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information on the MFD. This will be indicated by AWL in the box adjacent
to the MFD legend. Successive depression of the pushbutton cycles AWL,
ACL, ILS and NO STEERING information on the MFD in that order.
Permits option to display AWL (both ACL and ILS), ACL, ILS, or NO
STEERING information on the HUD. Initial selection of the AWL steering
mode on the basic VDI format displays both ACL and ILS steering
information on the HUD. This will be indicated by AWL in the box adjacent
to the HUD legend. Successive depression of the pushbutton cycles AWL,
ACL, ILS, and NO STEERING information on the HUD in that order.
Note
The RIO is inhibited from deselecting AWL steering
once selected from any MFD.
Figure 17-2. ACLSfiLS Steering (Sheet 3 of 3)
17.3 SURFACE SUBSYSTEMS
17.3.1 Automatic Landing System (ANK3PN-42).
The ANISPN-42 radar uses a conically scanning antenna
beam of Ka-band energy, which is received at the
aircraft in diit proportion to its position within the
antenna coverage area. This microwave energy is received
as amplitude modulation of the pulsed carrier
and, by means of the beacon augmentor, the AM is put
on the I-band beacon for retransmission back to the ship
as an active radar signal. The AM on this retransmitted
signal is therefore identical to the AM received at the
aircraft. By relating the amplitude of the returned signal
to the ANjSPN-42 antenna position within its conical
scanning area, the system knows the exact location of
thb aircraft in relation to the axis of the conical scan,
which is the desired glidepath. From this information, the
system LXUg eneratec orrectionst o bring the aircraftt o the
d&i glidepath.A dditional ramp input pitch commands,
td~red to each specific ship or field by the Naval Air Test
Canter during Mode I certification, are applied at the
proper time to assist the aircraft through the burble.
To satisfy the system capability and landing-rate requirements,
the shipboard subsystem landing control
central AN/SPN-42 has a dual-channel configuration.
This provides increased system reliability through rcdundancy.
At full operational capability, both channels
are in use, controlling two aircrafi on the glideslope at
the same time. Two aircrafi are normally spaced approximately
60 seconds apart along the glideslope. In
addition, the three operating modes act as backups for
each other should partial system failure occur.
17.3.2 Instrument Landing System (ANk3PN-41).
The aircraft ILS uses carrier or shore-basedANISPN-41
(C-scan) transmitters. The system operates in the Kband,
between 15.4 and 15.7 GHz, on any of 20 channels.
The transmitted azimuth signal produces a 2”
beam, which is scanned +20” from the deck centerline.
The transmitted elevation signal produces a 1.3’ beam
with a scan pattern from 0” to 10’ above the horizon. A
proportional azimuth angle for steering is 6’ right or left
of centerline; proportional elevation angle for steering
is 1.4” from the reference glideslope (above or below).
ORIGINAL 17-8
NAVAIR QT.F14AAD-1
NOAllENCLATURE FUNCTION
0 CHANNEL selector l’wnty possible channel selections by rotation of selector knob.
0 Bri PRESS-to-test Depresslng button activates BTT test circuitry. Landlng symbols available on
bulton HUD ariaor MI lf AWL oi ILS display option is selected, and on pilot’s
standby attitude Indicator.
0 POWER switch ON- Activates receiver decoder for all-weather carrier landlng.
(lock-lever)
OFF - mrns system off. Lock-lever switch must be lifted to OFF.
@
lndlcator IlgM QlgM Is Ughts when ANIARA-63 Is on.
removed wlth AVC 2460)
Figure 17-3. ANIARA-63 Decoder Panel
17-9 ORIGINAL
NAVAIR gl-Pl4AAD-1
Gpemting range is approximately20 nautical miles. The
signal is transmitted in J-band on a carrier frequency of
15.4 to 15.7 GHx.
The AN/SPN-~~ can be used to guide the pilot to the
window of the AN/SPN42 radar for an ACL Mode I
approacha nd as an independentg lideslope and azimuth
displayduringaModeIapproach.ShouldtheAN/SPN-42
radar system fail, the ANEPN-41 can be used for Mode
II approaches.
17.4 ACLS PROCSDURES
The succe.ssfucI ompletion of a Mode I or Mode IA
ACLS approachi s dependenot n the properp erformance
and complex interaction of a variety of shipboard and
aircmfl systems. It is the responsibility of the aircrew to
verify that all ACLS-related aircratl systems are fimctioning
properly and thatp roperp roceduresa ref ollowed
in order to ensure a safe coupled approach.
17.4.1 Preflight. During the exterior preflight, the
　
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