For Training Use Only - Mack Nair Multimedia Designs

For Training Use Only - Mack Nair Multimedia Designs
For Training Use Only
CNS ATM
Table of Contents
CNS/ATM SKILLS AND CORE
KNOWLEDGE MINIMUMS
1
PILOT CNS/ATM QUICK REFERENCE
3
NFO CNS/ATM QUICK REFERENCE
8
BACKGROUND
17
POWER SOURCES / CB LOCATIONS
32
PROCEDURES
33
IFF
51
AIR DATA DISPLAY UNIT
59
UPDATE NAV DATABASE
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CNS/ATM SKILLS AND CORE KNOWLEDGE
MINIMUMS
The following items represent the minimum skills and knowledge base
pilots and navigators should show proficiency in prior to CNS ATM use.
Exercise these skills at CNATTU or on the Computer Based Simulator to
keep proficient during time lapses out of the aircraft once qualified. Use
this list during training evolutions.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Check Database/ UTC/ Date/ Datum
Check/ Update Initial Position
Check /Load / Zeroize GPS Keys
Check/ Load/ Zeroize IFF Keys
Power on RINU-Gs, Transponder
Align Inertials/ understands alignment types
- GC vs SH alignment
Find Database page (NAVAID lookup, freqs, rwy, MGRS)
Check NAV solutions (INAV)
- monitor alignment status
RNAV RNP Selection (solution selections, MIL/CIV)
Check Status
- NATOPS 23-107 (Pilot) 10-114 (NFO)
Check MSG Page
Insert IFF codes/Ident Transponder
Test transponder
Insert Flight Plan
Insert CRZ ALT and ETD in Performance page
Discontinuity (Insert and Delete)
Insert Secondary Flight Plan
Activate or display Secondary Flight Plan
Find Progress Page, Position Reporting Page
Find Solution Summary (freeze)
Direct to Fix
Direct Intercept Function (course to a fix)
Flight Progress Monitoring: Legs, Progress 2/4, Fix, Intercept, Pilot
Waypoints
Insert and monitor Standoff
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25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
Adjust display controls (Hi, Low, NAVAIDS)
Inhibit Sequence for pattern work
Insert/Adjust Holding
Exit Holding
- Direct to next point
- Exit Hold function
Manually change RNP and delete
Adjust Transition Altitude
Insert SID/STAR/ Line Selectable Approach
Insert Visual Approach
Insert Pilot Waypoints
Switch between MAG and TRU
Erase Flight Plan, Pilot Waypoints
Understand Failure indications
Understand RAIM indications
Understand Miscompare indications
Power Off RINU-Gs, IFF, Comm
Download flight plan from CDU-7000 to Tactical Computer.
Determine which navigation source is driving the Tactical Computer
Manually update inertial position
Save and load a flight plan
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For Training Use Only
PILOT CNS/ATM QUICK REFERENCE
RINU G GROUND ALIGNMENT PROCEDURES
1. Access the POWER page (
, LLS1 “<START INIT”, RLS6
“POWER>”) and toggle all required equipment power to ON (RINUGs, IFF, V/UHF).
INDEX Page 1/2
START INIT Page 1/3
2. Press
, LLS1 “<START INIT” to access the START INIT 1/3
page. On the START INIT 1/3 page, once satellite data has been
acquired, the current UTC and DATE appear on line 4.
3. Press  once on the CDU-7000 to access the START INIT 2/3 page.
Verify that initialization position (INIT POS) is correct.
4. If the INIT POS is incorrect, it can be manually typed and entered by
pressing RLS5.
START INIT Page 2/3
5. Press  once on the CDU-7000 to access the START INIT 3/3 page
(can also push  once to go from the START INIT 1/3 page to the
START INIT 3/3 page.)
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6. As per the figure below, verify the Alignment Type (ALN TYPE) is
GC (gyro compass) for each INU (LLS4 & RLS4). SH is stored
heading alignment, do not use it. AIR is used for in-flight alignments.
7. LLS6 and RLS6 to toggle AUTO NAV to ON for each INU if
desired. This will automatically command each INU to “NAVIGATE”
mode upon alignment completion.
8. LLS5 “<INITIATE” (LLS5) under INU1 and RLS5 “INITIATE>”
under INU2. An “* INITIATE” under INU1 and “INITIATE *” under
INU2 will indicate alignment confirmation while the RINU-G
initializes the GPS and begins the alignment.
GC / SH / AIR
OFF / ON
START INIT Page 3/3
Note
Attitude Reference (ATT REF) mode is selected from this
page and can be selected any time the RINU G has power
applied. Select ATT REF mode by pushing LLS3/RLS3 for
the applicable INU.
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9. On the CDU-7000, press
, RLS3 “INAV>”, then press  until
INAV 5/6 page or INAV 6/6 page. These two pages show INU1 and
INU2 status respectively and can be used to monitor alignment progress
and INU performance.
INAV 5/6 Page
10. Alignment status will count down (80, 70,...02), ALN CEP will
countdown towards 0.8NM, and ALN TIME will count up towards 4.1
minutes as each INU aligns. The INU MODE will change to
“NAVIGATE” indicating that the INU has been aligned and accepted.
This will happen automatically if AUTO NAV was selected ON
previously. If AUTO NAV was not previously turned on, RLS1
“ENABLE NAV<” for each INU.
11. After “NAVIGATE” mode is indicated for each INU, verify INU1/GPS
is displayed in Pilot’s EHSI (top right corner) and INU2/GPS is
displayed on the Copilot’s EHSI (top right corner).
12. At “ATTITUDE SOURCES/HSI’s” on the BEFORE START checklist
each INU shall be confirmed in NAVIGATE (INAV 5/6 page and
INAV 6/6 page). Each pilot must then verify MHRS and Synthetic
MAG headings. MHRS 1 and MHRS 2 shall agree +/- 2 degrees.
FMS 1 and FMS 2 headings shall agree +/- 2 degrees. Both MHRS and
FMS headings shall be within +/- 5 degrees of the wet compass.
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For Training Use Only
SECURING POWER PROCEDURES (Secure Checklist)
1. Access the POWER page via
“POWER>”.
, LLS1 “START INIT>”, RLS6
2. Toggle power OFF to RINU-Gs, IFF, and V/UHF as required (two
button pushes are required to turn each item off).
3. Turn off all three CDUs with lever lock switches.
4. Pull RUN1 and RUN2 circuit breakers on Aft Electronic CB panel.
5. Pull all 3 EHSI circuit breakers at FWD Electronic CB panel and both
EFDI circuit breakers on the no name BUS (FLC).
IFF PROCEDURES (APX-118)
IFF POWER ON
1. Press
..
2. LLS1 “<START INIT”.
3. RLS6 “POWER>”.
4. LLS2 under IFF to ON.
IFF PREFLIGHT
1. Press
.
2. On the IFF 1/3 page, enter codes under MODE 1 (if req), MODE 2 (if
required) 2, and MODE 3A.
3. Turn ON or OFF Modes as desired.
4. to the IFF 2/3 page and toggle MODE 4 day A/B as desired.
5. to the IFF 3/3 page and verify aircraft Mode S code is set under
CODE.
Note
Aircraft are assigned a specific Mode S code and should be
automatically displayed. If not displayed, type “DEFAULT”
in the scratch pad and RLS2 adjacent to the Mode S code.
Once the default code appears, select RLS2 to hide the default
code. If no code appears, reference the ADB hard card for the
proper aircraft Mode S code.
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6. Enter ATC call sign (i.e. VVLL30) under the FLIGHT ID line.
7. To conduct the APX-118 internal BIT check, select
, STATUS,
IFF, and RLS 1 for TEST. The BIT will initiate and each mode will
display GO or NOGO.
Note
An ALTM NO GO is a known issue and is an acceptable
condition.
COMMUNICATION PROCEDURES
(CIP Equipped UHFs and V/UHFs)
Of note, no longer can an operator enter a frequency into the scratchpad and
simply push the UHF1 (F1) or VHF (F4) buttons like legacy CIP
configurations. The operator must enter a frequency into the scratchpad,
access the
page, and then LLS next to the desired radio. On CIP
aircraft, MODE (TR or TR&G), SQUELCH (ON or OFF), GUARD (ON
or OFF) is accessed by pushing
, RLS the desired radio for its radio
CONTROL page. Radio presets can be entered via the radio CONTROL
page by RLS5 “LOS PRESETS>” for UHF1 or UHF2, or RLS4
“PRESETS>” for V/UHF.
UHFs AND V/UHF POWER ON
1. ARC-210 V/UHF Radio
a. Press
.
b. LLS1 “<START INIT”.
c. RLS6 “POWER>”.
d. LLS3 under V/UHF to ON.
2. Turn on UHF1and UHF2 and verify in RMT (remote) position in the Frack if on CIP aircraft. If not, turn on UHFs via control heads.
UHFs AND V/UHF PREFLIGHT
1. Press
.
2. RLS1 under UHF1 to access UHF1 CONTROL page and verify
TR+G, SQUELCH ON, and “LOS PRESETS>” set.
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NFO CNS/ATM QUICK REFERENCE
FIXING PROCEDURES
1. Access the SOL SUMMARY page ( IDX , or
INDEX 2/2 page, RLS1 “SOL SUMMARY”)
INDEX Page 1/2
key to access the
INDEX Page 1/2
2. The SOL SUMMARY page shows ALL 6 FMS positions.
- INU1/GPS, INU2/GPS (Blended)
- GPS1/A/H, GPS2/A/H (Smooth)
- INU1, INU2 (Stand Alone)
3. Freeze Position by pressing the RLS6 key.
* An asterisk will appear next to RLS6 indication positions are Frozen.
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4. Annotate Position and K-factor for the following positions.
- INU1/GPS (primary FMS source)
- INU1, INU2 (Stand alone)
- Computer FIX and Pos
SOL SUMMARY Page
5. In Remarks, annotate FMS and TAC computer navigation sources.
Note
• A blue asterisk (*) along the left column indicates which
solution is the designated pilot’s solution providing primary
navigation information to the FMS
• Navigation solution driving the FMS is not necessarily the same
as navigation solution driving the computer.
FMS solution is selected via Pilot’s DCP COURSE selection.
Computer solution is selected via N/C Heading select switch
and CONFIG page on the CDU.
6. Verify ANP<RNP for required phase of flight
•
Values are displayed on the RNAV RNP page.
•
From the INDEX Page 1/2, select RSL#4 “RNAV RNP”
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MISSION PAGE PROCEDURES
•
The Mission Page allows Flight Plan Definition and Automated
Guidance for Performing Flight Patterns.
•
Pattern Parameters are Defined, then the Pattern is Inserted Into the
Flight Plan Via the LEGS Page.
•
The Mission Page also offers an INTERCEPT function and a
MARKPOINTS list of recorded aircraft positions.
MISSION FLIGHT PLANS (MFP)
1. Press “MSN” Function Key
2. Choose desired MFP:
-
CIRCLE
RACETRACK
FIGURE 8
CRP (Closed Random Pattern)
3. Define Pattern Parameters:
- Select “NEW CIRCLE” (or other pattern) to access Pattern
Definition page.
* Each pattern is described
on the following pages.
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For Training Use Only
CIRCLE
– Define Parameters
•
Position (“MFP Primary Fix”)
•
Turn Direction
•
Inbound Course
•
Width
– Enter into FLT Plan
•
Select Either “LEGS” or “SEC LEGS”
•
“INSERT CIR BEFORE?” Scratchpad Message
•
Select Line Key
– Execute MOD FPLN
Up to Ten MFPs Can be
Entered into Both the Active
and Secondary Flight Plans.
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RACETRACK
– Define Parameters
•
Position (“Fix”)
•
Turn Direction
•
Inbound Course
•
Width
•
Length
– Enter into FLT Plan
•
Same as CIRCLE
PTRN CHNG automatically
changes PTRN shape while
using same parameters
– Execute MOD FPLN
FIGURE 8
Procedures Same as Racetrack
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For Training Use Only
CLOSED RANDOM PATTERN (CRP)
• A Closed Random Pattern is Defined as a Sequence of Random
Waypoints that are Executed Repeatedly
• Flown either Forward (FWD) or Reverse (REV)
– Define Parameters
• FIX (“Entry Point”)
• Waypoints (up to Nine)
• *ETD (Optional)
- Remaining Procedures:
Same as other MFPs
* The ETD Entry is used to
calculate subsequent ETAs
for the Flight Plan.
How a CRP works:
• The CRP becomes active when the CRP FIX becomes the TO
WPT in your FLT PLN.
• The CRP remains active until a Lateral Direct-To is initiated to
a WPT that is not a WPT in the CRP.
• CRP sequence can be reversed while the pattern is active
(creates a MOD FPLN)
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For Training Use Only
INTERCEPTS
1. Access INTR (Intercept) Page by Selecting INTERCEPT on FLPN
MISSION Page
- Up to Nine Intercepts
- Only Five can be entered
into Active or Sec. FLT plans.
2. Create Intercept:
FPLN Mission Page
- Press RLS5 “NEW”
3. Req INTR entries:
- TGT FIX (Position of fix)
- TGT TRK / GS
- TGT TIME (ie…00:00:00)
- Name (Optional)
* All 3 entries must be inserted
before a solution is calculated.
INTR
1/9
TGT FIX
NAME
¦¦¦¦¦
¦¦¦¦¦
TGT TRK/GS
TRAIL
¦¦¦º/¦¦¦KT
¦¦NM
TGT TIME
BRG/DIST
¦¦¦¦:¦¦
---º/---NM
TTI
MSD DIST
--:--:----NM
-----------------------CALC>
<LEGS
[
SEC LEGS>
]
INTR Page (Entries)
4. Enter into FLT Plan (Optional):
- Press LEGS or SEC LEGS
- Insert INTR before WPT “XX”
5. INTR Solution provides:
- BRG / DIST
- Time to Intercept (TTI)
- Missed Dist (MSD DIST)
if CPA is calculated.
INTR MOUTN
1/9
TGT FIX
NAME
N45º01 W091º54
MOUTN
TGT TRK/GS
TRAIL
235º/400KT
2NM
TGT TIME
BRG/DIST
1230:00
135º/250NM
TTI
MSD DIST
01:30:28 PCA
250NM
-----------------------CALC>
<LEGS
[
SEC LEGS>
]
INTR Page (Solution)
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6. Monitor Intercepts (In-Flight):
- Access INTR page by pressing
RLS1 on FPLN MISSION page.
- Press RLS5 “NEW (intercept)”
- Use or arrows to cycle
between Intercepts.
MISSION Page
MARKPOINTS
1. Markpoints are created by pressing the
CDU MARK button.
2. Access the MARKPOINT LIST by
pressing LLS1 “MARKPOINTS”
3. MARKPOINT LIST contains up to
ten (A-J) MARKPOINTS
4. MARK TIME is system time at
time of mark.
MISSION Page
* When ten points exist, subsequent
MARKPOINTS overwrite the first
created.
MARKPOINT LIST Page
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For Training Use Only
STANDOFF
1. Select MSN
2. RLS 3 “STANDOFF”
3. Insert a point or two points
(for a line) into the scratchpad
by name.
4. LLS to enter the desired
standoff.
Notes:
A maximum of 6 standoffs can
be displayed
Standoff lines entered into the
STANDOFF page cannot be
displayed on the EFDS display.
A point must be named before
entering it into the STANDOFF
page. This is done by saving a
point as a pilot as a pilot
waypoint or naming a point on
the primary or secondary flight
plan page.
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BACKGROUND
The use of GPS for flight in controlled airspace requires thorough knowledge
of the terms and nomenclature used to describe and depict GPS navigation
processes. The FMS generated course information shall not be used as the
sole source of navigation during enroute navigation until aircrew have
received required training and designation. When utilizing the FMS for
course guidance, INU/GPS or GPS/A/H shall be selected as the navigation
solution and both RINU-Gs shall be keyed. The pure INU solution is not an
approved navigation source selection when using the FMS.
The WGS-84 DATUM shall be used for all non-tactical FMS
procedures.
Aircrew shall have current DoD FLIP publications for the intended region of
operations and must actively crosscheck the FMS route of flight against these
publications. If discrepancies exist, the paper charts will take precedence.
The FMS shall not be used for navigation if doubt exists as to the validity of
the procedure in the CDU-7000. If unable to comply with the requirements of
an RNAV procedure, pilots shall advise Air Traffic Control as soon as
possible.
Note
Pilots may notice a slight difference between the navigation
information portrayed on the chart and the course information
displayed on the CDU-7000 and EFDS flight displays.
Differences of 3° or less may be a result of variances in the
CDU-7000’s application of magnetic variation and are
operationally acceptable.
For all FMS operations a current electronic navigation database is required. If
the navigation database has been superseded, the crew shall verify that the
FMS route matches the paper DAFIF product.
Note
When using FMS as source of navigation, aircrews shall check
GPS NOTAMS. GPS NOTAMS may be reviewed by entering
“KGPS” as the 4 letter identifier on the NOTAM website
(https://www.notams.jcs.mil).
AN/ARN-151 GPS shall not be used as a primary navigation source. The
AN/ARN-151 GPS system does not meet FAA standards to fly enroute,
terminal, or precision/ non-precision approaches under VMC or IMC.
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For Training Use Only
AN/ARN-151 GPS is not authorized for use as the primary, supplemental, or
sole means of air navigation for instrument flight in controlled airspace.
Note
FMS generated guidance information shall not be used as the sole
source of navigation until aircrew have received required training
and designation.
Note
The use of the GPS as the primary means of navigation requires a
thorough knowledge of GPS terminology and navigation
processes.
CDU-7000 OPERATING PHILOSOPHY
The CDU-7000 is the pilot interface with the FMS various functions. FMS
related information and function modes are displayed on the CDU-7000 color
display.
The CDU-7000 has 12 line keys around the display for mode
selections; copying, transferring, or deleting (when in delete mode) displayed
information.
The CDU has 14 function keys for direct selection of many of the FMS
functions and display modes. It also has a full alphanumeric keypad for
entering data.
All operations for entry of a flight plan, modification of an existing flight plan,
or entry of data for other FMS operating functions are completed through the
use of a scratchpad entry system. Flight plan data for other FMS operations, is
entered into the scratchpad with the alphanumeric keypads or by pressing a
line key for data shown on the display to copy that data to the scratchpad.
From the scratchpad, data is transferred to the appropriate location in a flight
plan or other operating function by displaying the data entry position on the
display and pressing the line key for that data position.
A scratchpad entry error, results in a message indicating the nature of the
error. Refer to the MESSAGES AND ANNUNCIATORS chapter (User’s
Manual) for a description of scratchpad messages.
FMS operating modes are selected directly, without the use of the scratchpad,
by pressing the appropriate function key or by pressing a line key adjacent to
an item in a menu shown on the display. Some functions are alternately
switched on or off (toggled) with sequential pushes of the associated line key
or function key. Some functions and operating modes require more than one
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display page to show all of the associated data. The ↑ and ↓ slew keys are
used to scroll through the available display pages. The current/total page
numbers displayed in the upper right corner of the display indicates the
number of pages available for viewing.
DISPLAY
The display has 15 lines of 24 characters of text in five colors. Text is
displayed in either a large or small size font. The top line of the display is for
the page title and when applicable the current/total page numbers of that
displayed page. The bottom line on the display is used for the annunciation
line. The line above the annunciation line is used as a scratchpad or buffer for
holding keypad entries and scratchpad messages. Many of the display pages
are setup to display two columns of information, which allows for the use of
the line keys on both sides of the display to select, copy, or transfer displayed
data.
COLORS
Five colors cyan, green, white, yellow, and magenta are used to display text
on the various CDU display pages.
Cyan is used for:
• Title line text
• Label line text
• Vertical speed data
• Copilot heading bug
• FROM waypoint
Green is used for:
• Valid vertical profile
• Vertical data
• Active mode selections
White is used for:
• Database look-up data
• Down track Leg
• General data
• Line select
• Sensor data
• Toggle selection
• Static data
Yellow is used for:
• Invalid vertical profile
• Advisory
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Magenta is used for:
• Command bars on the Electronic Flight Director Indicator (EFDI)
• Glideslope (GS) deviation pointer
• Lateral deviation pointer
• Pilot heading bug
• Bearing pointer #1 and bearing pointer #1 source
• Selected heading label (HDG)
• On Map displays Current leg of course line
• Current TO waypoint
CDU SYMBOLOGY
Symbols displayed by the CDU denote what entries can be made, possible
selections, and function status.
<>
(Outward) Pressing the adjacent line key accesses the page indicated,
or cancels an action.
><
(Inward) Pressing the adjacent line key selects the item or enables the
mode.
Function is on, enabled, or active
−−−
No meaningful data is available or power is off
[]
Data entry is possible/required
Defines scratchpad entry field. When appearing on a data line,
indicates value may be changed or inputted
Pressing the adjacent line key accesses alternate selections among
modes (for example, on/off) (SATCOM pages only)
√
Check status for equipment failure or indicates a failed data path
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SYSTEM BLOCK DIAGRAM
The following system block diagram helps in the understanding of the system
components and their relationship to one another. The CDUs provide access
to all system functions for a single crewmember. The CDUs are connected to
the system by MIL-STD-1553B busses. The pilot and copilot CDU provides
identical and independent functionality. The operational concept and system
architecture require a crew coordination strategy to avoid conflicting
operations between crewmembers.
The Electronic Horizontal Situation Indicators (EHSIs) and Electronic Flight
Display Indicators (EFDIs) receive information from the EFDS junction box
(not depicted) through ARINC 582, ARINC 429, and EIA-422 data busses.
GPS
The Global Positioning System (GPS) is a very precise navigational system,
based on a constellation of 24 satellites, designed so that a minimum of five
satellites are always observable by a user anywhere on Earth. The receiver
uses data from the best of four satellites above its horizon, adding signals
from one as it drops signals from another, to continually calculate its position.
The GPS receiver verifies the integrity of the signals received from the GPS
constellation through "Receiver Autonomous Integrity Monitoring" (RAIM)
by determining if a satellite is providing corrupted information.
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For Training Use Only
RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM)
RAIM is the ability of the receiver to determine if the integrity of the
navigation solution meets the integrity requirements for the phase of flight
and requires the receiver to be tracking a minimum of five satellites. The
CDU and RINU-G provide continuous RAIM and predictive RAIM (P-RAIM)
processing. P-RAIM is the ability to determine satellite coverage for a future
time and position, in order to predict the integrity of the navigation solution at
that point and time. P-RAIM includes automatic approach P-RAIM, manual
approach P-RAIM, and secondary flight plan P-RAIM.
CONTINUOUS RAIM
Continuous RAIM is based upon the phase of flight and requires no operator
action. RAIM status is continuously displayed on the CDU INAV pages for
the INS/GPS and GPS/A/H solutions. RAIM alerts are displayed on the
EFDS and the CDU annunciation line. RAIM conditions are described in
figure 23-31. A RAIM WRN and NO RAIM condition will also result in
either a navigation caution or navigation warning alert, depending upon the
phase of flight. See EFDS section for further description of EFDS alerting.
• White RAIM Warning
– No RAIM
– RAIM is inactive, not working properly, or unavailable
– Less than 5 satellites
• Yellow RAIM
– RAIM WARN
– RAIM is active, working properly, and RAIM approach
indicates an alarm condition exists
– Less than 6 satellites
• Cannot continue approach with RAIM indication
If a navigation caution or warning condition (as indicated by a
yellow or red course label flag, respectively) or NO RAIM
annunciation occurs notify ATC and discontinue use of FMS as
means of navigation.
AUTOMATIC APPROACH P-RAIM
Automatic approach P-RAIM is intended to predict if the integrity of the
navigation solution will be suitable for approach. An alert, NO APPR RAIM,
is only provided if the system determines that the integrity requirements are
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For Training Use Only
not met. No alert is provided if it is determined that integrity requirements are
met.
Note
If the NO APPR RAIM advisory message appears, consideration
should be given to conducting a non FMS based approach (i.e.
TACAN, VOR, ILS or PAR approach.)
Automatic approach P-RAIM is initiated by the system approximately 30 nm
from the destination airfield when the aircraft transitions from enroute (RNP
2.0) to terminal (RNP 1.0) operations, provided an approach has been loaded
in the flight plan. This function only occurs if the navigation solution includes
GPS (INU/GPS, GPS/A/H, or GPS/-/H). If the pilot has selected FMS1 as the
course source, the prediction is performed by RINU-G1; if the pilot has
selected FMS2, the prediction is performed by RINU-G2.
MANUAL APPROACH P-RAIM
Manual approach P-RAIM is intended to predict if the integrity of the
navigation solution will be suitable for approach at the operator specified
location and arrival time. The manual approach P-RAIM function is
controlled from the APPROACH P-RAIM page. Results of the prediction are
displayed on the CDU APPROACH P-RAIM page on the line above LLS6
and RLS6.
SECONDARY FLIGHT PLAN P-RAIM
Secondary flight plan P-RAIM is intended to predict if the integrity of the
navigation solution will be suitable for an entire route of flight. This function
is initiated on the CDU SEC PREDICTIVE RAIM page and can only be
performed when the aircraft is on the ground. The prediction is performed on
the route of flight entered in the secondary flight plan. Results of the
prediction are displayed on the CDU SEC PREDICTIVE RAIM page on the
line above LLS6 and RLS6.
CONDITION
RAIM is active and no
alerts are present
Integrity of the
navigation solution is
insufficient for the
phase of flight
Integrity of the
navigation solution
can not be determined
CDU RAIM
CDU RAIM
STATUS
ALERTS
“RAIM ACT” None
EFDS
INDICATION
None
“RAIM WRN” None
Yellow
“RAIM” flag
“NO RAIM”
“NO RAIM” White “RAIM”
flag
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For Training Use Only
PREDICTIVE RAIM
• P-RAIM is used to estimate the availability of approach accuracy at a
designated future time
• P-RAIM computation made at 30 NM from FAF
• P-RAIM Terminal criteria until 2 NM from FAF
• P-RAIM Approach criteria from FAF to MAP
• Predicts the availability of integrity monitoring function for:
– Predicted time at planned touchdown point
– Manually entered time at a manually entered location
– Alternate flight plan predictions available for the route and
destination (SEC P-RAIM)
FMS DATABASE
The FMS contains two databases, the ACTIVE DATABASE and the SEC
DATABASE. Only the ACTIVE DATABASE is used for flight planning and
navigation purposes.
A database may include, but is not limited to, information on the following:
• Airports, Runways, and Terminals
• Navaids – VHF Omnidirectional Range (VOR), Distance Measuring
Equipment (DME), Tactical Airborne Navigation (TACAN), VHF
Omnidirectional Range Tactical Air Navigation Aid (VORTAC)
• Airways
• Waypoints
• Standard Instrument Departure (SIDs) and Standard Terminal Arrival
Route (STARs)
• Approaches
The database is updated on a 28 day cycle so that it contains the latest
available information for the facilities described above. Navigation database
information is used for many purposes. Pilots use the information to create
and modify flight plans. The FMS uses the information to:
• Display information about the various navigation facilities on the
Control Display Unit (CDU) and on the Multifunction Display (MFD)
data pages and MAP displays.
• Automatically insert the waypoints that make up a selected airway, SID,
STAR, or approach into a flight plan.
25
For Training Use Only
CDU OPERATING MODES
The CDU has two operating modes: civil and military. The civil mode is the
default mode and is required to be used when operating in civil controlled
airspace. In the civil mode, WGS-84 is the reference DATUM as mandated
by civil requirements. The military mode may be used when not in controlled
airspace, permits selection of different reference datums, affects calculation
and display of actual navigation performance (ANP), and suppresses the
navigation alert when using the pure INS navigation solution or degraded
GPS solution.
The WGS-84 DATUM shall be used for all non-tactical FMS
procedures.
TURNS AND CONTAINMENT
Fly-by Transitions (Turns)
The FMS computes fly-by transitions, or turns, so they are accomplished
using a nearly constant bank angle. For small turns, the amount of bank angle
is small. The larger the aircraft turn the greater the aircraft bank angle.
As an aircraft approaches a turn at a waypoint, the FMS computes the point at
which the turn is to be initiated. Its purpose is to reduce or prevent the aircraft
unnecessarily overshooting the new course during the turn. The FMS cuts the
corner of the turn to make a smooth transition to the new course. A waypoint
alert flashes the active waypoint identifier on the PFD display and the active
waypoint symbol and identifier on the MFD map display before indicating the
turn to the new course.
The FMS computes when to start a turn based on the type of waypoint, the
number of degrees of turn, the aircraft true airspeed, bank angle limits, and
wind conditions. The course changes are for changes of 120 degrees or less at
high altitude turns and changes of 70 degrees or less for low altitude turns.
Bank Angle: Bank angle for a turn is continuously computed by the
FMS with consideration for the bank angle limits. Bank angle limits are
operator entered on the CONFIG page.
Ensuring Transition RNP RNAV Accuracy
To account for variations in path during the transitions, a fly-by transition area
is established to ensure lateral aircraft separation. The Required Navigation
Performance (RNP) Area Navigation (RNAV) Alert Boundary is established
26
For Training Use Only
and represents an area of width around the transition area equal to the RNP
value.
The Containment Boundary is established and represents and area the width
around the Alert Boundary area equal to the RNP value.
RNP Containment
RNP is a statement of the navigation performance accuracy within a defined
airspace. RNAV is an area navigation system with capabilities, which meet
the accuracy, Containment Integrity, and Containment Continuity
requirements within a defined airspace. Containment is a set of interrelated
performance parameters described by Integrity, Continuity, and the
Containment Region.
Containment Alerts
RNP Containment Alerts are annunciated when RNP Alert Boundaries are
crossed. √ PLT ANP or √ CPLT ANP are displayed, on the message line in
yellow, when the aircraft position crosses the RNP alert boundary. This
containment alert indicates that system accuracy cannot be provided for the
selected solution and the defined airspace RNP value.
The following figures illustrate RNP Alert Boundaries and Containment
Boundaries for straight flight and a fly-by transition or turn.
27
For Training Use Only
RNP Scaling
RNP defines the minimum navigation system performance needed to operate
within a specified airspace. The active RNP value is displayed on the CDU
PILOT RNAV RNP page, COPILOT RNAV RNP page, and the EFDS. On
the EFDS, the RNP value determines the magnitude of the course deviation
indicator (CDI) full-scale deflection. When the CDI is at 2 dot deviation the
aircraft is left or right of track by the amount of the RNP value. Automatic
RNP scaling will occur throughout the flight. The hierarchy for automatic
RNP scaling is navigation database assigned, then phase of flight. The
navigation database assigned RNP value is displayed on the LEG INFO page.
The operator can override the automatic scaling by manually entering a RNP
value on the PILOT RNAV RNP page or COPILOT RNAV RNP page. A
manually entered RNP value is displayed in large font on the CDU and with
an asterisk “*” in front of the RNP value on the EFDS. If the manually
entered value exceeds the Base RNP value shown on the PILOT RNAV RNP
or COPILOT RNAV RNP pages, the RNP value on the CDU and EFDS are
displayed in yellow.
A manually entered RNP value will inhibit automatically RNP
preventing the CDI from providing 0.3 nm full scale deflection
on approach.
RNP VALUE
PHASE OF
FLIGHT
DEFINITION
4.00 nm
Oceanic
2.00 nm
1.00 nm
Enroute
Terminal
0.30 nm
Approach
Within region bounded by N27 W010,
N27 W060, N67 W060, and N67 W010.
May be selected by operator in other
locations if system is not in
terminal or approach phase.
All other locations
Within 30 nm of origin or
destination airport and not in
approach phase
From 2 nm prior to final approach
fix until missed approach point on
non-precision instrument approach
28
For Training Use Only
Flyover Waypoints
Selective waypoints designated as flyover waypoints require the aircraft to
flyover the waypoint before a turn is initiated. Some examples include leg
terminating waypoints such as a waypoint before discontinuity, holding fix
waypoints, and the last waypoint at the end of a flight plan.
29
For Training Use Only
PARALLEL OFFSET COURSE TRACKING
The FMS can track a parallel offset path to a flight plan route. While tracking
an offset path, course heading and deviation are referenced to the offset path.
Distance and time-to-go data for the active leg are referenced to the offset
path intersections just as if the intersection were the actual waypoint.
Waypoint alerts are referenced from the offset intersections.
Adding, changing, or deleting an offset to a flight plan path causes the FMS to
immediately steer to the new offset (or the flight plan path if the offset is
deleted).
ALLOWED APPROACHES
There are three types of approaches that may be flown using the FMS:
1. Localizer based approaches (ILS, LOC, LOC-BC, LOC/DME, SDF,
LDA) are advisory type approaches that require the necessary NAVAID
information to be displayed prior to intercepting the final approach
course (FAC). The FMS may only be used for navigation up to that
point. During the approach, the FMS may be used for situational
awareness but the establishment on the final approach course must be
determined by the localizer. The FMS may be used for course guidance
upon executing the missed approach procedure.
2. Overlay approaches are non-precision approaches (except localizer
based approaches) that do not contain GPS in the title. The copilot shall
have raw data displayed prior to the FAF.
3. FMS GPS approaches are identified by GPS in the approach title
(RNAV GPS RWY XX, or GPS RWY XX).
30
For Training Use Only
An approach procedure shall not be manually entered, but must
be retrieved from the ARRIVAL page by name.
Note
 Any discrepancy between the charted approach and the database
approach shall require compliance with the charted approach.
 If the FMS is providing guidance contrary to anticipated flight
path the aircrew shall disregard the FMS guidance and climb to
the Minimum Safe Altitude (MSA) until proper flight path is
confirmed and established.
 Manual entry of waypoints between the IAF and the missed
approach point (MAP) is not allowed. The IAF, the MAP, and
any waypoints in between shall not be edited or altered.
 Either the Blended (INU/GPS) or Smoothed GPS (GPS/A/H)
solutions must be selected as the source of navigation.
If the NO APPR RAIM advisory message appears, consideration should be
given to conducting a non FMS based approach (i.e. raw data TACAN, VOR,
ILS or PAR approach.)
31
For Training Use Only
POWER SOURCES AND CIRCUIT BREAKER
LOCATIONS
FLIGHT STATION (CNS/ATM)
CDU-7000 Pilot
CDU-7000 Copilot
FECB
FLC Lower
CDU PILOT
CDU COPILOT
MEDC
FEDC
NAV/COMM STATION (CNS/ATM)
CDU-7000 NAV/COMM
FECB
CDU NAV/COMM
MEDC
RACK D-1
Digital Data Converter
(DDU)
AECB
DDU CH 1
DDU CH 2
MEDC
MDC
RACK H-1 and H-2 (CNS/ATM)
FLC Lower
FLC Lower
APX-118 Receiver
Transmitter
FLC Lower
NAV J-BOX
IFF POWER
ZERO IFF
INS NO. 1 — RUN
DDU CH1
MHRS NO. 1
INS NO. 1
INS NO. 1
FECB
TAS
AECB
CN/1714 RINU-G1
(INU #1)
FLC Lower
NAV J-BOX
INS NO. 2 — RUN
DDU CH2
MHRS NO. 2
INS NO. 2
INS NO. 2
FECB
TAS
AECB
CN/1714 RINU-G2
(INU #2)
FEDC
FEDC
MEAC
MEDC
MEAC
FEDC
MEAC
MEAC &
MEDC
BUS A
MDC
MEAC
FEDC
MEAC
MEAC &
MEDC
ADDITIONAL EQUIPMENT(CNS/ATM)
GPS AMP LOCATED IN
OVRHD ADJACNT TO SS-2
DIGITAL DATA SET (DDS)
ADDU PILOT
ADDU CO PILOT
FLC Lower
GPS AMP
FEDC
FECB
FECB
FLC Lower
FECB
FLC Lower
DDS
MEDC
MEDC
FEDC
MEDC
FEDC
ADDU PILOT
ADDU CO PILOT
32
For Training Use Only
PROCEDURES
START INIT PAGE CHECK
The START INIT 1/3 page is displayed on the Control Display Unit (CDU) at
initial power-up or when selected from the INDEX 1/2 page.
To check the START INIT 1/3 page:
1. Press the IDX function key to display the INDEX 1/2 page.
2. Press the START INIT line key to display the START INIT 1/3 page to
verify the information displayed on the START INIT 1/3 page is correct.
Note
 The P-3 aircraft is equipped with Global Positioning System
(GPS) and normally updates time and date automatically when
signal is received.
 The default date value is Ø1JANØØ.
 When the navigation active database dates are displayed in green,
then the navigation database is valid or in date when compared
against the current date. When the navigation active database
dates are displayed in yellow, then the navigation database is out
of date when compared against the current date.
ALIGN INERTIALS
To align INU in the default type (GC) mode:
Note
The procedures are the same for INU1 and INU2. A NAV
READY 1 or NAV READY 2 annunciation is displayed when
the appropriate INU is aligned and the navigation mode is
available for it.
1. Press the IDX function key to display INDEX 1/2 page.
2. Press the START INIT line key to display START INIT 1/3 page and
ensure that an accurate UTC and DATE has been entered (example:
08:08:50 and 29OCT05).
3. Press the ↓ slew function key to display START INIT 2/3 page and
ensure that an accurate Initial Position is displayed or has been entered
(example: N41 53.100 W091 42.700).
4. Press the ↑ slew function key to display START INIT 1/3 page.
5. Press the POWER line key to display POWER page.
33
For Training Use Only
6. Press the desired INU Power line key and toggle INU power to ON
(example: RINU1 to ON).
7. Press the IDX function key to display INDEX 1/2 page.
8. Press the START INIT line key to display START INIT 1/3 page.
9. Press the ↑ slew function key to display START INIT 3/3 page.
10. Press the desired ALN TYPE line key and toggle selection to GC
(example: INU1 to GC).
Note
For in air alignment, aircraft must fly straight and level during
procedure.
11. Press the desired ALN INIT line key (example: INU1).
12. If desired, press either AUTO NAV line key to ON (example: INU1).
Note
The previous step will automatically command the RINU-G to
NAVIGATE mode after alignment is completed.
13. Press IDX function key.
14. Press INAV line key to display the INAV 1/6 page.
15. Press the ↓ or ↑ slew function key until the appropriate INU page is
displayed (example: INU1 INAV 5/6 page).
16. Wait until INU mode changes to NAVIGATE to indicate that the INU
alignment has been completed.
AIR IN-FLIGHT ALIGNMENT
1. Reference Pilot NATOPS 23-103 or NFO NATOPS 10-39.
V/UHF PROCEDURES
Power On
1. Select IDX.
2. LLS2 (Left Line Select) <START INIT>.
3. RLS6 (Right Line Select) <POWER>.
4. LLS3 <VHF> to ON.
Preflight
1. Select COM.
2. T/R or T/R&G — LLS2 as desired.
3. SQL/OFF selector — LLS3 as desired.
34
For Training Use Only
(V/UHF Procedures continued)
Frequency changes
1. Type in new frequency to scratch pad.
2. Press COM.
3. LLS next to VHF radio to change the frequency.
Note
Enter 0 and LLS next to radio to return to previous frequency.
Power Off
1. Select IDX.
2. LLS2 <START INIT>.
3. RLS6 <POWER>.
4. LLS3 <VHF> to OFF (must press again to confirm off)
APX-118 PROCEDURES
Power Up
1. Press IDX button.
2. LLS1 (Left Line Select) <START INIT>.
3. RLS5 (Right Line Select) <POWER>.
4. LLS2 <IFF> to ON.
Preflight
1. Press IFF button.
2. On the IFF 1/3 page, Enter codes for Modes 1,2,3A.
3. Turn ON or OFF modes as desired.
4. Page down to IFF 2/3 page.
5. Insert Mode 5 PIN as required.
6. Page down to IFF 3/3 page.
7. Verify BUNO specific Mode S code is correct.
8. If required enter mission specific Mode S code.
9. Enter ATC callsign (i.e. VVLL41) in the “flight ID” line.
10. Press IDX.
11. Press STATUS.
12. LLS3 for IFF.
13. RLS1 for TEST.
14. Verify IFF is in a GO status.
Note
An ALTM NO GO is a known issue and is an acceptable
condition.
35
For Training Use Only
(APX-118 Procedures continued)
Normal Operations
1. Press IFF.
2. Verify proper codes.
3. Select STBY or NORM (as required).
IDENT
1. Press IFF.
2. RLS5 <IDENT>.
Note
There is no IFF Reply light, however Mode 4 interrogation is
indicated by MODE 4 REPLY annunciation on the CDU-7000
scratchpad.
Power Off/ Zeroize
1. Zeroize Mode 4 if loaded:
a. On the Copilot CDU-7000 Power Panel, move the Code Hold/
Zeroize switch to the Zeroize position.
2. Power OFF IFF:
a. Press IDX button.
b. LLS1 <START INIT>.
c. RLS6 <POWER>.
d. LLS2 <IFF> Toggle IFF to OFF (Press again to Confirm).
Loading MODE 4
Cryptographic codes are loaded into the transponder set Mode 4 crypto
computer via the J5 front panel connector using an approved loading
device. A green light will blink on the RT when the codes are loaded. On
the IFF status page, the KIT status will display GO when Mode 4 is
turned on and Mode 4 keys are loaded.
ENTER PERFORMANCE DATA
1. Select PERF. Observe ACT FPLN PERF INIT page.
2. Enter desired cruise altitude into LLS1. Observe page title changes
from ACT to MOD.
Note
Altitude may be entered as altitude (e.g. 24000) or flight level
(e.g. FL240). Cruise altitudes below above the transition altitude
will be displayed in feet, regardless of format used for data entry.
36
For Training Use Only
Conversely, cruise altitudes above the transition level will be
displayed in FL, regardless of format used for data entry.
Note
Initial cruise altitude and ETD are required entries for flight plans.
3. If desired enter values into LLSs 2, 3, 4, or 5.
4. Select EXEC to incorporate changes into active flight plan. Observe
page title changes from MOD to ACT FPLN PERF INIT.
ACCESS DATA FROM DATABASE
(ATIS frequency, runways, comm. Frequencies etc.)
1. Select IDX
2. Select LLS2 (DATABASE)
3. Type in field ICAO or NAVAID Three Letter Identifier
ENTER BANK LIMIT/ WPT ALERT/ TRANS ALT/ SPEED
ALERT
1. Select IDX
2. Select LLS6 (Config)
3. Enter values with appropriate LSK’s.
FLIGHT PLAN ENTRY
Note
Using mode knob, select North Up mode and monitor flight plan
input. A dashed line will be observed prior to executing flight
plan. After execution, a solid line will be observed.
1. Select IDX. Observe INDEX 1/2 page.
2. LLS1 (Left Line Select) <START INIT>. Observe START INIT 1/3
page.
3. Verify current date falls within period of active database (adjacent to
LLS2). If necessary load database.
4. Select FPLN. Observe ACT FPLN 1/1 page.
5. Enter departure airport ICAO identifier into LLS1.
6. Enter destination airport ICAO identifier into RLS2.
7. RLS6 (Right Line Select). Observe DEP/ARR INDEX page.
8. LLS1. Observe DEPART page for departure airport.
9. Select necessary LLS for desired departure procedure. Observe <SEL>
displayed next to desired departure on data line 1.
37
For Training Use Only
10. Select necessary LLS for desired transition for departure procedure.
Observe <SEL> displayed next to desired transition on data line 2.
11. Select necessary RLS for desired departure runway. Observe <SEL>
displayed next to desired runway on data line 1.
12. Select FPLN then down arrow: Observe ACT FPLN 2/2 page.
13. Enter waypoint identifiers into RLSs or airway identifiers (e.g. J142,
V14) into LLSs as necessary to enter route of flight.
Note
If airways are not entered, route of flight will be shown as
DIRECT between waypoints.
14. Select EXEC to activate active flight plan. Observe that page title
changes from MOD FPLN to ACT FPLN.
INSTRUMENT APPROACH SELECTION
1. Select DP/AR. Observe ARRIVAL page for destination airport.
Note
 An approach procedure shall not be manually entered, but must
be retrieved from the ARRIVAL page by name.
 Depending upon aircraft position along route of flight, DEPART
page for departure airport may be displayed. Select DP/AR a
second time to display the DEP/ARR INDEX page then select
RLS 2 to access ARRIVAL page.
2. Select necessary LLS for desired departure procedure. Observe <SEL>
displayed next to desired departure on data line 1.
3. Select necessary LLS for desired transition for arrival procedure.
Observe <SEL> displayed next to desired transition on data line 2.
4. Select necessary RLS for desired instrument approach. Observe
<CONF> displayed next to selected approach and full approach name is
displayed in scratch pad.
5. Select RLS for desired instrument approach again. Observe <SEL>
displayed next to desired instrument approach on data line 1.
6. Select necessary RLS for desired transition for selected instrument
approach. Observe <SEL> displayed next to desired transition on data
line 2.
38
For Training Use Only
Note
If no transition is selected, the CDU will use the default
VECTORS transition that will insert a discontinuity in the flight
plan after the last waypoint on the route of flight and before the
final approach fix for the selected instrument approach.
7. Select EXEC to incorporate changes into active flight plan. Observe
page title changes from MOD to ACT ARRIVAL.
VISUAL APPROACH SELECTION
1. Select DP/AR. Observe ARRIVAL page for destination airport.
Note
Depending upon aircraft position along route of flight, DEPART
page for departure airport may be displayed. Select DP/AR a
second time to display the DEP/ARR INDEX page then select
RLS2 to access ARRIVAL page.
2. Select necessary RLS for desired landing runway. Observe <SEL>
displayed next to desired departure on data line 1.
Note
It may be necessary to page down to find the desired runway.
3. Enter desired distance (0.1 to 25.0 nm) for runway extension waypoint
in RLS2.
4. Select EXEC to incorporate changes into active flight plan. Observe
page title changes from MOD to ACT ARRIVAL.
WAYPOINT ENTRY
Waypoints can be manually entered in the CDU by any of the following
methods. With the exception of waypoints retrieved from the navigation
database, waypoint names may be changed by the operator by typing a “/”
followed by the new name (up to five characters) and pressing the LLS
adjacent to the waypoint.
1. Two to five character identifier for NAVAIDS (e.g. PXT), airports (e.g.
KNHK) or waypoints (e.g. HELEM) contained in navigation database.
2. Latitude and longitude using in any of the following formats or
combinations thereof. Waypoints entered by latitude and longitude are
automatically named LLddd by the CDU, where ddd is 001-240.
39
For Training Use Only
a. Degrees and Minutes: NddmmWdddmm
b. Degress, Minutes, and Tenths/ Hundredths/ Thousandths of
Minutes
(1) Nddmm.mWdddmm.m
(2) Nddmm.mmWdddmm.mm
(3) Nddmm.mmmWdddmm.mmm
c. Degrees, Minutes, and Seconds: NddmmssWdddmmss
d. Degrees, Minutes, Seconds, and tenths of seconds:
Nddmmss.sWdddmmss.s
3. Latitude and longitude using short-hand notation. Short-hand notation
may only be used for entry of whole degrees of latitude and longitude.
Positions on the earth are denoted by the letters N, E, S, or W. N is
used for north latitude and west longitude; E for north latitude and east
longitude; S for south latitude and east longitude; and W for south
latitude and west longitude. Only two characters are used to enter
longitude; placement of the letter N, E, S, or W determines whether the
longitude is greater than or less than 99 degrees. Examples are shown
in figure 23-32. When the position is entered, the CDU-7000 uses the
short-hand notation for the waypoint’s name.
LATITUDE
50 N
40 N
11 S
82 S
LONGITUDE
SHORT-HAND FORMAT
025 W
5025N
135 E
40E35
176 E
11S76
050 W
8250W
Figure 23-32. Short Hand Format
4. Positions entered in the Military Grid Reference System (MGRS).
Waypoints entered by in the MGRS are automatically named GRddd by
the CDU, where ddd is 001-240.
5. Place, bearing and distance (PBD) waypoints entered as a valid
identifier, followed by a “/”, a bearing, another “/”, and then a valid
distance, e.g. PXT/180/50. Bearing entries require three digits
optionally followed by tenths of degrees. A T for true north reference
or M for magnetic reference may also be entered. If T or M is not
entered the system will automatically use the azimuth reference
indicated on the CONFIG page. Valid distance entries are between 0.1
and 199 nm. PBD waypoints are automatically named by the CDU
IDddd, where ID is the first three characters of the Identifier and ddd is
001-240, e.g. PXT001.
40
For Training Use Only
6. Place, bearing and place, bearing (PBPB) waypoints entered as a valid
identifier, followed by a “/”, a bearing, a “/”, a valid identifier, a “/”,
and then a bearing, e.g. PXT/180/SBY/270. Bearing entries require
three digits optionally followed by tenths of degrees. A T for true north
reference or M for magnetic reference may also be entered. If T or M is
not entered the system will automatically use the azimuth reference
indicated on the CONFIG page. PBPB waypoints are automatically
named by the CDU IDddd, where ID is the first three characters of the
first identifier and ddd is 001-240.
7. Along Track waypoint entered as a valid identifier and followed by a
distance, e.g. PXT/-10. An along track waypoint can only be entered on
the active or secondary flight plan using a waypoint contained in that
flight plan. Valid distances may be entered in tenths of nm as positive
or negative numbers, but must be less than the distance between the
waypoint and the next waypoint on the flight plan. If the distance is a
negative value the waypoint is inserted prior to the waypoint, if the
value is positive it is inserted after the waypoint in the direction of
travel.
HOLDING PATTERN CREATION
Note
Using mode knob, select North Up mode and monitor flight plan
input. A dashed line will be observed prior to executing holding
pattern. After execution, a solid line will be observed.
1. Select IDX. Observe INDEX 1/2 page.
2. LLS4. Observe HOLD LIST page.
3. LLS6 to create new holding pattern. Observe MOD LEGS page
displayed.
4. LLS adjacent to desired holding location or select RLS6 to hold at
present position. Observe MOD FPLN HLD page displayed.
5. Enter and/or modify holding pattern parameters as necessary.
6. Select EXEC to incorporate changes into active flight plan. Observe
page title changes from MOD to ACT FPLN HLD.
7. Select LEGS. Observe that HOLD AT is displayed immediately above
desired holding waypoint.
Note
The CDU only provides steering guidance on the inbound course
to the holding fix.
41
For Training Use Only
EXITING HOLDING
There are several methods that may be used to exit holding, including deleting
the holding waypoint and performing direct-to another waypoint. The
following steps should be used when it is desired to exit holding by
sequencing the holding waypoint:
1. Select LEGS. Observe LEGS page.
2. LLS6. Observe MOD LEGS page displayed and EXIT ARMED is
displayed above LLS6 and RLS6.
3. Select EXEC. Observe ACT LEGS page displayed and EXIT SEL
replaces EXIT ARMED.
4. Upon reaching holding fix. Observe that waypoint sequencing occurs
and guidance is being provided to the next waypoint.
Note
Since the CDU only provides steering guidance on the inbound
course to the holding fix, when exiting holding the pilot is
responsible for determining when to turn back toward the holding
fix.
DIRECT-TO A POINT
Note
Using mode knob, select North Up mode and monitor flight plan
input. A dashed line will be observed prior to executing the
Direct-To a point. After execution, a solid line will be observed.
1. Select DIR. Observe ACT DIRECT-TO page is displayed.
2. LLS adjacent to desired waypoint (page up or down as necessary).
Observe selected waypoint is displayed in magenta and page title
changes to MOD DIRECT-TO.
Note
If the selected waypoint is a history waypoint, all waypoints
along the route of flight from the selected waypoint to the
aircraft’s present position will be incorporated in the modified
flight plan.
3. Select EXEC to incorporate changes into active flight plan. Observe
page title changes from MOD to ACT LEGS.
42
For Training Use Only
DIRECT-INTERCEPT (COURSE INBOUND TO A POINT)
Note
Using mode knob, select North Up mode and monitor flight plan
input. A dashed line will be observed prior to executing the
Direct-Intercept. After execution, a solid line will be observed.
The direct-intercept function allows the aircraft to intercept a user defined
course into the active waypoint.
1. Select DIR. Observe ACT DIRECT-TO page is displayed.
2. LLS adjacent to desired waypoint (page up or down as necessary).
Observe selected waypoint is displayed in magenta and page title
changes to MOD DIRECT-TO.
Note
If the selected waypoint is a history waypoint, all waypoints
along the route of flight from the selected waypoint to the
aircraft’s present position will be incorporated in the modified
flight plan.
3. Enter desired inbound course into RLS6. Observe that the entered
value is displayed in large font.
4. Select EXEC to incorporate changes into active flight plan and observe
page title changes from MOD to ACT LEGS.
Note
The displayed desired track into the active waypoint may be
different than the course entered in step 3 above. This occurs
because the CDU applies the local magnetic variation when
calculating the desired track. This situation occurs when the
active waypoint is a NAVAID and the NAVAID’s station
declination is different than the local magnetic variation.
DISCONTINUITIES
A Discontinuity is a “break” in the flight plan, which occurs because the route
of flights between the two waypoints has not been specified. A discontinuity
will prevent automatic waypoint sequencing. On the CDU LEGS page a
discontinuity is depicted by “
DISCONTINUITY -” adjacent to a
LSK. On the FPLN page “
” is displayed adjacent to a RLS followed
43
For Training Use Only
by “---- DISCONTINUITY-----” on the following line. The operator can
enter a Discontinuity in the flight plan by entering “D” in the scratch pad and
then pressing the LLS adjacent to waypoint that the operator wants to follow
the discontinuity. The following procedures will remove a discontinuity:
1. Select LEGS. Observe ACT LEGS page is displayed.
2. LLS adjacent to waypoint directly below discontinuity. Observe
waypoint displayed in scratch pad.
3. LLS adjacent to discontinuity. Observe MOD LEGS page displayed
and discontinuity replaced by waypoint name that had been in scratch
pad.
4. Select EXEC. Observe ACT LEGS page displayed and discontinuity
has been removed.
FLIGHT PLAN OFFSETS
Flight plan offsets provide the capability for the CDU to provide steering to a
path parallel to the route of flight. Offsets may be entered from 0.1 to 99.9
nm by increments of 0.1 nm. An offset will automatically terminate when the
course change between waypoints exceeds 100 degrees or beyond a waypoint
that has a military flight pattern, going into discontinuity is the active
waypoint, or at the waypoint prior to the initial approach fix. Use the
following procedures to enter a flight plan offset:
1. Select FPLN. Observe ACT FPLN page displayed.
2. Enter direction of offset (L or R) and size of offset (0.1 to 99.9) in the
scratch pad. Observe entry displayed in scratchpad.
3. RLS6 and observe MOD FPLN page displayed and scratch pad entry is
displayed adjacent to RLS6.
4. On the EFDS, observe dashed white line is displayed parallel to route of
flight corresponding to entry in step 2.
5. Select EXEC. Observe ACT FPLN displayed.
6. On the EFDS, observe dashed white line replaced by dashed magenta
line, course deviation indicator deflected in the direction of the offset,
and OFST flag displayed.
REMOVING OFFSETS
1. Select FPLN. Observe ACT FPLN page displayed.
2. Select CLR. Observe DELETE displayed in scratch pad.
3. Select RLS6. Observe MOD FPLN page displayed and offset replaced
by dashes.
4. Select EXEC. Observe ACT FPLN page displayed.
44
For Training Use Only
5. On EFDS, observe dashed magenta line removed, course deviation
indicator deflected in the direction of the route of flight, and OFST flag
removed.
FMS TURN ANTICIPATION
The FMS uses turn anticipation to compute the turn point for fly by waypoint
types. For large course changes, especially those greater than 120 degrees,
waypoint sequencing may occur up to 12 nm from the waypoint depending on
airspeed and the amount of course change required. The “ETE” displayed on
the “PROG 2/4” page indicates when waypoint sequencing will occur. The
recommended method for handling early turn guidance for fly by waypoints
with large course changes is as follows:
PXT
Flight
Plan Path
Follow-on
course
Airplane
Track
45
For Training Use Only
CIVIL (NON TACTICAL) SITUATION
1. Prior to waypoint sequencing, while proceeding direct to a waypoint
where the follow-on course requires a large course change, select
INHIBIT on the LEGS page. Fly guidance until it is necessary to
maneuver aircraft to the follow-on course.
Note
Request maneuvering airspace if needed.
2. Maneuver aircraft to the follow-on course.
3. Enable guidance to the follow on course by:
a.
b.
c.
d.
Pressing DIR key,
Left line select next to desired waypoint (e.g. PXT)
Entering follow on course in right line select 6 (e.g. 135),
Press EXEC key.
TACTICAL SITUATION
The crew can use the same procedure as the civil situation. In a tactical
situation, where overshooting the waypoint is acceptable, the crew can make
the waypoint a fly over waypoint using the following procedures.
1. Designate the waypoint as a flyover waypoint by entering an along
track waypoint with a distance of zero miles.
a. On the LEGS page, copy the waypoint to the scratchpad
b. Type “/0”
c. Select the left line key adjacent to the waypoint (e.g. PXT). A
cyan “@” symbol should appear adjacent to the waypoint name
on the LEGS page.
Note
The waypoint must be a named waypoint.
2. Maneuver aircraft to the follow-on course.
46
For Training Use Only
ARRIVAL SELECTION
1. Select DP/AR. Observe ARRIVAL page for destination airport.
Note
Depending upon aircraft position along route of flight, DEPART
page for departure airport may be displayed. Select DP/AR a
second time to display the DEP/ARR INDEX page then select
RLS 2 to access ARRIVAL page.
2. RLS (Right Line Select) desired instrument approach. Observe
<CONF> displayed next to selected approach and full approach name is
displayed in scratch pad.
Note
It may be necessary to page down on the ARRIVAL page to find
the desired approach.
3. RLS desired instrument approach again: Observe <SEL> displayed
next to desired instrument approach on data line 1.
4. RLS desired transition for selected instrument approach: Observe
<SEL> displayed next to desired transition on data line 2.
Note
If no transition is selected, the CDU will use the default
VECTORS transition that will insert a discontinuity in the flight
plan after the last waypoint on the route of flight and before the
final approach fix for the selected instrument approach.
5. Select EXEC to incorporate changes into active flight plan: Observe
page title changes from MOD to ACT ARRIVAL.
6. Verify that the correct approach and transition appear on the LEGS and
the FPLN pages.
ADVISORY FMS APPROACH PROCEDURES
(LOCALIZER BASED)
1.
2.
3.
4.
Select approach as outlined in 18.9.1.1.
Tune both VORs to the LOC (or ILS) frequency.
Pilot shall select FMS for course guidance and bearing.
Copilot shall select VOR 2 for course guidance and set the published
final approach course. Select bearing as required for the approach.
47
For Training Use Only
5. Prior to intercepting the final approach course, the pilot shall select
VOR 1 for course guidance and set the published final approach course.
Note
Establishment on the final approach course must be determined
by the localizer. The FMS will not enter the approach mode for
localizer type approaches (RNP will not transition to 0.3 nm near
the FAF).
6. The ILS glideslope information shall be used for vertical guidance.
Note
To avoid two sources of glideslope on the EFDI for ILS
approaches (ILS and VNAV), both Pilots should de-select
VNAV vertical guidance. This is accomplished on the Pilot or
Copilot Display Control 2/2 page.
7. If the published missed approach is necessary, FMS course information
may be used to the missed approach holding point.
FMS OVERLAY APPROACH PROCEDURES
(VOR/ TACAN/ NDB APPROACHES)
1.
2.
3.
4.
Select approach as outlined in 18.9.1.1.
Tune NAVAIDs.
Pilot shall select FMS for course guidance and bearing.
Copilot shall select required NAVAID published final approach course
and bearing information prior to the FAF.
Note
 The copilot shall select and display all required NAVAID data
information (Bearing, Course, DME) prior to the FAF . The
copilot shall be alert for any disparities and alert the pilot flying.
If disparities are noticed, consideration should be given to
selecting NAVAID data if available and/or discontinuing the
approach.
 If a FMS navigation caution or warning condition (as indicated
by a yellow or red course label flag) or NO GPS APPR message
occurs during the approach notify ATC, utilize NAVAID data for
course guidance or proceed visually if field in sight.
48
For Training Use Only
5. Copilot call “Approach Mode” when RNP value sequences to RNP 0.3
(typically 2 nm from the FAF) and APPROACH is displayed on the
CDU-7000.
Note
 It is the Pilot’s responsibility to maintain the required approach
altitude in accordance with the vertical profile defined by the
published approach. Any FMS vertical guidance on approach is
strictly advisory. One dot of deviation on the VNAV glide slope
equates to 500 ft of altitude deviation.
 If approach mode is not entered by the FAF, ensure that required
NAVAID information is utilized by both pilots. If NAVAID
information is unavailable proceed visually if field in sight or
execute missed approach procedures.
FMS GPS APPROACH PROCEDURES
(RNAV GPS RWY XX, OR GPS RWY XX)
Note
Crews shall only utilize the LNAV MDA Approach Category
minimums for GPS Approaches.
1. Select the approach as outlined in 18.9.1.1.
2. Pilot should select FMS1 as COURSE source. Select bearing
information as desired for situational awareness.
3. Copilot should select FMS2 for COURSE source. Select bearing
information as desired for situational awareness.
If a FMS navigation caution or warning condition (as indicated
by a yellow or red course label flag) or NO GPS APPR message
occurs during the approach, notify ATC and then proceed
visually if field in sight or climb to MSA
4. Copilot call “Approach Mode” when RNP value sequences to RNP 0.3
(typically 2 nm from the FAF) and APPROACH is displayed on the
CDU-7000.
49
For Training Use Only
Note
 It is the Pilot’s responsibility to maintain the required approach
altitude in accordance with the vertical profile defined by the
published approach. Any FMS vertical guidance on approach is
strictly advisory. One dot of deviation on the VNAV glide slope
equates to 500 ft of altitude deviation.
 If approach mode is not entered by the FAF, notify ATC, proceed
visually if field in sight or execute missed approach procedures.
50
For Training Use Only
IFF
IFF CONTROL (CDU-7000)
The CDU-7000 is the control panel for the IFF transponder system. The
CDU-7000 provides access to the three IFF pages for the selection of the
operating modes, data entry, and system status display. Three CDU-7000s are
located at the Pilot Center console, Copilot Side console, NAV/COMM
station. All three CDU-7000 stations have complete control and access to the
IFF functions. Pressing the IFF function button on the CDU-7000 accesses the
IFF pages. When accessed, the IFF 1/3 page is displayed. Access to the IFF
2/3 and 3/3 pages is obtained by pressing the Up and Down arrow buttons.
The IFF pages of the CDU-7000 provide control of the Identification Friend
or Foe (IFF) transponder. The IFF pages are used to:






Enable/disable Modes 1, 2, 3A, C, 4, and S replies
Select IFF STANDBY or NORMAL power
Set codes for Modes 1, 2, 3A, C, and S
Select antenna
Set Mode S flight ID (Identifier)
Select Mode 4 code and reply indication
IFF 1/3 PAGE
The IFF 1/3 page is used to control the operating mode of the APX-118 IFF
transponder. In addition to mode selection, the page allows the:
 Entry of mode codes
 Selection of antennas: Upper and Lower Antenna.
There are both upper and lower IFF antennas. Access through the CDU-7000
IFF 1/3 page, there are three antenna selections available.
 DIV - Both upper and lower
 TOP - Top only
 BOT - Bottom Only
The signal processor compares the strength of the received interrogations
from the top and bottom receiver channels and makes a Diversity Decision.
This decision determines which antenna port should be used to transmit the
reply, and a reply modulation signal is generated.
51
For Training Use Only
Note
If TOP or BOT is selected, this selection will persist for
approximately 10 seconds, and then automatically return to the
Diversity mode.
 Microphone- IDENT enable
 Emergency mode enable
 Identification selection
IFF 2/3 PAGE (MODE 4)
The IFF 2/3 page is used to control Mode 4 operations of the APX-118 IFF
transceiver. In addition to Mode 4 operation, the page provides:
 Reply selection
 RAD TEST selection
 Code A/B selection
Note
When RAD TEST is set to ENABLED, the transponder will
reply normally when interrogated in Mode 4 by a system with
Verify Bit 1 enabled and will not reply to normal valid Mode 4
interrogations.
52
For Training Use Only
IFF MODE 4 CODE HOLD/ ZEROIZE SWITCH AND RAD
TEST SWITCH
On the copilot side console CDU-7000 Power panel, there are two additional
IFF related switches. The center switch, Mode 4 Code Hold/ Zeroize switch,
is a three-position switch. The three positions of the switch are OFF (middle),
Mode 4 Zeroize (left), and Mode 4 Code Hold (right). The IFF RAD test
Switch is on the right of the CDU-7000 power panel. This RAD test switch is
a two position switch that is spring loaded to OFF. When the RAD TEST
switch is held in the ON or enabled position, the switch enables Verify Bit 1
on the APX-76 Interrogator. When this function is enabled and the APX-76 is
interrogating in Mode 4, only transponders with RAD Test enabled will reply.
IFF 3/3 Page (MODE S)
The IFF MODE S 3/3 page is used to control Mode S operation of the APX118 IFF transceiver. In addition to mode selection, the page allows the entry
of:
 Mode codes
 Mode code configuration
 Flight identification entry
The IFF MODE S 3/3 page allows entry of the Mode S Code in either Octal
(OCT) or Hexadecimal (HEX). The value can be entered in one of two ways:
 Toggle the Type to either OCT or HEX and then enter the code as
00000001-77777776 (must be eight characters) for OCT or 1-FFFFFE
(leading zeros are optional) for HEX
 If the Type is set to OCT, selection of Code with a valid HEX entry
followed by an H (such as 2ADF19H) in the scratchpad would change
the Type to HEX and enter the Mode S Code
OCT is the default selection, with Code and Type being stored in short-term
non-volatile memory. The IFF MODE S 3/3 page, with Weight-On-Wheels
(WOW) set to ground, has a hidden entry for the default Mode S Code (8character OCT entry). If WOW is set to air, the hidden entry is not accessible.
To access the hidden default entry, enter "DEFAULT" in the scratchpad and
select the right side line key for DEFAULT. Set the default value and remove
the hidden entry, type "SET" in the scratchpad and select the right side line
key for DEFAULT.
53
For Training Use Only
CDU DISPLAY
MARKING
FUNCTION
IFF 1/3 PAGE
POWER:
STBY
NORM
MODE
1,2,3A,4,5,
C
ON
OFF
[
]
ANTENNA
TOP
Places transponder set in standby condition.
Applies power to transponder and enables the
selected modes to function as selected below.
Enables the transponder to reply to Modes 1, 2,
3A, 4, 5 and C interrogations. (Individually
selectable)
Disables reply to Modes 1, 2, 3A, 4, 5 and C
interrogations.
Location for entry and display of Mode 1, 2, 3A
and 5 codes.
Selects top only antenna for 10 seconds.
BOT
Selects the bottom only antenna for 10 seconds.
DIV
Selects a diversity mode in which either upper
or lower antenna is used.
Note
If TOP or BOT is selected, this selection will
persist for approximately 10 seconds, and then
automatically return to the Diversity mode.
MIC
ON
OFF
EMERGENCY
IDENT
MODE 4/5
REPLY
ON
OFF
MODE 5 PIN
MODE 5
MISSION
MODE 5 NTL
ORG
Enables identification of position reply for 30
seconds each time the microphone switch is
actuated for a UHF or VHF communication.
Disables MIC identification function.
Enables automatic transmission of emergency
reply signals in all modes.
Initiates identification of position reply for
approximately 30 seconds.
IFF 2/3 PAGE
Enables the transponder to reply to Mode 4/5
interrogations.
Disables reply to Mode 4/5 interrogations.
Insert specific Mode 5 PIN as assigned.
Insert MSN code as required.
Insert NTL ORG code as required.
54
For Training Use Only
MODE 4/5
TOD (Time
of Day)
REPLY:
MODE 4 AUD
Set Time of Day Authentication to AUTO or
MANUAL (Default AUTO).
Enables monitoring of both audio and light
indications of valid Mode 4 interrogations and
replies.
ANN
Enables monitoring of only the “MODE 4 REPLY”
CDU annunciation.
OFF
Monitoring of audio and CDU annunciations
disabled.
RAD TEST
ENABLE
DISABLE
CODE A / B
MODE S
ON
OFF
CODE
[
]
TYPE
OCT
HEX
Allows the transponder to reply normally when
interrogated in Mode 4 by a system with Verify
Bit 1 enabled and will not reply to normal
valid Mode 4 interrogations.
Disables RAD test function.
Provides for selection of proper Mode 4 code.
IFF 3/3 PAGE
Enables the transponder to reply to S
interrogations.
Disables reply to Modes S interrogations.
Location for entry and display of Mode S code
or default Mode S code.
Allows for operator Mode S code entry in Octal
format (default).
Allows the operator Mode S code entry in
Hexadecimal format.
FLIGHT ID
[
]
Location for entry and display of the Mode S
Flight ID/ Callsign (i.e. VV LL30).
Note
The option highlighted in green on the CDU is the active
selection. Unselected options appear in white.
AIR DATA DISPLAY UNIT INPUT TO THE IFF
(ADDU-PILOT OR COPILOT)
The pilot or the copilot ADDU provide the pressure altitude data and other air
data information to the same-side CDU-7000. Whatever CDU-7000 is the
bus controller then provides the altitude and air data to the transponder.
55
For Training Use Only
Note
Whichever flight station CDU-7000 (Pilot or Co-pilot) is turned
on first during preflight will be set as the BUS controller. In
order to keep the pilot side ADDU as the reporting altimeter, it is
recommended that the Pilot side CDU always be turned on first.
IFF CAUTION LIGHT
The IFF caution light is located on the center instrument (vertical annunciator)
panel and illuminates to indicate that mode 4 is not operative. The light is
operative whenever aircraft power is on and the POWER switch is not OFF.
The IFF caution light illuminates for 3 to 6 seconds each time the transponder
is turned on indicating proper keying and acceptance of mode 4 codes.
Subsequent illumination of the IFF caution light indicates that: 1) the mode 4
codes have zeroized, 2) the self-test function of the embedded crypto
computer has detected a faulty computer, or 3) the transponder is not replying
to proper mode 4 interrogations. If the IFF caution light illuminates, switch
the POWER switch to NORM (if in STBY) and ensure that the mode
4 ON/OFF toggle switch is ON. If illumination continues, employ
operationally directed flight procedures for an inoperative mode 4 condition.
MODE C OPERATION
The AN/APX-118 transponder has the capability of transmitting altitude
information in reply to an interrogation from an input provided by the CDU7000 via an input from the ADDU. The ADDU converts pitot-static
information to an altitude referenced to 29.92 inches Hg. The altitude, in the
form of a digital signal, is sent to the transponder for transmission when
interrogated.
MODE S OPERATION
The Mode S (Selective interrogation) is a civil ATC system that reduces the
number of unwanted IFF replies. Each aircraft is assigned a permanent,
unique 24-bit default Mode S address, which allows ATC to direct
interrogations and data messages to the desired aircraft. This platform is
capable of Mode S level II Elementary and Enhanced mode responses which
allows the transponder to reply to interrogations including information such as
the aircraft’s Mode S address, Mode C altitude, aircraft ID (Call Sign), and
flight status. The following parameters need to be verified/entered prior to
flight for valid Mode S operation:
 Mode S Address
56
For Training Use Only
Note
Each aircraft has a specific Mode S code.
 Aircraft ID (Call Sign) is inputted.
The transponder transmits the following Mode S parameters:









Magnetic Heading
Indicated Airspeed
Mach Number
Vertical Rate
Roll Angle
Track Angle Rate
True Track Angle
Ground Speed
Selected Altitude
AN/APX-118 RECEIVER-TRANSMITTER (RACK H-1) IFF
The transponder provides identification, altitude and surveillance reporting in
response to challenges from airborne and ground-based interrogators. The
transponder obtains pressure altitude data from the Air Data Display Unit
(ADDU) for use in the Mode C and Mode S replies. The transponder is
considered a Controlled Cryptographic Item (CCI) and contains embedded
crypto is located in the H-1 rack. The KIT-1C is not installed with the APX118 and performs KIT-1C functions internally to the RT. The APX-118
works in conjunction with the already installed APX-76 interrogation system.
GO STATUS LED (GREEN)
Steady illumination of this LED indicates the IFF transponder is fully
operational. The LED is not illuminated: a) during power-up built-in testing
(PUBIT), b) initiated built-in testing (IBIT), c) following a catastrophic power
supply fault, d) SBC fault, or e) a bootstrap failure that stalls the program. The
LED flashes at predetermined rates to indicate other bootstrap faults, an
invalid or missing operational flight program (OFP), and failures detected in
individual circuit card assemblies (CCAs) during IBIT, periodic built-in test
(PBIT), PUBIT or performance monitoring operations.
LOW BTRY FAULT LED (RED)
Illumination of this LED indicates that the internal crypto backup battery
voltage is low, and that batteries should be replaced. This LED can be
activated only with primary power applied to the transponder.
57
For Training Use Only
Lithium batteries are used in the IFF transponder for the Mode 4
crypto backup power function. Observe all precautions specified
by the manufacturer concerning the shipping, handling, storage
and disposal of lithium batteries.
KEY LOADED LED (GREEN)
Flashes momentarily upon completion of a successful Key fill, regardless of
whether primary power is applied to the transponder. Indicates that both A
and B crypto codes have been loaded.
APX-118 RT ZEROIZE SWITCH
Activation of this switch zeroizes the codes stored in the Mode 4 crypto CCA,
regardless of whether or not primary power is applied to the transponder.
58
For Training Use Only
AIR DATA DISPLAY UNIT (ADDU)
ALTIMETER, PRESSURE, AIR DATA DISPLAY UNIT
(AAU-61/A)
The ADDU is designed to be a functional replacement for the existing
altimeters in the aircraft. The ADDU requires electrical and pneumatic inputs
from the aircraft and functions as an independent air data computer. These
inputs are used to compute accurate air data information and are scaled for
primary flight data displays, navigation, automatic altitude reporting, and
autopilot/flight director systems. An IBIT is initiated by using a pen or small
pointer to press the inset “test” button located at the bottom right corner of the
display unit next to the altitude select knob.
The altimeter has an electromechanically driven pointer and a liquid Crystal
Display (LCD) with high-intensity backlighting for daytime use, and low
level red lighting for nighttime viewing. Additionally, the altimeter provides
altitude alert notifications using its ALT alert light. The barometric altitude
display range is -1000 to +55,000 feet. The ADDU provides air data to the
CDU-7000 which sends it to the transponder and RINU-G. The barometric
setting can be set via the BARO SET knob over a range of 22.00 to 31.00
inches Hg. The pilot ADDU receives a temperature input from the TAS
probe for air data calculations including TAS and wind calculations. The
copilot ADDU is cross fed the temperature input from the pilot ADDU. Each
ADDU is powered by Mon DC via a separate circuit breaker on the Forward
Electronic CB panel. The backup power source for each ADDU is Flight DC.
ALERT LIGHT
The ADDU has an altitude alerting system that includes an Altitude Select
knob, selected altitude display, and an Alert light. When the aircraft altitude
is with in 1000 feet of the selected altitude, the altitude alert light will
illuminate. When the aircraft altitude is within 200 feet of the selected
altitude, the alert light goes out. After altitude capture, if the aircraft altitude
deviates by ± 200 feet from the selected altitude, the alert light will illuminate.
The light may be manually extinguished by either pilot by pressing the
altitude select knob.
ALTIMETER SETTING MISCOMPARES
If there is a difference between the pilot and copilot altimeter settings or
selected scales, the altimeter setting will flash in both ADDUs. Additionally,
if both pilots do not have the same scale selected (millibars and inHg, or feet
and meters), the barometric settings will flash.
59
For Training Use Only
SWITCHING BETWEEN INCHES HG/MB AND FT/METERS
The ADDUs are designed to display either inches Hg or millibars (MB) for
barometric pressure and can also display either feet or meters for altitude.
These selections are made using the Baro Set knob located on the lower right
corner of each unit. ADDU pressure and altitude selections are independently
selected between units. See the ADDU figure below and note the “ft”
indication located directly above the digital altitude reading. This will
indicate “M” if meters was selected.
ADDUs are able to display meters for altitude, if desired. Ensure
that BOTH pilot’s have “ft” selected for altitude.
1. To change inches Hg to MB: Press and hold the BARO knob for more
than 4 seconds.
2. To change back to inches Hg: Press and hold the BARO knob for more
than 4 seconds.
3. To change altitude reading from feet to meters: Press and hold the
BARO knob for more than 8 seconds. (note that the inches Hg or MB
may change after 4 seconds during this procedure depending on what
pressure setting was previously selected). To return to feet, press and
hold the knob for another 8 seconds.
Altitude Alert
Light
Altitude Scale
(Feet / Meters)
Selected Altitude
Pointer
Baro Pressure
(inches Hg/ MB)
Selected Altitude
Set Knob
BARO Set Knob
IBIT Test Switch
ADDU LIGHTING CONTROL
The ADDU altimeter is normally backlit white during daylight operations and
red for nighttime operations. Pilot and copilot instrument lighting rheostats
control the red backlighting.
60
For Training Use Only
Note
In lower rheostat settings, the ADDU may appear un-powered
under certain lighting conditions. Adjust rheostat as necessary.
ADDU MASTER AND SLAVE SWITCH
The ADDU master and slave switch is located on the copilot side CDU power
switch panel located on the side console. The master and slave switch selects
which altimeter will be used for the altitude alerting via the alert light. A
white “R” indicates the slave ADDU and white “A” indicates the active
master. If the master altimeter fails, select the other ADDU as the master.
STBY INDICATION
Fault condition will be indicated by a yellow STBY displayed on the ADDU.
The fault can be verified on the CDU-7000 ADDU STATUS page. If STBY
is indicated in either ADDU during preflight, ensure that the static plugs are
removed and then pull and reset primary and backup power circuit breakers
for both units. If STBY is still displayed then further maintenance action is
required prior to flight.
Note
If the aircraft is stored overnight with static plugs, a pressure
differential may develop between units causing a STBY
indication.
PWR INDICATION
When the ADDU is on backup power, PWR is displayed as black text in a
small yellow rectangle in the upper right corner of the applicable altimeter.
Ensure that all CBs are set (MEDC – primary. Cb’s located on the FECB /
FEDC backup power). Both units retain full functionality when powered by
their back up power source.
Note
Ensure that the aircraft battery is disconnected during postflight.
The backup power source for the ADDU is Flight DC and will
drain the aircraft battery if the left connected.
61
For Training Use Only
UPDATE NAV DATABASE
DIGITAL DATA SET (DDS)
The Digital Data Set (DDS), (AN/ASQ-215), is Navy common equipment
that was developed to transfer digital navigation data from mission planning
stations into the aircraft. The DDS [formerly known as the Mission Data
Loader (MDL)] provides the physical interface to the MIL-STD-1553B data
bus for bulk memory storage and has been modified to operate in a
CNS/ATM system that uses the CDU-7000.
DATA FILES
The DDS provides non-volatile bulk memory storage for the following data,
which may be loaded into the CDU-7000 over the MIL-STD-1553B data bus:
1. CDU-7000 Operational Flight Program (OFP).
2. AN/ASQ-215 Operational Flight Program (OFP).
3. 60 Flight Plans of up to 200 waypoints each.
4. Primary Navigation Data Base consisting of world-wide
a. Airports [Standard Instrument Departures (SID), Standard
Terminal Arrival Routes (STAR), Instrument Approach
Procedures (IAP), Airport Communications Information].
b. Navigation Aids (NAVAID).
c. En-route Waypoints.
d. Airways.
e. Version and Effectivity Dates.
5. User-Defined Waypoint data base of up to 200 waypoints.
6. Magnetic variation data base.
7. GPS Almanac.
8. Communications Pre-Set information.
DDS COMPONENTS
The DDS, as shown in Figure 23-52, consists of the following elements and is
located at the NAV/COMM station:
1. Interface Receptacle Unit (IRU).
2. PCMCIA Data Transfer Module (PDTM).
3. TUFFCardTM Series II (1 GByte or 256 MByte) ATA Flash Type II
PCMCIA cards.
62
For Training Use Only
INTERFACE RECEPTABLE UNIT
PDTM with TUFFCardTM Mission Cards
Figure 23-51.
AN/ASQ-215 Digital Data Set (DDS)
INTERFACE RECEPTACLE UNIT (IRU)
The IRU located at the NAV/COMM station is an aircraft-mounted Weapons
Replaceable Assembly (WRA) that manages and controls the data exchange
between the PDTM and the CDU-7000. It is comprised of power control,
processing, memory, and interfaces necessary to operate in the CNS/ATM
system. The IRU operates as a Remote Terminal (RT) on the MIL-STD1553B data bus and provides a self-test/built-in-test (BIT) function for all
circuitry, including the PDTM.
PCMCIA DATA TRANSFER MODULE (PDTM)
The PDTM serves as the transportable housing for two (2) Type II PCMCIA
cards that provide storage and exchange of preflight information between the
Mission Planning System and the navigation system avionics. Only one card
slot may be selected for use at a time, and all commands sent to the DDS will
be directed to the currently selected (active) card slot. The active card slot can
be changed via a selection in the CDU-7000. The PDTM is designed such that
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For Training Use Only
it is impossible to insert or remove a PCMCIA card while the PDTM is
installed in an IRU. This feature eliminates hot insertion of the PCMCIA
cards.
Note
When using the PDTM data card eject button, the PCMCIA card
can be rapidly ejected from the PDTM
TUFFCardTM PCMCIA CARDS
The TUFFCard™ is a PCMCIA PC Card Standard, ATA Type II Flash
memory card.
The DDS, in conjunction with the TUFFCard™, provides protection of secure
data in three different ways: files can be erased, files can be deleted, and the
entire TUFFCard™ can be purged (or ZEROIZED).
Declassification of data is provided as a ZEROIZE command from the CDU7000. All memory on the card is de-classified, including the remapped data
that is not accessible by the user, and allows all data to be destroyed without
damage to the card. The card can be reformatted and reused after a
declassification event occurs. The ZEROIZE operation, once initiated, will
resume on all subsequent power cycles to the TUFFCard™ until the entire
memory has been purged.
The TUFFCard™ can be inserted into the PDTM upside down
resulting in damage to the TUFFCard™ . Do not force the
TUFFCard™ past the detent in the PDTM. Forcefully inserting
the PDTM upside down past the detent in the PDTM will damage
the TUFFCard™
Retrieve database from WEB site and load onto TUFF card.
*An NMCI computer with a PCMCIA card port is required.
1. Go to:
https://home.navair.navy.mil/vp/private/main_cnsatm_databases.html
for database download. A current database and future data base will be
available for download. Check dates to see which is appropriate. The
newest database (which will be available two weeks earlier than the
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For Training Use Only
2.
3.
4.
5.
6.
current database expires can be downloaded as a secondary database
after the most current database has been downloaded).
Select database for download. This will extract information via
WINZIP
Select Actions from WINZIP, then Select All
Copy all files to a folder on your desktop
Insert TUFF card. If access is allowed, right click on drive and format
TUFF card in 32FAT. If not, delete old files on TUFF card.
Open previously created folder with un-zipped database files. Copy
files and paste on TUFF card.
LOADING NAVIGATION DATABASE
Each CDU is capable of storing a world-wide navigation database (NDB) in
non-volatile memory. The effective period of the database is 28 days.
Loading of the database can only be controlled through the pilot or copilot
CDU. The amount of time required to load a NDB depends upon its size, a
world-wide NDB typically requires about 12 to 13 minutes. The database is
loaded using the following procedures:
1. At the NAV/COMM station, insert FAT 32 formatted PCMCIA Card
with NBD into the desired PDTM slot and reinsert PDTM into IRU.
Note
The NDB can not be located in a folder created on the card. The
NDB files must be placed directly on the root directory of the
card.
2. Select IDX, LLS1 and RLS6. Observe POWER page displayed.
3. Ensure power is off to RINU1, RINU2, IFF, and V/UHF.
Note
On CIP aircraft, UHF1 and UHF2 may be controlled manually
via the Radio Set Controls (RSC) in the F-1/F-2 racks. Mode
selector switch must be placed to MANUAL to control from the
RSC.
4. Turn OFF all CDUs except the CDU being loaded. If the NAV/COMM
CDU is being loaded turn off the NAV/COMM unit and turn on either
the pilot or copilot CDU.
5. Select IDX. Observe IDX page.
6. Select page down and RLS3 (LOAD/SAVE). Select RLS6 - Observe
COMMON LDR page.
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For Training Use Only
Note
The COMMON LDR page is only accessible on the ground.
7. If loading NAV/COMM CDU turn ON power to the NAV/COMM unit.
Note
It is normal for “DATA UNAVAILABLE” to be displayed on
the NAV/COMM CDU.
8. RLS3, if necessary to select either A or B. Observe that desired card
displayed in green font It is normal for “DATA UNAVAILABLE” to
appear on NAV/COMM CDU.
Note
Cards loaded in Slot 0 and Slot 1 in the PDTM are labeled
CARD A and CARD B, respectively by the CDU.
9. LLS6 (CATALOG) and observe CATALOG page displayed.
10. RLS1 to select the CDU being loaded. Observe that desired CDU
displayed in green font.
Note
Pilot CDU is 1, copilot CDU is 2, NAV/COMM CDU is 3, and 4
is unused.
11. LLS adjacent to desired NDB file. Observe COMMON LDR page
displayed and that correct file name displayed adjacent to RLS1.
12. LLS1 and observe CONFIRM LOAD annunciation.
13. Reselect LLS1 to begin loading. Verify “>” replaced by “*” adjacent to
LLS1.
Note
 Loading status may be monitored by observing messages
displayed on line above LLS6 and “% COMPLETE” adjacent to
LLS3.
 There is no direct correlation between values displayed for “%
COMPLETE” or “MB LOADED” and time to complete the load.
 If “-----LOAD FAILED------” message appears on line above,
LLS6 and reattempt loading from Step 9 ensuring that the
correct CDU was selected.
14. At the completion of the load, observe that CDU returns to START 1/3
page.
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For Training Use Only
Note
 After the CDU returns to the START 1/3 page, an additional 2 to
3 minutes may elapse before the NDB effective period is
displayed.
 Other, than moving the NAV/COMM CDU to either of the flight
station positions, the only indication of the NAV/COMM CDU
being successfully loaded is the “-----LOAD COMPLETE------”
message that appears on line above LLS6.
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For Training Use Only
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