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steering pushbutton.
Ground-track steering computations are performed
by the mission computer, based on inputs from the CID,
IMU, and SAHRS. The computer output, in the form of
ground-track error signals, is processed in the CID,
which generatess teeringc ommandst o the autopilot roll
axis. Bank angles are limited to i30”. Failure of INS or
SAHRS will cause loss of ground-track steering.
2.24.4.5 Altitude Hold. Altitude hold mode is
engaged by setting the ALT-OFF switch to ALT. When
the A/P REF advisory legend appear, press the nosewheel
steering pushbutton when at the &sired altitude.
This will engaget he altitudeh old mode and the A/P REF
legend will go off. Applying 10 pounds longitudinal
stick force will causet he A/P REF legendt o appearT. he
mode may be reengaged by depressing the nosewheel
steering pushbutton on the stick grip, when at the desired
altitude, and observing that the A/P REF legend goes
ORIGINAL
off. Altitude hold should not be engaged during any
maneuvers requiring large, rapid, pitch trim changes
because of limited servo authority and slow automatic
trim rate. Disengagement of altitude hold is accomplished
by applying 10 pounds or more longitudinal
stick force or by placing the ALT-OFF switch to OFF.
Note
Do not actuate in-flight refueling probe with
altitude hold engaged because of large transients
in pitot-static systems sensed by the
CADC.
2.24.4.6 Data-Link Vector - Precision Course
Direction. This mode is engaged by placing the
VEWCD-OFF-ACL switch to VECiPCD, and pressing
the nosewheesl teeringp ushbutton.M ode engagemenits
evidenced by the A/P REF advisory legend going off.
Disengagement of the mode is accomplished by application
of stick forces of 7-l/2 pounds lateral or 10
pounds longitudinal, or disengagementb y placing the
VEC/PCD-OFF-ACL switch to OFF. Ifthe switch is left
in VECK’CD, the A/P REF legend will appear and the
mode may be reengaged by depressing the autopilot
reference and nosewheel steering pushbutton.
Determination of whether data-link or precision
course direction signals are present is made in the AFCS
pitch and roll computers in response to inputs from the
data link converter and ClU. If the data-link vector discrete
is present, the autopilot roll axis will respond to
data-link heading commands and bank angle authority
will be limited to *30”.
When the PCD discrete is present, the autopilot roll
and pitch axes will respond to data-link commands.
2.24.4.7 Automatic Carrier Landing. To engage
the ACL mode, place the VEC/PCD-OFF-ACL switch
to ACL and press the nosewheel steering pushbutton.
Mode engagementis evidencedb y the A/P REF legend
going out. Disengagement of the ACL mode causes
complete autopilot disengagement. All autopilot
switches return to OFF and the AFCS reverts to SAS
modes only. The AUTO PILOT caution light and the
ACLS/AP caution light on the windshield frame are
illuminated. They may be extinguished by pressing the
MASTER RESET pushbutton.
(,,,,,,I
If the autopilot/ACLS uncouples after approachc
ommencementd, o not attemptt o recouple
with the CMD CTRL advisory legend
NAVAIR 0%FMAAD-1
Todosccouldcauseabmptattitu&chauges
and a possible force-Iink disconnect. The pilot
should verbally instruct the appmach controller,
“Downgrade to mode II.” Upon
downgrading, the CMD CTRL legend
should go out. The ACL RDY and A/P
CPLR legends must appear prior to any attempt
at recoupling.
Note
Application ofmore than 2 to 3 pounds of stick
force while attempting to couple will cause
the AUTO PILOT caution light to illuminate
and coupling cannot be accomplished. It is
imperative that any stick force be avoided
while depressingt he autopilot referencea nd
nosewheel steering pushbutton to preclude
illumination of the AUTO PILOT caution
light.
The pilot can disengage from the ACL mode (and
autopilot) by application of 7-l/2 pounds of lateral or 10
pounds of longitudinal force, by disengaging the
AUTOPILOT ENGAGE switch, or by pressing the
autopilot emergencyd isengagep addle.
Pilot takeovers may be required during mode I or IA
ACLS approaches. The recommended method for a
PTO is to manually disengage the autopilot ENGAGE
switch on the AFCS control panel and then disengage
the APC by use of the cage button. This may be difficult
to accomplish, especially during the final portions ofthe
approach. If this method is not feasible, then 10 pounds
of afl stick pressurea nd simultaneousd isengagemenot f
　
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