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10 seconds.
24.6.1.2.3 ACL Mode 1. When an uplinked label 6 message is received, a determination is made with
respect to total loop capability relative to dual-axis (lateral and longitudinal) ACL couple. If ACL
couple is determined to be available, the MODE 1 cue is displayed on the SA display and the autopilot
options are initialized on the UFCD with CPL option displayed as shown in figure 24-25.
A1-F18EA-NFM-000
VII-24-60 ORIGINAL
When the pilot selects the CPL option on the UFCD, an ACL couple to the FCS is requested if
prerequisites are met.
NOTE
·If FCS is already coupled to T/C command heading, the first
actuation of the CPL option disengages T/C couple and a second
actuation requests ACL couple.
·Mode 1 is available only with full flaps selected.
Figure 24-24. Traffic Control Couple Display
A1-F18EA-NFM-000
VII-24-61 ORIGINAL
The MC prerequisites for initial ACL couple are:
1. Basic FCS outer loop (heading hold) engaged. If heading hold is not engaged when the CPL
option is actuated it is automatically requested, and when FCS indicates it is engaged, ACL couple
is requested.
2. Onboard test results indicate ACL 1 capability.
3. Uplinked ACL RDY discrete being received. ACL RDY is required for initial couple only. It is not
required after ACL couple occurs.
Figure 24-25. ACL Mode 1 Display
A1-F18EA-NFM-000
VII-24-62 ORIGINAL
4. Uplinked A/P bit set to couple state.
5. Valid uplinked longitudinal and lateral axes commands being received (no TILT).
A colon is displayed next to CPL option on the UFCD and the CPLD P/R cue is displayed on the
HUD to indicate FCS is coupled. When ACL couple initially occurs, the FCS fades in the longitudinal
and lateral uplinked commands to minimize engagement transients. After FCS is coupled to the
dual-axis commands, the FCS limits the accepted magnitude of the uplinked commands to prevent
excessive pitch or roll changes due to large and/or erroneous uplinked commands. When FCS is
coupled to ACL, uncouple occurs, with reversion as noted, for any of the following reasons.
1. Heading hold mode disengagement with reversion to CAS operation.
2. Pitch or roll control stick steering engagement with reversion to CAS when CSS is no longer
engaged.
3. WonW with reversion to CAS.
4. Paddle switch actuation with reversion to CAS.
5. UFCD CPL option actuation with reversion to CAS.
6. Receipt of W/O discrete with reversion to CAS.
7. Receipt of command degrading approach to mode 2 state with reversion to CAS.
8. Loss of valid uplinked commands for more than 2 seconds (TILT) with reversion to CAS.
9. Detection of degraded onboard capability below that required for MODE 1 with reversion to CAS.
During an ACL coupled approach the D/L situation steering and the ICLS situation steering may
remain selected for HUD display to allow the pilot to monitor the progress of the automatic control in
capturing and holding the desired glide slope and azimuth.
24.6.1.2.4 ACL Mode 1A. For an ACL mode 1A approach, the aircraft may be coupled to data link
commands as described in the Mode 1 paragraph, then uncoupled at minimums (200 feet and 0.5 mile)
and manual control as described for Mode 2 used the rest of the way to touchdown.
24.6.1.2.5 ACL Mode 2. When a label 6 message is initially received and a mode 1 or mode 2
capability exists, a mode 2 manual approach may be made. Data link HUD steering is automatically
selected. The data link situation steering tadpole is displayed on the HUD with the tadpole referenced
to the velocity vector as shown in figure 24-26. The ICLS situation display may remain selected on the
HUD for cross check on the D/L situation display and/or either D/L or ICLS display may be deselected
by actuating the option button on the MPCD. Mode 2 approaches may be made with or without ATC
engaged, but ATC should be used for angle of attack/airspeed control, if it is available. If ATC is not
engaged the HUD angle of attack bracket should be used to control AOA/airspeed and the glide slope
maintained by flying the D/L situation steering display on the HUD.
24.6.1.3 Typical ACL Approach. Figures 24-26 and 24-27 describe the controls and displays for a
ªcannedº mode 1 ACL approach. The ACL mode is optimized for the described approach, but
abbreviated approaches and/or deviations as required may be used, dependent upon existing
operational procedures and collaboration between the pilot and carrier control. Figure 24-27 shows a
A1-F18EA-NFM-000
VII-24-63 ORIGINAL
plan view of the approach with controls and displays for selected points prior to marshal. Figure 24-28
shows descent from marshal to touchdown. The depicted scenario uses only D/L steering and
　
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