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(TDM) with information coded into 20-bit words.
Communication protocol is established by a command
response system in which all bus transmissions
occur under command of a bus controller or, in case of
failure of primary bus controller, a backup bus controller.
Each bus is capableo f addressingu p to 31 remote
terminals; however, address 3 1 is not used in the aircraft.
Figure 2-42 depicts the physical connection of the
WRAs in the MCS data bus system. Remote terminals
incapable of communicating directly with the MCS on
the 1553 data buses are routed through the converter
interface unit for required analog-to-digital and digitalto-
analog conversion.
2.18.1 Aircrew Interface. The principle aircrew interface
with the MCS is accomplished through thepushbuttons
on each MFD. The RIO has an additional
interface through the DEU communicating directly with
the MCS as a remote terminal. The RIO can also interface
indirectly with the MCS through the radar system
digital display.
ORIGINAL 2-76
NAVAIR 01-Fl4AAD-1
Figure. 2-42. Mission Computer System Architecture
2-77 ORIGINAL
NAVAIR 01-Fl4AAD-1
2.18.2 Operational States. The MCS has three operational
states: startup, full up, andbackup. These states
are mutually exclusive and are determined automatically
based on aircraft operation and MCI/MC2 condition.
The SYS RESET button on the NAV MODE panel
forces both mission computers to transition to the startup
state and execute cold start logic. It can be used to assure
the aircrew that the MCS is functioning properly and/or
to reinitialize the MCS by restarting the OFP. When
SYS RESET is pressed, the following events occur:
1. The MCS immediately stops executing the OFP.
2. The mission computers go off line and run software
BIT.
3. The OFP is automatically restarted.
4. The aircraft goes into the TLN master mode.
5. Displays revert to defaults.
Recycling power (by cycling circuit breakers) to
the MCS has the same effect as pressing the SYS
RESET except that both hardware and software BIT
is performed.
Note
Cycling subsystem circuit breakers initiates
a cold start for that subsystem. A system reset
may be required to resynchronize the MCS
and the restarted subsystem.
Refer to NAVAIR 01-Fl4AAD-IA for a complete description
of the MCS architecture, operational states,
and backup operation.
2.18.3 Aircraft Master Modes. There are three
aircraft master modes of operation: takeoff-landingnavigation
(TLN), air-to-air (A/A), and air-to-ground
(A/G). The controls, displays, and avionics equipment
are tailored as a function of the master mode selected by
the pilot. The TLN master mode is entered automatically
when power is applied to the aircraft, when the landing
gear is down, or when the TLN master mode pushbutton
is selected on the PDCP. The A/A master mode is entered
by pressing the A/A master mode pushbutton on
the PDCP, selecting an air-to-air weapon with the
weapon select switch on the pilot control stick, or by
commanding a radar dogfight mode. The A/G master
mode is entered by pressing the A/G master mode pushbutton
on the PDCP.
2.19 STANDARD CENTRAL AIR DATA
COMPUTER
Note
The acronyms SCADC and CADC are used
interchangeably throughout this manual.
The SCADC CPU-175/A is installed in F-14D aircraft
incorporating AFC 793. The SCADC is functionally
interchangeablew ith the CADC 1166B/A with one
difference,t he SCADC softwarei ncorporatesf he staticerror
source-correction curve required for the true values
of Mach number, airspeed, and altitude. Aircraft
prior lo AFC 793 (CADC 1166B/A) aircrew should
refer to NAVAIR 01-F14AAP-1.1 for BUD displayed
altitude and Mach number correction curves.
Note
The standby airspeed indicator is not corrected
for position error.
The CADC is a single-processor digital computer
with a separate, independent, analog, backup wingsweep
channel. It is capable of making yes and no decisions,
solving mathematical problems, and converting
outputs to either digital or analog form as required by
each aircraft system. The CADC gathers, stores, and
processesp itot pressure,s tatic pressure,t otal temperature
and AOA data from the aircraft airstream sensors.
(see Figure 2-43). It performs wing-sweep and flapand
slat schedule computations, limit control and electrical
interlocks, failure detection, and systems test logic. Major
systems that depend on all or part of these CADC
functions are shown in Figure 2-44.
The following legends appear on the MFD when activated
　
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