When the protocol is changed, the Ownship Address defaults to the last Ownship Address for the selected protocol. Selection is via any key CAS messages are stored in steerpoints , which are shared locations with Penguin and Mark-point data link messages. When the steerpoint range is full, the system wraps back to steerpoint 71 and overwrites the old data stored there.
Stored CAS messages are retained through MMC power cycles when airborne and are cleared at the start of a new mission mission reset. The assignment message is broadcast to the intraflight team and consists of position, velocity, and heading of the assigned target. IDs 1 to 4 represent your 4-ship team package with the ID above the aircraft symbol.
A-A data link assignments can only be made among this four ship package. The second four ship package Team IDs is displayed with their team address two digit number above the symbol. The MFDs display 1 through 4 centered above the symbols for team members Bugged targets for team members 5 to 8 are not displayed.
Round time for eight members was expanded to approximately seconds followed by a variable delay DTC loadable 1. If the team size is less then eight, the round time is adjusted according to the number of team members. These symbols no longer flash the last five seconds in any mode assign, continuous, or demand.
Designating over a threat boxes the threat and stops the mipple. Depressing Warn Reset stops the mipple of all threats. See Figure If no data link targets have been received, the TMS-right-and-hold command is ignored. If the auto-designate data link target is a DL SEAD threat and its position is outside the current HSD FOV, the range scale will increase up to a maximum of nautical miles depressed or 80 nautical miles centered, as required to display the threat.
At maximum range, if the threat is still beyond the HSD FOV, the threat will be displayed using an outside-FOV symbol filled-in triangle along the outer range ring at the correct azimuth pointing toward the target. This allows the relative positions of team members to be determined when the team members and the ownship symbols overlap.
The same procedure deletes a CAS message from the system by designating either the IP or target symbol. TMS aft for less than one second removes the box from the target. Flexible Data Link Steerpoints RDP M2 modified the steerpoint data link mechanization to make data link steerpoint entry more flexible. Data link steerpoints are stored in steerpoint positions 71 to The avionics system does not use weapon load information to determine whether or not to accept a data link steerpoint.
Steerpoint 30 has been grouped with steerpoints for storing ownship Mark points. The bearing and range information is an 8 character field 3 for bearing, 2 blank spaces, followed by 3 for range for easy interpretation.
The Attitude Awareness Arc provides a global picture of pitch and roll attitude in the form of an arc. Roll is provided by the angle of an imaginary line through the ends of the arc in relation to the HUD. During wings level flight the arc gap is toward the top of the HUD, while during inverted flight, the arc gap is toward the bottom of the HUD Figure and indicates the upright attitude.
The arc represents the ground. AA 4L 2. The curvature of the arc represents the direction of the ground, and an imaginary line connecting the ends of the arc represents a line parallel to the horizon. In level flight the arc forms a half circle. As the aircraft increases nose-up pitch, the arc length decreases Figure As the aircraft noses over below the horizon, the arc length increases Figure The arc is at its smallest length at degrees nose-up and is at its longest length at degrees nose-down.
For clarification, the original Coast mechanization remains unchanged. Consequently, the in-range cue that is provided by comparing the apparent target fuselage length with the MRGS line length was only accurate against foot long targets.
Therefore, to improve the accuracy of the MRGS in-range indication, 49 16PR the lines are now drawn assuming a target length that is 1. So, to prevent confusion with the horizon line, the total length of both MPLs plus the T-gap has been limited to a maximum of mils. The max in-range dot reappears when the target has an opening velocity and exceeds the maximum range.
The BATR scoring indication is provided at trigger squeeze. The first check verifies range of the tracked target is within missile range. When in range, the avionics system automatically commands missile self-track uncage. The second check verifies the missile is commanded to self-track. Otherwise the avionics system commands missile to cage, and then commands the missile seeker head to the tracked target LOS, and then starts the first check again.
Pilots no longer require an active seeker range cue. RPI is the maximum range shot with probable intercept given current steering, aircraft pitch or azimuth changes are not required. RAERO assumes that the target will not maneuver; that the missile is perfect; and optimum loft conditions are achieved. Displayed In 5 Degree Increments. The loft angle is located above the target closure rate Figure The cue consists of a one or two digit numeric cue representing the climb angle and is removed when the target range is less than RPI.
Figure shows this relationship and the steering provided. The type of steering provided is a function of range to the target. Horizontal aircraft steering is provided against targets beyond 1. A blend of aircraft and missile steering is provided for target ranges between 1.
On the HUD the upper and lower range scale tics are displayed at their static locations and the radar range scale digital readout is displayed above the upper range scale tic. The upper boundary represents the currently selected radar range scale value and the lower boundary represents zero range. The upper and lower range scale tics and the radar range scale are removed from the HUD when the DLZ transitions to the expanded scale.
All DLZ parameters are positioned proportionally to the value of the range scale. The tail symbol on the target flashes when the missile of interest goes active. When any missile launched against a target is predicted to have impacted the target, the missile impact indication X is displayed over the target. The tail symbol only flashes if the missile went active before impact Figure The missile impact indication is displayed for 13 seconds 8 steady and 5 flashing.
If another missile launched against the same target times out before the 13 seconds, the 13 seconds reinitializes for the second missile Figure The target and tail flash at 5-Hz when breaklock is eminent. The missile impact cross is displayed statically for 8 seconds.
The AIMB is selectable as a unique missile type. The selection of weapon type is modified such that when the last missile of the current type is launched, the aircraft will select a new weapon type that is of the same category short vs. These indications are for current conditions and will update as the target maneuvers. If the in-flight missile is losing, this display is blanked. This HUD window was previously used to show missile-on-the-rail time-remaining indications. Time remaining indications for the in-flight missile with the longest time until impact against the bugged target is still displayed in the second field below the DLZ.
A prefix identifies the time remaining as follows: T - time until impact, A - time until active, M - time until MPRF, and L - losing missile time until termination. Marginal FCR track conditions could occur if the target goes into the notch or radar jamming is present. Launch cannot be initiated unless valid targeting data are available; a launch command is ignored when these elements are invalid.
However, if an AMRAAM launch is already in progress when data elements become invalid, the last valid data is frozen for use in completing the launch. The missiles receive their ID assignments in the order launched Table The cues are based on missile launch status, the phase of the missile flight, and when impact on the target is predicted. AL 24 2. Tracking techniques include Point Track based on a high-contrast edge , Area Track based on intensity levels at various points in the video , and Computed Rates Track based on the last known angular rate of change for the target.
The TGP has a laser ranger that can be fired at a target for very accurate ranging data. For stationary targets, the TGP can compute a range using angle rates.
The appropriate character is displayed near the bottom of the TGP format. Control of the TGP is available both hands-on and hands-off.
The pod FLIR sensor normally takes 8 to 10 minutes to cool. NT allows both white and black targets to be tracked; with WT selected, only white targets are tracked. Video level shifts the video range. In NAV master mode, this display indicates time to steerpoint. In A-G master mode, this display indicates time to weapon release, then displays the estimated time until impact.
If the range is determined by the TGP laser, an L precedes the range. If any other sensor provides the range, only the range is displayed. The square is positioned around the center of the display at its azimuth relative to the nose of the aircraft, and its position from the center of the display indicates its elevation with the center representing degrees elevation and the edge 0-degrees.
At system power down, the IDM sets all parameters to the last commanded last left and when power is re-applied the IDM will initialize to the last left parameters. The first step in initializing the data link system is to position the data link power switch located on the Avionics Power Panel to the DL position Figure When power is applied, the IDM operational setup reverts to last left with one exception: the data rate always defaults to 16K.
The DLNK label highlights while the data is being loaded. When the data loading is complete the DLNK label will de-highlight. Figure Data Link Power Switch. UFC Manual Loading. The pilot may manually initialize the data link system using the UFC. Down and, either entering the data using the key pad, or choosing available rotary options for that data field by depressing any key 1 through 9.
Initialization fields and ranges of data are shown in Table Data Entry Field Name Range. Ownship Address OWN 1 through 99, except for multiples of Transmit Address Entry.
The transmit address identifies which IDMs will process ownship transmitted air-. The transmit address can be any number from 00 to Address 00 is used to broadcast a message to all IDMs that are tuned to the same radio frequency and data rate. Transmit addresses that end with a 0 are used to transmit messages to individual groups or teams with the same 1st digit in their ownship address; e.
If, for example, the flight leader of four Fs wants to data link a mark- point to all members of his flight and their team addresses are 11 through 14, he would enter a transmit address of 10 in the XMT field and initiate data link transmission with the hands-on controls.
The data linked markpoint would be displayed on the HSDs of all flight members in the intraflight link. Transmit addresses not ending in zero are directed to a single respective aircraft. When the pilot transmits the message only wingman 3 will receive the message and have the markpoint displayed on his HSD. Ownship Address Entry. The ownship address is used by the IDM to identify and process transmitted data link messages.
For example, if the flight lead ownship address OWN 21 sends an air-to-air data link message to his wingmen, ownship address of 21 will be used by the receiv- ing IDMs in the intraflight loop to identify the flight leader's position symbol and bugged target.
Conversely, messages received by the flight lead will be processed by his IDM and displayed on the his HSD if they are addressed to The ownship address is a one or two-digit number from 1 to Entries ending in 0, i. Normally, the ownship address is DTC loaded along with the team addresses of the participat- ing flight members.
For example, a DTC load for the flight lead of a 4-ship flight consists of team address- es of 11, 12, 13, and 14 for flight members 1 through 4. The system will then automatically set the ownship team member flight position number to the current ownship address.
Figure shows that the entry of the current ownship address 11 at TEAM ADDR 2 changes the ownship flight position from number 1 to number 2, as indicated by the highlighted 2. Radio Selection. Data rate and radio type are stored.
As a result, when changing radio selections, the data rate displayed next to DATA field will change to what was previously last left on the radio currently being selected. The pilot can change the data rate by moving the asterisks down to the DATA field and pressing any key 1 through 9 on the keypad.
Data Rate Selection. The data rate can be 16K, 8K, 2. The displayed data rate corresponds to the currently displayed radio type. The data rate selection rotary is changed by positioning the asterisks about the field and pressing any key from 1 through 9 on the ICP See Figure The selected data rate changes sequentially from 16K, to 8K, to 2.
The IDM interfaces with the radio using modulated audio signals at a rate that corresponds to the selected data rate. This gives the IDM system the unique ability to simultaneously receive data link information on both the UHF and VHF radios or, receive data link information on one radio while simultaneously transmitting information on the other radio.
Fill Option. Intraflight Team Address Entry. Team addresses inflight positions of up to four participating intraflight data link flight members are entered into the data link system on the DLNK INIT 2 page Figure Team addresses identify the individual ownship addresses of the participating flight members that will communicate with the intraflight data link system.
Any number between 1 and 99 not ending in zero may be assigned as a team address as long as all flight mem- bers of the intraflight data link flight two to four ship have the same set of team addresses. However, team addresses are normally assigned according to flight call sign, i. No two team addresses can be the same on the team address page. If a number is entered that is identical to an existing team address, the existing address is blanked to indicate that the team member position requires a different address.
The team addresses are used primarily to coordinate the transmission sequences of the flight mem- bers IDMs during an A-A intraflight communication sequence. If the team address tables are not identical among participating flight members, the IDMs cannot keep themselves sequenced. When the pilot selects the DL INIT 2 page, his ownship team member flight position number is highlighted and the asterisks are positioned at the address of team member 1. For example, you are in a four ship flight with team addresses 11 through Team addresses are entered by positioning the asterisks around the desired team member address field, entering the desired one or two digit number using the keypad, and pressing ENTR.
If a two-digit num-. For two or three ship flights, the unused address may be blanked by pressing 0 and then ENTR. Adding New Flight Members. In ground or air abort situations where a spare aircraft fills in for the abort- ing flight member, the data link team addresses must be changed in each flight member's aircraft to reflect the added flight member's ownship address.
This may be done by either having the new flight member assume the ownship address of the aborting flight member and enter the other flight member's team address data on the DL INIT 2 page, or by having the other flight members enter the new flight member's ownship address into their team address data and having the new flight member add the other flight members team addresses to his team address data.
Intraflight Data Link Modes. The IDM data link is used in airborne operations to transmit and receive data between up to four flight members. If the pilot wants to send air-to-air information he places the COMM switch outboard. Air- to-ground data is transmitted by placing the COMM switch inboard. The pilot may select a different mode by alternately depressing and releasing OSB 6 until the desired mode is selected.
ASGN mode allows the pilot to assign a tar- get which he has bugged on his FCR display to another flight member participating in the data link net. Intraflight data link symbology is displayed for a total of 13 seconds. During the remaining 5 seconds, the data link symbols are flashed to notify the pilot that the symbols are about to disappear and he may want to initiate another IDM round of transmission if in DMD or ASGN mode. If new data is received for the symbols that are flashing, the second timer for those symbols is reset and they become steady again for another 8-second period.
A second hit of this switch for less than 0. The DMD mode allows any pilot in the intraflight net to initiate a one-shot "flight situational awareness" update. The DMD transmission cycle ends after the last flight member in the 4-ship sequence has transmitted See Figure Assign ASG Mode.
ASGN mode allows the pilot to assign a target which he has bugged on his FCR dis- play to another flight member in the intraflight data link net. The assignment function can be viewed from two perspectives: assignor aircraft and assignee aircraft.
After the wingman locks on to the assigned target, his bugged target information will be transmitted to the intraflight data link flight members during subsequent air-to-air data link rounds.
The assignee may choose to initiate an IDM round to update flight members of his bugged target if subsequent rounds have not occurred since bugging his assigned target. When this is accom- plished, this message is transmitted to all teammates like other assignments. This capability could be used by the assignor to tell the remaining flight members which air-to-air track he is targeting. After a complete round of transmissions has occurred the initiating aircraft will automatically re-send the transmit request and the cycle restarts anew.
A continuous round is completed when all remaining members IDMs have transmitted a reply or a time-out period has expired, whichever occurs first. The time out period consists of the length of time it would normally take for the remaining flight members to reply plus a six second delay. If the system receives new data before the thirteen second time-out period has elapsed, the symbology will be repositioned on the display formats using the newly received data. All other flight members displays will be updated continuously regardless of their currently select- ed data link modes.
However, garbled, unusable transmissions resulting from mutual interference will nor- mally occur if more than one team member within the data link net initiates continuous operations i. Air-to-air intraflight data link transmissions are initiat- ed by depressing COMM outboard and are not dependent on currently selected aircraft master mode. The HSD displays all valid air-to-air data linked symbology independent of aircraft master mode.
The RF switch located on the Left Auxiliary Panel below the EWMU Control Panel affects the capability of the intraflight data link system to automatically transmit messages when operating in the continuous mode of operation. RF switch positions affecting the data link system are as follows:. The intraflight data link system is fully operable.
The air-to-ground intraflight data link system allows the pilot to transmit his currently selected steerpoint or his air-to-ground FCR cursor position to other IDM equipped aircraft.
A selected steerpoint is transmitted as a markpoint and stored in the up front control steer- point 30 location.
Subsequent transmissions of additional steerpoints will over write the previously trans- mitted steerpoint data stored in steerpoint The cursor position is transmitted as an asterisks symbol with the transmitting flight member num- ber 1, 2, 3 or 4 , if applicable, affixed at the top of the symbol. Selected Steerpoint. The designated steerpoint is highlighted on the HSD and becomes the cur- rently selected steerpoint.
The pilot then presses the COMM switch inboard to transmit the steerpoint to the aircraft designated by the transmit address. Data linked steer points are received as markpoints and are stored in steerpoint Additionally, the data linked steerpoint will be displayed on the HSD with the appropriate symbol.
The HUD message will indicate steer- point type, Penguin, or markpoint, and the steerpoint number where the received point will be stored. This is useful if the pilot wants to determine the coordinates of the steerpoint from the DED steerpoint or desti- nation pages. If the FILL option is ALL, Penguin targets will be stored in steerpoints only if a Penguin is loaded and the most recent markpoint will be stored in steerpoint The pilot may transmit a data linked air-to-ground radar cursor position to other aircraft similar to the way he transmits the selected steerpoint.
The transmitting pilot determines who will receive the message by selecting the transmit address the same way as explained in the preceding selected steerpoint section. Figure Transmission of A-G Cursor. The pilot of the receiving aircraft will receive the message regardless of the selected data link mode. The symbol will be displayed for thirteen seconds, flashing for the last five seconds. The data linked cursor position is not stored as a steerpoint. The avionics system internally stores and displays a maximum of three different data linked cursor positions simultaneously.
The advisories are acti- vated as shown in Figures and Data used for the advisory altitude computations are obtained from the active aircraft sensors in the following order of priority:. Tracking FCR. These data are required for the advisory to be initiated.
Advisories automatically terminate when the pilot executes a sufficient recovery maneuver. C C 2, 2, When Aircraft Reaches Advisory Altitude. Immediately Initiate A Recovery Maneuver. Descent Warning After Takeoff. The F has several subsystems configured with software containing encrypted data and potential- ly sensitive algorithms. Zeroize Switch. The Zeroize switch Figure is a mechanically guarded three position switch located on the right console immediately aft of the side-stick controller.
OFF is the normal position for the switch. Placing the Zeroize switch in the DATA position will purge the classified files, tables, or crypto keys in the following subsystems:. In addition, classified files, tables, or crypto keys will be purged from the remaining subsystems listed above. Escape Zeroize Switch. The Escape Zeroize switch is a pneumatically operated switch that automatically activates the purging system when the pilot ejects.
When activated, the switch functions identically to the OFP position of the Zeroize switch. Individual Subsystem Zeroize Capability. The following subsystems have individual zeroize capability. However, these capabilities would not normally be accessed during inflight operations. The Off position unthreads the video tape and turns the recorder OFF. NVIS Lighting. Figure shows the current NVIS compatible equipment. Utility Light.
Primary Flight Instruments 2. Engine Instruments 3. Hydraulic Gages 4. Primary Console Lighting 5. Instrument Flood Lights. The switch, which is spring loaded to the center OFF position, lets the pilot adjust the indi- vidual brightness of each of the primary flight instruments Figure Individual instru- ment lights flash for 10 seconds indicating which instrument has been selected for adjustment.
Instrument intensities are adjusted by placing the IDDC switch to the forward increased brightness or aft within the second flash period.
Moving the IDDC switch forward or aft without the presence of a flashing instru- ment will cause the brightness of the entire group of IDDC-adjusted instruments to be increased or decreased.
However, the rotary knob still controls the overall brightness level of the primary instrument panel grouping, including the primary instruments controlled by the IDDC. Selected Instrument Flashes For 10 Seconds. The basic functionality of the two radios are compatible with one another in stan- dard, anti-jam, and secure voice modes, however, the HQ II radios have some expanded capabilities that are not compatible with HQ I. The Have Quick II radio has a digital control panel.
However, manual TOD capability is also available with each radio. The HQ II radio has a dedicated data port, located behind a door on the face of the control panel, that supports loading and storing of multiple up to six WODS.
As a result, transitions from one WOD to another can be accomplished without conduct- ing a cumbersome WOD data entry exercise. Up to nets can be selected from each of the combat frequency tables. FMT provides the pilot the capability expanded training features.
The DTC can be used to program preset information if the digital panel is in use. DTC Have Quick data includes:. HQ-TNG allows for selection of training nets and frequency tables. HQ-CBT allows access to combat nets and frequencies. When transitioning between HQ submodes, the net type and selected net number initializes to the last left. The system supports selection of Have Quick net types for both the training and combat modes.
The selectable training net types are included in Table However, it is still avail- able on the standard UHF page. Entry and storage of 20 net numbers in preset locations are similar to storing frequencies in the UHF radio.
When Have Quick is selected, net numbers are changed in place of the preset channel frequen- cies. Three digits are required for entry of a net number Figure The system works with voice transmissions as well as digital transmissions from the IDM. In addition, it is functional with the UHF Have Quick feature to provide an secure, anti-jam, radio transmission capability.
Topic Page. When the system senses a battery voltage of less than 16 volts it will automatically shutdown. The battery will be recharged when aircraft power is, subsequently, reapplied. Normal Alignment. If the pilot waits longer than 2 minutes to enter present position data, the alignment process is re-initiated and the time for alignment reset to zero.
INS O. Manual entry may be per- formed at any time during the mission. If the pilot elects to let the system automatically compute the magnetic variation, the calculated value is dis- played on the MAGV page.
The pilot may rotate the INS control knob to NAV any time after the first condition is achieved, but performance will be degraded unless he waits until the mnemonics flash. C , INS 8. Figure Alignment Complete Indications. Stored Heading Alignment. The true heading is calculated by performing a normal alignment prior to shutdown from the previously power-on condition as follows:. The computed true heading will be retained by the INU. The aircraft must not be moved after the heading is stored.
When ready for flight, perform the stored heading alignment before or during start as fol- lows:. BATH alignment is a submode of the stored heading alignment and should be avoided because of unspecified navigational and performance inaccuracies. Inflight Alignment. The INS may be aligned inflight. However, the procedure requires extensive pilot inputs and is designed to provide a get-home capability only.
Return of the maximum gravity max G -value indicates that the inflight alignment is complete. The procedure is as follows:. Normal INS Navigation. The INS provides great circle steering to any of 99 pilot selectable steerpoints. Steerpoints are determined during mission planning and entered through the DTC.
With auto steerpoint sequencing, the system will automatically increment the steerpoint when the aircraft is within 2 miles of the steerpoint and the range is increasing. Auto steer- point sequencing is indicated on the CNI page with a letter A displayed next to the current steerpoint. Nothing is displayed when in manual sequencing. T HDG The pilot can correct accumulated navigational position and altitude errors during a mission by using the fixtaking and altitude calibration modes.
To correct position errors using fixtaking, the pilot updates the present position by sighting, either visually, with the radar, or by direct flyover, on a point with known coor- dinates and updating the system by designating with the TMS and pressing ENTR on the ICP. To update sys- tem altitude, the pilot uses one of the system sensors to range to a point of known elevation and updates the system estimation of altitude using the Altitude Calibration ACAL mode.
Additionally, the pilot can store five sets of coordinates for later use called markpoints, using either the overfly or cursor designating tech- niques. The mode may be toggled on and off by pressing the M-SEL key. The fixtaking submodes available are dependent on the operational sensors and whether the aircraft landing gear is up or down.
Gear down submodes are:. Overfly Position Update. Overfly position updates may be accomplished with the gear up or down. Zero Velocity Update. The pilot performs a ZVEL update when the aircraft is on the ground and not mov- ing. ZVEL updates the system velocity only and does not affect the present position estimate. The ZVEL submode should remain selected between 40 seconds and 2 minutes for best results. The ZVEL update is especially useful when a degraded alignment has been accepted.
FCR Position Update. The pilot then slews the FCR ground map cursor to position it over the steerpoint or offset aimpoint and designates, TMS-forward. If the radar is already in a tracking mode when the pilot places the cursor over the steerpoint, it is unnecessary to TMS-forward, and the pilot may press ENTR immediately after the cursor is properly positioned.
HUD Position Update. The HUD position update is similar to the FCR update except the pilot visually sights on the desired steerpoint by slewing the steerpoint diamond rather than the GM cursor over it. The system uses the steerpoint sighting data for ranging corrections and the AGR mode of the radar for altitude corrections.
He then enters the steerpoint number to be used for position updating. He then presses ENTR to update the position deltas. To improve accuracy, the pilot should perform this update at as steep a look down angle as he can.
C 12, R 11, 0. Altitude Calibrations. The accuracy of air-to-ground weapon delivery is a function of the Modular Mission Computer MCC estimate of aircraft altitude better known as system altitude. System altitude is used to position aiming symbols and cursors for air-to-ground weapon delivery modes that do not use a ranging sen- sor. The MCC "mixes" this adjusted altitude with INS vertical velocity to derive a system altitude that responds quickly to aircraft vertical movement.
Manual ACAL update pilot pro- cedures are almost identical to position update procedures, and a position update and an altitude update can be accomplished simultaneously from the ACAL page. This inputs the alti- tude information into the system and updates the altitude delta. The calibration is completed by pressing ENTR.
FCR Altitude Calibration. The pilot selects a known steerpoint and enters the known elevation. HUD Altitude Calibration. Auto ACAL. As a result, the pilot does not need to accomplish manual ACALs as frequently as in the past.
The avionics system will sequentially store the coordinates and altitudes of 5 steerpoints in positions 26 through 30 as markpoints. Markpoints are steerpoints that the pilot wants to identify for future use by either flying over the point or designating it using the FCR or the HUD to identify the location.
For example, if the pilot encounters an uncharted terrain obstacle and wants to establish the coordinates of the location, he may flyover the obstacle, activate the MARK button, and those coordinates will be stored in an open location between steerpoints 26 and During the mission, the pilot may select any markpoint 30 for navigation or weapons employment purposes.
If the pilot enters more than 5 markpoints, the mark- point coordinates are written over starting with steerpoint All markpoints selected throughout the mis- sion, including those written over, will be retrievable from the DTC on mission completion. Overfly Markpoint. He may then select steerpoint 26 for nav- igation or weapons employment as he desires. The pilot can do a MARK in any mastermode.
Cruise energy management options selected with the CRUS 5 ICP button give the pilot flight infor- mation and cueing for timing, maximum range, maximum endurance, or total fuel remaining to any selected destination steerpoint. The information is available on the DED pages in any master mode. DED cruise option pages are available by dobbering right as follows:. Airspeed cueing and ETA for destination steerpoint. Airspeed cueing and estimated fuel remaining over destination steerpoint for maximum range cruise at current altitude.
Airspeed cueing, altitude cueing, estimated fuel over home point, and optimum altitude to destination steerpoint home point. Airspeed cueing, wind direction and velocity, and estimated fuel remaining over destination steerpoint for maximum endurance cruise at current altitude. For those steerpoints 71 through 89 which represent moving targets, the reliability of the cruise information will decrease the faster the target moves.
Time Over Steerpoint. The computation is made from the aircraft present position to the currently selected steerpoint. R 1, 0. The RNG option DED page provides the fuel remaining at the currently selected steerpoint based on current fuel consumption, airspeed, winds, and altitude Figure Current winds are also shown.
When the RNG option is mode selected, a maximum range airspeed cue, based on current winds at the cur- rent altitude, is displayed in the HUD. The pilot adjusts airspeed to that indicated by the caret to achieve maximum range at the current altitude. C 25, R 18, 0. The EDR option provides the pilot with airspeed guidance to fly at maximum endurance at the current altitude Figure When the EDR option mode is selected, an airspeed caret is displayed on the HUD indicating the air- speed to fly to achieve maximum endurance at the current altitude.
The flight path consists of a minimum fuel climb at military power or an idle descent to the optimum altitude, as required, a cruise climb segment where the altitude increases as fuel is burned off, and an idle power descent to a point feet over the home steer- point. Prior to mode select, the pilot may continue to navigate to the currently selected steerpoint and select different home points on the HOME DED page to view estimated fuel at different landing points.
When mode selected, the current steerpoint becomes the current selected steerpoint and the airspeed and altitude carets appear in the HUD to provide cueing to fly the flight path profile. If the estimat- ed fuel above the home point entered on the HOME DED page is less than pounds, a warning consist- ing of the letters FUEL flashing followed by the fuel remaining estimate at home point in hundreds of pounds is displayed in window 15 of the HUD.
Cruise energy management special considerations are as follows:. If fuel is insufficient to reach the home point, the value for fuel at home point is less than zero.
HUD cues must be followed to reach the home point with the estimated fuel. The asterisks will initialize about the scratchpad.
TACAN modes are selected by dobbering right. The Instrument Landing System ILS is used to perform precision instrument approaches using azimuth localizer and vertical glideslope approach cues in the cockpit independent of any airport preci- sion radar.
The system operates on VHF frequencies of The pilot tunes the ILS by. T HDG R The command steering cue is a circle similar to the great circle steering cue tadpole , but it has no tail. When the glideslope is intercept- ed, a short tail appears on the command steering cue and the cue moves up and down to indicate corrections required to intercept and maintain the glideslope.
The pilot flies the FPM to the command steering cue to intercept and maintain the localizer course and the glideslope for an ILS approach Figure Localizer Deviation. The Global Positioning System GPS is a passive, all-weather, jam-resistant navigation sys- tem that receives and processes RF transmissions from orbiting satellites. Multiple satellites are placed in hour orbits spread over several orbital planes to provide worldwide navigation coverage. The satellites contain precision atomic clocks used to generate accurate timing signals.
Each satellite transmits a naviga- tion message that includes a synchronization code, time of transmission, clock behavior, satellite position, and health and status information. The GPS receives and processes the navigation message from multiple satellites to determine the propagation time from satellite to aircraft of the message. This time difference is used to determine aircraft position and velocity. The CRPA is a multi-element antenna with reception that can be controlled to null out signals in the direction of a jam- ming source.
The FRPA is a single element antenna that does not have the jam-resistant capability. The radio receiver processes the satellite radio frequency signals to extract the digital data contained in the satellite navigation message. The receiver identifies a particular satellite message by matching the syn- chronization code in the message with the code expected for that satellite. The receiver has five independent channels for acquiring and tracking satellites.
Four of the channels are used to simultaneously acquire and track four different satellites. The fifth channel is maintained as a spare and is also used to monitor other satellites that are visible but not being tracked. When the receiver is tracking four satellites accurate posi- tion, velocity, and time data are provided to the aircraft subsystems over the MUX bus.
GPS Data Entry. To achieve optimum operation, the GPS requires three data sets at power turn-on: GPS almanac data, GPS cryptovariable keys data, and GPS initialization data latitude, longitude, altitude, speed, heading, time, and date. Usually, there is no need to load almanac data for normal training missions. The almanac data is loaded as part of maintenance installation and is retained through power cycles.
The almanac data allows the GPS to locate and acquire satellites for navigation, thus improving the reaction time performance of the GPS. The keys enable the GPS to properly decode satel- lite navigation messages when data encryption functions are employed by the satellites.
The keys and almanac data parameters cannot be directly verified in the cockpit; however, indirect indications of the sta- tus and quality of this data described in the next section are available to the pilot via the DED and Multifunction Display Set MFDS.
TIME 6E. M-SEL 0. This estimate is referred to as the navigation solution. To integrate the information from these two sources and to determine the navigation solution, the system uses a Kalman fil- ter. In this manner, the system can continue to be accurate even with the loss of GPS information. The GPS is easy to use, but must be verified each flight.
This page displays the system navigation and GPS solution accuracies estimated by the Kalman filter. This page is also used to control and display GPS mission dura- tion days and status reports on cryptovariable keys.
STPT 4W. MED Medium - Position errors of feet. LOW - Position errors greater than feet. Blank - No system navigation solution raw INS only. FAIL - Navigation solution not usable. LOW - Degraded accuracy and not used to update system position. Blank - GPS power off or in built-in test.
Navigation Commands. This function reinitializes the GPS satellite acquisition sequence e. NOTE: When the aircraft is started in a shelter or in a location where GPS cannot acquire satellites, there will no longer be a need to re-initialize GPS search after the aircraft is taxied from the area.
GPS will automatically reset itself to acquisition search when the aircraft taxi velocity becomes greater than 5 knots, GPS is in the NAV mode, and no satellites are being tracked. Digital Terrain System Overview. However, DTS provides other inherent capabilities that will also be discussed in this section.
It serves as the mass memory storage device for the Block 50 and MLU digital terrain system. The VOD includes obstruction features such as towers, power lines, buildings, and forest canopy coverage which projects higher than a threshold value above the ground. The functions and their respective display and advisory mechanizations are discussed below. The radar altimeter measurements observations are correlated with the terrain database to arrive at an estimate of aircraft horizontal X,Y and vertical Z position Figure 2- VPU is the estimation of the linear accuracy of the TRN Z-axis solution and can be thought of as a "plus or minus" kind of value.
Low positions uncer- tainty indicate high confidence in the accuracy of the respective position estimate s. Table reflects posi- tion uncertainty values and their related position confidence ratings. TRN then compares this terrain profile with the terrain model retrieved from the terrain elevation database stored in the DFM.
TRN accuracy is primarily dependent on the accuracy of the internally stored terrain database, the accuracy of radar altimeter measurements, and the characteristics of the terrain being over flown. Accurate TRN correlation is easier to achieve when the terrain being over flown has char- acteristics which allow unique correlation with the terrain database.
For example, consistently more accu- rate estimates of aircraft position are achieved when flying over well-defined rolling to mountainous terrain where accurate DTED is available as opposed to ruggedly mountainous terrain or relatively smooth terrain such as deserts or bodies of water.
All DTS functions are disabled whenever TRN is not available or has not established the aircraft position in the data base. TRN Displays and Advisories. The remaining six messages are displayed in the lower left corner of the HUD.
TRK means that the TRN is adequately locating or tracking the aircraft position within the data base. Multi-Command Handbook - F This handbook provides F pilots a single-source, comprehensive document containing fundamental employment procedures and techniques that may be used to accomplish the various missions of the F This handbook is the primary F fighter fundamentals reference document for Air Operations procedures This volume, with its complementary unit-specific Local Procedures Supplement, prescribes standard operational and weapons employment procedures to be used by all pilots operating USAF F aircraft.
Operations procedures - FW supplement This supplement volume, with its complementary unit-specific Local Procedures Supplement, prescribes standard operational and weapons employment procedures to be used by all pilots operating USAF F aircraft.
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