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selecting the OWN A/C DEU format and depressing
the WSPD and WDIR pushtiles and then the proper
numerics.
Wind is entered with the DD control panel (Figure
20-17) by selecting NAV and then boxing WIND and
using the proper numeric pushtiles on the lower left
portion of the DD control panel.
Note
For both DEU and DD entries, wind direction
is the direction from which the wind is
blowing.
20.3.4.4 Magnetic Variation. MAG VAR is available
from the navigation system from a prestored table
using aircraft coordinates. This value, when displayed
on the MFD OWN A/C format, is labeled MV-T. It may
also be computed using the difference between system
true heading and magnetic heading from magnetic azimuth
detector (labeled Mv-C). In addition to this, fhe
navigation system will accept and use a manually entered
value of magnetic variation from either the DEU
or the DD control panel (labeled MV-E).
Magnetic variation from the prestored table is fhe
default value and will be automatically selected and
displayed to the nearest degree. This is the recommended
value and, unless aircraft position is unknown,
will usually be the most accurate.
Selection of computed or entered magnetic variation
is made by depressing the boxed MV pushbutton on the
lower right side of the MFD OWN A/C format (Figure
20-22). When this is done the MV-T legend in the center
ofthe format will cycle to MV-C, to MV-E, and back to
MV-T, indicating the source and value ofmagnetic variation
used by the navigation system.
ORIGINAL 20-34
NAVAIR 0%F14AAD.1
Figure 20-21. DD Waypoint Data Entry
Entered values of magnetic variation can be made
using either the DEU or the DD control panel. When the
DEU is used (Figure 20-12), the MVAR pushtile on the
OWN A/C or CV ALGN format is selecteda nd the value
is entered to the nearest degree, preceded by an E or W
for east or west, respectively. When the DD control
panel is used (Figure 20-22), the NAV category is selected
and the MAG VAR pushtile is depressedE. ntry
is madev ia the numerics on the computer addressp anel
on the lower lefl portion of the DD by first depressing
the HDG pushtile, followed by the appropriate E or W,
and then the value also to the nearest degree.
20.3.5 In-Flight Operation. During flight, the
navigation system can operate in several modes and
submodes. These consist of the following in order of
expecteda ccuracy and completenesso f information.
1. Primary
a. In-flight align
2. Secondary
3. IMU backup
4. SAHRS backup
a. SAHRS/slaved
b. SAHRSDG
c. SAHRS EC
d. SAHRS in-flight restart.
Details on these modes, their capabilities, and the
operational procedures are given in the following
paragraphs.
Unless a manual selection is made, the navigation
system will automatically select the best available mode
in the decreasing order given above. When a manual
selection is made an “M” will appear on the upper right
portion of the OWN A/C MFD format. The disappearance
of the “M” indicates automatic mode selection.
Manual selection of the navigation system mode can
be made by either the pilot or the RIO using the applicable
MFD format as described below. Navigation data
entry and INS mode control is only a RIO function since
the pilot does not have the required controls.
20-35 ORIGINAL
NAVAIR 01.Fl4AAD-1
MFD MAGNETIC VARIATION SOIIRCF CFI FCTI~N
DD MAGNETIC VARIATION ENTRY
NZ97
Figure 20-22. Magnetic Variation Source Selection and DD Entry
ORIGINAL 20-36
20.351 Primary Navigation. The primary navigation
mode uses INS-sensed dynamic inputs, with the
INS in its inertial mode as inputs Born the CADC and
other aiding sources, when available and selected by the
crew. This mode provides the most accurate information
to all systems and is automatically selected at the completion
of alignment when the NAV MODE switch is set
to INS. It will also be automatically selected when the
aircraft is airborne and the NAV MODE switch is still
in the align position, if a reasonableq uality of alignment
has been obtained. The indication is that the INS legend
on theupperright portion ofthe OWN A/C MFD format
is boxed.
20.3.5.1.1 INS In-Flight Align. It is possible to
align the INS during flight using an available velocity
sourcea nd certain navigation systemp arameters,P resently
the three sources ofvelocity data available for INS
in-flight align are JTIDS, air data, and system velocity.
Since an INS in-flight align using air data or system
　
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