultBIT displayformat atpower--up withweight--on--wheels istheBIT2display

format. The GPS BIT reporting information, found on the BIT2 format, includes receiver, battery, velocity, and

communication status. With H4.0, the BIT format also reports GPS antenna status. The GPS can only be placed into

initiated BIT with weight--on--wheels by selecting the GPS pushbutton option. The GPS option is not available with

weight--off--wheels.

Figure 23-3. GPS Failure and GPS Waypoints Not Present (OMNI 7.1 and C1+ page shown)

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Figure 23-4. GPS Bit (C1+ BIT page shown)

23.5.6.1 GPS BIT Reporting Status

GPS Asterisk (*) -- GPS MAGR present but not communicating.

GPS Off -- GPS MAGR not present or power off to it.

GPS 1 -- GPS Receiver Fail.

GPS 2 -- GPS Battery Fail.

GPS 3 -- Velocity Reasonableness Test Failure.

GPS 4 -- GPS Antenna Fail (H4.0 only).

GPS DSEL -- GPS was deselected as the position keeping source during the last flight because GPS data did

not meet quality/sanity checks.

23.6

POSITION KEEPING

23.6.1 Aircraft Without GPS

There are two methods of maintaining aircraft present position. INS, which is the primary mode, uses inertial

velocities and true heading to maintain present position. ADC position keeping uses true airspeed, magnetic heading,

attitude, angle of attack, and pilot entered wind data to keep track of present position. The system automatically

initializes toINS positionkeeping. Thisis indicatedby theDGD/INS nomenclatureabovethelowerrightpushbutton

ontheEHSI/EHSDdisplay.IfADCpositionkeepingisdesired,thepushbuttonshould bepressed todeselect theINS.

Also, if the INS velocities are not valid while in INS position keeping, the system automatically reverts to the ADC

position keeping mode. When DGD/ADC is selected or reverted to filtered values of ADC true airspeed (TAS) and

ADC AOA are used to determine all velocities, and therefore the velocity vector position on the HUD. On radar

aircraft INS velocities can be updated using the precision velocity update mode (PVU) of the radar. Refer to

A1--AV8BB--TAC--000.

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23.6.2 Aircraft With GPS

Therearethreesources formaintaining aircraft present position. Thethree sources in orderof priority are: INS, GPS,

and ADC. The position keeping mode legend on the EHSD (i.e., POS/INS) identifies the navigation sensor that is

used to determine aircraft present position. The aircraft position keeping source is pilot selectable by scrolling the

pushbutton option on the bottom right of the EHSD display (and also on the EW, STRS, FLIR, DMT and Maverick

display formats when in A/G master mode only). At power--up, the aircraft will initialize to ADC position keeping.

When the GPS completes initialization, the position keeping mode will automatically upgrade from ADC to GPS.

When the INS present position becomes valid, the position keeping mode will automatically upgrade from either

ADC or GPS to INS. The MC will automatically upgrade to the best available position keeping mode when the better

mode becomes available for the first time following aircraft power--up with weight--on--wheels. The MC also

degrades to the next best available position keeping source in the event the current source is deemed erroneous or

unavailable. The position keeping mode is selectable independent of the navigation system coupling mode

(tightly--coupled or loosely--coupled), with one exception that ADC position keeping is not allowed in a

tightly--coupled mode (INS and GPS valid). The navigation system coupling mode, which controls the interface

between the GPS and INS, is pilot selectable using the INS mode select switch.

23.6.2.1 Navigation System Coupling Modes

Selecting IFA on the INS mode select switch causes the navigation system to enter into tightly--coupled mode.

Whenever the navigation system is in tightly--coupled mode, the POS legend will appear as part of the position

keeping mode legend (i.e., POS/INS or POS/GPS).

Tightly--coupled refers to a navigation system in which the GPS is aided by ADC and INS data and continually returns

corrections to the INS platform. The aiding data permits the GPS to keep satellite lock and to stabilize the internal

Kalman filter. The platform correction data provides the INS with data it can use to better estimate its internal platform

errors. A tightly--coupled mode is accessible when: (1) an INS with GPS compatible software is installed in the

aircraft, (2) GPS navigation data is valid, and (3) the INS is in either in--flight align mode or aided navigation mode.

Loosely--coupled refers to a navigation system in which the GPS is aided by an external source, but the GPS does

not continually provide corrections to the INS platform. Selection of free inertial navigation mode, NAV on the INS

mode select knob, causes the navigation system to enter into loosely--coupled mode. In loosely--coupled mode, the

INS is not aided by the GPS. Whenever the navigation system is in loosely--coupled or uncoupled mode the DGD

(degraded) legend will appear as part of the position keeping mode legend (i.e., DGD/INS, DGD/GPS or DGD/ADC).

An uncoupled mode is not selectable by the pilot and is only entered when the INS and ADC, and/or GPS are not

providing valid data.

A complete list of definitions of the combinations of navigation system coupling and position keeping modes is given

below:

1. POS/INS -- Indicates a tightly--coupled navigation system in which the INS is being used as the position

keeping source.

2. POS/GPS -- Indicates a tightly--coupled navigation system in which the GPS is being used as the position

keeping source.

3. POS/ADC -- Not a possible configuration.

IFA

4. POS/INS -- Indicates a tightly--coupled navigation system in which the INS is being used as the position

keeping source. The INS is currently being aligned inflight using GPS data. (This legend will appear in the

final stages of an INS in--flight alignment.)

IFA

5. POS/GPS -- Indicates a tightly--coupled navigation system in which the GPS is being used as the position

keeping source. The INS is currently being aligned in--flight using GPS data. (This legend will appear in the

initial stages of an INS in--flight alignment.)

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A1-AV8BB--NFM--000

IFA

6. POS/ADC -- Not a possible configuration.

7. DGD/INS -- Indicates a loosely--coupled/uncoupled navigation system in which the INS is being used as the

position keeping source.

8. DGD/GPS -- Indicates a loosely--coupled/uncoupled navigation system in which the GPS is being used as the

position keeping source.

9. DGD/ADC -- Indicates a loosely--coupled/uncoupled navigation system in which the ADC is being used as

the position keeping source.

10. DGD/blank -- Indicates that the navigation system does not have a valid position keeping source. (This mode

is not pilot selectable).

In summary:

1. POS -- Indicates the INS is automatically updated by GPS data. No manual updates are required.

2. DGD -- Indicates the INS is not automatically updated by the GPS. Manual updates are required to limit

navigation system errors and INS drift.

23.6.3 Velocity Reasonableness Test

Like the position keeping source, the aircraft velocity source (used for navigation and weapon delivery calculations)

is automatically selected by the MC and is based on the best available velocity source. The three sources of aircraft

velocity data are, in order of priority, INS, GPS, and ADC. The MC automatically upgrades to the best available

velocity source when the better source becomes available. The MC also degrades to the next best available velocity

source in the event the current source is unavailable or deemed erroneous by the velocity reasonableness tests. Delta

terms are added to aircraft velocity to provide a smooth transition during degradation from using INS to GPS as the

velocity source. The choice of velocity source is independent of the navigation system coupling and position keeping

mode,with theexception ofADC positionkeeping mode.When ADCposition keepingis selectedand thenavigation

system is loosely--coupled, the ADC is used as the velocity source.

There are three different velocity reasonableness tests: INS vs GPS, INS vs ADC, and GPS vs ADC. For the INS

vs GPS velocity reasonableness test to pass, the difference between the INS velocity and the GPS velocity must be

20 ft/s or less. For the INS vs ADC or GPS vs ADC tests to pass the difference between the INS or GPS velocity and

ADC true airspeed must be less than a threshold value for wind magnitude. The threshold value value for wind

magnitude is altitude dependent. The INS vs GPS velocity reasonableness test must not pass for 5 seconds to be

considered failed, and likewise; it must pass for 5 seconds to be considered passed. Both the INS vs ADC and the

GPS vs ADC velocity reasonableness tests must not pass for 3 seconds to be considered failed, and likewise; they

must pass for 3 seconds to be considered passed.

The best velocity source is indeterminate or unresolved if: 1) all three velocity reasonableness tests fail; 2) the INS

velocity is invalid and the GPS vs ADC velocity reasonableness test fails; 3) the GPS velocity is invalid and the INS

vs ADC velocity reasonableness test fails; or 4) the ADC velocity is invalid and the INS vs GPS velocity

reasonableness tests failed. In the event the best velocity source is indeterminate, the velocity source is tied to the

aircraft position keeping source selected by the pilot and VEL? appears above the current position keeping source

selected by the pilot. The system automatically degrades to DGD/ADC position keeping source if DGD/ADC is a

valid position keeping source.

The pilot is notified as to which velocity sources failed the velocity reasonableness tests on the BIT page. Whenever

the INS fails both of its velocity reasonableness tests, a code of 2 is displayed in the INS BIT codes on the BIT page.

In addition, the INS caution light on the caution/advisory light panel is lit. The INS caution light is also lit whenever

the INS experiences BIT failures or the horizontal velocity from the INS is invalid. A code of 3 is displayed in the

GPS BIT codes whenever theGPS fails both ofits velocity reasonableness tests. A codeof 7 is displayed in theADC

BIT codes whenever the ADC fails both of its corresponding velocity reasonableness tests. These BIT codes are for

pilot information only and are not maintenance issues.

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A1-AV8BB--NFM--000

Note

While weight--on--wheels, all velocity reasonableness tests are automatic-

ally passed, therefore the BIT failures and VEL? are never displayed while

weight--on--wheels.

23.7

TACAN SYSTEM

The TACAN system gives precise bearing and/or slant range distance to a TACAN ground station or suitably

equipped aircraft. The TACAN system is limited to line of sight range which depends upon aircraft altitude. The

maximum operating range is 390 nautical miles when the selected TACAN station is a surface beacon and 200

nautical miles when the selected TACAN beacon is airborne beacon. The aircraft receives a three letter audio station

signal to identify thebeacon being received. When operating in conjunction with aircraft having air--to--aircapability

theA/A T/R modeprovides thesameas A/A REC mode. Additionally, it indicates lineofsight distanceto thenearest

complementary aircraft and transponds up to five complementary aircraft interrogations. A/A REC mode indicates

bearing to a suitable equipped aircraft (AWACS, KC 10, etc.).

23.7.1 TACAN Controls and Indicators

The controls and indicators for TACAN operation are on the UFC, ODU, DDI, ACNIP, and on TAV--8B and Day

Attack aircraft the HSI. See Figure 23-5.

23.7.1.1 Upfront Control

The pushbuttons and indicators on this control that are used for TACAN operation and display are the TACAN

function selector pushbutton (labeled TCN), the ON/OFF selector pushbutton, the EMCON pushbutton, the

pushbutton keyboard, and scratch pad.

23.7.1.1.1 TACAN Function Selector Pushbutton

Pressing the TCN pushbutton enables TACAN options to be displayed on the option display windows, enables the

TACAN status window on the scratch pad to ON, if TACAN is enabled, and allows the TACAN channel number to

be displayed on the scratch pad when entered on the keyboard.

23.7.1.1.2 On/Off Selector Pushbutton

Pressing this pushbutton turns the TACAN system on or off after first pressing the function selector pushbutton.

23.7.1.1.3 Emission Control

Selecting EMCON puts the TACAN in a non--transmitting mode by switching the system to a receive mode if it is

in the transmit/receive mode. At the same time, option displays 1 through 5 on the ODU are first blanked when

EMCON is selected, then option 1 displays :EMCN. A colon appears to the left of the option to indicate selection.

When the pushbutton is pressed again, deselecting EMCON returns the TACAN to its previous operating mode.

23.7.1.2 Option Display Unit

The pushbuttons and indicators on the ODU used for TACAN operation and display are the option select pushbuttons

and the option display windows.

23.7.1.2.1 Option Select Pushbuttons

The option select pushbuttons are numbered downward 1, 2, and 3 on the right side, and 4 and 5 on the left side. These

pushbuttons select the TACAN mode of operation. When TACAN is enabled, a colon appears to the left of the option

display windows to indicate the last mode and channel selection.

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A1-AV8BB--NFM--000

1. Option 1. Selecting the :T/R option commands the TACAN Receiver--Transmitter (R/T) to operate in that

mode. Air--to--ground range and bearing information is provided by the R/T for display on the DDI

(EHSI/EHSD display), the HUD, and on TAV--8B and Day Attack aircraft the HSI. When :T/R is selected

range and bearing information is provided by a ground station, when :A/A is selected range and bearing is

provided by another aircraft.

2. Option 2. Selecting the :RCV option commands the TACAN R/T to operate in the air--to--ground receive mode.

Bearing information is provided by the receiver for display on the DDI (EHSI/EHSD display), the HUD and

on TAV--8B and Day Attack aircraft the HSI. The T/R and RCV options aremutually exclusive. In RCV mode

only bearing (not range) is provided by the ground station.

3. Option 3. Selecting the:A/A option commands theTACAN R/T to operatein theair--to--air mode. In A/A T/R

modedistanceinformationisprovidedfordisplay ontheDDI(EHSI/EHSD display),and onTAV--8B andDay

Attack aircraft the HSI. Bearing to a suitably equipped cooperating aircraft (AWACS, KC--10, etc.) is also

displayed on the EHSI/EHSD display and on TAV--8B and Day Attack aircraft the HSI. In A/A T/R mode the

TACAN R/T transmits a distance replay to an interrogating aircraft. Selecting :A/A again displays :PROX in

window 3 and enables A/A TACAN proximity warning. To disable A/A TACAN select :PROX in window

3. Deselecting A/A causes the TACAN to operate in the air--to--ground mode.

4. Option 4. Pressing this pushbutton selects either X or Y channel for R/T operation. The channel number may

be entered on the keyboard. Successive pressing of the pushbutton alternates between the X and Y channels.

5. Option 5. Pressing theTONE pushbutton allows theTACAN identification tonetobeturnedon oroff. Acolon

appears on the left side of the option display window when the tone is enabled.

23.7.1.3 DDI

For TACAN operation, pressing the TCN pushbutton on the DDI turns the TACAN on, if not on, and enables steering

data from the digital computer to be displayed on the EHSI/EHSD display on the DDI and the HUD. The symbols,

pointers and displays which appear on the DDI are the aircraft symbol, TACAN station symbol, TACAN bearing

pointer, TACAN course pointer and various digital TACAN displays. See Figure 23-6. The aircraft symbol represents

the aircraft position and the TACAN symbol represents the TACAN station position. The TACAN bearing pointer

indicates the bearing to the selected TACAN station. The TACAN course pointer indicates the course to/from the

selected TACAN station. The digital TACAN displays which appear on the DDI are the range, bearing, and

time--to--go to the station.

23.7.1.4 TACAN Volume Control

The volume control for the TACAN identification tone (when tone is enabled) is on the ACNIP. The control used

for TACAN volume is the outer knob (AUX).

23.7.1.5 Course Set Control (TAV--8B and Day Attack)

Thecourseset knob on theHSIonthemaininstrument panelis usedto setacourseforsteeringto orfrom theTACAN

station.

CAUTION

The course line displayed on the EHSI/EHSD and the course in the course

selector window of the HSI is not necessarily the same. The bearing

displayed in the course line data block in the lower right corner of the

EHSI/EHSD and the course line displayed on the EHSI/EHSD should be

used instead of the bearing in the course selector window of the HSI. See

Figure 23-6.

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A1-AV8BB--NFM--000

23.7.1.6 Course Set Switch (Radar and Night Attack Aircraft)

The course set switch is on the CRS panel assembly on the main instrument panel (see Figure 23-5). This switch is

used to set a course for steering to or from the TACAN station when TACAN steering is selected. Holding theswitch

to the right slews the course arrow in a cw rotation, to the left a ccw rotation.

23.7.2 TACAN BIT Checks

To perform an initiated TACAN BIT check, press the BIT pushbutton on the DDI menu display to initiate a BIT

display. Press the CNI pushbutton and the word TEST appears next to TCN. After about 25 seconds the word TEST

disappears. If a number one then appears next to TCN the TACAN has failed the BIT check. If the space next to TCN

remains blank the TACAN has checked good.

23.7.3 TACAN and TACAN Offset Data

The pilot has the option of programming an offset for the selected TACAN station. TACAN offsets can be utilized

for area navigation on cross country flights. This allows the aircraft to fly a great circle route between two distant

points when the appropriate TACAN stations are not geographically located along the direct line of flight.

23.7.4 TACAN Data Entry

TACAN station data is stored for five TACAN stations. TACAN channel, position, elevation, and magnetic variation

are stored in the mission computer for use in updating the INS. Navigation can not be performed using the stored

TACAN information. On the DDI, press the EHSI/EHSD and then the DATA pushbutton. The WYPT data is

displayed. Press the TCN pushbutton and the DDI shows the TACAN data display. Pressing the down arrow or up

arrow pushbutton changes the TACAN station number (0 through 4). The option display unit and the upfront control

are used to manually enter TACAN data, as follows:

On the option display unit, press the CH X or CH Y (channel) option pushbutton.

A colon appears to the left of the option display window. If X is displayed, press CH X pushbutton again and

Y is displayed.

Type desired new channel on keyboard, then press ENT. Channel number appears on scratch pad.

Press POS (position) option pushbutton.

A colon appears to the left of the option display window. Stored latitude of selected TACAN channel is dis-

played.

Type N or S on keyboard, then type desired new latitude and press ENT.

If N093105 is typed, the scratch pad blanks momentarily and then displays N 09°31’05’’. Six numerics must

be entered for a degrees--minutes--seconds entry. The TACAN latitude may be entered to the thousandth of a

minute. IfN0931.083 is typed, thescratch pad blanks momentarily and then displays N 09°31.083’. A minim-

um of four numerics must be entered before the system will accept the entry.

Press POS option pushbutton.

A colon appears to the left of the option display window. Stored longitude of selected TACAN channel is dis-

played.

Type E or W on keyboard, then type desired longitude and press ENT.

Scratch pad blanks momentarily and then displays new longitude. Seven numerics must be entered for a de-

grees--minutes--seconds entry. The TACAN longitude may be entered to the thousandth of a minute. A minim-

um of five numerics must be entered before the system will accept the entry.

ORIGINAL

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A1-AV8BB--NFM--000

7. Press ELEV option pushbutton.

A colon appears to the left of the option display window. Stored elevation of the selected TACAN channel is

displayed.

8. Type elevation in feet, then press ENT.

Elevation display blanks momentarily on scratch pad and then new elevation is displayed.

9. Press MVAR option pushbutton.

A colon appears to the left of the option display window. Stored magnetic variation of the selected TACAN

channel is displayed. If there is no stored magnetic variation for the selected TACAN then the scratch pad will

be blank.

10. Type E or W and two digits, then ENT.

Magnetic variation display blanks momentarily on scratch pad, then new magnetic variation is displayed. The

magnetic variation must always be typed as 2 digits. For 9° east type E 09. With H4.0, it is possible to enter

the magnetic variation to the nearest tenth of a degree.

23.7.5 TACAN Offset Data Entry

The selected TACAN has an associated offset capability. TACAN selection on the DDI EHSI/EHSD display changes

the waypoint offset (WO/S) option legend to the TACAN offset (TO/S) option legend. Selecting the TO/S option

boxes the legend and displays the currently selected TACAN offset on the DDI within the compass rose, changes the

waypoint data block to reflect current TACAN offset data, and displays the TACAN offset bearing and range options

on the ODU. The BRG (bearing) option initializes selected (cued) and the last entered value is displayed on the scratch

pad. The TO/S options are mutually exclusive with respect to UFC usage. Selecting an option on the ODU

automatically deselects the current option. The new selection is cued and the last entered data is displayed on the

scratch pad. The pilot enters TACAN offset data in terms of bearing and range from the associated TACAN. TACAN

offset data entry is as follows:

1. On the option display unit, press the BRG (bearing) option pushbutton.

A colon appears to the left of the option display window.

2. Type bearing in degrees magnetic, then press ENT.

Enter bearing in increments of 0.01°. Entry of leading zeroes is not required.

3. On the option display unit, press the RNG (range) option pushbutton.

A colon appears to the left of the option display window.

4. Type range in nautical miles , then press ENT.

Entries up to 999.999 nautical miles with 0.001 precision may be entered.

23.7.6 TACAN Steering

In TACAN steering, the pilot’s display shows the aircraft’s situation relative to the TACAN station. TACAN steering

is selected by pressing the TCN pushbutton on the EHSI/EHSD display. When TACAN steering is selected, the

TACAN option is boxed (see Figure 23-7) and the commanded heading marker (bug) on the HUD heading scale

shows relative bearing. The heading bug is corrected for drift. DME slant range is shown on the bottom right of the

HUD display. The bearing to the station is indicated by the pointer outside the compass rose. A digital readout of

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ORIGINAL

A1-AV8BB--NFM--000

bearing and distance to the station is provided in the upper left corner of the EHSI/EHSD display. Time to go to the

stationinminutesandsecondsisprovided underthebearingand distance.Oncetheheading bugis positionedstraight

ahead, heading is maintained to fly directly to the TACAN station.

The mission computer uses the elevation and magnetic variation from the stored TACAN information to calculate

the position of the TACAN station on the EHSI/EHSD page and the steering information on the EHSI/EHSD page

and HUD. If the information for the selected TACAN is not stored in the mission computer, a default elevation of

0 FT MSL and the aircraft’s current magnetic variation are used instead.

CAUTION

The mission computer uses the TACAN channel to search for the stored

information, instead of the unique three letter station ID. It is possible that

the system can mistakenly use the elevation and magnetic variation

belonging to a different TACAN station that happens to use the same

channel number as the currently selected TACAN. An incorrect stored

magnetic variation will result in erroneous TACAN steering information.

To fly a selected course to or from a TACAN station, the course is set in with the course set knob on the HSI (TAV--8B

and Day Attack aircraft) or course set switch (Radar and Night Attack aircraft). The course appears on the bottom

right of the EHSI/EHSD display. A course line also appears on the display. The course line’s rate of movement is

used to anticipate when to turn to intercept the course.

CAUTION

In the TAV--8B and Day Attack aircraft, the course line displayed on the

EHSI/EHSD and the course in the course selector window of the HSI is not

necessarily the same. The bearing displayed in the course line data block

in the lower right corner of the EHSI/EHSD and the course line displayed

on the EHSI/EHSD should be used instead of the bearing in the course

selector window of the HSI. See Figure 23-6.

23.7.7 TACAN Offset Steering

TACAN offset steering (see Figure 23-7) may be used to steer to or away from an offset selected from any TACAN

station. The associated TACAN must be in the T/R mode and the aircraft operating in the NAV or V/STOL master

mode. TACAN offset steering is selected in the same manner as TACAN steering except that TO/S option must be

selected after selecting TCN. After selecting TO/S, enter the bearing and range of the offset from the TACAN station

selected. When TO/S is boxed, the TACAN bearing pointer stays on the bearing of the selected TACAN station, the

offset bearing pointer rotates around the inside of the compass rose to the bearing of the TO/S from the aircraft. The

waypoint data in the upper right corner of the EHSI/EHSD display changes to reflect TO/S data for the TACAN

stationselected. AcoursetotheTACANoffset maybeselectedin thesamemanneras describedforTACANsteering.

When TACAN offset steering is selected a bearing bug is displayed on the HUD. Ground range to the offset in nautical

miles is indicated next to the TO/S legend on the HUD. If EMCON is selected, TACAN offset data is removed from

the HUD and EHSI/EHSD display.

23.7.8 TACAN Cone of Confusion (H4.0 Only)

The TACAN steering data on the EHSD page is displayed using green symbology during the initial power up BIT

and anytime the aircraft calculates that it is within a 60 degree half angle cone (from the vertical) positioned at the

calculated TACAN position. A green CC legend also appears next to the TACAN range in the TACAN steering block.

ORIGINAL

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A1-AV8BB--NFM--000

23.8

ALL WEATHER LANDING SYSTEM

The all weather landing system (AWLS) provides the aircraft with steering information to fly a selected glideslope

and localizer. The AWLS operates in conjunction with a ground system which provides azimuth and elevation angle

information along with range derived from TACAN DME. AWLS steering provides situation steering displays on

the HUD, representing aircraft position to maintain the localizer and selected glideslope. The azimuth steering bar

is displayed when the azimuth signal is valid. The elevation steering bar is displayed only when both elevation and

azimuth signals are valid. DME range is displayed when valid TACAN signals are present. Azimuth and elevation

offsets can be entered by the pilot if required to offset the steering signals to a station offset.

An obstacle clearance warning is provided when the aircraft descends below a predetermined elevation angle set on

thegroundstation.WhentheAWLSsensesit isat orbelow theobstacleclearanceangle, theelevation baron theHUD

flashes at a 2 Hz rate. On AV--8B 161573 through 163518, TAV--8B 162747 through 163207, in addition, when the

obstacle clearance region is first entered a warning tone is generated for 3 seconds. The warning consists of a 1000

Hz tone pulsed at a 1 Hz rate (same as radar altimeter LAW tone). On AV--8B 163519 and up, TAV--8B 163856 and

up, an OBSTACLE, OBSTACLE voice warning is provided in conjunction with the flashing elevation bar on the

HUD.

23.8.1 Controls and Indicators

Controls and indicators for the AWLS include the upfront control, the option display unit, the DDI, and the HUD

(see Figure 23-8).

23.8.1.1 Upfront Control

The pushbuttons and indicators on this control that are used for AWLS operation and display are the AWLS function

selector pushbutton (labeled AWL), the on/off selector pushbutton, the pushbutton keyboard, and the scratch pad.

23.8.1.1.1 AWLS Function Selector Pushbutton

Pressing the AWL pushbutton enables AWLS and displays the options associated with the AWLS system on the

ODU. The AWLS system will initialize on an AWLS channel and display the previously entered channel on the

scratch pad.

23.8.1.1.2 On/Off Selector Pushbutton

Pressing this pushbutton turns AWLS on or off after first pressing the AWLS function selector pushbutton. When

AWLS is first turned ON, the system goes through a 10 second warm--up and is commanded by the MC to perform

an AWLS BIT (15 seconds). Selection of AWLS on the DDIs EHSI/EHSD display also turns on the system.

23.8.1.2 Option Display Unit

The pushbuttons and indicators on this panel are the option select pushbuttons and the option display windows.

23.8.1.2.1 Option Select Pushbuttons

The option select pushbuttons are numbered downward 1, 2, and 3 on the right side, and 4 and 5 on the left side. A

colon displayed on the left side of an option display window indicates that option has been selected on the pushbutton.

1. Option 1. Displays the current AWLS ground station channel (CH 1 through 20). When the option is enabled,

the channel number appears on the scratch pad and the keyboard can be used to change channel number.

2. Option 2. Displays the letters GS. When the option is enabled, the scratch pad also displays the current

glideslope and allows the keyboard to be used to change glideslope (2° to 6° with resolution to 0.1°).

3. Option 3. Displays the letters AZ (Azimuth). When the AZ option is selected, the scratch pad displays the

current azimuth offset and the keyboard can be used to change the value. Azimuth offsets up to ±310 feet in

1 foot increments can be entered. Minus numbers mean centerline of runway is left of AWLS station and

positive numbers mean centerline of runway is right of the AWLS station. Zero is a valid azimuth offset entry.

ORIGINAL

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4. Option 4. Displays the letters :TCNX or :TCNY. Successive pressing of the option 4 pushbutton alternates X

and Y and displays the TACAN channel number on the scratch pad and current X and Y selection in window

5. Option 5. Displays the letters EL (Elevation). When the EL option is selected, the scratch pad displays the

current elevation offset and the keyboard can be used to change the value. Elevation offsets up to 31 feet in

1--foot increments can be entered. Zero is a valid azimuth or elevation offset entry. Offsets are automatically

zeroed upon changing AWLS stations.

23.8.1.3 DDI

If the DDI does not have a menu displayed, press the menu pushbutton. Then press the EHSI/EHSD pushbutton to

obtain an EHSI/EHSD display. On the display, press the AWLS pushbutton and AWLS is displayed in a box (see

Figure23-9).AWLSsteeringmodeisnowselectedandtheAWLSdisplayisseenontheHUDifintheguidancebeam.

Selection of the AWLS steering mode activates the AWLS and the TACAN, and tunes the TACAN to the preselected

channel. Selection of AWLS also deselects any other steering mode.

To prevent the TACAN from remaining in the channel associated with AWLS steering after AWLS steering

deselection, the TACAN channel prior to selecting AWLS steering is automatically saved. This TACAN channel is

restored when AWLS steering is deselected.

TAV-8B WITH OMNI 7.1 AND

RADAR AND NIGHT ATTACK

DAY ATTACK AIRCRAFT

AIRCRAFT WITH C1+

Figure 23-9. AWLS DDI Steering Displays

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ORIGINAL

A1-AV8BB--NFM--000

23.8.1.4 HUD

TACAN or waypoint steering can be initially selected by the pilot until the 40° wide and 20° high guidance beam

is intercepted, at which time the pilot can select AWLS steering. When the beam is acquired, a vertical azimuth

steering bar and a horizontal elevation steering bar are displayed (see Figure 23-10). Both bars are referenced to the

velocity vector in the NAV mode and to the vertical flightpath symbol in the VSTOL mode. The azimuth bar

represents aircraft azimuth angle from the localizer and the horizontal bar represents elevation angle from glideslope.

Full deflection of the steering bars on the HUD represents ±2° for elevation and ±6° for azimuth. Azimuth steering

reference marks are provided adjacent to the velocity vector/vertical flightpath symbol when the AWLS steering

mode is selected. The reference markers denote 3° and 6° steering deviation (left and right).

The OFST (offset) legend appears when the azimuth and elevation steering bars are referenced to a station offset. If

the TACAN DME or offset data becomes invalid, the OFST legend is removed and steering reverts to beam

centerline.

Glideslope angles of less than 2° or in excess of6° should not beused. Thepilot must keep theelevation barcentered

on the velocity vector to fly the selected glideslope.

23.8.2 AWLS BIT Check

To perform an initiated AWLS BIT check, press the BIT pushbutton on the DDI menu display to initiate a BIT display.

Press the CNI pushbutton and the word TEST appears next to AWLS. After approximately 15 seconds the word TEST

disappears. If a number then appears next to AWLS the system has failed the BIT check. If the space next to AWLS

remains blank the system has checked good. AWLS initiated BIT is commanded automatically when AWLS power

is turned on.

23.9

NAVIGATION CONTROLS AND INDICATORS

The symbols and digital readouts that normally appear on the DDI display (see Figure 23-11 through Figure 23-14)

are discussed below. Targetpoints and the EW page are only available with H4.0.

23.9.1 Aircraft Symbol

The aircraft symbol represents the position of the aircraft.

23.9.2 Bearing Pointer

The bearing pointer indicates bearing to the selected waypoint, markpoint, targetpoint, waypoint/markpoint offset

or TACAN offset. With C1+, the bearing pointer does not indicate bearing to the TACAN offset.

23.9.3 Waypoint, Markpoint or Targetpoint Location Symbol

A circle represents the location of the selected waypoint or markpoint. With H4.0, triangles represent the location

ofalltargetpoints(exceptT0)currently withinthecompassrose, notjust theselected targetpoint.Small numbersnext

to each triangle identify the targetpoints.

23.9.4 Bearing (Upper Right Digital Readout)

This readout indicates the bearing to the selected waypoint, markpoint, targetpoint, waypoint/markpoint offset,

TACAN offset, or designated point. With C1+, the bearing does not indicate bearing to the TACAN offset.

23.9.5 Range (Upper Right Digital Readout)

This readout indicates theground rangeto theselected waypoint, markpoint, targetpoint, waypoint/markpoint offset,

TACAN offset, or designated point. With C1+, the range does not indicate ground range to the TACAN offset.

23.9.6 Time--to--Go (Upper Right Digital Readout)

This readout indicates the time--to--go to the selected waypoint, markpoint, targetpoint, waypoint/markpoint offset,

TACAN offset, or designated point. With C1+, the time--to--go does not indicate time--to--go to the TACAN offset.

ORIGINAL

23-32

A1-AV8BB--NFM--000

CHRT

ONLY AVAILABLE IN RADAR AND

NIGHT ATTACK AIRCRAFT WITH

TAMMAC. AVAILABLE OPTIONS ARE

CHRT, DTED, AND CIB.

OVERLAY RADAR PUSHBUTTON

HERE FOR RADAR AIRCRAFT ONLY.

Figure 23-14. EHSD MAPM Option (H4.0)

23.9.7 Ground Track (Digital Readout) and Ground Track Pointer

This pointer indicates the aircraft true ground track. On Radar and Night Attack aircraft ground track is also a digital

readout. Trainer aircraft with H4.0 have a digital readout of ground track as well.

23.9.8 Ground Speed (Digital Readout)

This readout indicates ground speed.

23.9.9 Waypoint, Markpoint or Targetpoint Steering Pushbutton

This pushbutton selects waypoint (WYPT), markpoint (MK), or targetpoint steering for display on the HUD and on

TAV--8B and Day Attack aircraft, the HSI. When a targetpoint (other than T0) is selected, it is automatically

designated. It may be manually undesignated.

23.9.10 Up Arrow Pushbutton

This pushbutton, when depressed, selects the next waypoint, markpoint, or targetpoint as the steer--to--point for

display on the HUD. When this pushbutton is selected the WYPT option will box if not already boxed. With OMNI

7.1 and C1+ when waypoint 24 is reached, pressing this pushbutton selects markpoint 1. Likewise, when markpoint

3 is reached, pressing this pushbutton selects waypoint 0. With H4.0, the list of availablewaypoints, markpoints, and

targetpoints are limited to points that are not null. Therefore, when the last non--null waypoint is reached, pressing

this pushbutton selects waypoint 0, when the last non--null markpoint is reached, pressing this pushbutton selects

markpoint 0, and when the last non--null targetpoint is reached, pressing this pushbutton selects targetpoint 0. If route

steering is enabled, pressing this pushbutton selects the next point in the route or the first point in the route if the last

point was displayed. With H4.0, depressing this pushbutton for greater than 0.8 seconds causes the system to enter

the quick access mode. See paragraph 23.9.40 for a description of quick access.

23.9.11 # (Number)

This digital readout indicates the waypoint, markpoint, or targetpoint selected. Waypoints are represented by only

numbers. Markpoints are represented by numbers preceded by MK (OMNI 7.1 and C1+) or M (H4.0). Targetpoints

are represented by numbers preceded by T.

23-41

ORIGINAL

A1-AV8BB--NFM--000

23.9.12 Down Arrow Pushbutton

This pushbutton, when depressed, selects the previous waypoint, markpoint, or targetpoint as the steer--to--point for

display on the HUD. When this pushbutton is selected the WYPT option will box if not already boxed. With OMNI

7.1 and C1+ when waypoint 0 is reached, pressing this pushbutton selects markpoint 3. Likewise, when markpoint

1 is reached, pressing this pushbutton selects waypoint 24. With H4.0, the list of available waypoints, markpoints,

and targetpoints are limited to points that are not null. Therefore, when waypoint 0 is reached, pressing this

pushbutton selects the last non--null waypoint, when markpoint 0 is reached, pressing this pushbutton selects the last

non--null markpoint, and when targetpoint 0 is reached, pressing this pushbutton selects the last non--null targetpoint.

If route steering is enabled, pressing this pushbutton selects the previous point in the route or the last point in the route

if the first point was displayed. With H4.0, pressing this pushbutton for greater than 0.8 seconds causes the system

to enter the quick access mode. See paragraph 23.9.40 for a description of quick access.

23.9.13 WO/S or TO/S Pushbutton

Pressing the offset pushbutton commands the mission computer system to provide steering information to an offset

point from the selected waypoint, markpoint, or TACAN.

23.9.14 POS/ or DGD/ Pushbutton

This pushbutton indicates the data source that the mission computer system is using to compute the aircraft position

latitude and longitude. When pressed it scrolls the POS/ option or DGD/ option pushbutton legend. IFA appears

above this legend when the INS is being aligned inflight.

23.9.15 UPDT/PVU Pushbutton

Pressing this pushbutton provides an update (UPDT) option display on the coordinate data monitor, or a PVU. UPDT

is available only when the navigation system is not tightly--coupled, while PVU is only available on Radar aircraft

when the navigation system is tightly--coupled.

23.9.16 Data Pushbutton

Pressing this pushbutton provides the DATA option display.

23.9.17 TRUE Heading Pushbutton (TAV--8B with OMNI 7.1 and Day Attack Aircraft)

The TRUE pushbutton is located on the WYPT Data page. See Figure 23-16. Pressing this pushbutton selects true

heading for display. T legend appears in place of lubber line on EHSI display and a T appears above heading display

on HUD to indicate true heading displayed.

23.9.18 SCL Pushbutton (TAV--8B with OMNI 7.1 and Day Attack Aircraft)

Pressing this pushbutton decreases the scale once each time it is pressed. The scales displayed are 160, 80, 40, 20,

or10. Numbers indicatenautical miles from thetop to thebottom ofthedisplay. Symbology representing waypoints,

markpoints, waypoint/markpoint offsets, TACAN stations and TACAN offsets must be within selected scale range

to appearon display. Thereis an AUTO scaling option which appears afterthe10 milescale. When AUTO is selected

the EHSI scale changes based on sensor mode, steering selection, and TACAN, waypoint, mark, and waypoint, mark,

or TACAN offset ranges.

23.9.19 SCL Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Pressing this pushbutton decreases the scale once each time it is pressed. The scales displayed for the CHRT and

DTED (only availablein aircraft with TAMMAC installed) map types are100, 25, 13, or5 unless ZOOM is selected.

With ZOOM selected the displayed scales are 50, 13, 6, or 3. The scales displayed for the CIB (only available in

aircraft with TAMMAC installed) map type are 3 or 1 unless ZOOM is selected. With ZOOM selected the displayed

scales are 1 or 1. Numbers indicate the nautical miles from the top to the bottom of the display. Symbology

representing waypoints, markpoint, targetpoints, waypoint/markpoint offsets, TACAN stations and TACAN offsets

must be within selected scale range to appear on display. There is an AUTO scaling option which appears after the

ORIGINAL

23-42

A1-AV8BB--NFM--000

(or zoomed to 3) mile scale. When AUTO is selected the EHSD scale changes based on sensor mode, steering

selection, and TACAN, waypoint, markpoint, and waypoint, markpoint, or TACAN offset ranges. See Figure 23-15.

TheAUTO option is not availableontheDATApageorwhen theCIB maptypeisselected inaircraft withTAMMAC

installed. With TAMMAC installed, the SCL pushbutton works differently on the DATA page. The scales displayed

are 100, 25, 13, 5, 3, or 1 (or 50, 13, 6, 3, 1 or 1 if ZOOM is enabled) unless DTED is the selected map type. When

the map scale transitions from 5 to 3 (or 3 to 1 when ZOOM is enabled) the map type changes from CHRT to CIB.

When the map scale transitions from 1 to 100 (or 1 to 50 when ZOOM is enabled) the map type changes from CIB

to CHRT. This provides the pilot a way to quickly access the CIB map display while on the DATA page. If the map

type is DTED, the displayed scales on the DATA page are 100, 25, 13, or 5 (or 50, 13, 6, or 3 with ZOOM enabled).

CENTERED

DECENTERED

EW (H4.0 ONLY)

DISPLAY SCALE

ZOOM

SCALE

DOWN

100

8.0

16.0

6.0

4.0

9.0

8.0

18.0

3.0

6.75

1.6

4.5

3.2

9.0

1.2

3.38

1.8

3.6

1.35

Yes

4.0

8.0

3.0

Yes

2.0

4.5

4.0

9.0

1.5

3.38

Yes

0.8

2.25

1.6

4.5

0.6

1.69

Yes

0.9

1.8

0.68

Figure 23-15. Auto Scaling

23.9.20 Mark Number Pushbutton

If no designation exists, pressing the MK pushbutton stores aircraft present position as a markpoint. The source of

the altitude stored in the markpoint is dependent upon sensor validity at the time MK is depressed. With OMNI 7.1

and C1+ if RALT is valid, aircraft barometric altitude minus RALT is used. With H4.0 if RALT is valid, GPS altitude

minus RALT altitude is used if GPS is cued, otherwise aircraft barometric altitude minus RALT altitude is used. In

the absence of valid RALT, the altitude of the current steer to point is used. If a system designation exists with C1+

and H4.0, the calculated designation position is stored in the markpoint when the MK pushbutton is pressed. Only

3 markpoints (1--3)areavailablewithOMNI7.1and C1+.With H4.0,10 markpoints(0--9)areavailable. WithOMNI

7.1 and C1+, the system initializes the MK pushbutton to MK1 during initial power--up. With H4.0, the system

initializes the MK pushbutton to the markpoint number displayed during during the previous shut down (assuming

the MSC has not been reloaded, in which case the system initializes to MK0). Each time MK is depressed, position

and altitude data is written to the markpoint number displayed above the MK pushbutton, and the markpoint number

is incremented. If data exists in the markpoint displayed on the MK pushbutton, and the pushbutton is subsequently

depressed, the previously stored data is overwritten with current data.

23.9.21 Waypoint or Mark Offset Location Symbol

The symbol indicates relative location of the selected waypoint or mark offset.

23.9.22 TACAN Offset Location Symbol

The symbol indicates the relative location of the selected TACAN offset.

23-43

ORIGINAL

A1-AV8BB--NFM--000

23.9.23 SEQ Pushbutton (TAV--8B with OMNI 7.1 and Day Attack Aircraft)

The SEQ pushbutton is located on the WYPT and TCN Data pages. Pressing the pushbutton provides display of up

to five above and two below the currently selected waypoint if in the selected range scale (see Figures 23-16 and

23-17). Thenumbernext to thesmall waypoint circle indicates their associated waypoint number. Only thewaypoint

offset to the selected waypoint is displayed. If waypoint steering is selected, the steering and data block displayed

are to the selected waypoint. If one of the markpoints is currently selected, waypoints 23, 24, 0, 1, 2, 3, and 4 are

displayed if in the selected range scale. SEQ waypoint circles are not available on the DATA page format or in A/G

master mode.

23.9.24 NSEQ Pushbutton

(Located on the EHSI/EHSD page). Pressing this pushbutton enables nonsequential or sequential waypoint

navigation (see Figure 23-17). Refer to NTRP 3--22.4--AV8B to learn how to choose between sequential and

nonsequential routes. A programmed subset of waypoints are selected for navigation. Pressing the waypoint step

button or the waypoint increment button steps through each waypoint and offset in the sequential string, or steps

through each waypoint and offset in the ingress sequence and then step through each waypoint in the egress sequence.

With H4.0 only the offset to the terminal point in the sequential string or the terminal point of the ingress string of

a nonsequential route shall be included in a route. The button is not displayed, but the function is present in A/G

master mode. Waypoints, markpoints, and targetpoints are available for use in the NSEQ string with H4.0. A

targetpoint can be placed at the end of a sequential string with H4.0.

23.9.25 MAPM/EWM Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Pressing this pushbutton enables map menu pushbutton options. Options differ with different modes (CENTER,

DECENTER, EW (H4.0 only) and DATA). The legends EHSI, MAP, OL1/OL2, OVLY, N--UP, COLOR, ZOOM,

SCL/AUTO, TRAK, TRUE, and SEQ (also OLR on radar aircraft, LAR and TDB on aircraft with H4.0, and

CHRT/DTED/CIB in aircraft with TAMMAC installed) are displayed for 10 seconds and then return to the previous

display if no other pushbutton is pressed. Selecting or deselecting one of these functions restarts the 10 second timer

and enables display of these legends for another 10 seconds. A box displayed around the legend indicates the function

is enabled.

23.9.26 EHSI Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Selecting map menu (MAPM) on the centered or decentered EHSD display, any DATA display, or the EWM (with

H4.0) display enables the EHSI pushbutton legend. Selection of EHSI is independent for each MAPM. Pressing this

pushbutton on the Center, Decenter, or EW MAPM enables display of the compass rose, lubber line and T legend,

ground track pointer, waypoint and waypoint offset, TACAN and TACAN offset and target (with H4.0) bearing

pointers on the Center, Decenter and EW page. Pressing this pushbutton on the WYPT or TCN Data MAPM enables

display of the compass rose, lubber line and T legend, and aircraft symbol on the WYPT and TCN Data pages.

Pressing this pushbutton on the A/C Data MAPM enables display of the compass rose, and lubber line and T legend

on the A/C Data pages. When enabled the EHSI legend is boxed.

23.9.27 MAP Pushbutton (Radar and Night Attack Aircraft)

Pressing this pushbutton enables display of map video if location is covered by map and if map scene is ready for

display. When enabled MAP legend is boxed. Selection of MAP is independent for each MAPM. Although this

option is available in TAV--8B with H4.0 it is non--functional without a DMS.

23.9.28 OL1 Pushbutton (Radar and Night Attack Aircraft)

Pressing this pushbutton enables display of overlay 1. Selection of OL1 is independent for each MAPM. When

enabled OL1 legend is boxed. Although this option is available in TAV--8B with H4.0 it is nonfunctional without

a DMS.

ORIGINAL

23-44

A1-AV8BB--NFM--000

23.9.29 OL2/OVLY Pushbutton (Radar and Night Attack Aircraft)

OL2 or OVLY is dependent on NSEQ selection. Pressing OL2 (NSEQ not boxed) pushbutton enables display of

overlay 2. When enabled OL2 legend is boxed. Pressing OVLY (NSEQ boxed) pushbutton enables the nonsequential

programmed ingress/egress route lines or the sequential route lines. When enabled OVLY is boxed. Selection of

OL2/OVLY is independent for each MAPM. Although this option is available in TAV--8B with H4.0 it is

non--functional without a DMS.

23.9.30 N--UP Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Pressing this pushbutton selects north--up or track--up mode. When N--UP legend is boxed north--up mode is enabled,

else track--up mode is enabled. Selection of N--UP is independent for each MAPM. N--UP legend is not displayed

in decenter mode or on the EW page.

23.9.31 ZOOM Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Magnifies map display by two. When selected ZOOM legend is boxed and Z legend is displayed next to SCL legend.

Selection of ZOOM is independent for each MAPM.

23.9.32 SCL Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Pressing this pushbutton selects the default map scale for the top--level page (CENTER, DECENTER, EW (with

H4.0) and DATA). The default map scale is the map scale that will be selected when first entering the corresponding

top--level page. Selection of SCL is independent for each MAPM. Pressing this pushbutton decreases the scale once

each time it is pressed. The scales displayed are 100, 25, 13, 5, and AUTO unless ZOOM is selected or the map type

is CIB. The scales displayed for the CIB map type (only available in aircraft with TAMMAC installed) are 3 and 1

unless ZOOM is selected. With ZOOM selected the displayed scales are 50, 13, 6, 3, and AUTO. The scales displayed

for the CIB map type with ZOOM enabled are 1 and 1. The AUTO option is not available on the DATA MAPM page.

With TAMMAC installed, the SCL pushbutton works differently on the DATA MAPM page. The scales displayed

are 100, 25, 13, 5, 3, and 1 (or 50, 13, 6, 3, 1 and 1 if ZOOM is enabled) unless the selected map type is DTED. When

the map scale transitions from 5 to 3 (or 3 to 1 when ZOOM is enabled) the map type changes from CHRT to CIB.

When the map scale transitions from 1 to 100 (or 1 to 50 when ZOOM is enabled) the map type changes from CIB

to CHRT. If the map type is DTED, the displayed scales on the DATA MAPM page are 100, 25, 13, and 5 (or 50,

13, 6, and 3 with ZOOM enabled).

23.9.33 TRAK Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Pressing this pushbutton enables display of ground track line. When selected TRAK legend is boxed. TRAK legend

not displayed in DATA mode. Selection of TRAK is independent for each MAPM.

23.9.34 TRUE Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

When selected the system uses true heading to compute the orientation of the compass rose, aircraft symbol, ground

track pointer, map heading and bearing to waypoint, offset or TACAN station. The selection of true or magnetic also

affects the display of TACAN, waypoint, and markpoint offset bearing, targetpoint terminal heading and pattern

heading, and radar BRAA (bearing, range, altitude, aspect) and cursor data block displays. A T legend appears in

placeoflubberlineandalsoaTappears aboveheading displayon HUDto indicatetrueheadingdisplay. WhenTRUE

legend is boxed true heading is enabled, else magnetic heading is enabled. Selection of TRUE is NOT independent

for each MAPM. Selecting TRUE on any MAPM affects all displays.

23.9.35 SEQ Pushbutton (TAV--8B with H4.0 and Radar and Night Attack Aircraft)

Pressing the pushbutton provides display of up to five above and two below the currently selected waypoint if in the

selected range scale (see Figures 23-24 and 23-25). The number next to the small waypoint circle indicates their

associated waypoint number. Only the waypoint offset to the selected waypoint is displayed. If waypoint steering

is selected, the steering and data block displayed are to the selected waypoint. With C1+, if one of the markpoints

is currently selected, waypoints 23, 24, 0, 1, 2, 3, and 4 are displayed if in the selected range scale. With H4.0, if a

markpoint or targetpoint is currently selected, the four waypoints above and the two waypoints below the last selected

waypoint and the last selected waypoint itself are displayed if in the selected range scale. SEQ waypoint circles are

ORIGINAL

23-46

A1-AV8BB--NFM--000

not available on the Data page format or in A/G master mode. Selection of SEQ is NOT independent for each MAPM.

Selecting SEQ on any MAPM affects all displays.

23.9.36 OLR Pushbutton (Radar Aircraft with H4.0)

Pressing this pushbutton will display a corral on the EHSD which corresponds to the radar display corral when using

an EXPAND MODE. This feature aids the pilot in accurately placing expand corrals on the radar display by allowing

comparison between map and radar. The OLR legend is not displayed in DATA mode. Selection of OLR is NOT

independent for each MAPM. Selecting OLR on any MAPM affects all non--DATA displays.

23.9.37 LAR Pushbutton (with H4.0)

Selecting this option enables the display of the Launch Acceptable Region (LAR) for the Joint Direct Attack

Munitions (JDAM) on the EHSD. When selected LAR legend is boxed. The LAR legend is not displayed in DATA

mode. Selection of LAR is independent for each MAPM.

23.9.38 TDB Pushbutton (with H4.0)

Selection of the option enables the display of the targetpoint data block in the lower right hand corner of the EHSD

display. See Figure 23-18. The targetpoint data block is displayed after TDB has been boxed and a targetpoint has

been selected as a target contributor. This requires that at least one JDAM is loaded on the aircraft or training mode

is selected with a JDAM stores code loaded. When selected TDB legend is boxed. The TDB legend is not displayed

in DATA mode. Selection of TDB is independent for each MAPM.

23.9.39 CHRT/DTED/CIB Pushbutton (Radar and Night Attack Aircraft with TAMMAC Installed)

Selection of this option will scroll through the available map imagery formats. The pushbutton legend will scroll from

CHRT (chart) to DTED to CIB and back to CHRT. Selection of map format is independent for each MAPM. The CIB

map format is not available on the EWM page, instead the legend scrolls from CHRT to DTED and back to CHRT.

The map format legend is removed when the TAMMAC is not communicating with the MSC or is not installed.

CHRT is the default map format on all map pages after a fresh MSC load. See Figure 23-18.

23.9.40 Quick Access (with H4.0)

Pressing an up arrow, a down arrow, or the WINC button for greater than 0.8 seconds will cause entry into the Quick

Access (QA) mode. There are two types of quick access sessions. Steer--to--point (STP) quick access can be initiated

using the WINC button or the up and down arrows on the EHSD and the EW pages. Point--of--Interest (POI) quick

access can be initiated by using the up and down arrows on the WYPT Data page, NSEQ Data page, Radar Data page,

TFER page, or any of the six different VREST pages. STP QA is used to change the steer to point on the EHSD page

and therefore the steering cues presented in the HUD. POI QA is used to change the point on the page that is used

to initiate the QA session (i.e. WYPT Data page, NSEQ Data page, TFER Data page, Radar Data page, or any of the

six different VREST pages). The ODU displays WYPT in window 1, MKPT in window 2, TGPT in window 3, NSEQ

in window 4 (NSEQ is displayed only during a STP QA session), and TOT in window 5 (TOT is displayed only if

thecurrent point is targetpoint 1--4 ortheterminal point inasequential,ingress, oregress string).Selecting theNSEQ

option toggles NSEQ on the EHSD page. Selecting the TOT option enables the scratch pad for programming a

time--on--target for the selected point. If a system designation exists (radar designation, waypoint designation, etc.)

TGPT defaults to colonized and 0 is presented in the scratchpad when a STP QA session is initialized. If a system

designation does not exist, the current point displayed on the current page (or the EHSD page if QA was initiated

using the WINC option) is the initial default selection on the ODU and scratchpad. Quick accessing a point that is

not in the NSEQ string when NSEQ steering is selected causes NSEQ to become deselected. A QA session will time

out after 15 seconds of inactivity, or a QA session can be manually exited by pressing ENT on the UFCS when there

is no pending entry flashing on the scratch pad.

23.9.41 Null Points (with H4.0)

A Nullpoint is a point (waypoint, markpoint, or targetpoint) that has its null flag set true. The null flag is set in mission

planning and is meant to indicate a point that cannot be used as a STP or as a point of interest on the VREST and

Radar Data pages. WYPT 0, MKPT 0 and TGPT 0 cannot be null points. When stepping through points on the EHSD

page, null points are skipped. A null point can be converted to a non--null point by accessing the point on the EHSD

DATA page or the TFER DATA page.

23-47

ORIGINAL

A1-AV8BB--NFM--000

Figure 23-18. Center EHSD Map Menu Page with TAMMAC Installed

23.9.42 Electronic Warfare Page (with H4.0)

The EW page is intended to help increase defensive situational awareness. The EW page can be selected by pressing

pushbutton 15 from theBasicMenu page, or it can beselected viaSensor Select Switch Left when not in AirCombat

Maneuvering (ACM) sensor mode or TPOD sensor mode. The EW page is the third page in the EHSD display

sequence (Center, De--Center, then EW).

23.9.42.1 EW Page Unique PB Options (with H4.0)

Depression of the EWM pushbutton (PB) selects the EW Menu page that provides the capability to control map,

waypoint, RWR and Radar footprint (radar aircraft only) symbology displayed on the EW page. See Figure 23-19.

A 10 second timeout applies to the EWM, similar to the MAPM selections, while the page is presented.

Pressing the RWR PB selects the RWR Page. Note that the Expendables information has been moved from the RWR

page to the CMDS page.

Pressing the CMDS PB selects the Countermeasures Dispensing System page.

23.9.42.1.1 EWM Page Unique Options (with H4.0)

Nav Option.

Selecting the NAV option displays the waypoint or waypoint offset steering information, waypoint or waypoint offset

data block, waypoint or waypoint offset symbols, course line and course line data block, and the GPS HERS and

VERS in the lower left corner.

RWR Option.

Selecting the RWR option displays the RWR threat symbols (maximum of six), critical ring and beam Cues. RWR

symbols are drawn in a brighter intensity of the color selected for the rest of the legends using the COLOR option

on the EW menu page.

ORIGINAL

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A1-AV8BB--NFM--000

NOTES:

1. THE EMW PAGE ALLOWS SELECTION OF SYMBOLOGY/INFORMATION TO BE DISPLAYED ON THE EW PAGE. FIRST

SELECTION OF THIS PAGE AFTER FRESH MSC LOAD WILL DEFAULT TO SCALE 25, COLOR YELLOW AND THE

FOLLOWING OPTIONS BOXED: NAV. MAP, OL1, OL2, RWR, TRAK, AND LAR. THE ZOOM, AND SEQ OPTIONS DEFAULT

UNBOXED. SUBSEQUENT SELECTIONS OF THIS PAGE WILL DISPLAY SETTINGS AS LAST SELECTED ON THE EW OR

EWM PAGE.

2. SELECTION OF NAV WILL ENABLE THE FOLLOWING SYMBOLOGY: WAYPOINT OR WAYPOINT O/S STEERING

INFORMATION, WAYPOINT OR WAYPOINT O/S DATA BLOCK, WAYPOINT OR WAYPOINT O/S SYMBOL, COURSE LINE,

COURSE LINE DATA DISPLAY. UNBOXING NAV WILL DECLUTTER THE DISPLAY BY REMOVING THE ABOVE INFORMATION.

3. SELECTION OF MAP ENABLES DISPLAY OF THE MAP UNDER THE COMPASS ROSE.

4. SELECTION OF TRAK ENABLES DISPLAY OF THE TRACK LINE.

5. THE RADAR TRACK FILES AS MECHANIZED ON THE EHSD ARE ALWAYS DISPLAYED ON THE EW MENU PAGE.

6. SELECTION OF RWR ENABLES DISPLAY OF RWR THREAT SYMBOLS, CRITICAL RING, CRITICAL TAILS AND BEAM CUES.

ORIENTATION OF RWR THREATS IS LETHALITY IN.

7. OL1, OL2, COLOR, ZOOM, SCL, SEQ, AND OLR PROVIDE THE SAME FUNCTIONALITY AS CURRENT AV--8B EHSD FOR THE

TOP LEVEL EW PAGE.

8. LAR (P/B #6) IS DISPLAYED WHEN JDAMS ARE INVENTORIED ON THE AIRCRAFT. BOXING IT DISPLAYS THE JDAM LARS.

9. TDB (P/B #7) CONTROLS DISPLAY OF THE JDAM DATA BLOCK IN THE LOWER RIGHT HAND CORNER OF THE EW PAGES.

BOXING IT DISPLAYS THE TARGET DATA BLOCK IN THE LOWER RIGHT HAND CORNER OF THE EW PAGES.

10. LEGEND ONLY AVAILABLE WHEN TAMMAC SYSTEM IS INSTALLED. PUSHBUTTON ALLOWS SELECTION OF MAP IMAGERY.

ROTARY PUSHBUTTON DISPLAYS CHART (CHART), DTED BACK TO CHRT DEFAULTS TO CHRT, SCALE 25 WITH NEW MSC

LOAD, CAN BE MISSION PLANNED AFTER THAT.

Figure 23-19. Electronic Warfare Menu Page

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A1-AV8BB--NFM--000

23.9.42.2 Threat Symbols

With the RWR option selected on the EWM page, the RWR Threat Information is displayed on the EW page based

on lethality using the same symbology as the RWR page. Critical and missile launch RWR threats are positioned

along the inside circumference of the critical ring and have a tail extending from the critical ring to the compass rose.

Lethal RWR threats are positioned along the outside circumference of the critical ring. Nonlethal RWR threats are

positioned along the outside circumference of the compass rose.

23.9.42.3 Beam Cues

With the RWR option selected on the EWM page, the beam cues are displayed. The beam cues are broken X centered

about the aircraft symbol and extending out slightly over the compass rose. The beam cues are referenced to the

ground track of the aircraft and are fixed relative to the three/nine o’clock position on the compass rose. The cues

are offset from the beam by ±7.5 degrees (15 degrees total between tic marks).

23.9.42.4 SHOOT Cue

The avionics system displays a SHOOT cue in the center of the EW pages above the aircraft symbol only in A/A

master mode concurrent with the SHOOT cue on the HUD.

23.10 WAYPOINT, MARKPOINT, TARGETPOINT, AND OFFSET DATA ENTRY

With OMNI 7.1 and C1+, the mission computer can store 25 waypoints, numbered 0 through 24, and 3 mark points,

numbered 1 through 3. Scrolling past the end of the waypoints accesses the markpoints. Markpoints are denoted by

the MK legend.

With H4.0, the mission systems computer can store 60 waypoints, numbered 0 through 59, 10 markpoints, numbered

0 through 9, and 5 targetpoints, numbered 0 through 4. Markpoints are denoted by the M legend and Targetpoints

by the T legend. Quick Access must be used to change between point types (waypoint, markpoint, or targetpoint).

See paragraph 23.9.40 for a description of Quick Access. The waypoint, markpoint, or targetpoint currently selected

for navigation is indicated by the number located between the up and down arrows on the right side of the EHSI/EHSD

and EW display (see Figure 23-21). The point between the arrows is also called the steer to point.

23.10.1 Waypoint Data Display

The waypoint data display allows for viewing and/or inputting the data required for each waypoint, markpoint,

targetpoint, and their associated offsets. The display is enabled by selecting the DATA pushbutton on the EHSI/EHSD

display. The display is also available for selection on the DMT display when DMT video is not available in the Day

Attack and TAV--8B with OMNI 7.1. The display is also available for selection on the EW display with H4.0. The

display initializes with waypoint data selected, indicated by the boxed DATA and WYPT legends. The waypoint,

markpoint, or targetpoint position and elevation as well as the associated offset range, bearing and elevation are

displayed for the waypoint, markpoint, or targetpoint last selected on the EHSI/EHSD and EWdisplays. Cycling the

waypoint/markpoint/targetpoint number to inspect the other waypoints, markpoints, or targetpoints does not affect

the waypoint or markpoint, or targetpoint selected for navigation on the EHSI/EHSD and EW display. This allows

for data change in flight without effecting the steering information on the HUD. Deselecting DATA brings up the last

selected display, EHSI, EHSD, EW, or DMT. Data is entered into the system automatically by way of the data storage

set or manually by way of the UFC keyboard and ODU options.

23.10.2 Manual Data Entry

Manual data entry utilizes the UFC keyboard and scratch pad, and the ODU options. When entering data on the UFC

keyboard the scratch pad blanks with the first key depression. The last digit of a sequence being entered will flash

to indicate the entry is not complete. When the ENT key is pressed the scratch pad will blank momentarily and then

display the new entry, if the entry is valid. If the entry is not valid, incorrect number of keystrokes etc., the scratch

pad will flash until cleared. Valid entries are also displayed on the DDI.

23.10.2.1 Entering Waypoint or Markpoint, or Targetpoint Data

Selecting the waypoint data display enables the UFC and ODU for waypoint data entry. This is indicated by the colon

next to the WYPT (or TGPT) and POS options on the ODU, and the stored latitude of the selected waypoint,

markpoint, or targetpoint on the scratch pad.

ORIGINAL

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If a valid offset is stored for the selected waypoint or markpoint, the system initializes with the WO/S options selected

on the ODU. The WYPT and WO/S options are mutually exclusive, and successive depression of the associated

option pushbutton provides alternate displays of WYPT and WO/S in the first window on the ODU (with OMNI 7.1

and C1+). With H4.0, the first window of the ODU cycles from WYPT to WO/S to TGPT. If a number is entered

into the UFC after ODU window 1 cycles to TGPT and the enter button is pressed, the waypoint offset for the current

waypoint transfers into the targetpoint number that was entered.

To re--energize the DATA page ODU options, simply select the desired data entry pushbutton on the DATA page (i.e.

WYPT, TCN, or A/C). The data entry pushbuttons are boxed as an indication of what DATA page is currently active.

Selecting the data entry pushbuttons on the DATA page has the effect of energizing or de--energizing the ODU

options, so selecting a boxed data entry pushbutton will not deselect the DATA page.

23.10.2.1.1 Targetpoint Data Programming (with H4.0)

Targetpoints have additional data referred to as JDAM target data (terminal parameters and fuzing data) associated

with them that is primarily pertinent to JDAM deliveries. The TDB PB on the EHSD MAPM page controls whether

this information is displayed on the EHSD when a targetpoint is selected.

The initial ODU options displayed when the DATA page is active for a targetpoint are similar to those for a typical

waypoint except that TGPT is displayed in ODU window 1. Pressing PB 1 causes the ODU to cycle through the

display shown in Figure 23-20. Selection of the TGPT option changes the ODU to the terminal parameter options

ODU (TERM for terminal parameters options, HDG for heading, ANG for angle, and INV for invalidate in ODU

windows 1--3, and 5). HDG specifies the final heading that the JDAM tries to obtain at impact with the targetpoint.

ANG specifies the final angle (measured from the horizontal) that the JDAM tries to obtain at impact with the

targetpoint. INV is used to invalidate the HDG or ANG entries, whichever one is cued when INV is pressed. If the

HDG is invalid, the JDAM will proceed directly from the aircraft position at weapon release to the target. The type

of heading entered reflects the aircraft system mode (true or magnetic). If the ANG is invalid, the JDAM will try to

obtain a default value of 65 degrees. Changing the location or elevation of a targetpoint does not change the terminal

parameters associated with that targetpoint.

Pressing the TERM option changes the ODU to the pattern options ODU (PTRN for pattern options, SYM for

symmetric or AREA for area or LINE for line, PHDG for pattern heading, and INT for interval in ODU windows

1--4). SYM represents the currently selected pattern that is used if pattern is enabled on the EHSD. Pressing the SYM

ODU button cycles the pattern option through the three types of defined patterns (SYM, AREA, and LINE). Refer

to NATIP, NTRP 3--22.4--AV8B for a detailed description of the patterns available. The PTRN (for pattern) PB must

be selected on the EHSD DATA page for the pattern options to be enabled. The PTRN PB is not displayed unless

JDAMs are inventoried on the aircraft. Pressing PHDG enables the UFC scratchpad for entry of the heading on which

the pattern is based. Pressing INT enables the UFC scratchpad for entry of the interval (in feet) used in the pattern

calculations.

Pressing the PTRN option changes the ODU to the fuze options ODU (FUZE for fuze options, MSEC for

milliseconds ofdelay, MIN forminutes ofdelay, HRS forhours ofdelay, and PROX fortheproximityoption inODU

windows 1--5). Refer to NATIP, NTRP 3--22.4--AV8B for additional fuze option details.

Pressing the FUZE option changes the ODU to the time on target (TOT) option ODU that displays TOT in ODU

window 1. This enables the UFC scratchpad for TOT entry.

Pressing the TOT option returns the ODU to the TGPT options display.

23.10.2.1.2 Elevation

To enter the ELEV option on the ODU. A colon appears next to the ELEV option indicating selection and the scratch

pad displays the stored elevation for the selected waypoint, mark point, or targetpoint. The elevation range is --2,000

feet to 25,000 feet. Enter new elevation by selecting a negative sign and 1 to 4 digits if the elevation is below sea

level, or 1 to 5 digits if above sea level.

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Figure 23-20. Programming Targetpoints (with H4.0)

23.10.2.1.3 Magnetic Variation

To enter magnetic variation select the ELEV option twice. This option toggles between ELEV and MVAR. A colon

appears next to the MVAR option indicating selection, while the scratch pad displays the stored magnetic variation

for the selected waypoint. Magnetic variation can be entered to the nearest degree from W 90 degrees to E 90 degrees.

With H4.0 magnetic variation can be entered to the nearest tenth of a degree.

23.10.2.1.4 Datum

To enter a datum select the DATM option on the ODU. A colon appears next to the DATM option indicating selection

and the ODU displays last entered datum. Initial default shall be 47. If the DATM is invalid a blank scratchpad will

be displayed. Entries of 1 through 47 will be allowed for the appropriate datums. If an invalid DATM is entered the

invalid entry will flash.

23.10.2.1.5 Bearing

To enter bearing select the BRG option on the ODU. A colon appears next to the BRG option indicating selection

and the scratch pad displays the stored bearing for the selected offset. On the UFC keyboard, enter the new bearing

by sequentially entering values from 0 to 360° in 0.1° increments with OMNI 7.1 and 0.01° increments with C1+

and H4.0. Entry of leading zeros is not required. If TRUE is boxed on the MAPM/EWM page, then the entered bearing

is true. If TRUE is not boxed on the MAPM/EWM page, then the entered bearing is magnetic.

23.10.2.1.6 Offset Elevation

To enter offset elevation select the ELEV option on the ODU. A colon appears next to the ELEV option indicating

selection and the scratch pad displays the stored elevation for the selected waypoint offset or markpoint offset. The

elevation range is --2,000 feet to 25,000. Enter new elevation by selecting a negative sign and 1 to 4 digits if the

elevation is below sea level, or 1 to 5 digits if above sea level.

ORIGINAL

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