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data goes directly from JTIDS to the MCS on the 1553
bus.
Navigation information that requires data entry is
normally inserted by the RIO using the DEU, however,
most parametersc an also be enteredo n the RIO digital
display keyboard. Navigation and steering displays are
provided to the pilot and RIO by means of various formats
on the three MFDs and to the pilot on the HUD.
The TID can also provide most navigation displays to
the RIO. A BDHI in each cockpit can display aircraft
heading from the SAHRS, tacan range, bearing, and
UHFiADF bearing.
Navigation information from equipment not on the
standard data bus is converted to the proper format by
the CIU. These units and the information they provide
are as follows:
1, Central air data computer - Altitude, airspeed,
and other air related data.
2. AN/ARN-118 tacan - Range and bearing from
tuned tacan station.
3, AN/ASW-2lC data link - Ship inertial navigation
system data for carrier alignment, waypoint
coordinates, automatic carrier landing system
commands, and vector steering commands.
4. Instrument landing system - SPN-42 course and
glideslope deviation inputs.
5. UHPiADF - Relative bearing to the tuned station.
6. ANIAPN-194 radar altimeter - Height above
the surface.
The CIU also converts MCS steering command outputs
and roll and pitch attitude information from the INS
into analog form for the APCS.
20.1.1 AN/ASN-139 Inertial Navigation Set.
The INS is the primary navigation sensor. It is a selfcontained
system that includes an inertial measurement
unit, processinge quipment,a ndt he supportinge lectronics
and power supply. It provides inertial navigation
inputs to the MCS.
The IMU is an all-attitude strapdown navigation set
that mounts three laser gyros for angular rate sensing
and three single-axis accelerometers for acceleration
measurement.
In the strapdown configuration, the sensor assembly
is not isolated from the airhame by gimbals and senses
aircraft angular rate and accelerations directly. However,
local level and wander angle (the difference between
initial pointing angle and true north) must be
20-I ORIGINAL
NAVAIR Ol-Fl4AAD-1
- SAHRS I
DP
1
1 AFCS
Figure 20-l. Navigation System
ORIGINAL 20-2
NAVAIR 01.Fl4AAD-1
establishedb y alignment for the INS to provide useful
information. After alignment, the INS processor keeps
track of the sensor assembly’s orientation with respect
to local level and true north by integrating the sensed
angularr ates.T he senseda ccelerationsa re resolvedi nto
north, east, and down components; corrected for coriolis
and other factors; and integrated to provide velocity and
position information.
This information as well as accelerations,b ody rates,
altitude, and timetaggingdata is provided in digital form
to the MCS. Analog outputs of roll and pitch are provided
to the AFCS via the CIU.
The INS is controlled by the NAV MODE switch
(Figure 20-2) on the RIO right console. This switch
controls power to the INS and selection of modes of
alignment and navigation. This switch is also used to
control SAHRS alignment mode during concurrent
alignment when both the INS and SAHRS are being
aligned in the same mode to the same data source. Data
entry and selection of INS submodes are by means of
the MFD and DEU.
The INS uses 115 Vat f?om ac essential No. 2 bus
through circuit breakem 3C7, 4C1, and 4C2. Refer to
Chapter2 for the alphanumericli sting of circuit breakers.
The INS backup power supply is a separateu nit that
provides 28-Vdc power to the INS for transient protection
for up to 20 seconds in flight and to 2 seconds on
the ground. Battery charging power is provided by the
ac left main bus through circuit breaker 117.
20.1.2 ANIUSNIM Standard Attitude Heading
Reference System. The SAHRS is the secondary
navigation sensor.I t is a self-containeds trapdown
all-attitude INS that uses three laser gyros for angular
rate sensing and three single-axis accelerometers for
acceleration measurement. The SAHRS includes a
power supply,p rocessor/memorya, nd othere lectronics
to provide outputs to the MCS.
In the strapdown configuration, the sensor assembly
is not isolated t?om the airfixme by gimbals and senses
aircraft angular rate and accelerations directly. However,
local level and wander angle must be established
by alignment for SAHRS to provide usetil information.
Afier alignment, the SAHRS processor keeps track of
the sensor assembly’s orientation with respect to local
　
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