\\
l
,
INERTIAL
NAVIGATION
SYSTEM
THIS MANUAL
EXCLUSIVELY
IS WURNI$HED
FOR THE OPERATION
AND MAINTENANCE OF
NAVIGATION
THE CAROU$EL
IV INEATIAL
RIGNTS
SYSTEM.
NO OTHER
ARE GRANTED.
AC ELECTRONICS
DIVISION OF GENERAL
MILWAUKEE,
196
OENEAAL
MOTORS
COR..
WISCONSIN
SM
MOTORS
--
USA
J UNEl
,
1969
AC ELECTRONICS
(g(GR
g
Division of General Motors Corp
INERTIAL NAVIGATION SYSTEM
OPERATIONS MANUAL
TABLE OF CONTENTS
Section
Subject
DESCRIPTION
INERTIAL NAVIGATION SYSTEM
Purpose
Unit Iacations
Features
Outstanding
Limitations
Operating
Information
Navigation
INS/Airplane
Interface
Unit Descriptions
Battery Unit
Unit (NU)
Navigation
Mode Selector
Unit (MSU)
Unit (CDU)
Control/Display
-
INERTIAL NAVIGATION SYSTF M
Preflight
Procedures
1
1
1
1
3
3
5
5
5
5
12
14
-
NORMAL PROCEDURES
2
1
1
9
17
-
ABNORMAL PROCEDURES
3
1
1
1
1
2
2
2
2
3
General
Automatic INS Shutdown
DCU Shutdown
C/DU Failures
MSU Failures
Warning Indications External
WARN I.amp Lights
Attitude Mode of Operation
Jun 1/69
Page
1
In-flight
Procedures
After Landing Procedures
INERTIAL NAVIGATION SYSTEM
No.
to INS
Contents
Page 1
OPERATIONS MANUAL
INTRODUCTION
A.
General
1.
instructions
for the Camusel series Inertial
operating
This manual provides
Navigation
System (INS) when loaded with a CIV operational flight program.
NOTE:
2.
Manuals
to the CIV-A Operations
series
Inertial
Navigation
for Carousel
CIV-A operational
flight program.
Refer
Tvpe
NOTE:
Part
Program
Number
7884663-011
7884663-012
7884663-013
31K
31L
31M
CIV-A
number
B.
instructions
when loaded with a
System
procedures
utilizing the latest CIV operational
System operating
flight program
of the manual.
Revisions
(31M) are included in this revision
covering earlier
program
are listed below.
versions
The loaded flight program
of the operational
tape part number is marked on a sticker located on the front panel of the
navigation
unit (NU) underneath the nameplate.
Program
3.
for operating
operational
Manual
Rev. 5
Rev. 6
Rev.
8
flight programs
are identified
or 7881711-0XX.
7881710-0XX
Revision
-
-
-
Jul 1/72
Feb 4/74
May 6/76
by
their part
561.
The Carousel series INS conform to ARINC Characteristic
The procedums
in this manual am designed to acquaint the mader with all possible
capabilities
aquired
to attain these capabilities.
of the INS and the operations
The operations manual for the airplane will provide more specific instructions
for
airplanes.
individual
Improvements
of
the 31M program
over
31L.
1.
Incorporated
variable
TAS lower limit for zeroing the wind display.
The air
data set true airspeed output will be read when INS ground speed is 37.5 knots.
To this value 4.8 knots will be added to form the lower limit at which the wind
This value is initialized
at 192 knots each turn-on and
display will be zeroed.
recomputed
when navigation is entered and 37.5 knots of ground speed sensed.
2.
The true air speed filter time constant
in displaying
wind changes.
3.
Wind
4.
was added.
of this capability is
mix capability
The mechanization
CIV-A
identical
to that used in
software
(refer to Service
Bulletin No.
34-40-01-31).
The program now resets
the desired PI to 5 (if a PI other than
5 was selected
in align) at entry to navigation.
May 6/78
on t.he nose is now computed
will be 51(10)•
for this parameter
is set to zero to minimize
and output on the BCD channel.
delay time
The label
Triple
Introduction
Page
1
OPERATIONS MANUAL
5.
logic was added to allow use of the system for naviBoth the fore and aft pins
gation purposes
in a side mounted configuration.
pointing toward the right wing and both pins shorted is
open is defined as handles
toward the left wing.
Included in this change is the
defined as handles pointing
Malfunction
Codes
and
48.
46, 47, and 48 wem
elimination
46
MC
of MC
to detect "improper"
combination
of pin logic.
incorporated
The
originally
set up so that for every "open" condition
AR1NC 561 pin logic was originally
"grænd" (example, Super(example,
Subsonic) there should be a corresponding
Expanded use of the pin logic to indicate þADS,
sonic).
KIFI3, and now additional
possibilities
has eliminated
the original "paimd pin
Navigation
Unit orientation
Codes 46
31K. Malfunction
Malfunction
Code 47 was removed in program
concept.
'Ihese codes have already been deleted
and 48 are being removed at this time.
in the CIV-A program.
6.
Determination
of actual PI values less than 5 is now made by counting down the
The numerous
PI on a fixed time basis.
changes that have been made in the
area of Dz updating and reasonableness
tests have negated the purpose of the
past manner of determining
the actual PI. In order to simplify the software,
and not cause undue concern to the operator,
the PI countdown below 5 now
occurs with a fixed 3.4 minute interval
between steps.
Athwartships
mounting
7.
The setting of Malfunction Codes 15 and 16 during the gimbal slew test has been
This is to prevent a misleading
code record in the
inhibited.
malfunction
pe rmanent list.
8.
The action code for malfunction
Code 18 was changed from 5 to 4 to prevent
card
confusion with the CIV-A use of action code 5 to indicate an improper
load.
9.
The new mechanization
to that
is iòentical
The altitude loop was simplified.
used in CIV-A software.
In addition,
the altitude filter is not reinitialized
when the canned value is used.
This eliminates
the transient ground speed
3 knots which occurred at navigation
entry on
display of approximately
installations
which had no barometric
input.
In addition,
MC 50 is eliminated.
accelerometer
The altitude loop which previously
made use of the vertical
to use only
input in conjunction
with the barometric
input has been simplified
Elimination
of the use of the vertical
the barometric
input.
accelerometer
input removes
the æquirement
to monitor that input and the need for the malwith that monitor.
function code (MC 50) associated
The Leg Switch discrete
leg is output.
10.
is now present
until the crosstrack
distance
for the
new
13.
malfunction
that
code delav logic in prior programs
had an error
certain unusual
inhibit the issurance
conditions,
of these malat less than 75 knots ground speed.
This is corrected
in 31M
The feedback
enuld,
functions
program.
Introduction
Page 2
under
May 6/76
.
GEMERAka©TOINCOniORATM3e
mamauKit.miCOlgint3mt
OPERATIONS
MANUAL
12.
Distance
to Go was
The feet per nautical mile constant used for displaying
changed to give 5400 NM distance from equator to pole (presently
displays
5406 NM). Previously
a correct ft. /nm constant was used wh3ch did not
generate
the commonly accepted 5400 NM distance.
13.
The snap shot routine was changed to stom mode, ground speed, time in mode,
track angle error,
crosstrack
op time and location 32
airspeed,
distance,
when any of the following malfunction
codes are encountered for the first time
MC 31 through 39, 42, or 63. Previously
time in mode and ground speed were
stond
C.
.
I
when an MC 63 was set.
of the 31L program
Improvements
1.
for
The leg switch criteria
ground speed as a factor in
The airplane must fly each
switch will be automatically
over
31K.
type steering has been modified to incorporate
accordance with The Boeing Company redefinition.
new leg for at least 25. 6 seconds before another leg
747
initiated.
2.
are zeroed for
The wind speed and direction
The new limit will be
instead of 170 knots.
independent
of the type of air data computer.
is
less than 150 knots otherwise
set
for
stop
be displayed when the airplane is at rest or
stop value.
3.
Changed
4.
codes 10 and 11 have been eliminated because
that they had little value in system troubleshooting.
5.
Changed
occur.
6.
At ground speeds less than 75 knots, there is a 6-second
delay before feedback
the possibility
of false
malfunctions
This reduces
22, 23, 24, or 25 are set.
prior to takeoff.
malfunctions
which could be set during power transfers
7.
The tick mark check has been simplified requiring
sensing the discrete
only
27
in
location 34 upon entrance to
Malfunction
code
will be entered
once.
NAV whon no Lick mark is observed
Malfunction code 27
in the ALIGN mode.
on the C/DU.
will not be displayed
May G/76
-
program
Malfunction
program
to limit the maximum
true air speeds less than 150 knots
applied to the TAS input
Insure that the air data set TAS
a wind equal to the stop value will
moving at a speed less than the
commanded
roll
rate
to 2.5°/second.
experience
to turn on C/DU WARN light when malfunction
showed
codes
13 or 14
Introduction
page 3
88100 BISCM¶Øjg3
GilegRALMO¶QMSCQaecxAfical
masseAvs(4
asšCGestalskl201
OPERATIONS MANUAL
8.
Changed
9.
code
logic to prevent
cotle
a malfunction
Previously
80° did not clear after a shutdown
malfunction
at turn-on.
-ll
latitude
acceptable
>
Changed
turn-on
43 at
-11
malfunction
41 appearing
code
which had been set due to a loaded
turn-on until an
and a subsequent
latitude was loaded.
turn-on.
sequence
Previously,
malfunction
code 43 if the
repair facility with present
system transmission
after
loaded, but not that of the
to prevent an erroneous
malfunction
code
software
the installation
of a line spare may have caused a
spare had been shutdown in the align mode at the
position (repair faciliþ)
loaded. The first interturn-on would indicate align with a present
position
airplane.
10.
Ground speed at time of exit from the NAV mode is now stored
problems.
as an aid in diagnosing performance
11.
The azimuth slew portion of the gimbal slew test has been eliminated,
the
was deleted,
unused card reader unit subroutine
and SQRT and ASIN logie
to provide the required additional memorv space.
were simplified
12.
in location
1474
within 6. 4 meru is
Changed PI countdown logic to hold PI at 5 until agreement
reached between the GAN and o filter values of dz. Whenever
the filters do not
agree within 6.4 meru both filters will be disregarded
and the PI will
remain at its previous
value (5 or less) until correlation
is achieved.
Introduction
Page 4
May 6/'70
GintakaMOrCASConocaerl(p.
uskWAudiL
wiscOmiembHGi
OPERATIONS MANUAL
D.
of the 31K program
Improvements
over
31J.
be loaded if HOLD light is illuminated
thus preventing
update.
loading of waypoints while performing
a position
1.
Waypoints
inadvertent
2.
Distance-to-go
limited to approximately
display previously
will now display a maximum
of 9, 999 nautical
miles.
3.
Latitude
became
4.
cannot
through N/S 90°00.0'.
is displayed
continuously
frozen in latitude about six miles short of pole.
5400 nautical
Previously
miles
display
To help isolate gimbal angle rate check failures malfunction code 57 has been
added and malfunction
code 62 simplified.
code 62, which forMalfunction
merly indicated
gimbal angle rate check failure in either the align or navigation modes, now indicates gimbal angle rate check failure in the nav mode only.
code 57 indicates
Malfunction
a gimbal angle rate check failure in the align
mode.
5.
6.
Malfunction
codes
12, 47, 51 and 52 have been eliminated.
a,
Malfunction
experience
b.
code 47 (sub/supersonic
Malfunction
control logic was
external
program
IGFIS or digital Air Data Set input.
c.
51 (wind) and 52 (computed altitude) were
because they sometimes resulted in false pulls while rarely
diagnostic value.
Malfunction
Malfunction
code 12 (velocity damping limited)
showed it was not used,
code 44, previously
because
because the
pin) was eliminated
allow
identification
of a
redefined to
codes
be set in align mode for earlier
May 6/76
was eliminated
set only on entry into navigation
of Z-gyro degradation.
eliminated
demonstrating
mode,
will
now
detection
Introduction
Page
5/6
g
Delco Electronics
OPERATIONSMANUAL
INERTIAL
SYSTEM
NAVIGATION
-
DESCRIPTION
PURPOSE.
The Delco Electronics
Navigation
IV Inertial
Carousel
System
(INS) continuously
computes
horizontal navigation data and senses airplane attitude displacement
in pitch, roll, and
and horizontal
Output signals from the INS are used
reference.
yaw from a local vertical
steer the airplane over a preselected
course,
to maintain the airplane
to automatically
to stabilize magnetic compass signals,
and
radar display at a level attitude,
and weather
Each
to display navigation data and airplane attitude on navigation and flight instruments.
data and indicates its own operating
INS furnishes its own numerical display of navigation
status.
UNIT LOCATIONS.
the mode selector
unit (MSU), the control/display
of four units:
Each INS consists
unit
unit
See figure 1. Either two or three
(NU), and the battery unit.
(C/DU), the navigation
are installed
separate
systems
in the airplane.
The unit locations are as follows:
A.
B.
C.
D.
units
Pilot's
overhead
Mode selector
panel
Control/display
units
Control stand electronic
units
Navigation
Main equipment
center
Main equipment
Battery units
center.
-
-
OUTSTANDING
FEATURES.
The INS is characterized
A.
B.
L
panel
-
-
by the following features:
Automatic
horizontal
STANDBY
alignment of the INS to true north and automatic calibration
instruments
are accomplished each time the ÏNS sequences
through completion of fine align and NAV is en¾red,
Automatic
calibration
of the azimuth
(vertical)
gyro is accomplished
on the results
alignment.
of the preceeding
of
the
from
as follows:
1.
An automatic
accomplished
2.
refinement
of the calibration,
based on alignment data, is
A further
accomplished
automatically
at entry into NAV if an alignment
to mode 4
or lower is obtained.
IT SHOULD BE NOTED THAT THIS FURTHER
REFINE\IENT
SHOULD IN NO WAY BE CONSTRUED AS A REQUIREMENT
'ID ACHIEVE THE SPECIFIED
INS ACCURACY.
calibration
based
during subsequent
flight is
C.
The INS does not require
D.
monitors
its own performance
and furnishes
Each INS continuously
warning
when
output signals and displayed
indications
data are unreliable.
In addition,
to recommend
action and to identify
code numbers
are displayed
the cause of
the warning.
E.
position,
of present
waypoint,
coordinates
Insertion
are easily
and destination
accomplished
by using a keyboard.
Waypoint,
destination,
and position update
coordinates
in all INS using one keyboard
can be inserted
or in each INS using
individual
keyboards.
any inputs
from
navigation
aids external
to the airplane.
Section
I
9
&
WW
NAVIGATION UNIT
.
UNIT
go
MODE SELECTOR
.
UNIT
BATTERY UNIT
CONTROL/DISPLAY
ma
o
2
08100
INS operation
BISCtPOBICS
OPERATIONS
MANUAL
for any latitude
is unlimited
and longitude
during
l'light.
F.
Accurate
C.
and steering
commands are computed for flight over the
Navigation
information
inserted
coordinates
in the INS
great circle route between each set of waypoint
the shortest
route between the waypoints.
insuring
H.
can be improved
during flight by making a position update when
INS performance
is available.
an accurate
present
position reference
In a three system installadon,
can also be improved
using triple INS mix updating.
INS performance
I.
Although barometric
altítude and true airspeed
from an air data set (ADS) are
inputs to the INS, loss of these inputs will not se riously affect INS operation.
J.
An INS can be used to produce only attitude
and/or steering signals þecome unreliable.
Indicating
K.
hazard
lights and displays
stabilization
can be replaced
signals
if navigation
the INS is operating
while
.
without
to equipment or personnel.
LIMITATIONS.
OPERATING
of the INS can only be performed
alignment
and calibration
while
Automatic
occurs at latitudes
Alignment
degradation
greater than 80 degrees.
parked.
the airplane
is
INFORMATION.
NAVIGATION
determined
information
by the INS is defined in the following paragraphs.
Navigation
between
this
true north, waypoints,
relationships
information,
and true airspeed
are
illustrated
in figure 2.
True
heading (HDG) is the clockwise
Wind
speed
Wind
direction
(WS) is
the velocity
angle
from
of the wind with
(WD) is the clockwise
angle
Ground track angle (TK) is the clockwise
surface connecting
successive
the earth's
from
true north
respect
to the airplane
center
to a point on the earth's
true north to the wind velocity
The
line.
surface.
vector.
angle from true north to an imaginary
line on
has flown (ground
points over which the airplane
track).
Ground
speed
(GS) is the velocity
of the airplane
with respect
to a point on the earth's
surface.
center line and ground track or the
Drift angle. (DA) is the angle between the airplane
between true heading and ground track angle.
angular difference
Drift angle is right when
ground track angle is greater
than true heading and left when ground track angle is less
than true heading.
line
Desired track angle (DSRTK) is the clockwise
angle from true north to an imaginary
(desired
successive
on the earth's
surface
points over which flight is desired
connecting
waypoints
This line describes
the great circle course between two successive
track).
and it is further defined by the intersection
of a plane and the earth's
surface when the
plane passes
the two successive
through
waypoints
and the center of the earth.
May 6/76
Section 1
Page 3
,
$
å
$
o
o
y
rius
DSRTK
XTK
TKE
POS
DIS
DA
HDG
TAS
WS
WD
TK
GS
-
-
-
-
-
-
-
-
-
-
-
-
-
LAST
WAYPOINT
OR ORIGIN
60
OR DESTI.
DIS
EQUAL TO gX
NATION
WAYPOINT
TRUE HEADING
'TRUE AIRSPEED
WIND SPEED
WIND DIRECTION ANGLE
GROUND TRACK ANGLE
GROUND SPEED
DRIFT ANGLE
DESIRED TRACK ANGLE
CROSS TRACK DISTANCE
TRACK ANGLE ERROR
PRESENT POSiflON
GREAT CIRCLE DISTANCE
FROM POS TO NEXT
/
F
,
D6RTK
XTK
HDG
>
(
/
WS
WD
y
TRUE
WH
DA
DIS
77
•
/
/TKE
NEXT
WAYPOINT OR
DEST1NATION
GREAT CIRCLE FROM LAFT
WAYFOINTOR ORIGIN
GS
TAS
/
WS
AIRPLANE
CENTER LINE
O
o
a
O
OPERATIONSMANUAL
earth's
surface
directly
below the airplane
at any given instant.
posidistance
(XTK) is the shortest
between the airplane's
present
Cross track distance
Cross track distance is left when present
position is left of
tion and the desired track.
the desired track and right when present position is right of the desired track. Cross
track deviation (CTD) is another term used for cross track distance.
(TKE) is the angle between the airplane's
actual ground track and the
Track angle error
ground track or the angular difference between ground track angle and desired
desired
Track angle error is left when the actual track angle is less than the detrack angle.
sired track angle and right when the actual track angleds greater than the desired track
angle.
Distance
(DIS) is
the great circle
distance
between
present
Time (TIME) is the time in minutes to fly the great circle
to the next waypoint at the present ground speed.
(TAS), although not determined
by
True airspeed
to the air mass around the airplane.
with respect
mine wind direction and wind speed.
INS/AIRPLANE
the INS,
position
course
is
and the next waypoint.
from present
position
the velocity of the airplane
true airspeed to deter-
The INS uses
INTERFACE.
Power and signal inputs to the INS and signal outputs from the INS are interfaced
in the
navigation
unit as shown in figures 3, 4, 5, 6, and 7. The mode selector unit, control/
unit in the applicable
display unit, and battery unit are connected only to the navigation
The only connection
INS and not to each other.
between the two or three on board INS is
between navigation
The communication
units.
between navigatiou units is for comparison
hold
of computed present position and for remote operations to insert waypoint positions,
and insert present
position update coordinates
present
position,
Figures
displayed
3, 4,
the general interface
between the units of three INS and other air5, 6, and 7 lllustrate
all be
plane systems.
All INS output signals are shown although they will not necessarily
configuration.
also
which
will
on
airplane
Airplane
equipment
is
shown
used
any one
in all airplane
not necessarily
be installed
configurations.
.
UNIT DESCRIPTIONS.
BATTERY
UNIT.
dc power to initiate INS turn on and to supply
The battery unit provides
auxiliary
power be
to
maintain
operation
power
essential
INS
should the 115 volt primary
the
after
on.
When
standard
battery unit,
interrupted
fully charged,
INS turn
P/N 7883480,
will sustain
for 15 minutes, whereas
the optional batterv
INS operation
tmit,
7888701,
will
sustain
ooeration
for
minutes.
P/N
30
Each INS has its own
4.
unit.
Refer
to
figure
battery
NAVIGATION
UNIT (NU).
The NU contains an inertial
unit (DCU), and
reference
unit (IRU), a digital computer
and steering
reference
inertial
unit electronics
navigation,
(IRUE).
All INS attitude,
information
is determined
in the NU.
May 6/76
Section
Page
1
5
OPERATIONS
MANUAL
115V
PRIMARY POWER.
115V HEATER
MODE
SELECTOR
POWER
UNIT NO. 1
26V HDG EXCITATION
NAVIGATION
26V DA EXCITATION
UNIT NO. 1
26V TKORDA+TKE
EXCIT
-
ÇONTROL/
DISPLAY
UNIT NO. 1
a
26V TKE EXCIT
*
26V PITCH & ROLL EX¢IT
26V PLATFORM HDG
I
EXCIT
PANEL
LIGHTING
0 TO 5 VAC
CONTROL
POWER
115V PRIMARY
115V HEATER
AIRPLANE
AC POWER
SYSTEM
9--+
POWER
26V HDG EXCITATION
26V DA EXCITATION
i
26V TK OR DA÷TKE EXCIT
NAVIGATION
UNIT NO. 2
CONTROL/
T
(B
26V TKE EXCIT
MODE
SELECTOR
UNIT NO
*
26V PITCH& ROLL EXCIT
DISPLAY
UNIT NO. 2
B
26V PLATFORM
HDG
EXCIT
POWER,
115V PRIMARY
115V !!EATER
a
MODE
SELECTOR
UNIT NO. 3
POWER
26V HDG EXCITATION
'
26V DA EXCITATION
26VTKOR
DA+TKE EXCJ
NAVIGATION
UNIT NO. 3
26V TKE EXCIT
CONTROL/
DISPLAY
UNIT NO. 3
26V PITCH & ROLL EXCIT
26V PLATFORM
HDG
EXCIT
Section
1
INS Power Inputs
Figure 3
19546 A
Nov 1/69
Division of General Actors Corp
AC ELECTRONICS
(ggi
g
NAY1GATIONSYSTEM
INERTIAt.
OPERATIONS MANUAL
MODECONTROL
80NALS
1
MODE
SELECTOR
UNED NO. I
r
CONTROL/
DISPLAY
UNIT NO. 1
POWER & IAMP CONTROL
SG) AIß
NAVIGATION
UNttNO.1
CONTROL SIGNAIß
POWER &
DTSPTAY RTilNA T.S
8 GNAIß
I
AUXIX:
POWER
L
.CHARGE
*
BATTERY
UNEfNO.1
MODECONTROL
ih
.
POWER & IAMP CONTRO'y
MODE
SELECTOR
UNIT NO. 2
NAVIGATION
UNIT NO. 2
CONTROL
SIGNA LS
POWER&
DISPLAY SIGNALS
AUXIK:
CONTROL/
DISPLAY
UNIT NO. 2
CHARGE
POWim
BATTERY
UNEfNO.2
MODECONTROL
POWER ALAMP CONTROL
NAVIGATION
UNDENO,3
MODE
SELECTOR
UNDENO.3
CONTROLSGNALß
POWER &
SIÇNAIS
DISPyy
CONTROL/
DISPLAY
UNDENO.3
CHARGE
BATTERY
UNECNO.3
T9545A
INS Inter-Unit
Jun 1/69
Figure 4
Signals
Section 1
Page 7
AC EL.ECTRONICS
l'Aggg2
g
Division of General Motors Corp
INERTIAL NAVIGATION SYSTEM
OPERATIONS MANUAL
PRIMARY
ROLL ATT (No. 1)
ROLL ATT
PITCH An
PITCH ATT (No. ' O
'
ROLL
AUX
ATT (No. 2)
PRIMARY
ATTITUDE
DIRECTOR
INDICATORS
,
I
AUX PITCH ATT (No. 2)
ROLL ATT
AUX ROLL ATT (No. 3)
AUX PirCH ATT (No, 3)
AUX ROLL ATT
g.
PITCH ATT
'
STANDBY
ATTITUDE
INDICATORS
4)
AUX PTTCH ATT (No. 4)
T/X ROLL ATT (No.
NAVIGATION
,
AUX PITCH ATT (No. 5)
ROLL ATT
PITCH ATT
si
ARPIANE
WERING
AND
SWTTCHES
UNITS
pyypyyrs
FOR ONE
UNrr
,
i
ROLL ATT
PITCH ATT
·
WEATHER RADAF
RECEIVER/
TRANSMITT ERS
AUTOPILCir/
FIJGHT DDI ECTOR
^tt
& PITCH
COMPUTERS
ROLL ATT
PTTCH ATT
PIATTORM
HDG
I
YAW DAMPER
,
AUTO
THROTTLE
PLATTORM HDg
COMPASS
COUPLER
19544A
Output Signals
Figure 5
INS Attitude
Section 1
Page 8
Jun 1/69
Oeico Electronics
OPEBATIONSMANUAL
TRUE AIRSPEED
TRUE
ALTITUDE
r
REF. VOLTAGE
ALTITUDE
AIR DATA VALID
AIR DATA VAUD
AmSPEED
HDG OR EFI'EERING
HDG
DA
DA
TKORDA+¾
TKORDA+TKE
TKE OR STEERING
TKE
XTK DEVIATION
XTK DEVIATION
NAVIGATION
UNITS
TO/FROM
(OUTPUTS
WAYPOINT ALERT
FOR ONE
UNIT SHOWN)
a
AIRPLANE
WIRING
AND
SW1TCHES
WAYPOINT ALERT
DIS NO. 1
DIGITAL
*
COMPUTERS
HORIZONTAL
SITUATION
INDICATORS
TO/FROM
DIS NO. 2
DIGITAL DATA
CENTRAL
AIR DATA
VOLTAGE
REF.
DATA
TIME
.
1
,
TIME-TO-GO
INDICATORS
DA
*
XTK DEVIATION
XTK DEVIATION
LEG SWITCH
STEERING
LEG SWITCE
DIGITAL DATA SIGNALS INCLUDE
TK, GS, WS, WD, XTK. TKE, HDG,
DA, DSRTK, WYPT POSITIONS,WON,
AND ALIGNMENT STATUS AVAILABLE FOR DIGITAL DISPLAY.
INS Input/Output
May 6/76
AUTOPILOT/
FLIGHT
DIRECTOR
ROLL & PITCH
COMPUTERS
19543
Navigation
Figure 6
Signals
Section 1
Page 9
AC ELECTRONICS
01visionof General Motors Corp
INERTIALNAVIGATION SYSTEM
OPERATIONS MANUAL
PRIMARY ATT VALID
,
AUX ATT VALID
PRIMARY ATT VALID
AUX
A
ATT VALID
GS
ATTITUDE
INDICATORS
I
PLATFORMHDGVALIE
NAVIGATION
UNITS
(OUTPUTS
FOR ONE
INS PC61TION
a
COMPARISON
WARNING
UNIT
PLATFORM
AIRPLANE
WIRING
AND
SWITCH ES
HDGVALID
INS POSITION
COMPARISON WARNIN
*
a
|
i
CENTRAL
WARNING
SYSTEM
SHOWN)
HDG VAÐ
HDG
VALID1
HDG
l FLAGS
NAV SIGNAIß VALID
NAV
pSIGNAIßVALIE
NAV
FLAGS
HORIZONTAL
SITUATION
INDICATORS
19542A
Section 1
Page 10
INS Output Warning
Figure 7
Signals
Jun 1/69
Delco Electronics
OPERATIONSMANUAL
which is electronically
platform
and gimbal assembly
The IRU is a gyro stabilized
controlled
to provide a local horizontal azimuth reference
regardless
of airplane
to the attitude displaceattitude.
Synchros in the IRU produce signals proportional
and changes in airplane
ment of the airplane
heading
from the horizontal reference
The synchros are positioned
so that the signals reprefrom the azimuth reference.
longitudinal (roll), lateral (pitch), and
sent attitude displacements
about the airplane
mounted on the gyro stabilized platform
vertical
(azimuth) axes.
Accelerometers
and horizontal accelerations
are used to produce signals proportional
to vertical
mode of operation
(velocity changes) during the navigation
and proportionalto
platform
which
tilt during the alignment and attitude modes of operation.
The accelerometers
sense horizontal accelerations
are rotated at approximately
one rpm about the vertiThis rotation
navigation
performance
cal.
results
in improved
and allows automatic
alignment and calibration
of thb INS,
and calibration,
the gyros on the platform sense the
alignment
During automatic
earth's
rotation.
The reaction
of the gyros to the earth rate tilts the platform down
to the west.
and gyro loops cause
Various errors
in the horizontal accelerometer
the platform to cone.
Azimuth gyro drift causes the platform
to rotate faster or
slower than the one rpm drive of a synchronous motor.
sense
The accelerometers
a component
of gravity when the platform is tilted out of the horizontal and produce
proportional
acceleration
signals to
signals.
The DCU analyzes the acceleration
determine
true north, instrument
The
and torquing signals to the gyros.
errors,
horizontal gyros are torqued to offset the causes of the platform tilt. By separating
the various
characteristics
signals,
the DCU computes the caliof the acceleration
bration values
required
to maintain the platform level and to keep track of true north
during the navigation mode of operation.
During navigation,
the DCU uses the accelerometer
output signals to compute navigation and steering information
and to develop gyro torquing signals which maintain
signals
the IRU oriented to local horizontal.
In the navigation
mode, all acceleration
are caused by movement
of the airplane.
for reasonThe DCU continuously
checks input information
and computed information
It also receives warning signals from hardware monitors
in the IRU and
ableness.
IRUE.
If a failure or out-of-tolerance
condition
is detected by the DCU, it provides
output signals which will indicate one or more warnings.
The DCU will also provide
codes to the C/DU upon request
the
recommended
action and the failure
indicating
being detected.
The DCU maintains
a record of failures after alignment is started
which can be displayed
on the C/DU at any time before the INS is again aligned.
control circuits,
The IRUE includes power circuits,
temperature
quired for interface
between the IRU, DCU, MSU, C/DU, battery
tion warning
control signals.
The power
circuits
to operate
the INS.
reand circuits
malfuncunit, and
use the 115 volt ac primary
power to supply all essential
power
The INS cannot be turned on, however,
unless both battery unit
power are available.
power is converted
and primary
The primary
to de which is
used throughout
which require
the INS. The few normal operating
ac are
circuits
and voltage.
A battery
supplied by converting
de to ac at the required
frequency
charger
is included in the IRUE which automatically
charges
the battery unit during
INS operation
potential
is low and the INS is not operating
if the battery
on battery
unit power.
Anr
5,'75
Delco Electronics
OPERATIONSMANUAL
control circuits provide stable temperature for etritcal assemblies
The temperature
and internal blowers for the IRU use the 115 volt heater
in the NU. Fast warmup circuits
power.
Both fast
power.
Fine temperature
control circuits use converted primary
the,NI°
at turn on.
and fine temperature
heaters
control heaters warm up
warmup
temperatures
are reached and
The fast warmup heaters shut off just before operating
control heaters continue operating to maintain the required operthe fine temperature
The INS cannot be aligned until the fast warmup heaters shut off.
ating temperature.
The walls of the NU incorporate
primary
heat exchangers through which exhaust
cabin air flows.
Heat from the electronics
in the IRU, IRUE, and DCL is dissipated
for
through mechanical
The cooling is required
connections to the heat exchanger.
Heat dissipation
from the heated assemboth the heated and unheated asgemblies.
blies allows positive temperature
control.
of the NU includes
The IRU compartment
heat exchangers
attached to the inside of the primary
secondary
heat exchangers.
Two blowers operate when the gimbal compartment
temperature
a critical
reaches
positioned
to
draw
around
the
the
The
1RU
through
level.
blowers are
air from
secondary heat exchangers.
The malfunction
warning control circuits combine signals from the IRU, IRUE. and
DCU to produce signals which control warning flags and lamps.
Hardware monitors
operation
in the IRU and IRUE detect abnormal
of temperature control circuits
(overtemperature),
and attitude
gyro stabilization
accelerometer
circuits,
circuits,
Hardware
operation
of
synchro circuits.
monitors
within the DCU detect abnormal
the DCU while reasonableness
tests on computed and input data detect out-of-tolerance conditions.
and the mode
is detected
if an overtemperature
The INS will shut down automatically
switch is at NAV or
When the mode selector
selector
switch is at STBY or ALIGN.
will produce a warning indication
on the C/DU but the INS
ATT, attovertemperature
will not automatically
shutdown.
The battery unit is tested during the alignment mode of
operation
andtheINS
unit charge is low when
willautomatically
shut down if thebattery
this test is accomplished.
In addition,
the INS will shut down any time that a low
battery unit voltage is detected while the INS is operating
on battery unit power.
the DCU is shut down and attitude stabilization
During the attitude mode of operation,
signals and attitude warning
flag control signals are the only outputs of the INS. The
accelerometers
are used to sense platform
IRU horizontal
tilt in a manner similar to
the alignment mode of operation.
The acceleration
signals in this mode of operation
the
at
in
IRUE to provide control signals which maintain the platform
are converted
effect
the horizontal
Horizontal
reference.
accelerations
of the airplane have little
on the operation.
MODE SE LECTOR
UNIT (MSU).
and two indicating
lamps mounted
The MSU contains
a mode selector
illumination
Panel lettering
nated panel.
intensity
is controlled by a
Refer to figure 8 for descriptions
control.
of the mode selector and
Section
1
on an illumicabin lighting
lamps.
Apr 5/15
AC in..ECTRONICS
Division of General Motors Corp
INERTIALNAYlGATION SYSTEM
(AgŒ
'
g
OPERATIONS MANUAL
MODI·¾ SE Ll·:CTOR
srs•
oss
-
•srT
••••
..r
The modo selector
modes of
controls
oper:iting
for
the lNS. The knob must be fulled
rotation
ún¯$ÏÏ3Y
and
across mechlihϿalsfops
LlGN
:md
between
A
NAV :md ATT.
inoperative
when the mode
is
INS
The
OF F
is :it the OFF position.
selector
STT3Y 'Ile g
position is um
(stamiby)
during gnd
oper:gion.
Setting the mode selector to STRY from OFl starts
fast warmup
in the
NU, cages the IRU to the orientattion of the airplane, starts the gyro wheels
spinning,
turns on
and turns on the
the DCU for standby operations,
C/DU so that information
can be inserted
into
the DCU, When STBY is selected from any other
position,
the IRU is not caged but operates
the
same as during the attitude mode of operation.
AIJGN
position is used
The AL1GN (alignment)
while the airplane
only during ground operation
is
Atrked.
to A LIGN from
Setting the mode sele-tor
STBY will start gyro operation
and automatic
INS
alignment
providing
the fast warmup
heaters have
shut off. Fine alismment will not be ¯ÙÏe
started until
in_
-
.
-
-
present
position has
GeinserteÏ
The DCU automatically
cycleš through coarse
and
leveling, coarse azimuth determination,
fine alignment.
The A LIGN position can be selected from any other position,
but alignment will not
be accomplished
until the fast warmup
heaters are
shut off and present
position has been inserted
in
the C/DU.
Moving the mode selector to A LIGN
from NAV will not downmode the INS.
NAV
The NAV (navigation)
position is used for
alignment
.Aormal operation
after automatic
has
been completed.
must be
He NAV pogtton
Jelecid
before moving the airplane.
He INS will
sequence through standby and alignautomatically
ment or alignment
operation
to the navigation mode
of operation when the NAV position is selected from
any other position providing
that present
position is
inserted
and the airplane is parked.
-
ATT
The ATT (attitude) position is used to
provide only INS attitude signals.
This position shuts down the DCU so that navigation
and
signals are not provided.
The C/DU
steering
is also shut down and only the BAT and WARN
lamps are operative.
The ATT position can be
selected
ATT
kthe
from any other position.
-
/
Mode Selector
Jun 1/69
Unit (Sheet
Figure 8
1 of 2)
Section 1
Page 13
Division of General Motors Corp
AC ELECTRONICS
INERTIALMAVIGAT10N SYSTEM
gg
OPERATIOMS MANUAL
MODE SELECTOR
(CONT)
the INS alignment is lost and
is selected,
the INS has to be realigned on the ground before the
position
mode of operation
navigation
can again be used.
BAT LAMP
The BAT (battery) lamp lights only when the INS has
shut down due to a low battery unit
automatically
The INS will automatically
shut down before
voltage.
A shutthe battery unit is completely discharged.
down due to low battery unit voltage can only occur
while the INS is operating on battery unit power.
13e INS operates on battery power for a 9. 6
second period during coarse leveling.
If the
battery unit charge is below the required
mínimum level during this period, the INS
will shut down and the BAT lamp will light to
indicate
em
the reason.
ARDEANDAVNVM(
eady to navigate) lamp lights
when the desired alignment status of the INS is
attained.
The desired and actual alignment status
are displayed on the C/DU. When alignment is
accomplished with the mode selector at A LIGN,
the READY NAV lamp remains lighted until NAV
The READY NAV lamp lights
is selected.
momentarily when alignment is accomplished
with the mode selector at NAV.
CONTROL/DISPLAY
UNIT (C/DU).
inforT¾e C/DU contains controls,
indicators,
and displays for manually Inserting
mation into the INS and for displaying navigation information
and system status
Logic circuits in the C/DU convert manual control operations
into
information.
digital data signals and decode digital data signals for display.
to
figure
9
Refer
for descriptions
of controls,
displays, and indicators.
Mode Selector
Unit (Sheet 2 of 2)
Figure
Section 1
Page 14
8
Jun 1/69
AC
(
Division of General Motors
NAY10ATlON
INERTIAL
SYSTEM
El...EECTRONICS
lg
g
Corp
OPERATIONS MANUAL
DATA DISPLAYS
are
The left-hand and right-ha. d c.ita displays
composed
of lamps which indicate numbers,
decimal points, degree symbols, left and right
and latitude or longitude directions.
directions,
selection
of data for display is con
The primary
Additrolled by the eight position data selector.
controlled
tional selection
of data for display is
the TEST
selector,
by the 10 position waypoint
used
when
and the HOLD key
in conjuncswitch,
tion with the data selector.
Decimal point and
degree symbol lighting is controlled
by the posiAll other data display
tion of the data selector.
11ghting is controlled
by the DCU except when
Data to be inserted
into the DCU
loading data.
is first loaded into the data displays by operating
the keyboard.
Display of the loaded data allows
it into the
visual verification
before inserting
DCU. Pressing
the INSERT key inserts the loaded
data into the DCU memory
and the DCU then resumes control of the data displays.
.
KEYBOARD
BB El 888 9
The keyboard consists
of 10 keys which are used
the
to load data into
data displays and FROM-TO
illumination
Keyboard
intensity
is condisplay.
trolled by a cabin lighting control.
CLEAR
KEY
The CLEAR key is used to cancel a data loading
when erroneous
data is inadvertently
operation
loaded into the left-hand data display, the right-
I
r
hand data display, or the FROM-TO display,
When the CLEAR key is pressed
during a loading operation,
the DCU resumes control of the
applicable
display and the loading operation can
inbe restarted.
The CLEAR key illumination
tensity is controlled
by the same cabin lighting
control as the keyboard.
Control/Display
Jun 1/69
Unit (Steet
9
Figure
o.,r..r
1 1
1 of 12)
Section 1
Page 15
Division of General Motors Corp
AC EL.ECTRONICS
(,4ggggg INERTIALNAVIGATION SYSTEM
KEY
INSERT
OPERATIONS MANUAL
The INSERT key is used to insert loaded data into
the DCU. The lamp in the INSFNT key is controlled by either the DCU or by operation
of the
C/DU controls.
The INSERT key is illuminated
at
INS turn on and when the mode selector
is downmoded to STBY indicating
that present position
data must be inserted
before automatic alignment
can be accomplished.
The lamp in the INSERT
key will go out after both present
position latitude
and longitude are inserted.
The INSERT key also
lights when the WYPT CHG key is pressed
or the
first keyboard key is pressed
data
during any•other
The light goes out when either
loading operation.
the data is inserted by pressing
the INSERT key or
the CLEAR key.
cleared by pressing
"
1
orsna.c
DATA SELECTOR
..,gl
$/TAIK
i
'lle data selector
has eight positions for selecting
Three of
data to be displayed
in the data displays.
these positions also allow data to be loaded into
the data displays and then inserted into the DCU
inThe position placarding
illumination
memory.
is
controlled
lighting
tensity
by the same cabin
control used for the keyboard and CLEAR key.
TK/GS
|
I
Ifx
-
Present
track angle and ground
speed
are
indicated in the data displays when the data selecPresent-track
tor la set to TK/GS.
angle is dispinyed from 0 to 359. 9 degrees in the left-hand
data display to the nearest tenth of a degree with
respect
to true north.
Ground speed is displayed
from 0 to 2, 400 knots in the right-hand data disknot. True heading is disa
play to the nearest
played in place of present
track angle when ground
speed is below 75 knots. The INS indicates
a mal
function if the displayed ground speed is 910 knots
or greater.
Control/Display
Section 1
Page 16
'
Unit (Sheet 2 of 12)
Figure 9
e
•E El
Jun 1/69
AC ELECTRON1CS
>
Division of General ¼otors Corp
(ANGE g INERTlAL HAVIGATION SYSTEM
OPERATIONS MANUAL
DATA SELECTOR
(CONT)
HDG/DA
Airplane heading and drift angle are
indicated in the data displays when the data selector is set to HDG/DA.
Heading is displayed from
0 to 359. 9 degrees
in the left-hand data display to
the nearest tenth of a degree with respect
to true
Drift angle is displayed
from 0 to 180 denorth.
grees right or left of the airplane heading in the
right-hand data display to the nearest degree.
The displayed
when ground
drift angle is 0 degrees
a
speed is below 75 knots. The INS indicates
45
is
gngle
displayed
drift
the
malfunction
if
degrees
or greater.
-
XTK/TKE
Cross track distance and track angle
error are indicated
in the data displays when the
data selector is set to XTK/TKE.
Cross track
distance
is displayed
from 0 to 999. 9 nautical
miles right or left of the desired
track in the lefthand data display to the nearest tenth of a nautical
Track angle error
mile.
is displayed
from 0 to
180 degrees
right or left of the desired track angle
data display to the nearest
in the right-hand
degree.
between
The angle
desired
track angle and heading
is displayed
in place of track angle error when
ground speed is below 75 knots.
-
ser
«
POS
The data selector
must be set to POS for
insertion
of present positton into the DCU memory
of a reference
or for insertion
during preflight
point position when making a position update during
flight or after landing. Present position of the airplane is displayed
in the data displays after the
initial insertion
of both latitude and longitude when
the data selector
Latitude is loaded
is set to POS.
and displayed
in the left-hand data display and
longitude is loaded and displayed in the right-hand
data display.
Both data displays
and
indicate degrees
minutes to the nearest tenth of a minute.
Latitude is
displayed
from 0 to 90 degrees north or south and
longitude is displayed
from 0 to 180 degrees east or
-
I
west.
Control/Display
Jun 1/69
Unit (Sheet 3 of 12)
Figure
9
Section 1
Page 17
Delco Electronics
MANUAL
OPERATIONS
DATA SELECTOR
(CONT)
WAYPT
The WAYPT position of the data selecwith the waypoint
tor, in conjunction
selector,
allows waypoint and destination
positions
to be
inserted
The data displays
into the DCU memory.
will display the inserted
latitude and longitude of
when the data selector
the waypoint/destination
is
set to WAYPT and the waypoint selector is properly
positioned.
Zeros are displayed
in the data displays
for waypoints 1 through 9 at turn on. The WAYPT
position of the data selector is also used to display
inertial present
position.
Refer to HOfD key
description.
Latitude and longitude are loaded
and displayed in the same units and accuracies
as
when the data selector is set to POS.
-
position
Distance and time from present
displayed
to the waypoint
in the TO side of the FROMin the data displays when the
TO display are indicated
Distance is disdata selector is set to DIS/TIME.
played from 0 to 9, 999 nautical miles in the lefthand data display to the nearest
nautical mile.
Time, based on current
ground speed, is displayed from 0 to 999. 9 minutes
in the righthand data display to the nearest tenth of a minThe displayed value of time is 999. 9 minute.
utes when ground speed is below 10 knots. Refer
disto WYPT CHG key description
for displaying
FROM-TO
tance and time between waypoints
in
DIS/TIME
'·
-
display.
in the
Wind direction
and speed am indicated
is larger than the
when trie airspeed
data displays
lower stop setting of the Air Data Set and the data
is displayed
selector is set to WIND. Wind direction
from 0 to 359 degrees in the left-hand data display
from
to the nearest degree.
Wind speed is displayed
data display to the
0 to 650 knots in the right-hand
nearest knot. Both wind direction and wind speed
am indicated
at 0 when airspeed is at the
lower stop setting of the Air Data Set. An airspeed
warnsignal exceeding
650 knots or a malfunction
ing from the central air data computer
also causes
both displays to indicate 0.
WIND
I
-
Control/Display
Section 1
Page 18
Unit (Sheet 4 of 12)
Figure 9
May 6/76
ÛBICO SISCLPDHÏCS
OPERATIONSMANUAL
SELECTOR
DATA
(CONT)
DSRTK/STS
Desired track angle is indicated
in the leftis set to DSRTK/
hand data display when the data selector
STS. Desired track angle is displayed
from 0 to 359 degrees to the nearest
degree with respect
to true north.
-
system status
The right-hand
data display indicates
the data selector is set to DSRTK/STS.
During northree digits are lighted. These digits
mal operation,
indicate the DCU operating
mode, the actual performand the desired
ance index (calibration status) number,
performance
index number.
when
index number.
The last digit at the right of the display is the desired performance
This digit is set to a 5 at turn on and when the INS is downmoded to standby from the
navigation
mode.
The number can be changed by loading a lower number into the disis a DSRTK/STS.
THERE IS
it into the DCU while the data selector
play and inserting
ADVANTAGE TO INSERTING A LOWER DESIRED PI NUMBER.
NO OPERATIONAL
to as the actual
index number,
referred
The digit at the left of the desired performance
operation
mode
of
and
indicates
the
alignment.
during standby
When the
PI number,
a 9 is displayed.
Coarse leveling
INS is turned on or downmoded to standby operation,
by an 8, coarse azimuth determination
operation
by a '7, and fine alignis indicated
index number 5 is displayed when alignment
is
ment by a 6. Actual performance
below 5 indicate that further refinement
complete.
Numbers
of azimuth gyro drift
is being computed.
mode until the actual perforinance
index number
The DCU will not start the navigation
index number and the mode selector
is as low or lower than the desired performance
index
number
on MSU is at NAV,
If time is allowed for the actual performance
below 5 before selecting
the navigation mode, the DCU uses a portion of
to decrease
azimuth gyro drift rate to update the previously
the recomputed
computed
rate as soon
IT IS NOT NECESSARY TO LOAD A DESIRED PI
mode is started.
as the navigation
BELOW
A PI OF 5
LESS THAN 5 TO UTILIZE THE REFINED VALUE.
ALIGNMENT
IS NOT REQUIRED TO ATTAIN THE SPECIFIED
CIV ACCURACY.
The accuracy
below PI
improvement
gained when alignment
is largely due to inhibiting
5 is allowed,
errors
prior to leaving the loading area.
propagation
When alignment
is being
of inertial
ivith the mode selector
at NAV, the DCU automatically
accomplished
switches
to the
navigation
mode as soon as the actual performance
index number is equal to the desired
performance
index number.
=
data display is used to command
During NAV, the last digit on the right of the right-hand
This digit is automatically
set to 5 at
triple INS mixing in a three system installation.
entry into NAV.
Manually changing this number
provided there are
for each INS so commanded,
binnrv data warn.
Control/
Mas
o
>
to 4 will cause
triple
three INS operating
Display Unit (Sheet 5 of 12)
Figure 9
INS mix to occur
a
in NAV without
Section 1
Page 19
Delco HIectronics
OPERATIONS
MANUAL
DATA SELECTOR
(CONT)
The second and third digits from the left indicate numWhen the
bers only when a malfunction has occurred.
WARN lamp is lighted by either a continuous or intermittent DCU detected
malfunction, the two digits indicate 01, 02, 04, or 05. Code 03 will be displayed without lighting the WARN lamp. The recommended
action
codes are defined below:
Code
Recommended
Action
03
Shut down INS
for degradation
Select ATT if necessary
and attitude
INS may be used for navigation
information.
INS data to HSI and autopilot
associated with malf code(s) is unreliable
if malf codes do not clear.
04
Downmode
02
Watch
to STBY and restart
only)
Downmode to OFF and again perform
turn on (groundoperation only) (31K and 31L programs
alignment
05
(ground operation
two digits are also used
codes. Refer to section 3 for
The malfunction
codes replace
the TEST switch is actuated.
TEST switch description.
These
WAYPOINT
to display malfunction
malfunction code lists.
the action codes when
Refer to HOLD and
SELECTOR
in conjunction with the
The waypoint
selector,
WAYPT position of the data selector,
allows
positions to be inserted
waypoint and destination
into the DCU memory in the proper sequence.
During flight, the automatic navigation leg switching by the DCU is accomplished
in sequence
to the inserted positions from 1 to 9
according
unless a course change is inserted.
The previously
inserted
latitude and longitude for a waypoint/desti.
nation will be indicated
in the data displays when
Control/Display
Section 1
Page 20
only)
Unit (Sheet 6 of 12)
Figure 9
an.e
.\lay
6/76
AC
EiLEiCTRONICS
mg
Uivision
of Meneral
Motors
4,orp
INERTIAL HAVIGATION SYSTEM
OPERATIONS MANUAL
WAYPOINT
I
SELECTOR
(CONT)
the waypoint
selector
is set to the waypoint number
(1 through 9) and the data selector
is set to WAYPT.
He 0 position of the waypoint
selector
is normally
used to display the latitude and longitude of the last
point where 0 was inserted
into the FROM side of
the FROM-TO display.
Although 1 2 is displayed
at INS turn on, course 0 1 can be loaded in the
FROM-TO display and inserted
in the C/DU for
the first navigation
leg. In this case, the 0 postdisplays the
tion of the waypoint selector
A course change
coordinates of the flight origin.
the present
during flight can be accomplished,from
position of the airplane
This is
to any waypoint.
accomplished
the course change in
by inserting
the FROM-TO display using 0 as the FROM waypoint,
After this type of course change,
the latitude and longitude of the point at which the course
is displayed when
change was accomplished
the waypoint
is at 0 and the data selecselector
selector
is also
tor is at WAYPT.
The waypoint
present
used in procedures
inertial
for displaying
position.
Refer to the HOLD key description.
FROM-TO
-
DISPLAY
'13e FROM-TO display indicates
two origin/waypoint/destination
the navigation
numbers describing
leg for which automatic navigation data is being
computed.
to the
These numbers correspond
As a flight
numbers
on the wavpoint selector.
progresses
the FROM-TO
through waypoints,
display automatically
changes to indicate the
next navigation
leg when a waypoint is reached.
The normal automatic
sequence
is 1 2, 2 3, 3 4,
8 9, 9 1, 1 2, etc. The waypoint sequence
can be interrupted
at any time by loading different
numbers
into the FROM-TO display using the
WYPT CHG, key and keyboard
and inserting
them
into the DCU with the INSERT key.
0
Ioading
into the FROM display
causes an immediate
position to the
course change from the present
waypoint
in the TO display when the INSERT key
is pressed.
leg
After a course change navigation
is completed,
the INS resumes
the automatic
sequence starting at the waypoint
number used for
.
.
.
.
the leg termination.
Control/Display
Jun 1/69
Unit (Sheet 7 of 12)
Figure 9
Section 1
Page 21
AC ELili
gg
JNICS
Division of General Motors Corp
INERTIAL NAVIGATION SYSTEM
OPERATIONS MANUAL
WYPT CHG KEY
I
Re WYPT CHG key is used in conjunction with the
keyboard
and INSERT key to make a course change.
He WYPT CHG key and INSERT key light when the
WYPT CHG key is pressed,
Different waypoint
numbers can then be loaded into the FROM-TO display
The first keyboard key pressed
using the keyboard.
loads
loads the FROM side and the second key pressed
the TO side of the FROM-TO display.
Insertion
of the
different numbers into the DCU using the INSERT key
•t
ne
causes the WYPT CHG key and the INSERT key lights
to go out. Both lights also go out whensthe CLEAR key
is pressed.
The WYPT CHG key can also be used to display distance
and
time (based on present ground speed) between any
6
When the WYPT CHG key is
two geographic locations,
displayed
distance
and time on the C/DU
pressed,
the
&
are the distance and time between the two waypoints
in
the FROM-TO display.
Any waypoint
numbers,
excluding 0, can be loaded in the FROM-TO display,
but not inserted
into DCU, to display distance and
time between the two locations.
Automatic
steering
with respect to the originally display, d FROM-TO
waypoints
is not affected by this procedure.
Pressing
the CLEAR key restores the displays to normal
indications.
HOLD KEY
with other C/DU
The HOLD key is used in conjunction
controls to stop displayed present position from
changing, to perform a position update, to display
inertial
present
position,
to eradicate a position update,
and to display recorded malfunction codes.
The HOLD
key lights when pressed
the first time and goes out when
pressed
the second time or when inserted data is
accepted by the DCU.
I
The HOLD key is used during flight to freeze displayed
present
'Ite data displays
position.
stop changing at
the point where the HOLD key is pressed.
The displays
can be stopped simultaneously
on all C/DU's by pressing
the REMOTE key on each C/DU before pressing one
HOLD key. Pressing
the HOLD key a second time allows
the displays to again display the changing current present position.
Control/Display
Section
Page
22
1
Unit (Sbeet 8 of 12)
Figure 9
Jun 1/69
Delco Electronics
OPERATIONSMANUAL
HOLD KEY (CONT)
signals.
The HOLD key is pressed
when over the reference
and steering
data displays
displayed
in the data displays
can be compared
with the known
point and the coordinates
A position update can be performed
point.
after passing the
of the reference
coordinates
point latitude and longitude while the HOLD key
the reference
reference
point by inserting
is at POS. As soon as the reference
and the data selector
point
is still illuminated
the displayed present position is updated to indicate the true
coordinates
are inserted,
present
position and the HOLD key light goes out.
The position update coordicurrent
in two or three INS simultaneously
as long as the displays are
nates can be inserted
and the REMOTE keys remain lighted on all C/DU's to be updated.
stopped simultaneously
position computed by the INS disregarding
position is the present
the
present
Inertial
In other words,
the inertial present
which result from a position update.
corrections
position which would normally
be displayed if a position update had
position is the present
Inertial present position is displayed
by rotating the data selector
not been performed.
the HOLD key.
to WAYPT and pressing
updating can be accomplished
using the triple INS mixing
In a three system installation,
(PI=4) to do triple INS mixing, the present
process.
In each system commanded
position
system(s)
is updated approximately
information
of the commanded
to the mid latitude and
mid longitude using the mid direction cosine values of all three systems.
It is not necesto do triple INS mix update but
sary to have each one of the thme systems commanded
only those systems so commanded will do the update.
However,
all three systems
must
The transition from normal operation
to
be operating in NAV with no binary data warn.
using a five minute timer to eliminate
triple mix update is "eased-on/off"
abrupt changes
position and steering
present
in displayed
information.
The bias resulting
from triple
mix update is retained after dropping out of triple mix unless the update is flushed as
described
in the next paragraph.
.
the result of a manual fix made when flying over a known referA position update whether
from the INS so that navigation disence or the result of triple INS mix can be eradicated
navigation
data withsignals are again computed from the basic interial
plays and steering
to
is accomplished
Position update eradication
by rotating the data selector
out correction.
pressing
and pressing
the
the HOLD key, pressing any key on the keyboard,
DSRTK/STS,
INSERT key.
codes for all out-of-tolerance
conditions
Malfunction
are semi-permanently
stored in the
These codes are erased when the INS starts
DCU memory.
In addition,
fine alignment.
delay before feedback malfuncat ground speeds less than 75 knots, there is a 6-second
at these
are set.
tions 22, 23, 24, or 25 for the DCU converters
A new record is started
The
and continues until the next time the fine alignment is started.
points of operation
conditions
occurring
malfunction
codes for all out-of-tolerance
during this period can
be displayed
in the second and third digits in the right-hand
data display.
The recorded
simulmalfunction
codes
are displayed
by rotating the data selector
to DSRTK/STS,
and releasing
the HOLD key and TEST switch,
and
pressing
taneously
and then pressing
each
TEST
switch
for
recorded
code.
relensing
the
The recorded
malfunction
codes
sequence
with the lowest number.
in numerical
After all
will be displaved
starting
the two digits go blank.
codes
are displayed,
recorded
The HOLD key does not light
while
procedure
the TEST switch is pressed.
except
during this
Control/Display
May 6/76
Unit (Sheet 9 of 12)
Figure
9
Section 1
Page 23
-
.
Delco Electronics
OPERATIONSMANUAL
WARN LAMP
The WARN lamp lights red when the INS self-testing
condition.
detect an out-of-tolerance
circuits
Illumination
of the WARN lamp can be caused by a
condition.
Intermittent
continuous
or intermittent
out-of-tolerance
detected by the DCU
conditions
light the WARN la.mp until it is reset by the TEST
switch.
If the WARN lamp is lighted by a
continuous condition which does not degrade attitude
operation the WARN lamp goes oug when the mode
selector is set to ATT,
|
g
g
TEST
SWITCH
lamps
switch is used to test all indicating
for the INS and to test the DCU input/
output operation.
The TEST switch is also used in
with other controls
conjunction
to display numerical
and to reset
codes indicating
specific malfunctions
the malfunction
warning circuits.
The TEST
I
and displays
The TEST switch can be pressed at any time during
INS operation
to test the indicating lamps and displays
on the MSU and C/DU and the DCU input/output.
Proper operation
is indicated by illumination
of all
lamps and displays while the switch is pressed.
Each
digit in the FROM-TO display and data displays
is
lighted to indicate an eight.
The directional
letters
(NSE W) are also lighted in the data displays.
The TEST switch also tests remote lamps and indicators which are connected to the INS. Pressing
the
digital
TEST switch lights all digits in connected
indicators
to indicate eights, and lights connected
ALERT and INS position comparison
lamps.
warning
Maltunction
codes for all DCU detected out-oftolerance
stored in the
conditions
are temporarily
DCC memory.
These codes enn be displayed
by
to DSRTK/STS and actuating
setling the data selector
When the WARN lamp has been
the TEST switch.
lighted,
in
the recommended
action code is displayed
the second and third digits of the right-hand
data
display.
and releasing
the TEST switch
Pressing
Control/Display
Sect ion
i
s.
Unit (Sheet 10 of IT
Figure 9
-
uoorsaxer
Nov li 69
i
Delco Electronics
OPERATIONSMANUAL
TEST SWITCH
(CONT)
the first time displays the lowest numbered malfunction code which has been recorded since the malcircuits
were last reset.
function warning
Additional
actuations
of the TEST switch display applicable
order if
malfunction codes in ascending numerical
condition has been
more than one out-of-tolerance
When all recorded malfunction codes have
detected.
the two digits again display the
been displayed,
action
recommended
code or go blank.
Actuation
s
su
.
of
at DSRTK/STS
the TEST switch with the data selector
codes but also resets
the malfunction
not only displays
circuits.
If the detected outthe malfunction
warning
of-tolerance
the malfunccondition is not continuous,
the recommended
action code is
tion code is erased,
and the WARN lamp goes out due to the
erased,
of the TEST switch and data selector.
reset operation
REMOTE
KEY
The REMOTE key lights amber when pressed
and
allows simultaneous
of wayloading and insertion
point and destination data into more than one INS
The REMOTE key must
by using only one C/DU.
INS to achieve this
be pressed on all participating
simultaneous insertion.
The remote operation
is
disabled when the REMOTE keys are again pressed
and the key light goes out.
The REMOTE key can
also be used with the HOLD key to freeze displayed
present position on more than one INS at the same
posiinstant during flight and to insert a present
tion update either during flight or after landing.
AUTO-MAN
SWITCH
left at the AUTO
The AUTO-MAN switch is normally
navigation
leg
position.
This allows automatic
airplane
The
must fly each
during flight.
switching
25. 6 seconds before another
new log for at least
inidated.
If the MAN posileg enn he automatically
Lion is used,
the 1NS does not switch to the next
navig:Hion
to furnish steering
leg, but continues
to maintain
track for the comsignals
the desired
informapleted
Displayed navigation
navigation
leg.
navigation also remains
relative
to the completed
tion leg or its extension.
After passing a waypoint
with the switch
at MAN, automatic
leg switching
can be resumed
to AUTO.
by switching
Unit (Sheet
Control/Display
Figure 9
Feb 4/74
L...
11 of 12)
Section
1
BÊCO ËÏBCtfDHICS
OPERATIONS
MANUAL
ALERT LAMP
The ALERT lamp lights amber two minutes before
reaching a waypoint or destination durmg flight.
The light goes out when the INS automatically
switches to the next navigation leg. The A LERT
lamp flashes on and off after passing a waypoint
if the AUTO-MAN switch is in the MAN position.
In this case, the light goes out when either AUTO
The
is selected or a course change is inserted.
ALERT lamp can be tested at any time; however,
it does not light automatically
when ground speed
is below 250 knots.
each INS
In a multiple installation,
calculates the time to light ALERT
based on its estimate of distance to
Consequently,
go and ground speed.
the ALERT lamp may light at slightly
different times for each INS.
NOTE:
BAT LAMP
The BAT lamp lights amber when the INS is
operating on battery power.
DIM KNOB
The DIM knob on the data selector
is used to vary
light intensity of the data displays, the FROM-TO
display, the A LERT lamp, and the HOLD, REMOTE, INSERT, and WYPT CHG keys.
Control/Display
Section
1
Unit (Sheet
Figure 9
12 of 12)
May 6/76
Delco Electronics
MANUAL
OPERATIONS
NORMAL OPERATING
PREFLIGHT
PROCEDURES
PROCEDURES.
GENERAL.
procedure
in this section outlines the recommended
operations
required
The preflight
flight.
operations
The preflight
include turn on, inserting
the INS for
to prepare
required
for alignment and flight, verifying proper operation,
and allowing
information
and alignment.
The procedures
do not include.operation
sufficient
time for warmup
of the airplane
systems
using INS output signals.
The followand normal indications
indications
the
describe
the
normal
on
other systems
when they are
ing paragraphs
by the INS duxing preflight.
being controlled
Output signals from the INS can be checked
the INS is being aligned.
on connected
indicators
during
preflight
while
will start leveling
The attitude sphere display in the attitude indicators
at the start
will remain
(DCU mode 8) and, once leveled,
level in any mode until
of alignment
for INS attitude will indicate that the
the INS is shut down. Warning indicators
attitude signals are valid while the attitude sphere display is level.
situation
indicator
(HSI), connected
The INS can provide test signals to the horizontal
and INS position comparison
warning lamps.
digital displays,
the TEST
Pressing
alignment, or navigation mode of operation
switch during the standby,
lights all digits
to indicate eights, lights the HSI ALERT lamp, and
on connected digital displays
lamp.
Additional
HSI test signals are provided
lights the INS position comparison
when the INS is in the alignment
mode, the data selector
is at any position other than
These additional
and the TEST switch is pressed.
test signals cause
DSRTK/STS,
drift angle, track angle, and track angle error at 0
the HSI to indicate heading,
is indicated
At the same time, cross track deviation
at 3.75 nautical miles
degree.
INS
controlled
HSI
are
retracted
and
flags
from view.
(one dot) right
for INS navigation
and heading normally
indicate
Warning indicators
signals are valid only when the DCU is in the navigation
mode.
PREFLIGHT
PROCEDURE
CHECKLIST.
Operation
I Check
that power is available
all applicable
circuit breakers
are engaged.
CAUTION:
2 Adjust cabin
for optimum
lighting
Mar
1/70
that these
Indication
and
INSURE THAT COOLING AIR IS AVAILABLE
BEFORE OPERATING INS.
TO NAVIGATION
UNITS
panel lighting controls
MSU and C/DU panel
Section
Page
2
1
Oelco Electronics
DPEAATIONSMANUAL
Indication
Operation
3 Mode selector
.
FROM-TO display
INSERT key
C/DU BAT lamp
for 12.8 seconds during
(DCU mode 8)
A LIGN
.
.
.
.
N
.
.
.
.
.
.
.
.
.
.
.
.
.lights
.
.
.
.
.
.
.lights
12
alignment
Movement of the airplane
Do not tow or taxi airplane
during INS alignment.
is moved
alignment
large
navigation
errors.
causes
If the airplane
during
alignment,
alignment
mode
to
restart
by; setting
selector
STBY,
during
then to ALIGN, and reipserting
position.
present
:
inten-
DIM knob for optimum
sity of C/DU displays
4 Adjust
5 AUTO-MAN
switch
6 Data selector
.
AUTO
.
POS
.
.
7 TEST switch
press
C/DU:
L-H data display
.
R-H data display
FROM-TO.
HOLD key
MSU:
BAT lamp
88°88.8N
.
lights
READY NAV lamp.
S
888°88.8E
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
lights
REMOTE key
INSERT key
WYPT CHG key
ALERT lamp
BAT lamp
WARN lamp
.
.
TEST switch
L-H data display
.
and hold
.
.
.
8
.
88
.
.
.
.
.
.
.
.
.
.
.
.
.
lights
lights
lights
lights
.
lights
lights
lights
.
.
release
.
.
R-H data display
.
latitude
DCU memory
.
.
.
.
.
in
Lamps and keys
in step 7
.
longitude
.
.
lighted
.
.
.
.
go out except
lights go
INSERT key
in DCU memory
9
Insert
present
NOTE:
9.1
9.2
11
I
12
Met
(figure 1)
7tie following two steps are optional but strongly
that present position has been properly
loaded.
waypoint
Verifv
distance
(figure 8) between waypoint
and wavpoint
position 2.
Data selector
Insert
desired
NOTE:
Insert
n 2
position
.
.
.
performance
positions
to ensure
index
(figure
position
0 (which
is
the loaded present
L-H data display
desired
angle in DCU memory
R-H data display
0---95
DSRTK/STS
(PI number
It is recommended
that the desired
Them is no operational
advantage
waypoint
recommended
2 (figure 3)
Insert
position)
10
position
if desired
.
.
.
.
.
.
track
(figure 2)
PI number be left at 5.
to setting it to a different
value.
3)
\Iav
6/76
Delco Electronics
OPERATIONS
MANUAL
INS acceptance
of all waypoint data in accordance
data does not verify correctly,
B of figure 9. If waypoint
direction, i.e.,
rotate waypoint
(figure 3) in the reverse
13
with paragraphs
A and
reload waypoint data
selector one position
to be corrected and then back to the desired position,
higher than the waypoint
rotate to position 0 and back to 9.
e.g.,
if waypoint 9 is to be corrected,
Verify
Indication
Operation
14 Observe
READY
15 Mode selector
.
NAV lamp
READY NAV lamp
NAV
READY NAV lamp
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
líghts
goes out
Do not pull mode selector when switching to NAV, This prevents
overshoot
If ATT is selected,
to ATT which destroys alignment.
alignment must be
restarted by setting mode selector to STBY and then to A LIGN, and by
the present position.
reinserting
:
15 Data selector
.
.
.
.
.
DSRTK/STS
R-H data display
.
.
.
.
.
.
.
Left digit
changes to 1
Present
position must be inserted
into each INS before automatic alignment can be
accomplished.
position should be as accurate
The latitude and longitude of present
for the airplane location.
The controls and indicators used for inserting
as possible
present
position are illustrated
below.
Once present
position has been inserted
and coarse azimuth determination
(DCU mode 7) is started,
present
position cannot be changed unless mode
selector
is downmoded to STBY and alignment
is reinitiated.
:
RIGHT-HAND
(R-H)
DATA DISPLAY
LEFT-HAND
(L-H)
DATA DISPLAY
INSERT
KEY
KEYBOARD
DATA
SELECTOR
CLEAR
Present
Apr 5/75
Position
Insertion
KEY
(Sheet 1 of 2)
Secuon
2
Delco Electronics
OPERATIONS
MANUAL
Operation
Control
Step
1
Data selectot
Rotate to POS
L-H data display
R- H data display
Latitude in DCU memory
longitude in DCU memory
2
N2 key or 8S key
Press
L-H data display
R-H data display
00o00, ON or 00000. OS
Same as step 1
L-H data display
R-H data display
I.caded latitude
Same as step 1
(for north or
south present
position latitude)
3
Load latitude
Keyboard
Ñess
Example:
keys 40451
in sequence
for 40045. 1'
NOTE:
Each number loaded appears
in far right digit when loaded and shifts to left when
latitude is loaded, press CLEAR key and renext number is loaded.
If incorrect
peat steps 2 and 3.
4
INSERT key
Press
L-H data display
R-H data display
Ioaded latitude
Same as step 1
5
6E key or W4 key Press
I, H data display
R-H data display
I.caded latitude
000 00.0E or 000000.
L-H data display
R-H data display
Loaded latitude
Ioaded longitude
(for east or
west
6
longitude)
Load longitude
Example: Press
keys 73596
in sequence for
Keyboard
OW
present
position
I
Indication
or Indicator
Display
73oS9. 6'
NOTE:
7
in far right digit when loaded and shifts to left when
Each number loaded appears
next number is loaded.
If incorrect
longitude is loaded, press CLEAR key and
repeat steps 5 and 6.
INSERT
key
Present
Section
2
INSERT key
L-H data display
R-H data display
Press
Position
Insertion
Ficruro
1
(Sheet
Light goes out
Loaded latitude
Loaded longitude
2 of 2)
BICO NBCEPDHICS
OPERATIONS
MANUAL
performance
index (PI) number is 5 at turn on and when the INS is downmoded
updates the azimuth gyro drift rate value at the
operation.
The INS automatically
of the desired
This updated calibration
start of fme alignment
regardless
PI number.
data
error
completion
of
the
position
at
the
previous
is determined
from the inertial present
flight. The INS will start refining the azimuth gyro drift rate value based on current alignin the alignment
mode (mode
ment error data if the INS is allowed to continue operating
below 5
selector
on MSU to ALIGN) after the PI number reaches 5. Actual PI numbers
to update the azimuth gyro
indicate that this further
refinement will be used by the computer
drift rate value.
THE DCU WILL USE THE REFINED CALIBRATION
DKTA AVAILABLE
AT THE TIME THE NAVIGATION MODE IS STARTED REGARDLESS
OF THE DESIRED PI
mode even though the mode selector
The INS will not start the navigation
NUMBER.
is at
illumiNAV unless the NAV READY indicAtor
on the MSU is lit. The NAV READY indicator
nates only when the actual PI number is equal to or less than the desired PI number.
FOR
THIS REASON IT IS RECOMMENDED
THAT THE DESIRED PI RE LEFT AT 5 IN ORDER TO
The controls
OBTAIN THE NAV READY INDICATION IN THE SHORTEST POSSIBLE TIME.
and indicators
illustrated
below.
used for changing the desired
PI number are
The desired
to standby
DCU MODE OR
ACTUAL PI NUMBER
L-H DATA DISPLAY
INSERT
DESIRED
KEY
PI NUMBER
R-H DATA DISPLAY
----
KEYBOARD
enn
DATA
SELECTOR
Step
Control
1
Data selector
2
Keyboard
•E EB
e
Operation
Rotate
Display
or Indicator
L-H data display
R-H data display
to DSRTK/STS
Press key for desired
PI number less than 5
INSERT key
L-H data display
R-H data display
Indication
DSRTK in DCU memory
0--·X5
Lights
Same as step 1
00000 N
I.caded desired
N
PI number
=
NOTE:
3
If
key is pressed,
wrong
INSERT
key
Press
i
pressing
another
key will
the desired
change
INSERT key
L-H data display
R-H data display
PI number.
Light goes out
Same as step 1
0---XN
Loaded desired
N
PI number
=
i
Desired
Apr
5/75
Performance
Index Number
2
Figure
Insertion
Section
2
Page
5
Deico Electronics
OPERATIONS
MANUAL
can be inserted into the INS at any time during standby,
positions
alignment,
or
The INS displays waypoint numbers 1 2 in the FROM-TO
navigation modos of operation.
to the standby mode. These numbers can
display at turn on and when the INSis downmoded
be changed, if desired,
to any pair of numbers as directed in figure 4. The pair of
which describe
numbers in the FROM-TO display indicate the two waypoint
numbers
the
navigation
signals are being computed.
leg for which track related data and steering
The INS computes track related data for this leg until just before the airplane
reaches
the perpendicular
to the desired track which passes through the TO waypoint.
At that
to the next sequential
point, the INS switches
navigation leg, as long as the AUTO-MAN
switch is at AUTO. The coordinates inserted
for the two displayed waypoints can be anv
two points on the flight plan.
Waypoint
It is recommended
that waypoint position data for at least the two displayed FROM-TO
waypoints
prior to flight. It is also recommended
be inserted
that more than one waypoint beyond the current navigation
at all times during flight to prevent
leg be inserted
ínterruption
When more than aine waypoints are required for a
of automatic steering.
flight, new coordinates can be inserted for waypoints which have been passed and the 1NS
will automatically
switch from leg 8 9 to 9 1 to 1 2, etc.
The controls
and indicators
used for inserted
waypoint
positions
L-H DATA DISPLAY
REMOTE
are illustrated
below
.
R-H DATA DISPLAY
INSERT KEY
KEY
KEYBOARD
WAYPOINT SELECTOR
DATA SELECTOR
CLEAR
Waypoint
etion
2
Position
Insertion
Figure 3
(5heet
KEY
1 of 2)
Apr
5/75
Delco Electronics
MANUAL
OPERATIONS
Operation
Step
Control
1
Data selector
2
3
Insure
that waypoint
REMOTE
4
key
NOTE:
Indication
00°00.0N
000°00.0E
L-H data display
R-H data display
for each waypoint
Waypoint
data
N2 key or
SS key
selectok
is in detent
only until latitude
and longitude
can be inserted
individually
Press
(for north or
Keyboard
keys
Light
i
latitude)
Load latitude
Example:
Press
keys42540in
s uence for
42 54.0'.
in each INS by omitting
step 3.
INSERT key
L-H data display
R-H data display
Lights
00°00.0N
L-H data display
R-H data display
Loaded latitude
Same as step 1
or 00°00.0S
Same as step 1
Each number loaded appears
in far right digit when loaded and shifts
number is loaded. If incorrect
latitude is loaded, press CLEAR
serve that INSERT key light goes out, and repeat steps 4 and 5.
next
6
7
INSERT
key
6E key or
W4 key
8
Keyboard
,
NOTE:
are
position.
REMOTE
Press on all
C/DU's
south
5
or Indicator
Position
for waypoint to be loaded
(1, 2, 3, 4, 5, 6,
7,8,or9)
I
NOTE:
|
Data displays
are zeroed
inserted.
initially
Waypoint
selector
NOTE:
to WAY PT
l
I
NOTE:
Rotate
Display
to left when
key, ob-
Press
INSERT key
L-H data display
R-H data display
Light goes out
Loaded latitude
Same as step 1
Press
(for east or
west longitude)
L-H data display
R-H data display
Same as step 6
000°00.0E
or 000°00.0W
Load longitude
Example:
Press
keys 8 7 5 4 9 in
sequence
for
87°54.9'
L-H data display
R-H data display
Same as step 6
Loaded longitude
Each number
in far right digit when loaded and shifts to left when
loaded appears
number is loaded. If incorrect
longitude is loaded, press CLEAR key, observe that INSERT key light goes out, and repeat steps 7 and 8.
next
I
9
INSERT
10
Repeat
11.
Verify
:ilternate
key
procedure
Press
for each waypoint
to be loaded.
of all waypoint
TNS acceptance
method
of checking
distances
Waypomt
Light goes out
Same as step 6
Loaded longitude
INSERT key
L-H data display
R-H data display
Position
data in accordance
in figure 8.)
Insertion
(Sheet
2 of 2)
with figure
9 (or
Section
2
ElectronicÂ
Delco
OPERATIONS
MANUAL
A course change can be inserted
to change the automatic leg switching sequence of the INS
(1 2, 2 3,
8 9, 9 1, 1 2, etc. ) at any time during ground operation
or during inflight operation.
to make an immediate
Waypoint 0 can be inserted
as the FROM waypoint
course change from present position to any other numbered waypoint inserted
as the TO
waypoint.
The automatic
leg where the
leg switching will continue at the next sequential
TO waypoint will be the FROM waypoint
and the next higher numbered waypoint will be
the TO waypoint.
The controls
and indicators
used for inserting
a course change are
illustrated
below.
.
.
.
INSERT
KEY
EE El ElElEl
SOM TO
KEYBOARD
WYPT CHG KEY
Step
Control
1
WYPT
2
Display or Indicator
Operation
CHG key
Press
Load number
(for FROM
Keyboard
Indication
Lights
WYPT CHG key
INSERT key
Lights
FROM display
Loaded
number
TO display
Loaded
númber
waypoint)
3
NOTE·
Load number
(for TO
waypoint)
Keyboard
If incorrect
numbers
INSERT key
4
are
loaded,
Press
repeat
steps
2 and 3.
WYPT CHG key
INSERT key
FROM display
TO display
Course
Section
2
Change Insertion
Figure 4
Light goes out
Light goes out
Same as step 2
Same as step 3
Mar 1/70
Delco Electronics
MANUAL
OPERATIONS
IN-FLIGHT
PROCEDURES.
GENERAL.
The INS furnishes
displays
on the C/DU and output signals for control and display at
mode of operation.
Switches external
all times while it is operating
in the navigation
to the INS allow switching signals from INS No. 1, INS No. 2, or INS No. 3 (if availthe compass couplers,
able) to control the attitude indicators,
the horizontal situation indicators,
and the autopilot/flight
The
in-flight
procedures
for the
directors.
INS consist of inserting
waypoint
positions,
course
changes,
performing
inserting
present position checks,
position updates,
position updates,- erradicating
inserting
and selecting
various
C/DU digplays.
AUTOMATIC STEERING.
INS controlled
automatic steering is selected by switching the autopilot/flight
It is important
to the INS mode of operation.
director
to insure that the proper
numbers
latitude and longitude for the two waypoint
in the FROM-TO display are
correct to prevent automatic steering to the wrong waypoint position.
As soon
as the INS is in control of steering,
the airplane
intercepts
the desired track.
The INS will automatically
switch to the numerically sequenced navigation legs
(1 2, 2 3,
9, 9 1, 1 2, etc.) as long as the AUTO-MAN switch on the C/DU
is in the AUTO position.
The airplane
must fly each new leg for at least 25. 6
be
initiated.
The ALERT
seconds before another leg switch will
automatically
lamps on the C/DU and HSI will light at a preset time (2 minutes) before reaching
each waypoint.
the
The leg switch will occur just prior to reaching
a waypoint,
naviand the displayed
ALERT lamps will go out, the airplane will change course,
gation information
will be related to the new leg. Latitude and longitude for the
next sequential waypoint for the end of the next navigation
leg must be inserted into
the INS prior to the leg switch.
...8
MANUAL
STEERING.
The navigation
information
steering
along the desired
WAYPOINT
POSITION
displayed
on the C/DU and the HSI can be used for manual
track at any time during flight.
INSERTION.
The waypoint
positions
for any numbered waypoints
or changed during
can be inserted
flight.
The latitude and longitude for the two waypoint numbers
in the
displayed
FROM-TO display should not be changed because
navigation
signals
and
the
steering
and
will be switched
position insertion
to the new leg.
The procedures
for waypoint
figures
Refer to
ENS acceptance
positions
is the same as during preflight.
of waypoint
3 and 9.
COURSE
CHANGES.
A course change can be performed
at any time during flight to change the normal sequence of navigation
by loading a
leg switching.
A course change is accomplished
FROM-TO
A
the
different
navigation
leg into
it into the DCU.
display and inserting
from
inserted
for
or
course change can be
a navigation
leg from either a waypoint
present
position to an out of sequence
waypoint.
The latitude and longitude for the
waypoint
must
at the end of the inserted
be inserted
leg
before the leg is insened.
When the course
the
INS
the automatic
steering,
change is inserted
in an
controlling
Aor 5/"in
Section
2
Delco Electronics
OPERATIONS
MANUAL
change course to intercept
the desired
airplane will immediately
track for the inserted
leg. Upon reaching the end of the inserted
leg, the INS will resume automatic leg
to the next sequential
waypoint.
switching
Course
Change From
Waypoint.
the present navigation leg and then
It may be desirable during flight to complete
which is out of sequence.
start a new leg to a waypoint
For exainple, the pres4 and it may be necessary
to change
ent leg may be from waypoint 3 to waypoint
the next leg to fly directly to waypoint
8 from waypoint 4. This is accomplished
it in the DCU when present
by loading 4 8 in the FROM-TO display and inserting
4.
waypoint
Refer
figure
4
position is close to
to
for the procedure.
Course
Change From
Present
Position.
A course change can be inserted
in the INS at any time to fly a course from
present
position to any out of sequence waypoint.
This type of course change
can be used if an immediate
return to the flight origin is required.
If waypoint
1 is the latitude and longitude for the flight origin, loading 01 in the FROM-TO
provide navigation
the leg into the DCU will immediately
display and inserting
and steering
signals from the present position to the flight origin.
The procedure for inserting
a course change from present position is the same as insertIng a course change from a waypoint
except that 0 is used for the FROM waypoint.
Refer to figure 4. After making a course change from present position,
the coordinates
will
of the point at which the course change was accomplished
be displayed when the data selector is set to WYPT, and the waypoint selector
is set to 0.
PRESENT
Present
POSITION CHECK AND UPDATE.
Position
Check.
The present
on the C/DU of one or more INS can be checked
position displayed
if a known latitude and longitude reference
is available.
One method is to press
the HOLD key when the airplane is directly over a known location.
The present
position displays
on the C/DU stop changing at the point where the HOLD key is
pressed.
The displayed present
position on two or three C/DU's can be stopped
the applicable REMOTE keys before pressing the
by pressing
simultaneously
HOLD key.
This procedure for checking present
position is included in figure 5.
Present
Position Update.
be improved when a present position
of the INS can normally
The performance
is observed
error
during a present position check. The latitude and longitude of
the reference
position over which the HOLD key was pressed can be inserted
provides correction values to
into the DCU. This position update automatically
the DCU which are used in the computations
for displayed
information
and
signals.
steering
Section
9
-
-
Deico Hiectronics
Giastag
as0TORS
COASORATIOps
uit
*Avat
i. estSCQadiM
S3201
OPERATIONS MANUAL
in two or three INS simultaneously
update can be inserted
as long as the
position check was accomplished
with the REMOTE keys lighted and the
present
the position update.
REMOTE keys are left lighted on all C/DU's which require
A position
Each INS checks the radial distance between the computed coordinates
when the
and the inserted
coordinates.
When the distance exceeds
HOLD key was pressed
3+3t miles (t is hours of INS operation in navigation
mode), the WA RN lamp lights
are frozen to display the inserted
coordinates.
and the data displays
This allows
visual
verification
that the correct coordinates were inserted
and allows correction
The INS immediately
should they be in error.
uses the position
of the coordinates
signals even if the peasonable radial distance error
update for computing
steering
coordinates
are verified
as being correct,
is exceeded.
When the inserted
the HOLD
current
present
position will be displayed
key light can be put out sot that the correct
and the WARN lamp can be turned off. The procedure
in the data displays
for performing a position update is included in figure 5.
TRIPLE
INS MIX
Triple INS mixing is the computation
and display of an optimum present
position based
on using data from three operating
systems.
Each INS does its own position updating
must be operating
however, all three systems
in the
of the other two systems,
independent
Triple INS is commanded
NAV mode and must not have a binary data warn.
during NAV
when the desired
PI number is set to 4 and stops when some other PI number is selected.
4 are actually
doing a position update.
commanded
by PI
In triple INS
The system(s)
made to the mid direction
cosines of the thme
mixing the position update is automatically
to that latitude which is between the
systems
is made approximately
and consequently
to that longitude which is between the
and in longitude
north and south latitudes
furthest
Refer to figures 10 and 11 for applicable
furthest east and west longitude.
procedures.
=
POSITION
INER TIA L PRESENT
DISPLAY
the update present position is disAfter a present
position update has been performed,
played when the data selector
is set to POS. Inertial
present position
is the latitude and
if the present
longitude which would be displayed
position update had not been performed.
inertial
present
position is described in figure 6.
The procedure
for displaying
POSITION
UPDATE
ERADICATION
values
'Ibe correction
established
by a present position update or developed by triple INS
position check,
the inertial present posimixing can be removed.
During a later present
point position than the previously
tion may be observed
updated
as closer to the reference
position update can be performed
posent
position.
to replace
the correcA new present
or the correction
values
values
tion values with new correction
can be removed by
the position update.
The procedure
for eradicating
a position update is
erndicating
in figure 7.
described
DISTANCE
AND TIME DISPLAYS
position to the next waypoint
present
(displayed
Distance
and time from the airplane's
in 3) side of FROM-TO
in the data displays when the
displayed
displov) are normally
data selector
is at DIS/TIME.
Time is always based on the present
ground speed.
The
position to any wappint
or present
and time between any two wavpoints
can
distance
also be displaved.
will be the shortest
(great circle) distance between the
The distance
two waypoints
and the time will be based on present
for
ground speed.
The procedure
d.isplaying distance
or present
between any two waypoints
position to any waypoint
is
described
May 6/76
in figum
8.
Section 2
Page 11
Division of General Motors Corp
AC ELECTRONICS
INERTIAL NAYlGATION SYSTEM
ggjgg|E g
OPERATIONS MANUAL
R-H
DATA DISPLAY
L-H
DATA DISPLAY
INSERT
HOLD KEY
REMOTE
KEYBOARD
KEY
..
----
DATA SELECTOR
Control
Step
1
REMOTE
2
HOLD key
Operation
key
Press
4
Compare displayed
reference.
5
REMOTE
CLEAR KEY
or Indicator
REMOTE
Indication
Lights on all C/DU's
key
HOLD key
Lights on all C/DU's
Data displays
Unchanging latitude
and longitude on all
C/DU's
reference
Rotate to POS on
all C/DU's
Data selector
Perform
U's
Press on one C/DU
when over known
3
tolerance
Dispiny
on all C/
position
NOTE:
KEY
present
position
on each
C/DU with the known position
steps 5 and ß only on C/DU's which display present
and therefore do not require a position update.
key
on C/DU's not
requiring position
Press
position
within
REMOTE key
Light goes out
HOLD key
Light goes out
L-H data display
R-H data display
00o00. ON or 00©00. OS
Same as step 3
update.
6
HOLD key
Press
on C/DU's not
position
requiring
update
7
8
9
N2 key or 8S
key
key
Press
Present
Section
Page 12
2
L-H data display
R-H data display
L-H data display
R-H data display
Inad latitude of
reference point
Keyboard
INSERT
Press
(for north or
south reference
point latitude)
Position
Ioaded
Same
latitude
as step 3
Same as step 3
Same as step 3
Check and Update (Sheet 1 of 2)
Figure
5
Jun 1/69
Division of General Motors Lorp
AC ELF...CTRONICS
INERTIALNAYlGATION SYSTEM
(ÆgŒ
g
OPERATIONSMANUAL
Display or Indicator
Step
Control
10
6E key or W4
Press
key
(for east or west
reference point
longitude)
Keyboard
11
12
Operation
INSERT key
Indication
L·-H data display
R-H data display
Same as step 3
000o00. 0E or
000 00. OW
Inad longitude of
reference point
L-H data display
R-H data display
Same as step 3
Press
INSERT key
HOLD key
Data df°splays
Light goes out
Light goes out
Current present
laaded
longitude
position
13
REMOTE
Press
where
on all C/DU's
lighted
REMOTE key
Light goes out on all
C/DU's
to
The WARN lamp on a C/DU lights if the position update appears unreasonable
that INS. At the same time, the INSERT key light goes out, the HOLD key light
does not go out, and the data displays indicate the loaded present position on all
C/DU's which had the REMOTE key illuminated.
If incorrect
data was loaded,
repeat steps 7 through 12 on each C/DU which has the HOLD key lighted and then
steps 15 through 17 on C/DU's which have the WARN lamp lighted.
perform
If
correct data was loaded, perform step 14 on C/DU's which do not have the WARN
lamp.lighted
and perform
steps 14 through 17 on C/DU's which have the WARN
lamp lighted.
NOTE:
14
key
HOLD key
Press
where
on all C/DU's
HOLD key
lighted
Data displays
15
Data selector
DSRTK/STS
16
TEST switch
Press
and release
Light goes out on all
C/DU's
Current present
position
Recommended
action code
02
Malfunction
49
code
17
TEST switch
Press
and release
WARN lamp
Malfunction code
Recommended
action code
Present
Jun 1/69
Position
Light goes out
Blank
Blank
Check and Update (Sheet 2 of 2)
Figure 5
Section 2
Page 13
Division of GeneralMotors Corp
AC ELEci?cNICS
ggggg
INERTIALNAVIGATION SYSTEM
g
OPERATIONSMANUAL
RDAHTA
DISPLAY
DnHTA
DISPLAY
--------
HOLD KEY
KEY
REMOTE
WAYPOINT SELECTOR
DATA SELECTOR
Control
Step
Operation
Display
Indication
or
Indicator
1
REMOTE key
Press on all
C/DU's to be
checked
REMOTE key
Lights on all C/DU's
be checked
to
2
HOLD key
Press on one
C/DU to be
checked
HOLD key
Lights on all C/DU's
be checked
to
3
Data selector
Rotate to WAYPT
on all C/DU's to
be checked
Data displays
Current
position
:
To restore normal displays
all lighted REMOTE keys.
Inertial
Section 2
Page 14
on the C/DU,
press
Position
Figure 6
Present
inertial
present
one lighted HOLD key and then
Display
Jun 1/69
Delco Electronics
OPERATION
---------R-H
L-H DATA DISPLAY
DATA DISPLAY
INSERT
KEY
HOLD KEY
WAYPOINT
KEYBOARD
SELECTOR
DATA SELECTOR
Control
Step
-
~Wo
...o
e
E EB
Operation
Display or
Indicator
Indication
1
Data selector
Rotate to
DSRTK/STS
L-H data display
R-H data display
last digit
Desired
Desired
2
HOLD key
Press
HOLD key
Lights
3
Keyboard
INSERT key
L-H data display
R-H data display
last digit
Lights
Desired
Number
HOLD key
INSERT key
L-H data display
R-H data display
last digit
Light goes out
Light goes out
Desired track angle
Same as step 1
Press
any
key
4
INSERT
key
Press
NOTE:
a common procedure.
is not considered
This procedure
error has resulted
to those times where an operational
position fix.
NOTE:
is also used if it is desired
to eradicate
This procedure
This should rarely,
be required.
if ever,
INS mixing.
Position
Ma y 6/76
Update Eradication
Figure 7
track angle
PI number
track angle
of key pressed
Its use is limited
in an erroneous
the results
of triple
Section 2
Page 15
Delco Electronics
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MANUAL
OPERATIONS
...------R-H
L-H DATA DISPLAY
DATA DISPLAY
INSERT KEY
------
FROM-TO DISPLAY
WYPT CHG KEY
KEYBOARD
'e
DATA SELECTOR
Control
Step
Ve
Operation
EH
Display
CLEAR KEY
or
Indication
Indicator
I
Rotate to
DIS/TIME
L-H data display
R-H data display
FROM-TO display
Distance to next waypoint
Time to next waypoint
Present course
WYPT CHG key
Press
WYPT CHG key
INSERT key
Lights
Lights
Keyboard
Press two
keys in
sequence for
FROM-TO display
L-H data display
Loaded numbers
Distance between
waypoints loaded in
FROM-TO display
Time between waypoints
loaded in FROM-TO display based on present
ground speed
1
Data
2
3
selector
waypoint
numbers to
be loaded in
FROM-TO
display
:
To restore
normal
displays
Distance
Section 2
Page 16
R-H data display
on the C/DU, press
the CLEAR key.
and Time Between Waypoints
Figure 8
Display
Nov 1/69
GialillALaig¶OliscDA@OAAftGe
MILaausgi
Wi!CChelgiant
MANUAL
OPERATIONS
RDAHTA
D TA DISPLAY
DISPLAY
88 El888
WAYPOINT SELECTOR
DATA
SELECTOR
NOTE:
that waypoint data has been correctly
It is important
prevent
to
steering to the wrong waypoint.
by the INS
loaded and accepted
A.
when the REMOTE function has been used for loading
In multiple INS installations,
INS for waypoint data acceptance.
waypoints,
verify each receiving
Use either the
if distances between waypoints are known,
procedure
given below, or optionally,
display the INS computed distance for each pair of waypoints as described in
figure 8 and compare it to the known distance,
It is not necessary
to verify
loaded waypoints in the transmitting INS if the receiving
INS's verify properly.
B.
or in multiple INS installation
In single INS installation,
where the REMOTE funcPretion is not used, verify each INS individually for waypoint data acceptance.
ferably, if distance between waypoints are known, display the INþ computed
in figure 8 and compare it to
distance for each pair of waypoints as described
given below shall be used if distances
The procedure
the known distance.
are not known.
between waypoints
Operation
Step
Control
1
Data Selector
2
Waypoint
Selector
Display
Rotate
to WAY PT
Rotate
waypoint
or Indication
-
-
L-H data display
selector one position higher than
waypoint to be
checked and then
back to desired
Indication
R-H data display
INS accepted
latitude
INS accepted
longitude
position.
3
Verify
the remaining
Verification
waypoints
(decreasing
of Waypoint
Figure 9
number
Data Loading
order).
Section 2
Page 17
Apr
5/75
06sataarmo10asconsomaruA
MumAuxit
*IKonssias',1Ni
OPERATIONS
MANUAL
DESIRED
R-H DATA DISPLAY
L-H DATA DISPLAY
INSERT
PI NUMBER
KEY
KEYBOARD
NB:
This
when
is meaningful
only in a three system installation
no
warn.
NAV
with
binary
data
are operating in the
mode
procedure
systems
It is not necessary
to have each one of the three systems commanded to do
triple INS mixing (PI = 4) for any one of the systems to do triple INS mixing,
but only those systems so commanded (PI = 4) will do the position update that
is the result of triple INS mixing.
NOTE:
Step
Control
1
Data selector
:
2
NOTE:
3
all three
Operation
Rotate
Display
Keyboard
Press
key
Press
Indication
Desired
1--XY
track
If Y = 4, the INS is already in the triple INS
(X can be any number O thru 5).
is required.
INSERT key
L-H data display
R-H data display
key W4
If 000004 is not displayed
INSERT
L-H data display
R-H data display
to DSRTK/STS
PI number.
Y is the loaded desired
mixing mode and no further action
or Indicator
in right-hand
data display,
INSERT key
L-H data display
R-H data display
Lights
Same as step
000004
repeat
1
step 1.
Light goes out
' Same as
step 1
1---X4
Triple INS Mixing
Commanding
Figure 10
Section
2
May 6/76
GikgAAtag)TOmscDMOmarsa
uranausta
SCC
584
5
OPERATIOHS MANUAL
DESIRED
L-H DATA DISPLAY
INSERT
PI NUMBER
R-H DATA DISPLAY
KEY
KEYBOARD
that can be used to exit from the triple INS
procedures
There are two different
mixing mode (PI = 4). The choice of which one to be used depends on whether
the previous position updates (whether from triple INS mixing or manual updating
or purged ("flushed").
The procedure
given below
or both) are to be retained
retains
the previous updates while the procedure
described
in figure 7, Position
will purge all previous
updates.
Update Eradication,
NOTE:
Step
Control
1
Data selector
If the sixth
INS mixing
NOTE:
2
Display
Rotate to DSRTK/STS
or Indicator
L-H data display
R-H data display
Indication
Desired
1---X4
Track
digit in the R-H data display is not "4" the INS is not in the triple
(X can be 0 thru 5).
mode and no further action is required.
Press
any key Y (key
5 is recommended)
Keyboard
INSERT key
L-H data display
R-H data display
Lights
Same as step 1
1--XY
in order to achieve commonality between
Pressing
key "5" is recommended
CIV and CIV-A operating
procedures;
any key can be pressed.
however,
NOTE:
3
Operation
INSERT
key
Press
INSERT key
L-H data display
R-H data display
Exiting
May 6/76
From Triple
Figure 11
Light goes out
Same as step 1
Same as step 2
INS Mixing
Section 2
Page 19
Delco Hiectronics
OPERATIONS
MANUAL
AFTER
LANDING PROCEDURES.
downmoded to standby or align mode, or operated
in the navifactors in choosing the course of action are
The determining
the expected length of time before the next takeoff and the previous alignment accuracy
position display.
of the INS as indicated by the C/DU present
The INS may be shut down,
gation mode after landing.
OPERATION
IN NAVIGATION.
The INS can be left in the navigation
mode after landing.
The present position display
of each INS should be checked for gccuracy and a position update performed
on those INS
which are not displaying
position.
an accurate present
Perform the position update in
accordance with figure 5, steps 1 through 13. If the WARN lamp lights, response code
01 and malfunction
If
code 53 are displayed on the C/DU, the NU should be replaced,
the WARN lamp lights, response code 02 and malfunction
code 49 are displayed on the
in section 3, figure 1 should be performed
C/DU, the NU is suspect and the procedures
to determine
its serviceability.
CAUTION:
DO NOT LEAVE INS OPERATING UNLESS PRIMARY POWER AND
COOLING AIR ARE AVAILABLE TO THE NU.
DOWNMODING
TO ALIGN (REALIGNMENT
DURING TRANSIENT STOPS)
The INS can be downmoded to perform
and azimuth gyro recalibration.
a realignment
in
Alignment to produce a performance
index (PI) number of 5 can be accomplished
an automatic azimuth gyro
approximately
During the 11 minute period,
11 minutes.
recalibration
between the inertial present
is determined
on the basis of the difference
position before downmoding and the inserted present position.
To obtain further refinement of azimuth gyro drift rate calculated on the basis of newly computed error data,
the INS can be left in alignment mode for a longer period, allowing the PI number to
atta.in some value lower than 5. The INS is downmoded for alignment as follows:
mode selector
1.
Rotate
2.
Insert present
CAUTION:
position
to STBY, then to ALIGN.
coordinates
in accordance
DO NOT LEAVE INS OPERATING
COOLING AIR ARE AVAILABLE
with figure
1.
UNLESS PRIMARY POWER
TO THE NU.
AND
the airplane
NOTE:
Do not tow or taxi the airplane
during INS alignment.
alignment.
during alignment requires
restarting
NOTE:
The 11 minute realignment
and recalibration
is not necessary
for an 1NS that has
been performing
accurately (inertial present position close to actual present
the 11 minute realignment
and recalibration
position).
after a flight
Performing
of less than four hours is of little value for azimuth gyro calibration
but will
cocoordinates
and obtain alignment coefficients.
update inertial
The inertial
a postflight
ordinates
could be updated by merely performing
position update.
The procedure
can be performed
INS, however, without deon an accurate
grading performance.
Section 2
Page 20
Moving
May 6/76
Deica Electronics
OPERATIONS
MANUAL
DOWNMODING
TO STANDBY.
which will maintain the NU at operating
The INS can be downmoded to standby operation
The INS is downmoded to standby as follows:
with the gyro wheels running.
temperature
1.
Rotate
rnode selector
to STBY.
UNLESS PRIMARY
DO NOT LEAVE INS OPERATING
COOLING AIR ARE AVAILABLE TO THE NU.
ÇAUTION:
POWER
AND
SHUTDOWN.
Rotate
mode selector
NOTE:
May 6/76
to OFF.
The INS will retain the inertial present position data computed at the time the
This value is compared with present position inserted for
INS is downmoded.
is used to determine
the azimuth gyro
the next alignment and the difference
drift rate.
Section 2
Page 21/22
GikinAL
TOascoxPORATIOta
utkWWait
niiCOhiansa3201
OPERATIONS MANUAL
ABNORMAL PROC EDURES
GENERAL.
The INS contains self testing features
which provide one or more warning indications
when a failure
a master
occurs.
The WARN lamp on the C/DU provides
warning for
most malfunctions
occurring
in the NU. Malfunctions
in the MSU or C/DU will normally
be obvious because of abnormal
and lamps.
indications
of displays
A battery unit malfunction will shut down the INS when battery power is used.
In addition to visual indications on the C/DU and MSU, the INS produces
to other airplane
separate output voltages
systems
to indicate that true heading, navigation,
pitch and roll attitude,
primary
auxiliary pitch and roll attitude,
and platform heading output signals from each INS are
Each INS also produces
valid.
an output voltage to indicate an INS position comparison
when the radial
warning
distances between the computed present position of one INS and
the computed present position of the other two INS exceeds a specified distance.
The
specified distance is based on time of operation
mode and varies from
in the navigation
five miles at one hour of operation
approximately
to approximately
43 miles at 10 hours
of operation.
AUTOMATIC
INS SHUTDOWN.
OVERTEMPERATURE.
An overtemperature
by blank
in the NU will cause an INS to shut down (indicated
C/DU displays) when the mode selector
is at STBY or ALIGN during ground operation. The WARN lamp on the C/DU will light and will not go out until the mode
selector
is rotated to OFF.
The aircraft
cooling system should be checked and
corrected
if faulty.
the NU shall be replaced.
If the cooling system is satisfactory,
LOW BATTERY UNIT CHARGE.
A low battery unit charge will cause an INS to shut down when the INS is operating
on battery unit power.
Both the WARN lamp on the C/DU and the BAT lamp on the
The battery
MSU will light and will not go out until the mode selector
is set to OFF.
unit should be replaced
when this failure occurs.
ATTITUDE
MODE OF OPERATION.
inwarning
The attitude
mode of operation
provides
only attitude signals and associated
INS
dicator
control voltages
Once the mode selector is set to ATT, the
as INS outputs.
while
cannot be operated
is again accomplished
in the navigation
mode until alignment
the airplane
is parked.
All INS indicators
and displays
are inoperative
except the BAT and WARN lamps on the
C/DU during the attitude mode of operation.
Monitors
in the IRU and IRUE will detect
abnormal
operation
external
to the INS to
causing the WARN lamp to light and displays
while
indicate attitude warnings.
The INS should be shut down when a failure is indicated
the system is operating
in the attitude mode.
I
Jul 1/72
Section
3
Page
1
Delco Electronics
GENinAtuOTOR&COmslORAosCus
MiawAuxit
ulšCOksibáH04
OPERATIONS MANUAL
OF FAILURE
INTERPRETATION
INDICATIONS.
to be able to correctly
interpret
failure indications
in order to take
effective action.
are listed under two main categories:
The following failure indications
WARN light on and WARN light off. Under each of these categories
are listed other indications
which will give the operator sufficient
to take action.
information
It is important
WARN LIGHT ON
e
Action
code displayed.
Code
00
01, 02, 04, 05
T
KE ACTION
ACCORDING
Recommended
TO ACTION CODE.
Action
Remove test plug from NU; INS is being
used to test other systems.
See figure
2.
e
Code displayed.
No Action or Malfunction
Absence of action or malfunction
code indicates a computer
failure.
OPERATE SYSTEM IN ATTITUDE
ONLY (mode selector in ATT).
e
Improper
displays.
MODE SELECTOR
A nav unit computer
TO ATT.
failure
is indicated.
TURN
WARN LIGHT OFF
is indicated.
e
C/DU displays blank, incorrect,
or frozen.
C/DU failure
If no flags appear, data to HSI and ADI is valid,
e
failure of a
to load display from keyboard.
Not possible
A temporary
numerical
If a number cannot be loaded
key may prevent data loading.
operapress/wiggle
into the latitude or longitude displays
after several
hang-up of
tions of the key, the problem may be due to a momentary
to
To identify this faulty key, rotate the data selector
another key.
The right-most
display will indidigit on the right-hand
DSRTK/STS.
ento the suspect
Press and release
this suspect key several
key.
times.
To test whether
the keyboard problem is corrected
try pressing
anv other numerical
key, this number should now appear as the rightmost,digit.
If this test is successful,
press the CLEAR key and return
inta selector
to the original
data loading position.
a C/DC
Otherwise,
is indiented.
lailure
If no flags appear,
data to HSI and ADI are valid.
Section 3
Page 2
Apr
5/75
08(CD $8CÊTOiËCS
OPERAT10NS MANUAL
•
navigation,
true heading or attitude flags.
If one or more of these
External
data on C/DU is still valid but some navigation or
flags appear, navigation
Perform
the following:
attitude output data is failing.
TO INS.
INSURE 26V 400 HZ IS AVAILABLE
ROTATE C/DU
CODE 03
a.
CAUTION:
NOTE:
AND CHECK
Director
present,
is unreliable.
and Autopilot
attitude
and cannot be cleared,
navigation
If action code is present
is
to HSI and autopilot.
unreliable
malf
with
code(s)
BAT INDICATOR
C/DU
TO DSTRK/STS
code, and attitude flag is still
If no action
to Attitude
b.
DATA SELECTOR
FOR ACTION
information
data associated
IS LIT
ONLY A LIMITED TIME (NORMALLY 15
THE INS CAN OPERATE
MINUTES WITH THE STANDARD BATTERY)ON
BATTERY POWER
THEREBEFORE A LOW VOL TAGE SHUTDOWN WILL OCCUR.
ACTION MUST BE EXPEDITIOUSLY TAKEN.
FORE CORRECTIVE
The C/DU BAT indicator will light for 12 seconds in align mode 8 (about
5 minutes after INS turnon). This is normal and indicates
a battery test
action is required.
No corrective
is in process.
action
corrective
Determine
switch.
C/DU data selector
by monitoring
the C/DU data displays
while
rotating
the
•
If the displays are frozen (do not change while the data selector is being
The INS can be used
rotated),
the problem is probably in the NU computer.
reference
by rotating the MSU mode selector
to ATT.
as an attitude
•
to the data selector
the problem is
If the displays respond normally
switch,
probably
the absence of 115 vac power to the INS. Refer to the airplane manual
action (such as checking ac circuit
switching
for proper corrective
breakers,
etc.).
alternators,
should go out after the above corrective
The C/DU BAT indicator
action.
If it remains
shutdown when the battery voltage drops below approximately
lit, the INS will eventually
for this shutdown.
19 vdc.
The flight crew should prepare
MALFUNCTION
INDICATIONS
AND PROCEDURES.
Figure 1 lists a number
of common malfunction
Follow the procedure
given modes of operation.
May 6/76
indications
given.
which
might
occur
under
Section 3
Page 2A/2B
AC SL.ECTFW"iN 25 Division of General ¼otors Corp
INERTIALNAVIGATION SYSTEM
fÆg Eg
OPERATIONSMANUAL
I
I
failures except digital to
Re WARN lamp will remain lighted for all intermittent
analog converter failures (malfunction codes 22 through 26). Pressing and releasing
the TEST switch while the data selector is at DSRTK/STS will turn off the lamp if the
cause is intermittent.
The malfunction codes will be available for display whether
the failure is continuous or intermittent.
The procedure
for displaying recommended action.and malfunction codes is described
in figure 1. Figure 2 identifges all malfunction codes which can be displayed during
ground operation, the mode of operation during which they can be displayed, and the
associated recommended action codes.
Figure 3 identifies all malfunction codes
which can be displayed during in-flight navigation mode of operation
and the associated recommended action codes.
If more than one malfunction is occurring at one
time, the recommended action code for the most serious failure is displayed.
ATTITUDE MODE OF OPERATION,
The attitude mode of operation provides only attitude signals and associated warning
indicator
control voltages as INS outputa. Once the mode selector is set to ATT,
the INS cannot be operated in the navigation mode until alignment is again accompiished while the airplane is parked.
All INS indicators and displays are inoperative except the BAT and WARN lamps
on the C/ DU during the atutuce mode of operation.
Monitors in the IRU and IRUE
will detect abnormal operation during the attitude mode of operation causing the
WARN lamp to light and displays external to the INS to indicate attitude warnings.
T3e INS should be shut down when a failure is indicated during the attitude mode
of operation.
Jun 1/69
3
Page 3
Section
AC E1..ECTRONICS
gggggg g
Division of General Motors Corp
INERTIAL NAYlGATION SYSTEM
OPERATIONS MANUAL
RECOMMENDED
MALFUNCTION
ACTION
CODE
OR
R-H DATA DISPLAY
DATA SELECTOR
TEST SWITCH
Operation
Control
Step
Indicator
or
Indication
Display
1
WARN lamp
Lights
IMMEDIATELY SWITCH AUTOPILOT/ FLIGHT
AND INSTRUMENTS TO THE STANDBY SYSTEM IF
WARNING: DURING FLIGHT,
DIRECTOR
THE MALFUNCTIONING
INS IS BEING USED.
R-H data display
2
Data selector
Rotate to
DSRTK/STS
3
TEST switch
Press
4
codes until second and third digits again
Repeat step 3 recording
all m..lfunction
indicate an action code or go blank.
Refer to figures 2 and 3 for malfunction
and release
R-H data display
Action code in second
and third digits
Imest
number malfunction code which
since
has occurred
DCU mode 6 started
or this procedure
rewas performed
places action code
codes.
5
If the WARN lamp goes out, and the two digits go blank, the failure was intermitIf the digits do not go blank, perform
tent and has been cleared.
action according
to displayed recommended
action code. Recommended action codes are defined as
follows:
Recommended
Code
01
Shut down INS
02
Watch
03
Check instruments
04
to STBY and restart alignment (ground operation only)
Downmode to OFF and again perform turn on (ground operation
only)
05
Section
Page 4
3
Action
for degradation.
Select
ATT if necessary
Downmode
Recommended
Action
and Malfunction
Figure 1
Code Display Procedure
Jun 1/69
GSMiaAL
MOTORSCOM
ORATIOma
wtgggy
101twAuxig
OPERATIONS MANUAL
RECOMMENDED
MALFUNCTION
ACTION OR
CODE
R-H DATA DISPLAY
DATA SELECTOR
TEST
SWITCH
.
Operation
Control
Step
Indicator
Display
or
Indication
WARN lamp
1
Lights
WARNING: DURING FLIGHT,
IMMEDIATELY
FLIGHT
SWITCH AUTOPILOT/
TO THE STANDBY SYSTEM IF
DIRECTOR AND INSTRUMENTS
THE MALFUNCTIONING INS IS BEING USED.
2
Data selector
Rotate to
DSRTK/STS
R-H data display
Action code in second
and third digits
3
TEST switch
Press
R-H data display
Lowest number malfunction code which
and release
since
has occurred
this procedure
rewas performed
places action code
4
5
Repeat step 3 recording all malfunction codes until second and third digits again
Refer to figures 3 and 4 for malfunction
indicate an action code or go blank.
codes.
If the WARN lamp goes out and the two digits go blank, the failure was intermitIf the digits do not go blank, perform
action according
tent and has been cleared.
action code.
Recommended
to displayed recommended
action codes are defined as
follows:
C
May 6/76
'
Recommended
Action
01
Shut down INS,
02
Watch for degradation.
03
and attitude information.
INS data to
INS may be used for navigation
with malf code(s) is unreliable
HSI and autopilot associated
íf malf
codes do not clear.
04
Downmode
05
Downmode to OFF and again
(31K and 31L only)
Recommended
Select
(ground operation only).
only).
turn on (ground operation
alignment
to STBY and restart
Action
ATT if necessary.
perform
and Malfunction
Figure 2
Code Display
Procedure
Section
3
Page
5
GIsegaALMOTORSCOmpORATIOle
wtSCOldlis&3201
titawayagg
OPERATIONS MANUAL
Failed
Malf.
Code
110
50 millisecond
Modes of Operation
(31K only)
loop
loop (31K only)
ALIGN,
NAV
02
STBY,
ALIGN,
NAV
02
200 millisecond
13
Y velocity
change
NAV
14
X velocity
change
NAV
15
Y gyro torque
16
X gyro torque limited
limited
saturation
18
Excessive
22*
TK or TKE
23*
DA converter
24*
TKE or steering
25*
HDG or steering
26*
XTK converter
27 *
Tick mark
31
Ground
32
Memory
parity
33
Azimuth
stabilization
34
Inner
rolLstabilization
35
Pitch
stabilization
36
Accelerometer
*Failed
test
Page
3
6
time
pulse
-
02
02
A LIGN,
N AV
02
ALIGN,
NAV
02
05 (31K and 31L)
04 (31M and up)
ALIGN
ALIGN,
NAV
03
ALIGN,
NAV
03
converter
ALIGN,
NAV
03
converter
ALIGN,
NAV
03
ALIGN,
NAV
03
DA converter
+
timing (31K)
Speed
loop
loop
loop
loop
NA V
None
NAV
02
NAV
STBY,
ALIGN,
ALIGN,
NAV
01
ALIGN,
NAV
01
ALI GN, NAV
01
ALIGN,
01
NAV
02
does not light WARN lamp on C/DU
Ground
Section
.
Recommended
Action
Code
STBY,
11
I
.
Test
Operation
Malfunction
Codes
Figure 3
(Sheet
1 of 2)
May 6/76
uring
-rallel
..e
he
the
alignment
15 minute
ground
to the surface
of the earth.
gravitational
force
of the earth,
earths
or up/down
only.
surface,
this
This
which
platform
is oriented
exactly
is accomplished
by utilizing
perpendicular
acts
exactly
to
accelerometers
and are
forced
mounted
are
rigidly
to the platform
to
When this
in a direction,
oint
they feel
force.
such that
no gravity
surface
ccurs,
and the
the accelerometers
pointed
are
the earths
along
latform
is indeed
Once this
alignment
aligned
parallel
to the earth.
s completed
aircraft
we are
now ready
to determine
the present
heading
nd our present
latitude
point.
he
system
the accelerocomputes
latitude
and aircraft
utilizing
heading
and the earth
force
of-the
earth
varies
rotation
force.
Rotational
(0° latitude),
15°/Hr.
t different
at the equator
earth
latitudes,
being
(37.5°
force
at the
/Er.
at San Francisco
latitude)and
no rotational
(900
orth
Pole
latitude).
he
.eters
FINDING
TRUE
NORTH
AND/OR
HEADING
OF
THE
AIRCRAFT
he accelerometers
force
to the computer
measure
this
and its
value
is sent
hich
determines
what
occupies.
After
the
latitude
the aircraft
currently
aircraft
omputer
determines
it then begins
heading.
latitude,
to calculate
ince
which
points
the earth
from West
rotates
to East,
an accelerometer
ast
which
points
or West,
feel
will
this
while
an accelerometer
force,
orth
or South
will
not
feel
this
force.
Two of the
IRU accelerometers
90°
int
exactly
apart
that
if one pointed
would
be
such
the second
East,
-inting
of earth
rotation
is sent
North.
The amount
of these
sense,
each
o the computer,
relation
which
then mathematically
to
determine.s
their
orth.
Once
this
is known,
since
aircraft
it can easily
determine
heading
he relation
of the accelerometers
to the aircraft
is a known
centerline
actcr.
he entire
procedure
for
aligning
urface,
and
latitude
calculating
bout
15 minutes,
which
after
the
ight
to the pilot.
the earth's
with
the IRU platform
parallel
in
aircraft
is accomplished
heading,
system
to Navigate"
issues
"Ready
a green
level
is essential
the platform
navigation
it
that
we hold
This
attitude.
surface
of the earth,
regardless
of the aircraft
s necessary
of the aircraft
movement
so that
will
the accelerometers
sense
n relation
the platform
of the earth.
to the surface
The
job of ensuring
emainslevel
sense
accomplished
the
will
any airis
by
gyros.
This
device
raft
and
alignment,
movement
which
would
to disturb
attempt
the platform
aligned
pply
an opposing
force
remain
to ensure
the platform
does
in fact
ith
the earths
surface.
By maintaining
the accelercmeters
this
reference,
ow send
of the
speed
to thecomputer,
an output
signal
is the ground
which
utilizircraft.
In all
cases
control
of the IRU platform
is accomplished
ng the IRU electronics
section
of the box.
uring
'ith
IN-Flight
the
nce the computer
knows
and the aircraft
the aircraft
heading
e actual
navigation
parameters
can easily
be calculated.
antains
a very
accurate
(clock)
breaks
time standard
which
nto
6,000,000
equal
parts.
(This
give
will
you some idea
'ith
which
performs
its'
the computer
functions.)
speed,
ground
computer
second
up
each
of the speed
The
has already
told the
ground
what
alignment,
over-fly.
he wishes
to
groundspeed,
and is keeping
an
was during
computer
tne
where
the aircraft
final
destination
is to be, and which
It
now knows the aircraft
heading,
and its
of elapsed
time.
The actual
air
account
speed of the aircraft
aircraft
is-supplied
to the computer
by supporting
parasystems,
so the computer
to the pilot
can now output
any navigation
will
meter
available
Display
send
on the Control
Unit.
also
The computer
take-off
signals
to the autopilot
of the aircraft,
the flight
from
to that
point
to final
would
controlled
landing
point,
be automatically
by the
Carousel
IV system.
The
initial
points
pilot
his
stateIt is only through
advancements
and electronic
recent
in mechanical
of-the-art,
INS has
has resulted
that the current
evolved.
Miniaturization
in a system
small
operated
yet
enough
to be easily
and maintained,
large
enough in capability
navigation.
In a
to solve theproblems
of aircraft
comparison
of the electronic
packaging
of this
to a cursytem in relation
rently
produced
we find
television
the equivalent
of 71 television
set,
sets.
The design
and functional
operation
of this
system,
is similar
to
systems
used for space
navigation,
such as the Apollo
moon shots.
.
DEAD
LAMBERT
PROJECTION
che JEP
High/Low
a Lambert
understand
you
ielp
is our
Enroute
Chart
Conformal
Projection
Conic
your
chart.
Altitude
is
it
Since
RECKONING
working
the
INS
DR
following
chart.
should
charts
is nearly
are designed
but the result
the same
mathematically,
of
as if a cone were
tangent
to the surface
of the earth
a parallel
along
Latitude
parallels,
or intersected
the earth's
surface
through
two adjacent
nd points
on the earth's
were
onto
the cone,
the
surface
then projected
then cut along
one element
out flat.
:one
and rolled
Che
appear
?arallels
:he
top
of
the
as
chart.
of
arcs
circles
Meridians
with
centers
at
are
straight
lines
point-somewhere
a
toward
converging
above
this
same point.
A great
are
circle
shown in
is
their
practically
correct
lina.-on-this,projection
a straight
relative
size.
shape and correct
and
areas
of conformality
is the main feature
which
the Lambert
makes
include
navigation
features
a desirable
chart.
desirable
Other
constant
(for
the approxlearly
scale
our purpose
consider
it constant),
Lmation
of great
for
our
circles
on the chart..(again
lines
by straight
and
urpose
a straight
line
drawn
chart
on this
Lambert
is a great
circle)
inally
universal
can be obtained
on the same type of projection
coverage
exotic
hich
tends
and/or
to standardize
for
our operation
the Hawaii
Narter
flights.
Che
property
:onformal
'LOTTING
AND MEASURING
A TRUE
COURSE
discover
important
serious
you will
and the most
difference
that
a Lambert
A to point
is measuring
from point
and a Mercator
a course
3.
A great
circle
from point
and
A to B is practically
a straight
line,
relainlike
correct
a Mercator,
areas
and
are
shown
in their
correct
shape
:ive
size.
To measure
to mida true
draw a perpendicular
as close
course,
with
>oint
your
as you can between
A and B, then
measure
the true
course
you
>lotter.
If
between
for
example,
1000 n.m.
the distance
A and B were,
legs
rould
then divide
smaller
between
the area
A and B into
two or three
Jul
again
new sections.
measuring
course
between
these
true
at the mid-point
to
'herefore,
when outside
track
system,
be customary
of our six
it would
about
livide
the great
circle
course
of legs,
into
a series
each covering
° of
longitude.
The true
for
your
dead
reckoning
course
direction
needed
5° of longitude
till
be found
and you
at the mid-meridian
at each of the
therefore-,
ould,
hold
a constant
course
on each
leg.
'he
most
>etween
ere is an
n the
new
R-63,
oute
example
of how to set up a compass
while
dead
reckoning
heading
locate
six
track
composite
system.
On your
new JEP INS chart,
all
the most northerly
lost
of the six
track
system.
You have
NS guidance
between
at ADMEN westbound
HEL.
for
Locate
a point
halfway
DMEN and ADENI and draw
through
example
a true
north
To follow
line.
this
35°¾
30°N
143°
and
and
from that
point
through
30'W;
draw
a line
3°30'W
on to 40°N and 143°
measure
the true
that
30'W.
Using
vertical,
ourse
(give me ½0), variation
and you should
read 241°
is 150E for a Mag
fly
ourse
of 2260.
Apply
drift
your
and this
is the heading
you would
..locate
DMEN TO ADENI.
the
Apply
from
30CNand
from
that
One
of
the
INS
between
procedure
148°30W
vertical.
2250.
of
course
through
You
and
with
the Lambert
advantages
guides
the airplane.
actually
a T.N.
line
ABSOL drawing
the true course
and measure
for a MAG
and 14°E variation
that
ADENI to ABSOL.
heading
148030'W
and
read 2390
drift
and fly
should
your
Apply
ADENI
35°N
the
PLOTTING
The
same
chart
is
chart
becomes
that
the
is
reflects
way
quite
simplified.
between
circle
any
to apply
RADIO BEARINGS
plotting
of
radio
radio
bearings
on this
know that
great
are
considered
to travel
bearings
and it is not necessary
radio
the airplane,
station
if using
rection
(other
than variation
Mag bearings)
to the bearing
would
bearings
on a Mercator.
Lambert
Projection
true
On this
plot
D.R.
position
of the airplane
not from the radio
station.
.and
We
the
coras you
from
is where
observed
is measured
position
(which
bearing
at the airplane's
its
compass
is located).
Move your
until
protractor
the meridian
along
plotting
careful
to keep the
edge passes
through
the radio
being
station,
protractor
at the original
angle.
A line
the edge of the protractor
along
and passing
the radio
through
station
is the desired
bearing.
The
the
If the arm of the protractor
from your D.R.
is not long
enough
to reach
on
position
point
from a convenient
to the radio
plot
the bearing
station,
Ignore
the meridian
station.
nearest
D.R.
towards
your
position
the radio
your
the fact
of the radio
since
that
station
it may pass
side
on either
your
D.R.
position
with
is probably
Then
not exactly
a correct
position.
line
pencil
CN the
plotted
radio
station's
location...para11el
original
youback
to the vicinity
the bearing
of your D.R.
position
and this
represents
on which
you are
located.
VARIATION
poles
joined
magnetic
are
by irregular
een stated
the earth's
that
meridians.
formed
between
curves
called
magnetic
The
at any point
angle
the magnetic
the magnetic
meridian
and the geographic
meridian
is called
When variavariation.
Variation
is listed
on the charts.as
east
or west.
cion
is east,
magnetic
north
is east
of true
when varianorth.
Similarly
points
tion
is west,
magnetic
is west
of true
north.
Lines
north
connecting
as shown on
having
the same magnetic
variation
are
called
isogonic
lines,
our JEP/INS
Magnetic
variation
must
is an error
which
be corrected
chart.
if a compass
indication
is to be converted
direction.
to true
It
DEVIATION
error
with
which
by nearby
compass
a pilot
is concerned
is caused
material
in the struc
such as those
related
influences,
to magnetic
magnetic
forces
ture
of the aircraft
and its
electrical
systems.
These
meridian.
deflect
a compass
from its
needle
normal
alignment
with
a magnetic
is
The amount
variation,
is called
like
of sudadeflection
which,
deviation,
labeled
is deflected
east
as the north
or west
seeking
end of the compass
upon
east
depends
or west of magnetic
deviation
north,
Since
respectively.
obthe distribution
inthe
it must
be
of magnetic
forces
aircraft
itself,
individually.for
aircraft.
tained
magnetic
each
compass
on each
Another
magnetic
(-)
expressed
for variation
and deviation
as east
is usually
(+) and is computed
variation
If
and west
as a correction
to true
heading.
the
of the correction
or deviation
is east,
and if west,
the sign
is minus,
remembered
as
sign
is plus.
A rule
of thumb for this
correction
is easily
east
is least
and west
is best.
The
correction
are
headings
expressed
in various
ways,
to the basic
according
eference
for
relation
to geoIf
is
the heading.
the heading
measured
in
to
graphical
If
north,
it
is a true
the heading
is in reference
heading.
magnetic
to the
north,
it is a magnetic
and if it
is in reference
heading,
from
differs
compass
lubber
Compass
line,
it is a compass
heading.
heading
Magnetic
encountered.
true
of variation
heading
by the amount
and deviation
heading
varies
from true
of variation.
heading
by the amount
lircraft
TRUE NORTH
VAtlATION
EAST
VARIATION
WEST
Variollon ¡. Angle Befween M Cne
is a simplified
chart
(variation)
wide
of variation.
lines
coverage
sogonic
most
charts
if a pilot
used in aerial
so that,
navigation
of variation
mate
position,
the amount
he can determine
polation
between
the printed
lines.
...
s
amou,
isogonic
1.
a,
showing
world
are printed
c
his,
knows
interby visual
EAST IS LEAST
the rest
is
remember
simply
use your
on the back of an envelope,
JEP/INS
High/Low
chart
find
Enroute
Chart.
On this
you will
a grid
box
printed
Fill
in the last
five
entries
in brown.
Always
use it.
starting
with
from the same
TH (read
from your
take
this
direct
INS)
the variation
chart
near your position.
Now you have
MH.
in your
CH from
Then write
the compass
for
between
being
checked
deviation
and the difference
CH and
MH is your deviation.
brown
of using
box to solve
Get
in the habit
this
ag
types of heading,
and deviation.
variation
drift,
sum up Variation
obvious.
Don't
try
To
and Deviation
to calculate
it
.
T ME
c
r
DR
TH
VAP
MH
'D EV
's
three
are
able
to
wind triangle
you should
basic
that
understand
is a list
solve
on the Jeppesen
type computer.
Following
of three
by step
for
solving
types
and step
procedures
them
of problems
on the CR-3 computer.
A knowledge
of these
types
of problems
three
will
orovide
the basic.
other
types
of problems
for working
out
understanding
There
and
&
a look
Take
1
-
is
2
outer
The
also
-
used
.problems
at
the
scale
on the
for
converting
scale
This
we'll
scales
is
used
3
This
is called
wind correction
or
the loss
in forward
-
4
This
compass
circles
indicate
accommodated
on
reference
easy
-
using
on the
computer.
Jeppesen
airspeed
computer
is the true
the crosswind
to
component
degrees
of
wind
represents
velocity.
computer.
true
course
Note
that
The
50/100
scale.
This
correction
wind
or
correction
effective
and is to
airspeed
true
drift
or more.
angle
is 10 degrees
speed
due to the crab
angle.
rose
wind
the
for
be
.
be
scale
angle.
drift.
used
any time
It compensates
the
for
and the
and wind
direction
may be
winds
up to 160 knots
knot
for
circle
is accentuated
.
square
grid
knots
of headwind,
represents
square
crosswind.
Each
equals
10 knots
"
with
"all
small
numbered
scales
or "all
5
The
and left
problem
-
scales"
.
tailwind,
or
in
20
knots.
the large
right
crosswind
each
numbered
Work
010°
Course
(Track)
Lnd 300° at 30 knots
210 knots
Airspeed
:ue
Lnd:
and
heading
True
'
ground
speed.
ocedure
for
the
Set
-
/
index
airspeed
compass
rose
toward
to place
the
the
wind
direction
center
to
the
intersection
of the
along
the square
grid
component
of 29 kts.
At
-
the
down
-
Again
read
for
the
of
Course
True
of
determine
the
300°
of
30
kt.
3000
to
the
on the
circle.
010
degrees
true
rose
and
line
square
over
the
the
line
subtract
210
follow
and
knots
the
and
80
is
the
to
the
of
29
knots
left
wind
002°.
ground
and
component
of
is
below
from
correction
speed
read
30 kts.,
crosswind
time
This
circle.
scale
headwind
kt.
headwind
the
of
30
grid
component
the crosswind
of 8° left.
angle
the
subtract
heading,
0100 and the true
heading
ground
speed,
airspeed
of
compass
and the wind velocity
line
left
crosawind
for
scale
true
determine
true
course
To
from
kts.
intersection
of the 300°
to the right
the
along
of 10 knots.
go to the
horizontally
the component
On the outer
scale
locate
read
the wind correction
To
on 210
'q
index.
-Locate
-
true
the
Rotate
"TC"
-
Solution
10
200
knots
knots.
it
the
.
side
the same problem,
only
of 50 knots..
nNelocity
og c
-
1, 2 and 3 are
the
the wind velocity
Steps
ce
-
same
should
be
intersection
of .the
300
and 50 knots
of wind velocity
down along
grid
the square
to the left
crosswind
and
scale
read
47 knots
of left
crosswind.
At
the
line
read
-
the
of
intersection
and 50 knot
circle.
ti:ao read horizontally
This
to the
right,
along
the square
grid,
to
the headwind
scale
and read
18
knots
of headwind.
3000
the
-
to
go
Again,
line
the outer
scale
crosswind
component
and below
it read
tion
angle
of 13°
'
locate
the
of 47 knots
the wind correcleft.
On
'It
0
-
-
-
effecwind
correction
angle
is 130,
it
is necessary
to figure
13°
tive
on the effective
airspeed.
Locate
the
wind
angle
correction
airspeed
true
true
airspeed
and on the outer
scale
scale
is the effective
of 205 knots.
due to the
the loss
in forward
speed
is 5 knots
Therefore,
13° crab
angle.
the
true
Since
determine
true
course
true
To
To
the
of
determine
effective
NOTE:
010°
subtract
the
heading,
and the true
heading
ground
true
speed
airspeed
subtract
of 205
the
knots
13°
is
left
3570.
wind
from
correction
headwind
component
and the ground
of 13 knots
speed
is 187
effective
true
airspeed
o_nly if the
you figure
wind correction
or more.
or drift
angle
is 10 degrees
Secondly,
computer
can accommodate
winds
your
up to 140÷
140
If
knots.
the velocity
then you must
is over
knots,
one-half.
reduce
component
the velocity
T']
resulting
should
value.
then be doubled.
angular
change
an
Neve_;
Remember
FLIGHT
PLANNING
WIND
PRACTTCE
PROBLEMS
ANSWERS
WIND
G|S
T.C.
TAS
160
440
050/30
156
450
knots
270
450
320/80
278
398
knots
285
460
280/20
285
440
knops
225
480
330/210
250
493
knots
085
490
350/100
073
490
knots
TH
G/S
TH
LLe
from
knots
e
Inf
eede
2
ghts
Problem
Wind
ed
ed:Ai
k itsand
1.
for
recedure
-
First
Set
-
your
determine
the
true
136°
on the
Locate
on
drift
scale,
the crosswind
the wind
is from the
the right.
-
Determine
Subtract
component
-
drift
angle,
the Effective
the 200 kts.
is 33 kts.
Use
the square
of 50 kts.·and
2600 at 60 kts.
grid,
.
.
.
is
which
the
14
of
airspeed
left
drift.
206.hts.
and
of 14° and read
angle
above
component
of 50 kts.
Since
the drift
right,
crosswind
component
therefore,
the
scale
True
from
to
ground
intersection
component
140 left
speed
of 233
drift,
of a right
33 kts.
and
find
for
Airspeed
the
the
a tailwind
of
|
INFLIGHT
.
on
airspeed
index
"TC"
index.
the
0
0¿
Solution
kts.
the
it,
is
is
on
to
the
PROBLEMS
WIND PRACTICE
CORRECT
TRACK
G/S
TAS
078
084
525
480
210/67
105
120
560
475
234/160
128
120
495
460
010/73
OG2
OG5
480
450
202/38
050
045
610
465
247/150
ANSWER
WIND
is
outer
left,
from
200
tailwind
wind
component
wind
is frota
0,
TRUE
HEADING
the
the
50 kts.
which
the
and
cross
of
track
ÞNSWER
kts.
TYPE
III
True
True
Wind
Heading
Airspeed
The
-
3600
320°
200 kts.
30 kts.
at
Ground
Find:
for
Procedure
speed
-
Set
true.airspeed
2
-
Set
the
3
-
Plot
4
-
the
the
With
-
True
the
track
200
at
made
good.
kts.
the
over
heading
of
320°
at
the
vector
of
360°
at
30 kts.
wind
read
the
component
of
on the true
drift
angle
crosswind
is
at the true
change.
The
drift
angle
headwind
6
true
Now
-
and
Solution
1
5
Problem
Tracking
true
"TC"
airspeed
index.
index.
crosswind
which
this
component,
is 19 kts.
However,
set
since
we have
true
heading
19 kts.
is not accurate
the
index.
course
it is necessary
to determine
Therefore,
60 left
the
since
for 19 kts.
which
is approximately
drift,
of 314°
from the right,
rose
to a track
turn the compass
componcats
course
index.
Note
the crosswind
and headwind
crosswind
notice
the
is now 22 kts.,
you will
however,
6° left,
or a track
of 3140.
is still
track
of
component,
314°
set
on the true
which
is 22 kts.
airspeed
200 kts.
minus
ground
speed
of 178 kts.
WIND
the
PRACTICE
headwind
CORRECT
ANSWERS
GROUND
SPEED
AIRSPEED
235
480
305/40
231
470
068
470
310/30
071
486
146
465
240/70
138
480
123
435
165/80
115
384
049
475
235/55
050
530
WIND
DIR/SPEED
TRACK
component
of
22 kts.
the
equals
PROBLEMS
TRUE
HEADING
TRUE
now determine
indez,
course
TRACK
kts.
.
O
ANSWERS
GROUND
SPEED
-
'ry
o
0 50
0
00
70
6l
O
19
trry
Of
'
461
*
2
L
*
09
DETERMINING
3Sy
--
3Sc
-
l'AS3
DISTANCE
&
FOR
speed
to
return
ground
speed
to
continue
from
Aircraft
(use 340
computing
=
DC-8
K for
400
average
)-
Example
kverage
Wind
in
figures
for°this
from
winds
for
is
problem
-55
(345k)
GS"
(345k
+
432k
DC-10
and
are
taken
for
COMPUTER
distance
to that
,
.
430'
B-747.)
for
from your
AFPAM.
return
FORMULA
Dist.
answer
find
distance
Scale:
Seale:
to
P.E.T.
Distance
Total
(2131nm)
777k)
ifter
wind)
.
to continue.
GSc
=
wind)
TAS + average
(3-eng.
X
Outer
Inner
Set
345
Opposite
777
PET
average
TAS
(948nm)
S c'
determining
for
igures
time
(3-eng.
for
EQUAL TIME
OF
parenthesis,
BASIC
+
(PT.
mid-point
+32
GSr
P.E.T.
mid-point
ground
Actual
(
TIME
SOLUTION
345 2fr
948
2131
(Ans)
time to this
point
on 4 engines.
with
777
reference
o
o
r
'A
to
"AFFAM"
site
Op
2131
TRIP
ROUTINE
(Continued)
DESTINATION
How do
X-TRK
you
set
tolerances
up
the
beyond
for
log
which
calls
INSs
book
for
entries.
a log
What
book
are
the
DIST
or
entry.
there
is little
argument
in regard
to the systems
accuracy.
category.
excellent.
The INS reliability
is also
in the excellent
1977 we had two off track
Both
excursions
West
Coast
to Hawaii.
were what I call
".finger"
INS
exact
point
errors.
The
navigated
to the
it was programmed
the last
for....TEST
OF REASONABLENESS!
Also
during
units.
we had a couple
12 months
of trips
load
Longitude
in both
incorrect
TOR again.
If you load
of approximately
in the wrong
Latitude
in excess
a degree
and a half,
will
on the
give
you a red light
not only
the unit
unit
to
you are loading
the ability
but the second
one also.
The INS has
measure
not
Earth
it does
rate
and convert
that
into
Latitude.
However,
have the ability
to detect
Longitude.
incorrect
TOR TOR TORI
Finally,
It
is
During
frora
Record
data
you experience
a Single
failure,
get organized.
INS per
your FOM,
Advise
UA dispatch
and ARINC for ATC.
remaining
When
check
the cor:.pass
for deviation
again.
convenient,
degree
of a
or less.
Roview
procedures
that
you will
do in the event
botto.til
at
the
failure.
P,emember
information
located
the supplemental
Percentage-wise
tom of your AFPAM.
accurate
for
this
information
is very
your
dead
reckoning.
Should
the
ROUTINE
TRIP
LISPATCH
AFPAM
Hawaii
JEP/INS
the
problems
associated
possible
system.
You will
need
track
plotter
and JEP-type
dividers,
Review
-
composite
chart,
Coast-
our West
(usually
with
AFPAM's
3),
computer.
BLOCKS
If
the
Program
INSs
been turned
coordinates
have
the
ramp
on by the
and insert
make
S/O,
same.
they
sure
and
(Check
in
are
ALIGN.
this
recheck
itera.)
to
Switch
DSRD
index
Performance
Insert
Radio
check
in
INSE
at
mode
NAV
and
check
action-codes.
for
your
discretion.
in
DEPT.
(Always
#1 and
in
DEST
YOUR PROGRAMMÏNG.
high
of
test
a "light"
check.
waypcints
RE-CHECK
59.
do
STS,
taxi.
before
obtain
and
frEquencies
(You
time
a
to
want
may
check.
put
one
INS
should
be
on
for
G.S.
taxi.)
OUT
CLINE
fo::
opare
Position
0;
style
right
over
When
Do
a position
test
Look
Position
the
cockpit
for
i
"How
Goes
hour
+'20
Review
at
321.5
20
U.M.
the
minutes
,
brown
for
deco:npression
front
o
your
eingle
procedules
JEP/INS
coordinates
box
this
AFPA
,
the
on
into
including
the
of
thinking
next
boo
w:.ypcint.
for
all
at
destination
"cook
done
chart
JEP/INS
your
position
radio
and
this.
times.
PET
ETA.
reports.
time.
one
IMS against
20 to 60 N..T.
proconures
on
the
appropriate
check
than
on
the
check
Nork
It"
gateway.
Eradication
Up Date
check
list
cards.
reasonableness2.
Feriodic:lly
less
Use
the
at
always
check.
of
Lonitor
-avlew
and
from
a waypoint,
the
Stärt
print
Date
a deviation
TOR
chock
and
the othor.
and over
60
total
with
chart.)
INS
regard
Know
M.M.
your
X-TEK
differences,
failure.
to
track
keepting.
(See
fine
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