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audio is replaced by a 1 kHz tone for tuning to a (cw) station.
Frequency switches Control and indicate the selected operating frequency when the MAN-2182-500 switch is
and indicators in the MAN position. 2182 kHz and 500 kHz are international distress frequencies.
NOTE
MAN-2182-500
switch
2182 kHz and 500 kHz are international distress frequencies.
MAN
2182
500
Enables the frequency switches for manual frequency selection.
2182 kHz is the operating frequency.
500 kHz is the operating frequency.
3.13.3 Modes of Operation. The AN/ARN-149 ADF b. ANT Mode. In this mode, the system funcsystem
has two functional modes and a submode as fol- tions as an audio receiver, providing only an
lows: audio output of the received signal.
a. ADF Mode. In this mode, the system functions
as an ADF that provides a relative bearing-
to-station to the HSI No. 2 bearing pointer
and the RMI pointer.
c. Tone Submode. This submode may be chosen
in either ADF or ANT mode of operation.
In the tone submode, the system provides a 1
kHz audio output tone when a signal is being
received to identify keyed cw signals. This
submode can be used when normal audio reception
is insufficient to identify the station;
the cw coded signal can be used to identify the
station.
Change 4 3-33
TM 1-1520-238-10
3.13.4 Operating Procedures.
a. ANT (audio only) Operation.
1. Mode selector switch - ANT.
2. MAN-2182-500 switch - As desired. If MAN
is selected, set the desired frequency with the
five frequency switches.
3. VOL control - As desired.
4. If cw operation is desired, TEST-TONE
switch - TONE.
b. ADF Operations.
1. Mode selector switch - ADF.
2. MAN-2182-600 switch - As desired. If MAN
is selected, set the desired frequency with the
five frequency switches.
3. VOL control - As desired. The HSI No. 2 bearing
pointer and the RMI pointer will indicate
relative bearing to the selected ground station.
4. If cw operation is desired, TEST-TONE
switch - TONE.
c. Self-Test Operation.
NOTE
The ADF system must be in ADF mode
and receiving a valid ground station signal
to perform the self-test.
1. Set to ADF mode (para. d.2). Note position of
HSI No. 2 bearing pointer and RMI pointer.
2. TEST-TONE switch - Momentarily TEST.
3. HSI No. 2 bearing pointer and the RMI pointer
rotate 90° from their original positions and
then return to their original positions.
3.14 NON-INTEGRATED NAVIGATION SYSTEM
The non integrated navigation sys
tem does not meet FM requirements
for use as a primary navigation sys
tern for IFR operations in IMC.
The non-integrated navigation system consists of a
Heading Attitude Reference System (HARS) and either
the AN/ASN-128 or AN/ASN-137 Doppler Navigation
Set (DNS). The non-integrated navigation system is
not connected to, and operates independently of, the
Mission System 1553 multiplex (MUX) bus. The MUX
bus is responsible for passing the DNS velocity data
from the ARINC bus to the HARS through special hardware
interfaces in the CPG and DASE MRTUs. The
MUX bus is also responsible for tracking/filtering
MAGVAR changes that are calculated in the DNS and
passing these changes to the HARS via the same special
interfaces. In this configuration the HARS is dependent
upon receiving DNS velocity for internal velocity
damping and maintaining proper heading and/or
attitude, and the DNS is dependent upon receiving
HARS heading/attitude in order to perform the navigation
calculations. Additionally, the HARS is dependent
upon proper MAGVAR updates for driving the HSI,
RMI, and DNS magnetic heading inputs. The MUX bus
controller (FCC or BBC) uses the HARS inertial data
outputs to drive all the inertial symbology presented on
the video displays. This includes the heading tape, velocity
vector, acceleration cue, horizon line, hover position
box and trim ball. The Hover Position Box will drift
during a stationary hover, and conversely, the aircraft
will drift if the aircraft is flown to hold the Hover Position
Box centered on the display. The amount of drift
may reach as much as 21 feet per minute, and the drift
may be random in nature. This drift is caused by HARS
velocity errors, which are strongly influenced by the
DNS velocity characteristics at these hover velocities.
The following paragraphs provide a description of the
HARS and DNS internal operations and the controls
and displays used by the crew to operate the non-integrated
navigation system.
3.14.1 Heading Attitude Reference System (HARS).
　
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