CDC 2A374N

A-10/F-15/F-16/U-2 Avionic
Systems Craftsman
Volume 2. F-15AD/F-15E Avionic
Systems

___________

Air Force Career Development Academy

Air University
Air Education and Training Command

2A374N 02 1310, Edit Code 01

AFSC 2A374

Author: MSgt Michael R. Ratliff

365th Training Squadron
USAF Technical Training School (AECT)
365TRS/TRR
609 9th Avenue
Sheppard Air Force Base, Texas 76311-2335
DSN: 736-6054
E-mail address: [email protected]
Instructional Systems
Specialist: Evangeline K. Walmsley
Editor: Nelva J. Brown
Air Force Career Development Academy (AFCDA)
Air University (AETC)
Maxwell-Gunter Air Force Base, Alabama 361185643

Material in this volume is reviewed annually for technical accuracy, adequacy, and currency. For SKT purposes
the examinee should check the Weighted Airman Promotion System Catalog to determine the correct references
to study.

Preface ___________________________________________________________________ i
This second volume of CDC 2A374N, A-10/F-15/F16/U-2 Avionic Systems Craftsman, contains the
basic knowledge required to upgrade to the 2A374N Air Force specialty code (AFSC). The subjects
covered in this volume range from the F-15 attack control systems and instrument and flight control
systems to communications, navigation, and penetration aids systems.
Unit 1 of this volume covers F-15 radar, integration, and display systems.
Unit 2 covers F-15 instrument, flight control, engine air intake, and air data systems.
Unit 3 covers F-15 data link, electronic warfare systems and PODS used on the F-15E aircraft.
A glossary of abbreviations and acronyms used in this course is included at the end of each volume.
Code numbers on figures are for preparing agency identification only.
The use of a name of any specific manufacturer, commercial product, commodity, or service in this
publication does not imply endorsement by the Air Force.
To get a response to your questions concerning subject matter in this course, or to point out technical
errors in the text, unit review exercises, or course examination, call or write the author using the
contact information on the inside front cover of this volume.
NOTE: Do not use the IDEA Program to submit corrections for printing or typographical errors.
Consult your education officer, training officer, or NCOIC if you have questions on course
enrollment, administration, or irregularities (possible scoring errors, printing errors, etc.) on unit
review exercises or course examination. For these and other administrative issues, you may email the
Air University e-Campus Support (helpdesk) at [email protected] should
receive a response in four days or less.
This volume is valued at 27 hours and 9 points.

ii __________________________________________________________________ Preface
NOTE:
In this volume, the subject matter is divided into self-contained units. A unit menu begins each unit,
identifying the lesson headings and numbers. After reading the unit menu page and unit introduction,
study the section, answer the self-test questions, and compare your answers with those given at the
end of the unit. Then, do the unit review exercises.

Contents _________________________________________________________________ iii

Page

Unit 1. Attack Control Systems ..........................................................................................11

11. Radar Systems ............................................................................................................ 11
12. Integration Systems .................................................................................................. 132
13. Display Systems ....................................................................................................... 149

Unit 2. Instrument and Flight Control Systems ................................................................21

21. Instrument Systems .................................................................................................... 21
22. Primary Flight Control Systems ............................................................................... 216
23. Automatic Flight Control Systems ........................................................................... 226
24. Engine Air Intake System ........................................................................................ 260
25. Air Data Systems...................................................................................................... 268

Unit 3. Communications/Navigation/Penetration Aids Systems .....................................31

31. Data Link Systems ..................................................................................................... 31
32. Electronic Warfare Systems ..................................................................................... 320
33. PODS ....................................................................................................................... 335
Glossary............................................................................................................................................. G1

Unit 1. Attack Control Systems

11. Radar Systems .......................................................................................................................... 11
201. APG-63 radar..................................................................................................................................... 11
202. F-15C/D APG-70 radar set .............................................................................................................. 116
203. F-15E APG-70 radar set .................................................................................................................. 120
204. APG-63 (V)1 radar .......................................................................................................................... 124

12. Integration Systems ................................................................................................................ 132

205. Overload warning system ................................................................................................................ 132
206. Central computer complex ............................................................................................................... 138
207. Advanced display core processor .................................................................................................... 143

13. Display Systems ...................................................................................................................... 149

208. Video tape recording system ........................................................................................................... 149
209. F-15E digital map system ................................................................................................................ 154

N THIS unit, you will cover information on the F-15 attack control systems that you maintain. This
information is not classified, and classified information is not discussed in this career
development course (CDC). You will start off learning about the various radar systems on the F15 C/D and E model aircraft. Then we will discuss the integration systems on the F-15 C/D and E
aircraft. Finally we will wrap up this section by learning about a few of the display systems you will
troubleshoot on the flightline.

11. Radar Systems

We begin this section by giving you a description of the APG-63 radar. Then we will discuss the
more advanced APG-63(V)1 radar. We conclude the section with a discussion on the APG-70 C/D
and E radar sets.

201. APG-63 radar

As a 7-level you will spend a great deal of your time troubleshooting radar if you work the APG-63
system. It is important that you know all of the system components and understand what they do and
how they communicate with each other. In this lesson you will learn the system components and basic
theory of operation.
System components
The APG-63 radar set is made up of nine major line replaceable units (LRU), several minor LRUs,
and waveguides. See figure 11 for the names and locations of the major LRUs. Each part has a
numerical nickname, which comes from the part number, plus the descriptive name. As a 7-level you
need to know the numerical nickname and the descriptive name of each radar part.
Major radar LRUs
We will discuss and describe the APG-63 radar systems major LRUs in the following paragraphs.
Radar control panel (541)
The radar control panel located in the cockpit left console provides manual control of radar set power,
operating modes, and mode parameters. All outputs from the various control switches are sent to the
data processor (081) except for the POWER switch, which also sends power control commands to the
power supply (610) and transmitter (011).

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Figure 11. APG-63 radar control panel (541) and general system layout.

Power supply (610)

The power supply located in door 3L converts and conditions aircraft power to the low-voltage forms
required by the various LRUs of the radar set. The 610 also contains the antenna (031) servoelectronics that respond to commands coming from the data processor (081). These servo-electronics
drive the corresponding hydraulic and electrical mechanisms in the 031 to produce movement.
Radio frequency oscillator (001)
The radio frequency (RF) oscillator (RFO) located in door 3L establishes the basic operating radio
frequencies for the transmitter based on data processor (081) commands. These are the channels
which are selected either manually on the radar control panel (541), or automatically by the central
computer (CC). The RFO provides the frequency to the transmitter (011). It also provides the local
oscillator signal to the receiver (022). The local oscillator, or LO, is always set at 30 MHz
(megahertz) above the transmitted frequency.
Transmitter (011)
The transmitter, located in door 3L, uses a gridded traveling wave tube (GTWT) to amplify the low
power RF signal from the RFO (the GTWT drive signal). The transmitter then couples the high power
RF to either the antenna (031), flood horn (019), or into a dummy load for ground operation. The
dummy load is inside the 011. The primary output source is the antenna (031). Additionally, the
transmitter provides a low-power sample of the radar signal to the missile auxiliaries for missile
tuning during radar time-in and at the start of an AIM-7 Sparrow missile launch. The transmitter
contains a duplexer (four-port circulator) that couples low power return signals to the receiver. It also
has a multipactor, which prevents high power RF damage to the receiver (022).
Receiver (022)
The receiver, located in door 3L, amplifies the RF returns, converts them to 30 MHz intermediate
frequency (IF) signals, amplifies them again, and sends them to the analog processor (039). The
receiver processes signals in two separate channels: main and guard. RF energy from the main and
guard channels are processed in search modes. If the radar is in a track mode, the receiver provides
the initial processing of the sum and difference signals. These signals are also passed along to the
039.
Analog processor (039)
The analog processor, located in door 3L, receives two 30 MHz IF signals from the receiver (022) and
frequency-shifts them to put clutter at a specific frequency for processing (clutter is discussed later).

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Both signals are filtered and processed in one of four IF channels, converted from analog-to-digital,
and sent to the programmable signal processor (042) for digital processing.
Data processor (081)
The data processor, located in door 3L, is a stored program digital computer that performs radar set
management, radar control, selected radar data processing, and radar set performance monitoring and
measurement. It stores the radar operational flight program (OFP). The 081 also provides 031
positioning commands to the 610. The data processor is the only radar LRU connected to the H009 or
1553 multiplex (MUX) bus, and is the only radar LRU that communicates with the CC. It acts as the
interface between the radar and other avionic systems.
Programmable signal processor (042)
The programmable signal processor, located in door 3L, is a digital processor. The 042 performs
target detection, filtering, range measurement, target parameter calculations, clutter canceling, and
identification friend-or-foe (IFF) correlation. It also provides radar display parameters to the indicator
group (IG).
Antenna (031)
The antenna planar array assembly (fig. 12), located in the nose radome, receives high-power, Xband, RF energy from the transmitter and radiates a narrow, vertically polarized pencil beam for
target illumination. The planar array is the flat, circular portion of the antenna that makes up the ends
of a large network of waveguides. Radar echoes received by the antenna are routed through the
microwave circuitry (waveguides) to the receiver. The 031 moves on a three-axis system with motion
in azimuth, elevation, and roll. The azimuth and elevation axes are hydraulically controlled, while the
roll axis is electrically controlled. The data processor (081) sends antenna positioning commands to
the servo electronics in the power supply (610). These commands produce the azimuth and elevation
hydraulic valve control signals and roll torquer drive signals for the antenna. Also located on the 031
are the guard horn and null horn (discussed later). Dipoles, mounted on the planar array, radiate and
receive energy for air-to-air interrogations/identification friend or foe (AAI/IFF). The radome that
houses the antenna is a ceramic-fiber, sandwich-type construction that does not disrupt the radar
transmission.

Figure 12. Antenna (031) (back view).

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Non major LRUs

Now lets discuss and describe other LRUs of the APG-63 radar system.
Flood horn (019)
The flood horn (fig. 13) is essentially the termination of a waveguide that radiates RF energy in a
large fan-shaped pattern in front of the aircraft. If the radar is unable to angle-track due to a
malfunctioning antenna, the pilot can select FLOOD on the radar control panel (541). This will cause
the flood horn to radiate, providing a backup, range-only tracking ability for gun attack. (The wide
pattern can enhance rapid detection of targets within the beam at close range.) The 019 is located near
the top of the bulkhead behind the 031, under the radome. A plastic-type material called Mylar covers
its opening and prevents loss of waveguide system pressurization. Mylar also covers the planar array
surface as well as the guard and null horns.

Figure 13. The flood horn (019).

Waveguides
RF energy at microwave frequencies using standard RF cables produces unacceptable amounts of
power loss. Waveguides reduce this problem (fig. 14). Waveguides connect microwave LRUs (the
031, 011, 022, and RFO).
Waveguides are susceptible to dents, cracks, corrosion, contaminants, and misuse of seals. Many
radar problems are inadvertently caused by maintenance-induced faults, like those resulting from
misuse of waveguides. Cracks, corrosion, and incorrect seals can cause changes in the impedance of a
waveguide. This causes problems such as weak detection, noise, or even birds. Birds is a term used to
describe false targets on the display, usually in an arc or a straight line.

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Figure 14. Waveguides.

Indicator group
The IG is a video display system (fig. 15) made up of the programmable signal data processor
(PSDP) and the multiple indicator control panel (MICP). The IG converts both analog and digital
input signals for displays. It is capable of displaying radar, TV weapons, or miscellaneous displays as
selected by the CC.
Programmable signal data processor
The PSDP (fig. 15) receives serial digital data from the CC and radar set, analog and discrete signals
from the radar set, and a composite video signal from the programmable armament control set
(PACS). The PSDP processes the information and transmits it to the MICP. On the F-15D, the
information also goes to the rear cockpit MICP.
Multiple indicator control panel
The MICP (fig. 15) receives deflection and symbology data from the PSDP for display on a cathode
ray tube (CRT). The MICP also contains the controls for operating the IG. The F-15D has a front and
rear cockpit MICP. The two MICPs are identical. On the flightline, the MICP is usually called a
VSD, or vertical situation display.

Figure 15. MICP and PSDP.

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In addition to the radar components and the indicator group components, there are several LRUs that
are associated with the radar. Some of these are: stick grip, throttle grips, avionics status panel, builtin test (BIT) control panel, lights panels, engine control panel, multipurpose color display (MPCD),
head-up display (HUD), video tape recording system (VTRS) components, and the joint tactical
information display processor group.
System operation
Now that you understand the components of the APG-63 radar system, lets dive into the system
theory of operation.
Transmitting function
The RFO (001), transmitter (011), antenna (031), flood horn (019), and missile auxiliaries perform
the transmit function (fig. 16). The radar control panel CHAN switch sends signals to the 081 for
frequency selection. Frequencies can be selected either manually by choosing 1 through 6 or
automatically by choosing A.
The CC controls what frequency is selected during automatic frequency selection. The 081 sends the
frequency selection to the RFO, where it is generated. The RFO sends this GTWT drive signal to the
transmitter through a waveguide. The GTWT amplifies and pulses the low-power RF from the RFO.
The high-power RF is then sent to a four-port circulator. The circulator, with the multipactor,
provides isolation of the receiver from the GTWT source.
During transmission, the multipactor is activated to prevent the high-power RF from leaking into the
receiver. If it were not for the multipactor, the 022 would burn out due to radar main bang, which is
too much power entering the receiver. In addition, the signal travels from the circulator to a threeposition WAVEGUIDE switch. This switch directs the high-power RF to the antenna (031), flood
horn (019), or into a dummy load (labeled D.L. on fig. 16).

Figure 16. Transmitting function.

Under most circumstances, the antenna is used for radiation of the energy. If the radar is unable to
angle track a target (the antenna mechanics go bad), the flood horn radiates to provide range-only
tracking ability for a gun attack.

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The final place the high-power RF can go is the dummy load. It is used during ground operation to
prevent radiating the area around the aircraft. The dummy load is inside the 011 and it is controlled by
the position of the PROXIMITY switch (weight-on-wheels switch) on the right main landing gear.
Sidelobes and ground returns
When a radar system emits RF energy from an antenna, sidelobes are always produced (fig. 17).
Sidelobes radiate in all directions from the F-15 antenna, but at lower power than the main beam. If a
sidelobe reaches the ground and produces a return, we might receive it. We call this type of return
ground clutter. Of course, this poses a problem for the radar, because now the returns from true
targets may become lost in the ground clutter. Using the guard horn, the radar is designed to reduce
this effect.

Figure 17. Sidelobes and the main beam.

The antenna has a planar array (the flat, round part), a guard horn, and a null horn (fig. 18). The
guard horn is a small, wide-angle horn located at the bottom of the antenna, angled down slightly. It is
a receive-only horn designed to intercept sidelobe echoes. With the ability to measure Doppler shift,
we can use these ground returns to measure our ground speed. Knowing this, the radar can filter out
all main-beam returns that come back with the same Doppler signature, as they must be just returns
from the ground ahead. This process is called clutter rejection and occurs in the 042.

Figure 18. Antenna (031) planar array.

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Receiving function
The antenna (031), transmitter (011), RFO (001), and receiver (022) perform the receiving function.
Radar operations are divided into two broad categories; search and track. Search is when the radar is
sweeping the skies, looking for targets. Track is when the radar has found a likely target and is
pointing directly at it, following the target along its flight path.
Search modes
In search modes, the antenna receives main beam returns and routes them to the 011(fig. 19). They
travel through the deactivated multipactor and into the 022. The sidelobe energy received through the
guard horn is sent directly to the 022. The 022 takes the two signals and creates two 30 MHz IF
signals using the LO signal from the RFO (heterodyne process). The 30 MHz IF signals retain all of
the information of the received signals, but at a frequency that is easier to process. Two triaxial cables
transfer the IF signals to the 039 for processing.

Figure 19. Receiving function during search.

Track modes
In track modes the antenna tracks (follows) the target by comparing the levels of energy received
through the four quadrants of the 031 planar array (fig. 110). Reception in the top and bottom pairs
determines the elevation-difference signal, while reception in the left and right pairs determines the
azimuth-difference signal. The 031 points directly at a target when all four quadrants receive equal
amounts of energy. The azimuth (AZ) and elevation (EL) difference signals are sent directly to the
022. Additionally, all four quadrants are added together and sent to the 011. This signal goes through
the deactivated multipactor to get to the 022. From here, the receiving function is about the same. The
022 creates two 30 MHz IF signals to send to the 039 for processing.
Signal processing function
The analog processor (039) and the programmable signal processor (042) perform the signal
processing function. First, the 039 takes in the 30 MHz IF signals from the 022, filters them, and
converts them to even lower frequencies. Then it converts them to digital and passes the information
to the 042. The 042 is responsible for processing the data to obtain useful information, such as the
targets position, range, and Doppler shift. It also eliminates clutter and false targets. Additional 042
functions include providing the timing for the radar package, developing the radar display data that is

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sent to the indicator group, and interfacing with the IFF reply evaluator, a part that is used to help
identify targets as friend or foe.

Figure 110. Receiving function during track.

Data processing function

The data processor (081) is the only LRU involved in the data processing function. It does the radar
set functions through digital, analog and discrete interfaces with the radar units. With a few
exceptions, all communications between the radar set and other aircraft systems are through the data
processor. The 081 stores the radar OFP, downloading portions of it into the 042 as needed. It also
controls processing for the BIT function. Finally, to efficiently process the large volume of data thats
continually transferred between the radar, head-up-display, and navigation (NAV) systems (inertial
navigation system (INS) and attitude heading reference system (AHRS)), the 081 controls to the highspeed radar data bus. This bus is completely separate from the H009 and 1553 buses.
Antenna control function
Servo electronics within the 610 receive azimuth, elevation, and roll drive commands from the 081 to
produce the azimuth and elevation hydraulic control signals and roll torquer drive signals for the
antenna. The 031 azimuth and elevation are hydraulically driven, while roll is driven electrically. The
031 takes in hydraulic fluid from the utility system and restricts it to 1500 pounds per square inch
(psi) for 031 use.
Cooling function
Two aircraft cooling inputs control the temperature of the radar set: air and liquid. The 001, 011, 022,
042, 610, 081, and 039 all require cooling air. (Hint: An easy way to remember this is that all radar
LRUs under door 3L require air.) The antenna and radar control panel do not require cooling air.
During cold weather, the environmental control system (ECS) can supply warm air.
The ECS light on the caution lights display panel (fig. 111) will come on when cooling airflow or
temperature problems occur. Inadequate cooling air will cause the radar to turn off. The transmitter
(011) is the only unit that requires liquid cooling.

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Figure 111. ECS and AV BIT lights.

Waveguide pressurization function

Pressurization prevents high voltage component arcing at high altitudes and keeps moisture and
contamination out of the air used in pressurized RF components. The transmitter, receiver, antenna,
and flood horn are pressurized. The source of pressure is bleed air from the ECS system. If waveguide
pressure falls below 12 psia (pounds per square inch absolute) in flight, avionics status panel (ASP)
25 will latch (turn orange).
Built-in test
The purpose of radar BIT is to detect a radar system fault and isolate it to an LRU. The types of BIT
are described below.
The 081 stores the BIT program as well as the BIT matrices. A matrix is simply a database of failures.
It helps maintainers decide which LRU needs replacement. There are six types of APG-63 radar
BITs:
Power up-tests
The primary purpose of the power-up test sequence is to do system tests and calibrations on the radar
set. This establishes a high level of confidence that the radar is operational. Switching the radar
control panel directly from OFF to OPER starts an operational readiness test (ORT) that performs
most BIT checks prior to calibrating the system. If failures are detected during ORT, then the pilot
can call for a technician to troubleshoot it. Failures during power-up are recorded in the continuouslymonitored built-in test (CM BIT) matrix.
Continuous monitoring
Radar set performance is continuously monitored (CM) by BIT. The RDR (RADAR) light on the BIT
control panel (BCP) and the AV BIT (AVIONICS BIT) light on the main instrument panel indicate
failures. Failure data is stored in the CM BIT matrix. The CM BIT is done in all modes of operation
except at power up. This test is non-interruptive.
Automatic calibration
The radar set requires various calibrations to continue functioning at peak performance. These
calibrations are performed automatically by the radar set and eliminate the requirement for scheduled
maintenance. They occur periodically or at major mode changes.
Operate initiated BIT
Initiating a BIT, while in operate (operate initiated BIT (IBIT)), discontinues normal radar operations
and starts all possible tests of the radar set. Operate IBIT is divided into two categories: ground and

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airborne. The type of test done depends upon the right main landing gear (MLG) weight-on-wheels
switch position. When IBIT is running on the ground, G-TEST is displayed in the BIT window. If
TEST appears, the radar thinks it is airborne and transmits an obvious hazard. IBIT also includes a
track-test option. It generates synthetic targets that can be displayed, acquired, and tracked in various
modes. See figure 112 for a view of the BIT control panel and the RDR and VSD lights/system
selections.

Figure 112. BIT control panel.

Standby IBIT
Faults detected by the radar are displayed during standby IBIT (fig. 113). It displays a plain English
readout of the IBIT matrix and CM-BIT matrix. The matrices tell the maintainer what the primary
failed LRU is and exactly which tests failed. A secondary LRU is listed for most faults.

Figure 113. Typical STBY IBIT display.

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Power-off tests
Power-off tests are simply tests done during normal shutdown of the radar. From the time the radar
POWER knob is turned to OFF, the radar performs its final tests and will latch the appropriate fault
indicators. If abnormal power-down occurs, such as premature engine shutdown, the LRU fault
indicators are considered suspect because the radar shutdown sequence did not have time to complete.
Pulse repetition frequency operation
The F-15 radar uses high pulse repetition frequency (HPRF), medium (MPRF), and interleaved
(HPRF/MPRF) PRF operation. The type used depends on the radar mode selected. In long-range
search mode, the PRF can be selected manually. The BIT window displays which PRF is in use. The
different PRFs have advantages and disadvantages. The 541 allows selection of 10, 20, 40, 80, and
160 NMI (nautical miles) range scales. HPRF is not allowed at the 10 NMI range, and MPRF is not
allowed at the 160 NMI range, except as part of the interleaved PRF waveform.
HPRF operation
A HPRF radar mode provides maximum detection against nose-aspect targets. Its high average power
results in long-range detection and tracking capability. (The close spacing of the pulses means the
transmitter is ON a lot, compared to its listening time (fig. 114).) A problem with HPRF is that it has
poor performance against tail aspect targets and near zero capability against targets with no closure
rate. HPRF is available in all ranges except 10 NMI.

Figure 114. Low, medium, and high PRF.

MPRF operation
The radar uses MPRF for all-aspect-angle detection. It has longer listening time than HPRF and
determines range-to-target very accurately (fig. 114). However, it has lower average power than
HPRF and cannot be used by itself at the 160 NMI range. It can be used as part of the interleaved
PRF waveform at the 160 NMI range. The ranges available to all-MPRF are 10 through 80 NMI.
Interleaved HPRF/MPRF operation
This is actually a dual-mechanization type of scan that switches between HPRF and MPRF during the
scan pattern (see fig. 115). It provides good performance balance with the combination of MPRF
and HPRF operation. Each mode has strengths that complement the others weaknesses. Targets not
picked up by one PRF, will be picked up in the other. All range selections are available. However, the
radar will automatically switch to all-MPRF at the 10 NMI range. If 160 NMI is selected, the radar
will use either all HPRF or interleaved PRF at the pilots discretion.

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Figure 115. Interleaved PRF.

Low pulse repetition frequency operation

The radar only uses low pulse repetition frequency (LPRF) during the air-to-ground (A/G) ranging
mode (discussed later).
Air-to-air mode of operation
Radar modes are categorized into four basic mode groups: search, acquisition, track, and track-whilescan (TWS). Typically, a pilot sweeps the skies in a search mode. When the pilot finds a target to
track, he/she acquires it using either automatic or manual acquisition (the 031 points directly at the
target and tries to get a couple of good returns from it). If that happens, the radar automatically enters
track. Finally, if the pilot wants to continue searching for other targets while tracking the first one,
he/she can enter track-while-scan or TWS. Below describes the air-to-air (A/A) mode groups.
Search
Lets discuss the basic search modes used during radar set maintenance (fig. 116):
Long-range search
Long-range search (LRS) is the most versatile of the search modes and is used in most tactical
situations. It is the primary A/A search mode and is used for detection and acquisition of both
closing- and opening-rate airborne targets. PRF is selectable using the PRF menu, and all ranges are
available.
Vector scan
Vector scan mode detects small targets by slowing the 031 scan-rate. A greater number of pulses are
sent out in a particular direction, increasing the number of returns from a target. All HPRF is used,
and all ranges are selectable.
Velocity search
Velocity search allows the radar to detect high closing-rate targets by using only HPRF without
ranging. All range scales are selectable.
Short range search
Short-range search (SRS) uses all MPRF to detect all-aspect targets from 10 to 80 NMI ranges.
Pulse mode
The pulse mode operates the same as SRS look down conditions. In look up conditions, when ground
clutter is not a factor, the clutter rejection circuitry is bypassed. This allows detection of very small
targets. It uses all MPRF and is good out to 80 NMI.

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Figure 116. Typical search display (B-scan format).

Acquisition
Acquisition is the process of picking out a target to track. The two ways to acquire a target are
manually and automatically.
During manual acquisition, the operator selects which target to track (fig. 117). The target
designator control (TDC) on the right throttle grip moves the acquisition symbol around on the radar
display; similar to a computer mouse cursor. The acquisition symbol looks like a pair of captains
rank insignia (fig. 116). Pushing and releasing the TDC will cause the radar to scan the area around
the acquisition symbol in a 6 degree mini-raster pattern. If it gets two live hits, the radar enters a track
mode, storing the information in a track-file.
The auto acquisition group of modes does just what the name implies; it automatically acquires a
target, the first one it hits. There are six types of modes, and each is tested during the checkout except
flood. Most are selected using the AUTO ACQ/REJECT switch on the control stick grip (fig. 117).

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Figure 117. Acquisition switchology.

Boresight
The boresight (BST) mode causes the antenna to cease scanning, move to the aircraft boresight line
(straight ahead), and stop. The first target (shortest range) to cross through the main beam is lockedon to (acquired), and the track function begins. Boresight uses all MPRF and is good out to 10 NMI.
Pressing the AUTO ACQ/REJECT switch forward twice in less than one second selects boresight.
Long range boresight
Long range boresight (LRBST) acts exactly the same as boresight does. The only difference is that
long-range boresight uses interleaved PRF and has a range of 40 NMI. Holding the AUTO
ACQ/REJECT switch forward for longer than one second selects long-range boresight.
Supersearch
Supersearch (SS) has a scan pattern that approximates the HUD field of view: about 20 degrees by 20
degrees. The radar locks-on to the first target that falls within the scan pattern out to a range of 10
NMI. Supersearch uses all MPRF and is considered the primary automatic acquisition mode. Pressing
the AUTO ACQ/REJECT switch forward once in less than one second selects supersearch.
Vertical scan
Vertical scan (VTS) causes the antenna to scan up and down in a very narrow and very tall pattern
(+5 to +55 degrees of elevation and only two bars wide). The first target to fall into the pattern is
locked on to. Vertical scan uses all MPRF and is good out to 10 NMI. Pressing the AUTO
ACQ/REJECT switch aft for less than one second selects vertical scan.
Gun scan
The gun scan mode automatically acquires targets detected within a 60 degree by 6 bar scan, from 0.5
to 15 NMI. It uses all MPRF.
Flood mode
The flood auto acquisition mode is a backup mode that provides range-only ability for guns support.
It is selectable by placing the 541 SPL MODE knob to FLOOD and pressing the AUTO
ACQ/REJECT switch forward.
Single target track
Single target track (STT) is entered after a target is acquired, either manually or automatically. The
target data is kept in a track file, which contains the targets range, angles, and range-rate.

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Track-while-scan
TWS modes provide a wide-angle coverage, multi-target detection and track capability. The TWS
modes maintain up to 10 target track files while continuing to detect and display up to 18 more (halfintensity) observation targets.
Air-to-ground mode of operation
A/G modes are selected automatically by the CC or manually by the 541 MODE SEL switch.
Although there are three A/G selections available (DPLR (Doppler), RNG (ranging), and MAP), only
two (DPLR and RNG) are operational. Selection of MAP will put the radar in A/A LRS.
A/G ranging mode
The A/G ranging mode uses LPRF to determine the slant range from the aircraft to a ground point. It
is used primarily for bombing/gun strafing. The display is a 10 NMI PPI (pixels per inch) format (fig.
118).

Figure 118. The A/G ranging display (PPI format).

DPLR mode
The Doppler mode performs a navigational update function. It provides north and east velocity
corrections to the CC to correct long-term velocity errors developed by the INS. It is recommended
that pilots use this function prior to making bombing runs. This selection has no display.

202. F-15C/D APG-70 radar set

The APG-70 radar operates similarly to the APG-63 radar. There are only a few differences in the
LRUs, modes, and the BIT system. It performs sophisticated A/G functions like standard and highresolution ground mapping. Currently, the majority of the APG-70 packages are in F-15E aircraft. In
this lesson, we will highlight the major differences between the F-15C/D model APG-63 and APG-70
radar systems. We will then discuss the F-15C/D model APG-70 radar set operation.

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System components
The APG-70 radar set is made up of eight major LRUs, several minor LRUs, and connecting
waveguides. Most of the units are located under door 3L in the forward left nose equipment bay (fig.
119).

Figure 119. APG-70 radar control panel (542) and general radar layout.

Radar control panel (542)

The 542 performs the same role as the APG-63s 541 did, but it is designed to work with the new
modes available in the APG-70. It is located on the left console of the front cockpit.
Receiver-exciter (025)
The receiver-exciter combines the functions of the APG-63 receiver and RFO into one LRU. It
establishes the basic operating radio frequencies for the transmitter based on radar data processor
(082) commands. When returns are received, the 025 amplifies them with very low noise. It also
produces an internal LOCAL OSCILLATOR signal set at 30 MHz above the transmitted frequency.
This is heterodyned with the incoming returns to develop the two 30 MHz IF signals (main and guard
in search modes, and sum and difference in track modes.) The IF signals are sent to the analog signal
converter (038) for processing.
Other APG-70 parts
The APG-70 parts shown in the table have the same function as their counterparts in the APG-63
system:
PART

APG-70 NUMBER

APG-63 NUMBER

Transmitter

111

011

Analog Signal Converter

038

039

Radar Data Processor

082

081

Programmable Signal Processor

044

042

Antenna (same part)

031

031

Flood Horn (same part)

019

019

Power Supply (same part)

610

610

System operation
The following paragraphs describe the APG-70 radar system theory of operation.

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Setup
Look at the waveguide setup for the APG-70 radar system illustrated in figure 120. The waveguide
that carries the GTWT drive signal is between LRUs 025 and the 111. The microwave LRUs are now
the 031, 111, and 025.

Figure 120. APG-70 waveguide routing.

Range gated high PRF

The APG-70 uses HPRF, MPRF, and LPRF waveforms for transmissions. It also uses range gated
high PRF. Range gated high PRF is an intermediate PRF that falls between HPRF and MPRF. The
pulses are spaced a little farther apart than in HPRF, but not quite as far as in MPRF. This produces
some of the desirable effects of both the old waveforms.
APG-70 operating modes
The APG-70 has several operating modes which well discuss here.
Air-to-air search modes
The following are available A/A search modes:
1. HI. This selects the HPRF range-while-search mode, which will search in the 20, 40, 80, and 160
NMI ranges. Its use of all high PRF means that tail aspect targets are very unlikely to be picked
up, but performance against nose-aspect, long-range targets is outstanding.
2. MED. This selects the MPRF range-while-search mode. It uses all MPRF to detect all-aspect
targets from 10 to 80 NMI. Selection of 160 NMI is not allowed.
3. INLV. This selects the interleaved PRF range-while-search mode. It is available in all range
scales and has a PRF menu available for the operator to change PRF at his or her discretion.
4. RGH. This selects the range gated high PRF range-while-search mode. The RGH mode is used
in intermediate and short range, lookdown, and clutter environments to detect both opening and
closing targets.
Manual and automatic acquisition
Acquiring targets with the APG-70 is the same as with the APG-63. During manual acquisition, the
operator uses TDC to position the captains bars over a target, then presses and releases the TDC to

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acquire the target and establish a track file. AUTO acquisition still includes the boresight, long-range
boresight, supersearch, vertical scan, gun scan, and flood modes found in the APG-63 section. Each
auto-acquisition mode uses MPRF, except for long-range boresight, which uses interleaved PRF.
Track
The APG-70 still tracks in the single-target-track format when performing the radar operational
checkout on the ground. It is initially entered from either manual or automatic acquisition. TWS may
be entered from STT during actual operation.
Track-while-scan
The TWS modes in the APG-70 are similar to those found in the APG-63, in that they can maintain
10 target track files plus 18 observation targets.
Air-to-ground modes
The APG-70 radar system makes four A/G modes available to the pilot. All of them use LPRF
waveforms. Only A/G ranging, A/G beacon (BCN), precision velocity update (PVU), and real beam
map (RBM) are discussed.
A/G ranging
This mode determines the slant range from the aircraft to the ground for bombing. The display is a 10
NMI PPI scan like the APG-63 A/G ranging mode uses (fig. 118).
A/G beacon
This mode is a navigational mode that transmits interrogations, processes replies, and displays
positions of ground-based radar beacons. It operates in all ranges and has a one-bar, 100 degrees wide
PPI-type scan (10 degrees is allocated to either side for drift compensation).
Precision velocity update
The PVU mode provides radar-measured velocity that compensates for errors in INS velocities. There
is no display and range is not applicable, the antenna looks down at different points on the ground to
gather velocity data. Pilots utilize this function prior to making a bomb run.
Real beam map
The RBM mode provides conventional A/G functions of large-area mapping and general navigation.
The presentation is in a 100 degree PPI scan format, with 10 degree on each side for drift
compensation. All range scales are available. All LPRFs are used.
Built-in test
The APG-70 BIT has a persistence counter and an enhanced matrix of detectable failure modes.
Automatic modes of BIT
There are two automatic modes of BIT that require no operator action. They are the operational
readiness test and the continuous monitor.
Operational readiness test
The ORT BIT mode does system tests and automatic calibrations to establish a high level of pilot
confidence that the radar will perform its mission. It happens during cold-start power-ups either on
the ground or in the air. As the test occurs, the LRU under test will be displayed in the BIT window
on the lower left of the display. If the test stops on a particular LRU, then it is likely that LRU has
failed a test.
Continuous monitor
The CM BIT runs in the background when the radar is ON. It is non-interruptive. Failures are stored
in the CM BIT matrix.

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Operator initiated BIT

The operator initiated BIT is divided into G-BIT and F-BIT. Each of these may be divided into
standby or operate modes depending on the position of the RADAR POWER switch. The radar BIT
type (G- or F-BIT) run depends on the state of the right MLG weight-on-wheels (WOW) switch.
Operator initiated G-BIT
The operator initiates this BIT on the ground. If the RADAR POWER switch is in OPR when BIT is
initiated, the radar ceases all operations and performs every possible test. If the POWER switch is in
STBY when BIT is initiated, the radar ceases all other functions, latches fault indicators, and displays
the BIT matrices on the MICP.
Operator initiated F-BIT
The operator initiates this BIT in the air. If the RADAR POWER switch is in OPR when BIT is
initiated, the radar ceases all operations and performs every possible test. If the POWER switch is in
STBY when BIT is initiated, the radar again ceases all other functions, sets fault indicators, and
displays the BIT matrix on the MICP.
BIT history matrices
The APG-70 BIT has five BIT history matrices available:
1. ORT matrix.
2. GBIT matrix.
3. FBIT matrix.
4. CM matrix.
5. FRESH matrix.
The FRESH matrix contains the latest known test results. Performing standby- IBIT will display the
matrices. The AUTO-ACQ/REJ switch cycles between the five matrices.
A persistence counter tracks the number of CM BIT failures. The failures are not used in fault
isolation if their persistence count is less than seven in one minute. Not all CM BITS will be
disregarded with less than seven failures. You must refer to the Fault Isolation TO for more
information. Seven or more failures are considered high persistence, and these failures are used in
fault isolation.

203. F-15E APG-70 radar set

The F-15E is equipped with the APG-70 radar set. The system searches for, acquires, and tracks
airborne targets while providing a clutter-free display of all radar information. The system provides
A/A the same as the F-15C. It also provides air to ground mapping, ranging, and a radar beacon mode
in both air-to-air and air-to-ground operation.
System components
The radar set is made up of seven major LRUs and connecting waveguides.
Transmitter (111)
The transmitter (111) amplifies the low power RF signal from the receiver-exciter (025) and couples
high-power RF through the waveguide sum channel to the antenna (031) or flood horn (019) for
radiating into space, or into a dummy load for ground operation.
Receive- exciter (025)
Amplifiers in the receiver section provide low noise amplification of the returns in the main/sum and
guard/difference channels. The receiver-exciter (025) mixes the returns with a local oscillator
frequency to produce an IF frequency which it amplifies.

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The exciter section of the receiver-exciter (025) establishes the basic operating RF for the transmitter
(111) using radar data processor (082) commands. The exciter section provides the transmitter (111)
drive signal, drive signal modulation and receiver section local oscillator signal.
Power supply (610)
The power supply (610) performs the same functions as the F-15C APG-63 APG-70 power supply.
Analog signal converter (038)
The analog signal converter (038) receives the main/track 1 IF and guard/track 2 IF signals from the
receiver-exciter (025) and processes the IF inputs. It converts the IF analog data to digital information
which is then sent to the programmable signal processor (044) for processing.
Antenna (031)
The antenna (031) planar array assembly performs the same functions as the F-15C APG-63/APG-70.
Radar data processor (082)
The radar data processor (082) is a stored program digital computer which does radar set
management, radar control, selected radar data processing, and radar set performance monitoring and
measurement. Functions of the radar data processor (082) include input/output signals handling and
conditioning of interface signals between LRUs of the radar set and other avionic systems.
Programmable signal processor (044)
The programmable signal processor (PSP) (044) receives digital data and controls from the analog
signal converter and the radar data processor (RDP). The PSP also does data preprocessing, altitude
line and main beam clutter rejection, subdivision of data into discrete frequency bands, range/velocity
and angle tracking, high resolution map or real-beam map processing, and BCN return processing.
Air-to-air mode of operation
The AN/APG-70 radar mechanization makes use of three basic waveforms, MPRF, HPRF, and range
gated high (RGH), plus fallout interleaved HPRF and MPRF waveforms. A/A modes are manually
selectable by switch activation on the multipurpose display/multipurpose color display (MPD/MPCD)
along with the throttle, stick grip, and hand controllers, or automatically by the advanced display core
processor (ADCP). The A/A modes are made up of the mode groups search, manual and auto
acquisition, track, and multi-target track.
Air-to-ground mode of operation
The A/G modes of operation are the primary operating modes of the F-15E. We will begin our
discussion with a brief description of the following A/G modes:
RBM mode.
Ground moving target (GMT) mode.
High resolution map (HRM) mode.
PVU mode.
Air-to-ground ranging (AGR) mode.
A/G BCN mode.
A/G backup mode.
Real beam map mode
RBM mode is used to provide a conventional mapping mode for low-resolution ground mapping,
weather returns or for HRM cueing.

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Ground moving target mode

Refer to figure 121 as you read the following. The GMT mode is used for the detection of ground
moving targets (trucks, convoys) out to a maximum of 32 NMI. Targets are displayed as the antenna
sweeps across them and are erased at the start of the next GMT frame.

Figure 121. MPD/MPCD RDR display.

High resolution map mode

The HRM mode is used to provide a high-resolution map for A/G weapons delivery, high range
resolution, and azimuth resolutions by employing synthetic aperture radar (SAR) techniques.
Precision velocity update mode
PVU mode is used to update the system velocity in mission navigator (MN) and/or INS. INS velocity
update is only performed if errors are suspected.
Air-to-ground ranging mode
AGR mode provides a slant range measurement used for target altitude determination, for target
designation, or for position updates. AGR is not directly selectable. The mode is entered
automatically when the system determines that a slant range measurement is required, unless the radar
is supporting a missile in flight.
Air-to-ground beacon mode
In A/G BCN, the radar locates a beacon transmitter on the ground enabling direct interpretation of
relative bearing for tracking, homing or other navigation using a ground BCN reference. The beacon
returns are displayed as several short horizontal lines in range order. The horizontal line closest in
range is the actual position of the beacon.
Air-to-ground backup mode
The radar goes into backup mode when the ADCP has failed. During A/G radar backup mode, the
displays and functions are limited to the left MPD in both cockpits.

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Built-in test
BIT modes are an integral part of the radar that uses hardware and software to test, calibrate, detect
faults, and fault isolate to an LRU. BIT matrix buffers are used to store the faults resulting from tests
to be used for fault isolation and determination of radar performance. LRU and system calibration is
done during BIT. The BIT program is stored in the radar data processor (082) and the 082 controls
BIT.
BIT operates in an automatic or initiated mode or a combination of both types of modes. There are
two automatic modes that require no operator action. These are ORT and CM.
Operational readiness test
The primary purpose of the ORT test sequence is to do system tests and calibrations on individual
LRUs in the entire radar set to establish a high level of confidence that the radar will do its mission
satisfactorily. ORT starts during a cold start power-up on the ground or in the air.
Continuous monitor
CM is an automatic sequence of tests run in a non-interference manner any time the radar is ON. CM
detects failures in the selected radar operating mode and channel. The detected failures are recorded
in the CM BIT matrix, which is used to fault isolate to the defective LRU.
Initiated BIT
IBIT, when commanded by the operator, runs all possible tests of the radar. On the ground, the
FLOOD WAVEGUIDE switch is not tested because of radiation hazard protection interlock. In the
air, the antenna gyro tests are not done because of aircraft motion.
IBIT is divided into two categories, FBIT and GBIT. FBIT is the in-flight BIT (performed in the air)
and GBIT is the maintenance BIT (performed on the ground). When BIT is started, the state of the
WOW switch determines which type of BIT is selected. If WOW is false, FBIT is selected. If WOW
is true, GBIT is selected. GND or AIR is displayed in the lower right hand corner of the radar display
to indicate the position of the WOW switch. IBIT failures are displayed in the order of most serious
failure first.
System integration
The following components interface with the F-15E APG-70 radar set.
Sensor control panel
The sensor control panel contains the RADAR POWER switch and the INS mode switch. The
RADAR POWER switch is a four-position switch consisting of the OFF, STBY, ON, and EMERG
selections. This panel replaces the 541 and the 542 on APG-63/APG-70 on the F-15C.
Multipurpose display system
The ADCP processes all radar video and display symbology for display on the MPD/MPCD. Any of
the MPD/MPCDs are used to display the A/A radar format. The A/G radar format is not available on
the MPCD. Switches on the outer edge of the displays are used to control mode selection, video for
recording, RF channel selections and many mode functions.
Left and right hand controller
The left and right hand controllers contain switches used in A/A radar to control acquisition symbol
position and antenna (031) elevation scan, for mode reject, and to undesignate targets and select
highlight search. In A/G radar, the controllers switches control cursor position, control antenna (031)
elevation angle and position and display window size, mode reject, designate and undesignate targets,
select sequence points, select cursor functions and allow HRM map expansion.
Control stick grip
In A/A radar, the control stick grip contains an auto ACQ/REJECT/IFR DISENGAGE switch which
enables selection of boresight, long range boresight, supersearch, and vertical scan. The switch also

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enables missile tuning off, track-while-scan, high data rate track-while-scan and, when locked on,
enables return to search (break lock). In A/G radar, this switch controls display window size and
mode reject.
Throttle grips
The throttles contain controls used with the radar system. In A/A radar, these controls enable antenna
(031) elevation control and azimuth scan, target acquisition and lock-on, weapon selection, and a
variable supersearch scan pattern. In A/G radar, these controls enable antenna (031) elevation control
to target designate, select sequence points, control the cursor, and freeze and unfreeze the display.
Avionics interface unit 1 and 2
The avionics interface unit (AIU) 1 and AIU 2 work together processing discrete signals from
controlling switches and analog signals from transducers into 16 bit data words which are sent to the
ADCP on the avionics 1553 MUX bus. The AIU 1 functions as primary bus controller for the upfront control (UFC), while the AIU 2 functions as backup bus controller for the UFC.
Blanker
When the radar set is transmitting, the blanker causes the radar warning receiver (RWR) high band
receiver, the LANTIRN (low altitude navigation and targeting infrared for night) NAV pod, and the
LANTIRN targeting pod to be blanked. Internal countermeasures system (ICMS) transmissions cause
the radar receiver (025) to be blanked.
Environmental control system
Circulating air at a predetermined temperature from the ECS cools the transmitter (111), receiverexciter (025), programmable signal processor (044), power supply (610), radar data processor (082),
and analog signal converter (038). Radar cooling air is provided by the ECS with the aircraft engine
operating. During ground maintenance, cooling air is supplied by the ground air conditioning unit
(C10) through the ECS ground-cooling receptacle. When the ECS is shut down in flight, cooling is
automatically provided by ram air.
Liquid coolant system
The transmitters (111) GTWT, microwave processor and high voltage power supply are cooled by
circulating liquid at a predetermined temperature through the transmitter (111) from the aircraft ECS.
IFF reply evaluator
The IFF reply evaluator (IRE) provides the IFF target information when commanded on the A/A
mode during AAIs. The targets are displayed as diamonds or circles indicating the confidence level
of a target being a friend. The diamond indicates the lowest confidence level and the circle indicates
the highest.
Avionics status panel
The indicators related to the radar system are ASP numbers 2, 4, 25, 34, 61, and 62.

204. APG-63 (V)1 radar

If you have worked the APG-63 radar in the past and now are working the APG-63(V)1 radar you
will be pleasantly surprised at how much less the (V)1 system fails. The APG-63(V)1 radar is
installed on F-15C/D aircraft. The (V)1 is projected to have a mean time between maintenance
actions (MTBMA) of 120 hours. This means each individual radar system should operate for 120
hours before any part goes bad. This is much better than the 13 hours MTBMA for the APG-63 and
APG-70 radar systems. Reduction of malfunctions that cannot be duplicated is also guaranteed. This
guarantee is made possible through the use of new components and an upgraded CFRS/CFI system
tied directly to the data transfer module (DTM) data downloaded during pilots debriefs. (CFRS/CFI
stands for computerized fault reporting system and computerized fault isolation.) CFRS is already
established in the field. CFI is simply CFRS software that provides maintenance diagnostic capability
for the APG-63(V)1 radar.

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New maintenance concepts

The approach to maintenance on the APG-63(V)1 radar system is different than most technicians are
used to on the flightline. Traditionally, the radar BIT was just one piece of information available for
troubleshooting. Technicians considered BIT indications when troubleshooting, but they were not
completely dependent on them. The APG-63(V)1 dictates how maintenance is to be accomplished.
The BIT functions of the radar have been drastically improved. It is capable of troubleshooting the jet
in 98 percent of all conditions, and has measures to grow as idiosyncrasies are discovered.
Stipulations in the contract with the manufacturer require USAF personnel to strictly adhere to the
BIT and CFRS/CFI fault isolation process. For example, if CFRS/CFI tells you to remove and replace
the transmitter, but you choose to change the power supply instead, then you have voided the
warranty. The squadron will be liable for transportation and repair costs of the LRU. Squadron
commanders are going to be very upset if money gets wasted in this manner.
Importance of CFRS/CFI
There is no fault isolation manual for the APG-63(V)1 radar. Faults are isolated exclusively by the
BIT tests within the radar and CFRS/CFI. The process works because all of the failures that BIT can
identify are stored within the CFRS/CFI system at your work center. The combination of data from
the pilots DTM and inputs from the pilot about what he/she observed in-flight will lead CFRS/CFI to
the probable faulty LRU. CFRS/CFI always gives one of three types of positive maintenance actions:
1. Job control number generated and a maintenance action identified. After three maintenance
actions have been tried and the problem still exists, the manufacturer will get involved and
provide further assistance.
2. Informational write-up generated with no maintenance action required.
3. False alarm report generated, indicating normal operation under reported flight conditions.
Data transfer module
The APG-63(V)1 uses the DTM for troubleshooting. During the mission, radar stores BIT faults and
electronic serial numbers of all the radar LRUs. When the pilot writes to the DTM, all the BIT faults
and radar LRU serial numbers are transferred to the DTM. Then, the pilot loads the data into
CFRS/CFI where fault isolations take place. Now, keep in mind that all of the data in CFRS/CFI is
shared between the USAF and the manufacturer. If you decide to swap LRUs with another aircraft
instead of following the proper supply procedures, you again risk voiding the warranty. (Remember
that the serial numbers of each part are recorded on the DTM.) Simply follow the CFRS/CFI
instructions without deviation!
System components
There are seven major LRUs in the APG-63(V)1 radar system, shown in figure 122. Notice that the
power supply has moved up to the top-right of door 3L and that there is now only one digital
processor, the 385. The 031 is unchanged and interchangeable with other radar systems.
Radar control panel (342)
The 342 performs the same role as the 541 and 542 did, but its a new unit designed to work with the
modes and BIT available in the APG-63(V)1. Most outputs go directly to the radar data processor
(385). One visible change is the omission of the emergency flag. Now, if EMERG is selected, the
pilot will see an E in the lower left corner of his display and the event will be recorded on the DTM.
Receiver-exciter (325)
The receiver-exciter performs the same functions as the APG-70 receiver-exciter.
Transmitter (311)
The transmitter performs the same functions as the 011 and 111. The manufacturer did add coffin
handles to the sides of the transmitter to assist you in transporting it from the B-4 stand to the
container.

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PS
DP

Figure 122. APG-63(V)1 RSC and general LRU layout.

Analog signal converter (338)

The 338 performs the same functions as the 039 and 038 did.
Radar data processor (385)
The 385 provides control, data processing, and high-speed digital signal processing functions that
were formerly done by two processors (081/042 or 082/044). The RDP stores the radar OFP and
protects the radar from overheating.
Power supply (310)
The 310 performs the same functions as the 610 did for the APG-63 and APG-70. It meets the APG63(V)1 specifications for BIT testability and reliability.
Antenna (031)
The antenna remains unchanged. Funding was not allocated for 031 improvements in conjunction
with the APG-63(V)1 installation.
System operation
There are only a couple of mode changes in the APG-63(V)1 radar system, primarily in the A/G area.
Look at 342 in figure 122 as we discuss. A/A modes remain the same as APG-70 radar.
A/G modes
There are three modes selectable with the A/G master mode switch pressed:
1. A/G ranging - This mode provides a 10 NMI PPI display for determining slant range to the
ground for bombing. All LPRF is used.
2. RBM - The RBM mode provides conventional A/G functions of large-area mapping and
general navigation. The presentation is in a 100 degrees PPI scan format, with 10 degrees on
each side for drift compensation. All range scales are available. All LPRF is used.
3. PVU - This is the same as PVU on the previously discussed systems. It provides radarmeasured velocity estimates to correct INS errors and has no display. PVU uses all LPRF.
Built-in test
As mentioned earlier, the APG-63(V)1 has a much-improved BIT. It runs in the same manner as the
other radar BITs, but it has increased number of test points and uses CFRS/CFI.The new BIT is
designed to detect at least 95 percent of all possible failures and out-of-tolerance conditions that
degrade tactical operation. It is designed to isolate the fault to one failed LRU 98 percent of the time;
to an ambiguity group of two or fewer LRUs 99 percent of the time; or to an ambiguity group of three
or fewer LRUs 100 percent of the time. Ambiguity group refers to a situation where the fault may lie

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within more than one LRU and the radar cannot isolate it any further. In addition, BIT is required to
reduce the amount of could-not-duplicate (CND) solutions to an 8 percent maximum rate. The CND
solution is used when a maintainer cannot reproduce the failure reported by a pilot. Since the system
is not failing regularly, maintainers will let it fly and wait to see if it breaks again. BIT operates
either automatically or in an initiated mode.There are two automatic BIT modes that require no
operator action. They are power-on self-test (POST) and periodic BIT (PBIT).
Power-on self-test
The POST BIT is executed automatically at either standby cold start or operate/emergency cold
start.
POST when executed at standby cold start
This occurs when the POWER switch goes from OFF to STBY and runs virtually all tests run by an
IBIT. LRU names are displayed as each is tested.
POST when executed at operate/emergency cold start
This occurs when the POWER switch goes from OFF to OPR or EMERG. It runs only the core tests
necessary to get the radar operational.
Periodic BIT
The periodic BIT (PBIT) automatically checks radar function in a non-interference manner during
tactical operation of the radar.Think of it as being very similar to continuous monitor BIT in older
radars.
Initiated BIT
In addition to the automatic BIT modes, the APG-63(V)1 has an operator IBIT. IBIT is the complete
set of tests, including PBIT tests, which the operator must choose to run either on the ground or in
flight. An operator initiated BIT will cease all operations and cause the radar to perform its test.
During the initial stages of IBIT, the radar determines whether or not it is in the air by using the right
MLG WOW switch position. If it is in the air, the radar performs the flight BIT (FBIT) functions of
IBIT. If it is on the ground, the radar performs the ground BIT (GBIT) functions. During IBIT, the
radar will give the operator the option to run a track-test and/or a switch test that checks the
functionality of the 342 control knobs and switches. An initiated BIT with the radar in STBY will
cause the BIT matrices to be displayed. The BIT displays include the following (fig. 123):
1. Pilot BIT matrix.
2. Software version ID display.
3. Maintenance BIT matrix (includes results of most recent IBIT, PBIT, persistence count, and
FBIT).
4. BIT window (lower left corner).

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Figure 123. Typical APG-63(V)1 BIT displays.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

201. APG-63 radar

1. List the major LRUs of the APG-63 radar set.
1-17

2. Which LRU generates the basic RF operating frequencies for the radar set?
1-2

3. Which LRU amplifies low power RF (GTWT drive) from the RFO?
1-2

4. The receiver amplifies the RF returns, converts them to 30 MHz IF signals, amplifies them again,
and sends them to which radar component?
1-2

5. What type of commands does the data processor (081) send to the power supply (610)?
1-9

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6. What does the programmable signal processor (042) provide?

1-8

7. Which LRU receives serial digital data from the CC and radar set, analog and discrete data from
the radar set, and a composite video signal from PACS?
1-3

8. During the transmitting function, which component sends the frequency selection to the RFO?
1-6

9. During the transmitting function, how does the RFO send the GTWT drive signal and to which
component is it sent?
1-6

10. How does the APG-63 radar set filter out ground clutter?
1-7

11. The receiving function of the APG-63 radar is divided into what two broad categories?
1-8

12. Which component is the only LRU involved in the data processing function?
1-9

081

13. Which LRU is the only radar component that requires liquid cooling?
011

14. When running an operate IBIT on the ground, what should be displayed in the BIT window?
GND

15. During which BIT are the faults detected by the radar displayed?
STBY BIT

16. Explain the HPRF operation of the APG-63 radar set.

1-12

17. What detection ranges are available only during MPRF operation?
10,20,40,80

18. If the pilot wants to continue searching for other targets while tracking another target, he can
accomplish this by using which basic mode group?
TWS

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19. What is the primary A/A search mode used for detection and acquisition of both closing- and
opening-rate airborne targets?
INLV

20. What is acquisition and how can the pilot acquire a target?
Auto or Manual

21. During manual acquisition, what control is used to move the acquisition symbol around the radar
display?
TDC

22. Explain the A/G ranging mode.

1-6

202. F-15C/D APG-70 radar set

1. The F-15 C/D APG-70 radar set is made up of how many major LRUs?
7

2. The receiver-exciter (025) combines the functions of which APG-63 LRUs?

001 & 022

3. Which APG-70 radar set major components use waveguides or are termed microwave LRUs?
111, 025, 038

4. Explain range gated high PRF.

1-18

5. When in the HI A/A search mode, what range will the radar search?
20-160 NMI

6. When in the MED A/A search mode, what range will the radar search?
10-80 NMI

7. How many A/G modes are available and what waveforms do they use?
4, LPRF

8. Pilots will use the precision velocity update function prior to making a bomb run to compensate
for what?
Suspected velocity errors in the INS

9. What happens when a G-BIT is initiated with the RADAR POWER switch in STBY?
BIT matrix displays

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10. List the five BIT history matrices available.

ORT, CM, FBIT, GBIT, FRESH

11. What action will display the BIT history matrices?

Stby BIT

12. What control will cycle between the BIT history matrices?
AUTO-ACQ forward

13. Explain how the persistence counter is used for fault isolation.
CM faults up under persistence of 7 are not used for troubleshooting except for certain
BITs per the F.I.

203. F-15E APG-70 radar set

1. Name the seven major LRUs of the APG-70.
031,111,610,082,044,038,025

2. Which LRU receives digital data and controls from the analog signal converter and the RDP?
044

3. Explain the purpose of the RBM mode.

Low-resolution mapping

4. Which A/G mode is used for detection of trucks or convoys out to 32 NMI?
Ground moving target (GMT)

5. What does the HRM mode provide?

High-res map for weapons delivery

6. Explain the purpose for the PVU mode.

Velocity update for INU when there are suspected errors

7. What is the purpose of the ORT?

To perform a comprehensive test of all radar components before operation

8. What is the difference between an FBIT and a GBIT?

FBIT transmits through 031 and disables the azimuth portion of the test due to A/C movement

9. What determines whether an FBIT or GBIT will be performed?

WOW switch in RMLG

10. What portion of the initiated BIT is performed only in the air?
F-BIT

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204. APG-63 (V)1 radar

1. What computer system is used in addition to BIT to help achieve the contracted requirements for
fault isolation in the APG-63(V)1?
CFRS/CFI

2. How will the BIT results from the radar get to the CFRS/CFI workstation in debrief?
Via DTM

3. Aside from pilot directed maintenance, are you allowed to deviate from the BIT and CFRS/CFI
instructions?
No, deviating voids the warranty

4. What are the seven major LRUs in the APG-63(V)1 radar?

031,311,310,385,325,338,342

5. What new 311 feature makes transportation of the part easier?

4 casket handles

6. Where is the APG-63(V)1 radar OFP stored?

385

7. BIT for the APG-63(V)1 is divided into what two modes?

Automatic or initiated

8. What will be displayed when running an IBIT with the POWER switch in STBY?
BIT matrix

9. What type of BIT is started when the radar is switched from OFF to OPR or EMERG?
A bare-bones BIT that only tests the essential processes

10. What will be displayed when running an IBIT with the POWER switch in STBY?
BIT matrix

12. Integration Systems

In this section, we will concentrate on A through D models of the F-15 overload warning system. We
will then discuss the F-15 central computer complex. And finally, well cover the F-15E model
advanced core display processor.

205. Overload warning system

The overload warning system (OWS) determines structural loads (stress) being applied to the
airframe during airborne operations. This alerts the pilot to a potential over-G of the jet. The pilot can
change or ease up on the maneuver being executed. Preventing over-Gs on the aircraft reduces the

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amount of stress placed on the aircraft; thus reducing maintenance and maximizes aircraft
performance.
Definitions
These definitions will be useful to understanding OWS theory:
G-force
A unit of force equal to the gravity exerted on a body at rest. Measured at one G, this is the amount of
force you are experiencing as you sit and read this CDC.
Positive G
Any force on a body that is greater than one G. A positive G is what you experience on a roller
coaster while being pressed down into your seat. During a two-G maneuver, a 200-pound man would
exert 400 pounds of force on the seat.
Negative G
Any force on a body that is less than one G. A negative G is what you experience on a roller coaster
when it makes its initial drop and you are pressed upward against the shoulder straps. A zero-G
maneuver is weightlessness.
Over-G
Over-G is a condition that occurs when the maximum allowable force on a structure has been
exceeded. This condition causes structural damage if the force is great enough.
System components
The OWS system has only one LRU, the OWS RESET switch. The OWS is a software program that
is associated with two other LRUs: the CC and PSDP. There are several other LRUs that provide
various inputs for OWS calculations.
OVERLOAD WARNING RESET switch
The OVLD WRN RESET SW is a two position (norm and reset) momentary toggle switch mounted
in the nose landing gear wheel well, left of the ASP. The switch is used with the navigation control
indicator (NCI) panel to clear overload conditions from the CC memory and erase the OWS matrix
display from the MICP.
Central computer
The CC is a digital computer that contains the OWS software and performs the calculations, using
inputs from various components.
Programmable signal data processor
The PSDP is a display processor that receives OWS data from outside systems, conditions them, and
sends them to the CC to be used in the OWS calculations. The PSDP also processes the OWS
information displayed on the MICP, HUD, and heard in the headset.
System operation
The following paragraphs describe the OWS system operation.
Inputs signals
The OWS is a software system, which draws on existing aircraft configurations (i.e. weapons, fuel)
and flight data (i.e. air speed, angle of attack) to calculate the structural loads being applied to the
aircraft. These computations show the maximum allowable G force that the aircraft can withstand
without causing structural damage. The OWS computation is done by comparing the OWS computed
maximum allowable G force with the G force currently being applied to the aircraft. The CC receives
digital inputs across the H009 MUX from three LRUs: the air data computer (ADC), PACS, and
PSDP. Lets look at the different inputs coming from each LRU. Figure 124 is a block diagram of
the inputs and output of the OWS.

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Figure 124. Overload warning system block diagram.

Air data computer

The ADC sends flight data consisting of angle of attack (AOA), Mach number, pressure ratio, and
barometric corrected altitude across MUX bus channels 1 and 3.
Programmable armament control system
The PACS sends signals telling the CC what is loaded on the aircraft. The OWS program needs to
know what pylons, racks (different bombs require certain mounting racks), weapons type (500, 1000,
2000 lbs and missiles), and wing tanks and/or conformal fuel tanks (CFT) are loaded for accurate
computations.
Programmable signal data processor
The PSDP receives analog data from several different components. It takes this data and converts it
into a digital signal and sends it to the CC on MUX bus channels 2 and 4. Here is a list of the
components and the signals sent to the PSDP.

Multipurpose color display - The MPCD is used to manually input information on aircraft
stores (i.e. bombs) loaded on the aircraft. This information is sent to the PACS via the PSDP.

Fuel quantity indicator - Sends the total fuel quantity for the aircraft to include the all internal
fuel cells and external wing tanks and centerline tank. It will NOT send fuel quantity for
CFTs.

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Fuel quantity signal conditioner - Sends CFT fuel quantity to the PSDP.

Roll/Yaw computer - Sends lateral stick force and roll rate to the PSDP.

Pitch computer - Sends stabilator (stab) position to the PSDP.

Accelerometer - Measures the current G-force on the aircraft and sends it to the CC. The
accelerometer is located in the right main landing gear wheel well. If the PSDP and/or OWS
are not working, the INS sends current Gs to the CC as backup so the pilot still knows how
many Gs are being pulled.

OVERLOAD WARNING RESET switch - Sends a signal to clear existing OWS information
from the CC.

Results of inputs
The OWS program uses the data provided to it to compute the G force being applied to seven
different areas of the aircraft. These seven areas are the fuselage (FUS), wings (WNG), left tail
stabilator (LTS), right tail stabilator (RTS), pylons (PYL), CFT, and mass items (MIT) (i.e. engines,
jet fuel starter airframe mounted accessories drive, etc.). After the computations are complete, the CC
compares the OWS information with the stored structural data on the seven different areas to
determine if an overload condition exists. The structural load or stress placed on the aircraft is
measured and displayed in percentages. The percentages are then grouped in ranges and the ranges
are assigned a number called the severity code. See the below table.
Percent of Design Load Limit

Severity Code

a85 100

100 110

110 120

120 130

130 140

140 and higher

Output signals
The CC sends OWS information to two LRUs, the PSDP and the HUD data processor.
Programmable signal data processor
The PSDP receives several signals from the CC. They include the OWS matrix display information, a
tone control or voice warning command, and the overload latch signal.
OWS matrix display
The CC transmits the matrix information to the PSDP. The PSDP sends this display information to
the MICP for display once it is requested using the NCI panel.
Tone control/voice warning
The tone control/voice warning lets the pilot know the level of stress that is being put on the aircraft.
Different percentage rates give different tones or voice warnings (see below table). Each signal is
commanded by the CC and sent to the PSDP. The PSDP sends these signals to the integrated
communications control panel (ICCP).
Percent of maximum allowable load

Signal

85 to 92

900HZ tone interrupted at 4HZ rate

92 to 96

900HZ tone interrupted at 10HZ rate

96 to 100

900HZ solid tone

above 100

Voice Warning (OVER-G, OVER-G)

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Overload latch
Once the overload condition is above 100 percent, a ground is sent to the ASP to latch fault indicator
72. This indicates that an overload condition exists.
HUD data processor
The HUD data processor (DP) receives the normal acceleration (current G) and maximum allowable
acceleration data (maximum allowable Gs) or NOWS (OWS not operational) to be displayed in
window 8 of the HUD.
Displays
There are three displays for the OWS. They are the MICP OWS matrix display, MICP test pattern and
HUD window 8. Look at figure 125 for an explanation of how to read the MICP OWS matrix.

Figure 125. MICP OWS matrix display.

MICP OWS matrix display

The three worst overload conditions for each component are stored in memory for an OWS matrix
display on the MICP. The CC also computes the overload percentage; the worst overload conditions
and latest overload condition that happened on each flight. These, along with the G measurement
during each overload, are stored in memory.
What is done with overload information? Depending on the severity of the over-G, various panels
may have to be removed to inspect the aircraft frame for cracks. A severe over-G will require an
extensive inspection of much of the airframe.
MICP test pattern
The MICP test pattern is used during the operational checkout of the OWS. It is used to check the
integration signals for the stick force and fuel quantity systems (fig. 126).

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Figure 126. MICP test pattern.

HUD window 8 display

The HUD window 8 will show the current Gs and the maximum allowable Gs (fig. 127). The
maximum allowable Gs are computed by the CC and sent to the HUD processor. If the maximum
allowable Gs cannot be computed for any reason, then window 8 will display the current Gs from the
accelerometer and NOWS. NOWS lets the pilot know that OWS warnings are not available at that
time. During normal operation, the HUD window 8 display is the only OWS display the pilot will see.

Figure 127. HUD window 8 display.

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System operation
The CC/OWS is constantly working. The ADC is sending AOA, speed and pressure readings. PACS
is telling the CC what is loaded on the exterior of the aircraft: one tank on each wing, a centerline
tank, and four missiles. The CC knows exactly how much each item weighs from its memory of
stored data. However, since it does not know how much fuel is in the tanks, the fuel quantity indicator
tells the CC how much fuel is on board. The CC takes the amount of fuel and computes its weight.
The CC now knows the exact configuration of the aircraft. Next, it looks at the amount of
commanded pitch by the pilot (stick force) and compares that with the stab position (actual pitch of
aircraft). The CC takes the speed, pitch, and configuration to compute the maximum allowable Gs on
each of the seven areas of the aircraft. It then compares the maximum allowable G with the current G
force from the accelerometer to determine if an overload condition exists.
The CC sends the computed maximum allowable and current Gs, from the accelerometer to the HUD.
As the overload condition increases, the CC sends a signal to the ICCP to enable the 4 hertz (Hz)interrupt rate warning tone for the pilot, when the condition goes between 8592 percent. Then the
900 Hz tone would shift to the 10 Hz-interrupt rate when the condition went from 92 to 96 percent
and a solid tone for conditions from 96 to 100 percent. Once the overload condition goes above 100
percent, a voice warning of OVER-G, OVER-G would be heard. A signal would also be sent by the
CC through the PSDP to latch ASP 72. Once the overload condition peaks out, the CC records the
overload condition in memory if it ranks in the top three for each component or if it is the last
overload condition.

206. Central computer complex

The heart of the F-15 A through D model avionics is the central computer complex (CCC). The CC
does detailed computations for aircraft navigation, weapons delivery and control, and display
systems. It also performs computations for the various avionics displays and indicators. After
studying this lesson, youll have a good idea how the CC functions and the importance of the system
to the F-15 A through D model aircraft.
Major components
The CCC consists of five major components: the CC, two MUX buses (H009 and 1553), DTM
receptacle, and memory loader verifier (MLV) receptacle.
Central computer
The CC (fig. 128) is a high-speed, general-purpose, stored program, digital computer. Through
MUX buses, it integrates the various avionics subsystems into a single weapon system. By using
information from various avionics systems and sensors, the CC calculates navigational, display,
weapon delivery, and weapon control information. Under guidance of the OFP, the CC computes
aircraft position, velocity, altitude, and attitude for navigation, weapons delivery, and display
purposes.
The development of the CC gave aircraft avionics enormous flexibility and capability. The CC totally
defines the term integrated avionics. Heres an example of that flexibility and capability. The CC
performs different functions, depending on the aircraft avionics master mode selected on the mode
beacon light panel. There are three aircraft avionics master modes:
1. A/A.
2. A/G.
3. Attitude director indicator (ADI).

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Figure 128. Location of the central computer.

Data transfer module receptacle

The DTM receptacle is simply a device that accepts the data transfer module. The receptacle provides
an interface between the DTM and PSDP in order to load mission data into the CC. The DTM and
DTM receptacle will be covered in more detail later.
Memory loader verifier receptacle
The MLV receptacle provides a connection for the programmable loader verifier (PLV) to the
aircraft. The PLV (AN/ASM-700) is commonly referred to as the PLV/NT (PLV/new technology).
The MLV receptacle is used to load OFPs and other instructional code required for avionic
components that are linked through the 1553 MUX bus.
Multiplex buses
The MUX buses are super highways for digital data between the CC and its peripherals (avionics
systems/equipment). The CC is the master terminal and the peripherals are the remote terminals (RT).
Each RT communicates with the CC only after the CC sends a select word to that RT. RTs can
communicate with the CC on the MUX buses, but they cant communicate with each other. There are
two types of MUX busesH009 and 1553.
Major sections of the central computer and built-in test
The very high-speed integrated circuit (VHSIC) central computer contains five different types of
modules and a battery. The modules of the VHSIC CC are listed:
1. Three data processing modules (DPM).
2. Three input/output (I/O) modules (IOM).

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3. Bulk memory module (BMM).

4. Bulk storage module (BSM).
5. Timing and discrete module (TDM).
The battery is used to retain variable data such as time-of-day, navigation data and so on. The CC is
rack mounted and secured by two ratchet-type-knurled fasteners.
CC built-in test
The CC BIT reports failure in any of the CC shop replaceable units (SRU). The failure is then stored
in the CC nonvolatile memory. SRU data can be displayed on the MPCD using the BIT menu. The
SRU failures also can be cleared through the BIT menu. After an SRU failure has been cleared on the
MPCD, press and release the CC RESET on BCP. If CC failures reappear, the CC should be replaced.
CC operation and integration
The CC requires three-phase, 115 volts alternating current (VAC), 400-Hz power input. The CC
switch on the ground (GND) power (PWR) control panel applies power to the CC. The CC
communicates directly with the DTM.
F-15 data transfer module
The DTM is a programmable, battery-powered, nonvolatile memory device used to transfer flight
operations mission data to the CC. Figure 129 shows the DTM and the DTM receptacle.The DTM
receptacle allows the DTM to interface with the CC.

Figure 129. Data transfer module and receptacle.

Data transfer module types

Two types of DTMsmaintenance (MAINT) and operations (OPS)can be used by the DTM
receptacle. The OPS DTM (used by pilots) contains more memory storage than the MAINT DTM
because the OPS DTM requires a larger memory to hold a wide variety of mission data. The MAINT
DTM is used only to read bit-type data for maintenance purposes. The DTM transfers A/A and A/G
operations data, as well as maintenance data, from the CC to the DTM by way of the PSDP.

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Data transfer module READ function

The READ function is a process of the CC reading data from the DTM. Selecting READ on the
MPCD causes the CC to lock out keyboard entries on the NCI and generates a READ IN PROGRESS
legend to be displayed on the MPCD.
Data transfer module WRITE function
The WRITE function is used to record mission data on the DTM. The DTM receives mission data
from the CC, by way of the PSDP.
CC operational flight program
The OFP is the program loaded into the VHSIC CC. It contains instructions necessary to do radar,
general navigation, and weapon delivery computations. The VHSIC CC OFP consists of seven
program functions. Although each function is a complete set of instructions for doing specific duties,
other functions may help. In this regard, they all work together, as a team, to get the job done.
The functions that make up the total program are the executive, A/A, A/G, navigation, flight director,
controls and displays, and computer self-test functions.
Executive function
The executive function interfaces with all other program functions. The executive function has five
program subfunctions, which are identified in the table below.
Subfunction

Explanation

Initialization

Controls all power-up or reset parameters along with setup for processing of
all executive sub-functions.

Interrupt processing

Services armament interrupt routines by giving memory and registering

priority to the armament system for data processing; thus interrupting any
normal routine in work.

External I/O processing

Interfaces with the CC peripherals in testing all MUX capability.

Program scheduling

Sequences the functions timing and calls the functions at the required
scheduling rates.

Fault processing

Provides OFP fault tolerances along with collecting and storing data for the
computer self-test function.

A/A function
The A/A function assists in the management and delivery of air-to-air weapons and receives radar
data to assist in target tracking and display of target data. This function also provides data for steering
and displays, does computations, displays HUD cues for gun mode operations (providing lead angle),
and provides missile prelaunch and post-launch management. It interfaces with the executive
function, navigation function, and the controls and displays function. The A/A function also
interfaces, through the I/O section, with CC peripherals.
A/G function
The A/G function operates when the A/G master mode is selected and valid attitude, velocity, and
heading data are available. This function provides weapons and delivery control of air-to-ground
weapons, delivery parameter setup, and steering and release computations.
Navigation function
The navigation function of the CC collects data from the INU and other peripherals, analyzes and
computes the information for use by the pilot and other peripheral systems. The navigation function
performs the following tasks:
1. Computes the best available navigation data (attitude, heading, velocity, altitude, and present
position).
2. Updates position and velocity.

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3. Computes range and bearing to a waypoint or tactical air navigation (TACAN) station
destinations.
4. Processes joint tactical information distribution system (JTIDS) position transfer data (target
information) and vectoring data from the JTIDS terminal.
5. Designates an A/G target and identification point (IP) upon aircrew selection.
6. Performs NCI data interface, computes sideslip for the engine diagnostic unit (EDU), and
initiates spin recovery displays.
Flight director function
The flight director function provides TACAN, NAV, and ILS steer mode processing (ground track,
command heading, range, and bearing) for display on the horizontal situation indicator (HSI). It also
performs range and bearing or steering computations for display on the ADI and HUD in TACAN,
NAV, and ILS steering modes.
Controls and displays function
The controls and displays function provides the CC (also PACS, DTM, and the VTRS) with the latest
configuration of aircraft system controls. This function also updates control panel indicators, manages
symbology for the HUD and MICP, processes data for the signal data recorder, and handles
processing for the overload warning system.
Computer self-test function
The computer self-test function provides initialization self-test, CPU self-test, memory self-test, CC
I/O and multiplex test, and error handling functions.
Inspecting the CC memory
You can troubleshoot virtually any avionics system by examining the CC I/O memory data and the
internal memory parameters of the CC database to find malfunctions. To do this, you enter all inputs
and requests to the CC through the MPCD or the NCI keyboard. Youll start with the NCI.
Using the navigation control panel to inspect central computer memory
The NCI right DRD window displays the data in CC memory in the form of a five- or six-digit octal
code. This code is meaningless in its original form; therefore, you must decode it. Generally speaking,
this involves converting the octal number to a 16-digit binary word and using data tables to extract its
full meaning. Detailed procedures are in TO 1F-15C-2-31GS-00-1, General SystemIndicating/Recording Systems.
The information contained in the 16-digit data words, of course, is the thousands of parameters the
CC needs to get its job done. Antenna position, true airspeed, AOA, Mach number validity, and true
airspeed validity are some examples. So you see, the information can be a very precise value
requiring many digits, or it may be a simple valid or not valid signal requiring only one digit.
Using the multipurpose color display to inspect central computer memory
TO 1F-15A-2-31GS-42-1 provides the information you need to audit the VHSIC CC using the
MPCD. The MPCD provides a much easier method of inspecting the CC memory. You can access the
MPCD AUDIT display directly from the BIT menu.
The NCI uses an octal readout, where the MPCD uses numerous readout formats. Hexadecimal
(HEX) is the preferred readout format. This is a process of converting the four-digit HEX number to a
16-BIT binary number. Remember, a binary number is counted from left to right from 0 to 15. You
need to convert the HEX readout in order to read the most significant binary number and the least
significant binary number. Once you find the applicable MPCD AUDIT addresses and readout table,
you can start examining the CC memory. Figure 130 shows a typical MPCD audit display.

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Figure 130. Typical MPCD audit display format.

207. Advanced display core processor

Time Compliance Technical Order (TCTO) 1F-15E-807, Installation of Advanced Display Core
Processor (ADCP) P/N 8525470-950 into F-15E Aircraft, 1 Jun 06, dramatically changed the
configuration of the F-15E aircraft. This TCTO saw the removal of both the CC and the multipurpose
display processor (MPDP) and in their place, the installation of the ADCP. The ADCP combines all
the functions of both units and is the bus controller and display processor for the entire aircraft.
System description
The F-15E ADCP combines central computer processing, analog to digital conversion, discrete
processing, and video display processing in a single LRU. The ADCP is located where the MPDP
used to be, on the top shelf, left corner, in door 3L (fig. 131). The ADCP is made up of the following
components:
General purpose processor
The general purpose processor (GPP), including the intelligent serial module (ISM) (main and
essential), accomplishes all mission data processing within the ADCP. The ISM supports loading
LRU software by way of the 1553 MUX bus using a PLV. The GPP interfaces and controls the
avionics and fighter data link (FDL) MUX buses. The GPP stores the OFP that controls the tactical
operation of the ADCP system.
Image processor modules
The multipurpose display processing is performed by the image processor module (IPM) section of
the ADCP. The IPM does display related processing (for example, generation of graphical and
symbology overlays) within the ADCP. The IPM stores part of the OFP and controls all cockpit
displays (MPD/MPCD/HUD) and secondary HUD and VTRS.

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Figure 131. ADCP location.

VERSA module Eurocard 64 main and essential busses

The VERSA module Eurocard (VME) 64 main and essential buses service the multipurpose display
processing and central computer processing functions. During the normal mode of operation (no
detected faults), these buses are interconnected and the system is in full operation. In degraded mode
(fault detected), the buses are split and the system operates on the bus without detected faults. The
displays connected to the functioning bus will operate, and since the buses are redundant, many of the
core processing functions will be available.
Principles of operation
The ADCP system has four modes of operation: normal, degraded, emergency, and test.
Normal mode
The normal mode of operation is enabled when aircraft power is applied and there are no detected
failures. Normal mode produces the complete set of displays available for the MPD, MPCD, and
HUD. The ADCP produces the displays as directed by the ADCP OFP. The ADCP OFP defines the
displays to be produced. The ADCP operates as the primary display controller for the MPD system.
Degraded mode
The degraded mode is enabled when a simple failure is detected that does not reduce functionality or
when a severe failure occurs and causes a main and essentials bus split. All failures are stored in the

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bridge modules fault logs. If a bus split occurs, the functioning bus (main/essential) will automatically
be selected. The displays associated with the failed bus will not be available with the exception of the
functions that are redundant on the buses. A bridge module failure will force ADCP operation to the
main bus. A GPP failure will be flagged, but the other GPP will support all systems. If a module fails,
the displays supported by that module will not be available for display.
Emergency mode (dual generator failure)
When the ADCP detects a loss of power, the ADCP checks the generator no go discrete signal input.
If the discrete is a ground, only one generator is off line and the ADCP operates in the degraded
mode. If the no go discrete is open, both generators are off line and the ADCP operates in the
emergency power mode. When both generators are off line, the essential bus is powered by the
aircraft emergency power unit. The HUD, all MPD, and both rear MPCDs go blank and only the
electronic attitude director indicator (EADI) format is displayed on the MPCD and the push buttons
(PB) are disabled.
Test mode
The ADCP system does four types of BIT (power-up, background, maintenance, and initiated).
Power-up BIT is done when power is applied to make sure the ADCP is operational. Background BIT
is done at intervals during normal system operation and does not interrupt system operation. Initiated
and maintenance BIT are manually initiated, and interrupts normal system operation. Equipment
failures are displayed at the lower center of the BIT format displays.
Avionics master modes of operation
The following paragraphs describe the ADCP avionics master modes of operation.
Air-to-air
The A/A master mode provides for visual short range, high-g performance during A/A combat. It also
provides for medium range, head down attack ability. When a weapon type is selected, the ADCP
automatically initiates display and radar operating modes. The ADCP also sequences and initiates
pre-launch signals for the selected weapon.
Air-to-ground
The A/G master mode provides for visual attack ability for delivering bombs, dispensers, and for
firing the gun. The conventional weapon delivery modes are continuously displayed impact point
(CDIP) and automatic (AUTO). In the occurrence of an ADCP failure, a manual delivery mode is
also available. The ADCP controls the attack displays displayed on the HUD and the required weapon
delivery computations.
Navigation
The NAV master mode provides for attitude and steering display information on the HUD for general
navigation. The ADCP controls the NAV displays on the HUD. Steering mode selection is done using
the integrated multifunction display system.
Instrument (INST)
The INST master mode of operation provides a one-step procedure to quickly call up basic flight
instrument displays. The HUD displays for the INST master mode of operation are the same as the
HUD displays during NAV master mode of operation. The basic flight instrument displays that
appear on the cockpit multipurpose displays are as follows:
A/A radar format on the left MPD.
EADI on the MPCD.
Electronic horizontal situation indicator (EHSI) on the right MPD.

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Multiplex bus integration

The ADCP interfaces with other avionics systems over the multiplex bus. Lets discuss these
interfaces.
Avionics 1553 MUX bus 5A/5B
The ADCP interfaces with several peripherals over the 5A/5B bus. These include the automatic flight
control system (AFCS), AIU 1, AIU 2, ICMS, INS, LANTIRN pods, and the radar system.
Avionics 1553 MUX bus 7A/7B
The FDL interfaces with the ADCP over buses 7A/7B.
Avionics 1553 MUX bus 8A/8B
The embedded GPS/INS (EGI) receives time of day, date, almanac data, initialization data, wander
angle, barometric altitude, and position updates. The PACS system also communicates on bus 8A/8B,
providing weapon selection/control and launch parameters.
ADCP operational flight program
The ADCP OFP is made up of seven program functions. These functions are identical to the ones in
the CC system previously mentioned. The program functions that make up the ADCP OFP are listed:
1.
2.
3.
4.
5.
6.
7.

Executive.
A/A.
A/G.
Navigation.
FDL.
Controls and display.
Computer self-test.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

205. Overload warning system

1. What is the purpose of the OWS?
Warn pilot of impending over-g forces that may cause structural damage to A/C

2. What is the OWS RESET switch and what does it do?

A switch in the nose wheel well that resets the OWS matrix

3. List and give a brief description of the two LRUs associated with OWS.
PSDP conditions data from remot terminals for the CC, which houses the OWS software

4. How many inputs does the ADC give the CC?

4

5. What does PACS provide to OWS?

All store and munitions loaded on the a/c to compute a/c weight.

6. Explain the purpose of the accelerometer for the OWS?

Provides G-forces in event of a NOWS situation.

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7. When will the pilot hear overstress warning tones? Describe these tones.
From 92-94% overload the pilot hears 900hz tone with 4hz interrupt. 94-96% - 10hz interrupt. 96-100%
- solid tone. Anything above is an over-g voice warning.

8. Use figure 125 to answer this question. What row of the OWS matrix shows the worst overload
condition for each column?
first row

9. During normal operation, what display will the pilot see for OWS and what does it display?
window 8 displays the current g's and percentage overload

206. Central computer complex

1. List the five major components of the CC complex.
CC, 2 MUX buses, DTMR, MLVR

2. What are the three aircraft avionics master modes?

A/A, NAV, INST

3. What is the purpose of the DTM receptacle?

Provides interface for DTM and CC

4. What are the two types of MUX buses?

1553 and H009

5. What are the five different types of modules contained in the VHSIC CC?
1-39

6. What is the input power requirement for the CC?

115v, 400ac

7. Describe the DTM.

allows transfer of mission data to the CC

8. What are the two types of DTMs?

Maintenance and OPS

9. With which component does the DTM interface?

DTMR/CC

10. What is the DTM READ function?

CC reads data from DTM

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11. What information does the OFP contain?

Instructions for radar, general navigation, and computation for weapons delivery.

12. What program functions are included in the OFP?

1-41

13. The executive function interfaces with what program functions?

All program functions

14. What is the purpose of the A/A function?

To manage/deploy A/A weapons and use radar data to track targets

15. What tasks are performed by the flight director function?

Range, bearing, and steer mode computations

16. Explain how the CC can be used for troubleshooting the avionics systems.
By inspecting the CC/I/O memory data

17. How do you decode an octal word?

By converting to binary

207. Advanced display core processor

1. What did TCTO 1F-15E-807 change in the F-15E aircraft?
Combined CC and MPDP

2. Where is the ADCP located?

3L top left

3. What components make up the ADCP?

GPP, Image Processor Modules, VME 64 main and essential buses

4. What are the four modes of ADCP operation?

Normal, Degraded, Emergency, Test

5. Explain the degraded mode of operation.

A fault that doesn't affect performance or a main/essential bus split to the one w/o the fault

6. What are the four types of BIT tests?

power-up, background, maintenance and initiated

7. Which BIT format does not interrupt normal operation?

background

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8. On which MUX bus does the FDL operate?

7a/7b

9. The EGI receives time of day, date, almanac data, initialization data, wander angle, barometric
altitude, and position updates on which MUX bus?
8a/8b

10. List the program functions making up the ADCP OFP.

1-46

13. Display Systems

The F-15C/D/E aircraft has several different types of display systems. In this section we will discuss
two of them. We will start with the F-15C/D/E VTRS. Then we will wrap up this section with the
digital map system (DMS). The video tape recording system does not display, but records the display
systems; thus making it fit into this section.

208. Video tape recording system

The VTRS is used to record in-flight mission data that is displayed on the HUD, MICP, and the
MPCD. Upon landing, the aircrew will carry the cassette into debrief where they will be able to
replay it.
The ability to record has allowed aircrew (pilots) to analyze the actual effectiveness of each mission
flown. In addition to analyzing mission effectiveness, the VTRS will aid in troubleshooting display
problems.
There have been many modifications to the VTRS over the last 10 years. Currently the F-15 is being
upgraded to the digital video recording system (DVRS). In this lesson, we will cover the VTRS;
though different than the DVRS, much of the theory is the same.
System description
The 8 millimeter (mm) VTRS records inflight color video of the MICP, HUD, and MPCD. Voice
communications to and from the pilot are recorded on the audio track of the MICP, HUD and MPCD
video to aid correlation of inflight occurrences. The recorded video and audio can be reviewed when
the video tape cassettes are played back using monitoring equipment.
Component description
The 8 mm VTRS is made up of the following parts:
HMD/VIDEO CONTROL panel.
Power converter.
Video event marker generator.
HUD camera.
HUD camera control unit.
HUD video tape recorder.
Beamsplitter assembly.
MICP camera.
MICP camera control unit.
MICP video tape recorder.
MICP video sensor head assembly.

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MPCD camera.
MPCD camera control unit.
MPCD video tape recorder.

Refer to figures 132a, b, and c for the VTRS system components. To use these figures simply find
the common name on figure 132a and note the index number for that name. Next, refer to figures 1
32b or c to find the index number with a circle around it pointing to the component. Also note that the
arrows describe which TCTO is applicable for a given component. As long as you know which
TCTOs are complete on your aircraft, you will be able to use the chart to know which components are
installed.

Figure 132a. 8 mm video tape recording system component location.

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Figure 132b. 8 mm video tape recording system component location.

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Figure 132c. 8 mm video tape recording system component location.

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HMD/video control panel

The HMD/video control panel (fig. 132b) is mounted on the right side of the HUD unit and uses the
OFF/STBY/AUTO/HUD switch to provide aircraft power to the 8 mm video tape recording system.
Power converter
The power converter (fig. 132c) is mounted to the interior lights power supply and is located below
the right console under the map case. The power converter converts aircraft 28 volts direct current
(VDC) to system operating voltages.
Video event marker generator
The video event marker generator (fig. 132c) is used to electronically put an event marker on the
MICP and HUD video signal when either the TRIGGER switch is pressed to the second detent or the
WEAPON RELEASE switch is pressed. This causes a rectangle to be displayed on the MICP and
HUD recorded video displays.
MICP/HUD/MPCD cameras
The MICP, HUD and MPCD cameras (fig. 132b) are charge coupled devices used to provide a color
display of the HUD, MICP, and MPCD to the applicable MICP, HUD, and MPCD video tape
recorders. The MICP camera is mounted to the beamsplitter assembly located above the MICP. The
HUD camera is mounted in a fixture located on the center glareshield. The MPCD camera is mounted
on the lower left windscreen.
NOTE: Depending on which TCTO has been accomplished on your aircraft there may not be a
MPCD camera. If the aircraft is upgraded then the MPCD is recorded from within and does not have
an external camera to do the recording.
MICP/HUD camera control unit
The camera control units (fig. 132c) provide power, control, and processing of the video signal from
the applicable MICP, HUD camera. The MICP/HUD camera control units are located in a cockpit
housing, forward of the HUD unit.
MPCD camera control unit
The MPCD camera control unit (fig. 132c) provides power, control and processing of the video
signal from the MPCD camera. The MPCD camera control unit is mounted to the bottom of the map
case located in the right console.
MICP/HUD/MPCD video tape recorders
The MICP, HUD and MPCD video tape recorders (fig. 132c) are identical color recorders. The
recorders are located in the cockpit in the map case. The recorders use an 8 mm video tape cassette
that provides 120 minutes of recording time.
MICP video sensor head assembly
The MICP video sensor head assembly (fig. 132b) is used to mount the MICP video camera to the
beamsplitter. The MICP video sensor head assembly allows the MICP display image, directed up by
the beamsplitter, to be directed forward to the MICP camera.
Beamsplitter assembly
The beamsplitter assembly (fig. 132b) is attached to the left main instrument panel, in front of the
MICP. The polarized beamsplitter glass, set at a 45 degree angle to the MICP cathode ray tube,
reflects the MICP display up to the MICP video sensor head, then to the MICP camera. A polarized
filter, at the top of the beamsplitter assembly in front of the MICP camera, prevents surrounding area
light from reaching the MICP camera.
Related component description
The following units are not part of the 8 mm video tape recording system, but work directly with it:

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Helmet display unit camera

The helmet display unit (HDU) camera (fig. 132b) is a component of the joint helmet mounted
cueing system (JHMCS). The HDU camera has a 20 degree field of view for recording video along
the helmet line of sight.
Electronics unit
The electronics unit (EU) (fig. 132c) is also a component of the JHMCS system. The EU receives
HDU video from the HDU camera and HUD video from the HUD video control unit. The EU
overlays the video from the HDU camera with the symbology that makes up the HMD. With the
HMD/video control panel OFF/STBY/AUTO/HUD switch set to AUTO, the EU outputs HUD or
HDU video for recording based on commands from the CC.
System operation
There are two lights on each of the video tape recorders that dictate most of the maintenance required
on the VTRS system. The REC (record) light is red and comes on when the recorders are in record
mode. The other is the CAUTION light. This light is amber and comes on/flashes when any of the
following exists:
An input power problem exists.
The cassette tape is near end or has run out.
Moisture is detected inside video tape recorder.
The video heads are contaminated.
Some other malfunction exists.
Or with record mode enabled and the following conditions:
The red tab on tape cassette is out.
No cassette is inserted.
The operation of the VTRS is controlled by the OFF/STBY/AUTO/HUD switch on the HMD/video
control panel. Setting the OFF/STBY/AUTO/HUD switch to STBY causes 28 VDC to be applied to
the power converter. The power converter outputs system operating voltages to the video tape
recording system components. In addition, the power converter applies the standby signal to the
HUD, MICP and MPCD video tape recorders. This applies power to the video tape recorders and
enables the eject function. The eject function allows for opening the cassette compartment to remove
or install a video tape cassette. Setting the OFF/STBY/AUTO/HUD switch to AUTO or HUD causes
the power converter to output the LANC (local application control bus) signal to the recorders. This
signal puts the recorders in the record mode.

209. F-15E digital map system

The DMS provides a continuous moving digital map image for the aircrews. The digital map is an
aeronautical chart created from compressed digitized raster graphics and represents the area being
flown over. The DMS supplies this information to the MPD system for the tactical situation display
(TSD) format. The map display forms the background against which the current flight situation is
shown complete with targets, threats, and steer points.
System components
The digital map system consists of three main components: the digital map processor (DMP), the
theater cartridge (TC), and the mission cartridge (MC).
Digital map processor
The DMP is located in the rear cockpit on the right console. It contains two removable cartridges, a
TC and an MC (fig. 133). Both cartridges interface with the Air Force mission support system
(AFMSS) which the pilots use for DTM mission data loading or unloading. They contain several map
segments and each location can have maps at different scales; they could be 10, 20, 40, 80, or 160

155

nautical mile maps. The DMP uses present position information from the ADCP and scale select
information from the MPD system to determine which map to display. Then, it generates a color
video representation of the selected size and sends it to the MPDP. The MPD system takes the map
and situational information from several avionics systems, and displays these as the TSD. The DMP
has a unit fault indicator that turns black and white when the DMP fails. DMP must be manually reset
when this happens. A door on the DMP provides access to the cartridges.

Figure 133. DMP and cartridges.

Theater cartridge
The TC stores the digital map, digital terrain elevation data (DTED), and static data frames. The TC
data is loaded using the AFMSS and is reloaded after aircraft theater reassignment, map updates, or
cartridge failures. Opening the lid of the DMP provides access for TC removal and installation and
removes power to the TC.
Mission cartridge
The MC stores data loaded from the AFMSS in battery-backed static random access memory. The
type data stored includes mission specific points, digital map, DTED, and data frame information.
Flight data is written to the MC during flight and downloaded using AFMSS. The locking slide on the
DMP removes power from the DMP and secures the MC in the DMP.
System operation
The DMP uses 3 phase, 115 VAC from the right circuit breaker (CB) panel #3 through miscellaneous
relay panel #8. The DMP power supply converts the aircraft power to low voltage DC required by the
DMS circuits. The DMS is initialized immediately following the application of aircraft power to the
DMP. The DMS will only initialize when both cartridges are installed and the access doors are
secured. The DMS automatically enters standby mode after initialization. The DMS remains in
standby until a TSD or data frame is selected on any MPD/MPCD. Once aircraft power is on, the
TSD format is selected and the cassette is installed, the DMS is operational.

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Modes of operation
The DMS operates in two modes: TSD or data frame. TSD mode is entered when TSD is selected
from menu 1 on the MPD/MPCD. Data frame mode is entered when DATA FRAME is selected from
menu 2 on the MPD/MPCD. It is possible to have a TSD format on one display and a data frame
format displayed on another at the same time.
Tactical situation display
The DMP provides a moving map by transmitting map data from the MC and TC to the MPCD in
response to a command from the ADCP. Navigational data is superimposed over the map display.
TSD display enhancements are available and can be selected individually or in combinations using
the UFCs, HOTAS (hands on throttle and stick) functions, and MPD/MPCD switches. Figure 134
shows a typical TSD. Here are some of the many TSD symbols, controls, and indicators.

Figure 134. Typical TSD.

Inverse video
An inverse video (INV) option is similar to viewing a photographic negative and is easier for viewing
at night. INV is available while the TSD is on a MPD. Inverse video is not an option (blank) on the
MPCD. The ADCP commands the DMS to invert the monochrome video (black to white or white to
black). A repeated inverse selection toggles the display between inverted and noninverted video.
Zoom
The operator can zoom (ZM) or magnify the map by factor of 10/7. For example, a 10 NMI scope
shows 7 NMI and an 80 NMI scope shows 56 NMI. Zoom is not an option in 160 NMI range.

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Scale selection
The DMS allows the aircrew to select five scales on the TSD format when an aeronautical chart is
displayed. The available map scales are 10, 20, 40, 80, and 160 NMI.
Map positioning
The aircrew has the capability to select a moving map image that corresponds to the current aircraft
position or look ahead to a sequence point on the mission route loaded during the mission planning.
The present position format provides a display of the aircrafts present position with respect to a
planned course. The display is oriented with the aircraft heading pointing toward the top of the
display. The look-ahead mode shows the route points at the center of the map. The pilot can step
through his mission route to see what is coming up. The look-ahead mode orients the display with
north at the top of the display (north-up).
TSD declutter
When the aircrew selects declutter (DCL), a selected group of information is removed from the TSD.
If the DCL is pressed again, another level of information is removed. When pressed again, the TSD is
returned to its initial state.
Various symbologies
The TSD also displays various symbologies to orient the pilot to the flight path or targets. The table
helps define the various symbols found on figure 134.
Tactical Situational Display Symbology
Type

Display

Description

Steer points

Route lines

These points make up the basic route to be flown; they indicate where
steering maneuvers will take place. Route lines connect these sequence
points. They show where the pilot should be during his or her mission.
The pilot can select the desired airspeed and bank angle so the route
lines accurately show the path during turns. The TSD also shows the
aircraft symbol. The pilot can easily see if the aircraft is off course.

Initial points

A square

These points show the place that a specific maneuver must be initiated.
An initial point is the last steer point before a target point.
Each steer or initial point can have up to seven aim points tied to them.
They are used to fine tune guidance systems to steer points or initial
points. They are displayed as dashed circles or dashed squares,
depending on the point with which they are associated.

Target
points

A triangle

Target points are points to attack. Target data can also be displayed as
bearing and range from the target offset point.

Offset points

A broken-line
triangle

Offset points are always associated with a target point and used for offset
bombing. Up to seven offsets per target point can be tied to a target. The
bearing and range to the target from the offset point are also displayed.

Bulls eye
points

The bulls eye of

an archery or rifle
target

These are points from which bearing/range calls can be made. All aircraft
on a specific mission will have the same bulls-eye point data. Up to 10
bulls eye points may be loaded either manually using the UFC or
automatically by way of the DTM.

Cursor

A cross symbol

Cursor is a cross symbol that can be moved by the TDC.

Static ring
threat

Circles centered
on a point

Static ring threat (lower left portion of fig. 134) is displayed as circles
centered on a point where the aircraft is potentially vulnerable to a defined
threat. There may be up to four rings associated with a threat point.

Dynamic
threat
masking

Transparent tint
overlays

Threat masks (not shown in fig. 134) are transparent tint overlays that
represent areas where the aircraft is potentially vulnerable to a defined
threat.

Dynamic
elevation
banding

Two transparent
bands

Dynamic elevation banding (not shown in fig. 134) compares the

aircrafts altitude and position to surrounding terrain elevations and
provides two transparent bands identifying corresponding terrain elevation
bands. The DMS uses DTED information stored on the cartridges and the

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Tactical Situational Display Symbology

Type

Ownship
position
TSD sensor
cueing

Display

Aircraft symbol

Description
aircrafts latitude, longitude, and altitude data from the ADCP to create the
bands.
The ADCP commands the DMS to display the (middle lower portion of fig.
134) either centered on the TSD display or on the bottom of the display
by aircrew toggling S6 (CTR/BOT).
The pilot can command the radar or LANTIRN TGT (target) pod to point at
specific positions on the TSD. They do this to develop radar maps or to
aim the TGT pod. By positioning the cue point over the selected area, the
operator is telling the sensing system to paint data on that area.
The data will be painted on the radar or LANTIRN TGT format. The TDC
positions the cursor over the desired area. The radar can map a 1.3, 3.3,
4.7, or 10 NMI area.

Data frame mode

Data frames are digital files stored within the DMS theater and mission cartridges that contain a
variety of imagery information. Selecting DATA FRAME from menu 2 on any MPD/MPCD displays
a data frame directory display. A combined maximum of 50 data frames are stored and the MPDP
provides a selection box around the data frame number and title. The MPCD/MPD switches are used
to page and move the selection box to the desired data frame.
DMS built-in test
The three elements that perform BIT are the DMP, MC, and TC. When a BIT failure occurs, the fault
is logged and the test repeated. A test is considered failed after five consecutive attempts. A BIT
failure is then reported to the avionics MUX-bus and the DMS no-go discrete is set. The cartridge
BIT is the same as the DMP except its failure is reported on the DMP pixel bus A.
BITs
There are three types of BITs for the DMS; they are power-up, periodic, and initiated BIT.
Built-in-tests
Types

Description

Power-up BIT

Power-up BIT executes automatically when the system powers up. Partial power
failures set the no-go discrete and the ASP 59.

Periodic BIT

PBIT executes 14 tests during normal operation. One test for each pass through
the software executive. If test results are abnormal, the test repeats during the
next pass. Test repeats until five failures are recorded.

Initiated BIT

IBIT occurs in response to an avionics 1553 MUX bus message. IBIT suspends
normal DMP operations to test all circuits. The IBIT may take up to 30 seconds
to perform. The DMP stays in IBIT until a stop signal is received from the ADCP.
At the end of IBIT, a set of failure codes are written to the MC and relayed to the
ADCP. The DMP executes power up initialization and is ready for normal
operation within three seconds after receiving the stop command.

Fault indications
During failures in any test, the following fail indications happen: ASP 59 latches and the AV BIT
caution is displayed on the MPD/MPCD. Additionally, a DMP detail BIT is provided which displays
SRU failures.
System integration
The following describe the system integration for the DMS.
Advanced display core processor
The ADCP controls the interchange of information between the DMS and other avionics components.
Command signals from the MPD/MPCD and the DMS processor to the ADCP control the displays in

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the cockpit. The ADCP also combines mono and color video from the DMS with inputs from the
MUX bus to produce the map displays on the MPD/MPCD.
Multi-purpose display system
The MPD/MPCD displays TSD symbology superimposed over a moving map. Switches on
MPD/MPCD provide a means to select options and edit the displays.
Left and right hand controllers
The left and right hand controllers are used to take command and position sensors.
Avionics status panel
The ASP latches ASP 59 during failures.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

208. Video tape recording system

1. What does the VTRS system record?
All display video + HDU

2. Where is the HMD/video control panel located?

Mounted to right of HUD

3. Which switch on the HMD/video control panel is used to provide aircraft power to the VTRS?
Off/Stby/Auto/HUD switch

4. The power converter provides what functions?

Provides required voltages to each component

5. When is an event marker put on the MICP and HUD video signal?
When trigger switch is put to second detent

6. What does an event marker symbol look like?

Rectangle

7. Where are the MICP, HUD, and MPCD cameras mounted?

MICP - mounted to beamsplitter assembly above the MICP
HUD - mounted in a fixture on the center glareshield
MPCD - lower left windscreen

8. Where are the MICP, HUD, and MPCD video tape recorders located?
In the map case

9. What is the record time of the 8 mm video tape cassette?

120 minutes

10. Explain the purpose of the EU in the video tape recording system?
The EU superimposes HUD video over HDU video

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11. The VTR REC light comes ON under what condition(s)?

When recorders are in record mode

12. The VTR CAUTION light comes on under what condition(s)?

When tape has run out or if a malfunction exists

209. F-15E digital map system

1. List the DMS components.
DMP, MC, TC

2. Where is the DMP located?

RCP right console

3. Where does the DMP obtain present position?

ADCP

4. What is stored on the TC?

mission specific points, digital map, DTED, and data frame information

5. What type of data is stored on the MC?

digital map, digital terrain elevation data (DTED), and static data frames

6. What are the power requirements for the DMS?

115vac

7. Where are the DMP circuit breakers located on the aircraft?

right CB panel #3

8. When will the DMS come out of standby mode?

When TSD or data frame is selected

9. Name the two operating modes of the DMS.

TSD and data frame

10. Describe the TSD format.

Provides a moving scaleable map and various data points

11. What permits improved viewing of the TSD display at night?

Inverse

12. What are the available map scales?

10,20,40,80,160

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13. What does declutter do for the pilot?

removes layers of data

14. Describe the symbol and purpose of a steer point.

A square indicating when a maneuver must be initiated

15. Describe the static ring threat.

Indicates an area of possible threat

16. What is sensor cueing?

Commanding radar or the XR pod to point at a specified location

17. What is data frame mode?

Allows viewing of graphic data

18. When is a test considered failed?

When BIT fails 5 consecutive times

19. Which BIT suspends normal DMP operations?

Initiated

20. Which DMS BIT will display a failed SRU?

Detail

Answers to Self-Test Questions

201
1. Radar control panel (541), power supply (610), RF oscillator (001), transmitter (011), receiver (022),
analog processor (039), data processor (081), programmable signal processor (042), and antenna (031).
2. The RFO (001).
3. Transmitter (011).
4. Analog processor (039).
5. 031 positioning commands.
6. The 042 performs target detection, filtering, range measurement, target parameter calculations, clutter
canceling, and IFF correlation. It also provides radar display parameters to the IG.
7. PSDP.
8. The 081.
9. The transmitter through a waveguide.
10. By using the guard horn, a small, wide-angle horn located at the bottom of the antenna, angled down
slightly. It is a receive-only horn designed to intercept sidelobe echoes. With the ability to measure Doppler
shift, we can use these ground returns to measure our ground speed. Knowing this, we can filter out all
main-beam returns that come back to us with the same Doppler signature, as they must be just returns from
the ground ahead. This process is called clutter rejection and occurs in the 042.
11. Search and track.

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12.
13.
14.
15.
16.

17.
18.
19.
20.
21.
22.

The data processor (081).

The transmitter (011).
G-TEST is displayed in the BIT window. If TEST appears, the radar thinks it is airborne and will transmit.
Standby IBIT.
An HPRF radar mode provides maximum detection against nose-aspect targets. Its high average power
results in long-range detection and tracking capability. (The close spacing of the pulses means the
transmitter is ON a lot, compared to its listening time.) A problem with HPRF is that it has poor
performance against tail aspect targets and near zero capability against targets with no closure rate. HPRF is
available in all ranges except 10 NMI.
10 through 80 NMI.
Track-while-scan.
LRS.
It is the process of picking out a target to track. You may acquire a target manually or automatically.
The TDC on the right throttle grip.
It uses LPRF to determine the slant range from the aircraft to a ground point. It is used primarily for
bombing/gun strafing.

202
1.
2.
3.
4.

5.
6.
7.
8.
9.
10.
11.
12.
13.

Eight.
The receiver and RFO.
031, 111, and 025.
It is an intermediate PRF that falls between HPRF and MPRF. The pulses are spaced a little farther apart
than in HPRF, but not quite as far as in MPRF. This produces some of the desirable effects of both the old
waveforms.
It will search in the 20, 40, 80, and 160 NMI ranges and it uses all high PRF.
It uses all MPRF to detect all-aspect targets from 10 to 80 NMI.
There are four A/G modes available to the pilot and all of them use LPRF waveforms.
To compensate for errors in INS velocities.
The radar ceases all other functions, latches fault indicators, and displays the BIT matrices on the MICP.
ORT matrix, G-BIT matrix, F-BIT matrix, CM matrix, and FRESH matrix.
Performing standby-initiated BIT will display the matrices.
The AUTO-ACQ/REJ switch cycles between the five matrices.
A persistence counter tracks the number of CM-BIT failures. The failures are not used in fault isolation if
their persistence count is less than seven in one minute.

203
1. Transmitter (111), receiver exciter (025), power supply (610), analog signal converter (038), antenna (031),
radar data processor (082), and PSP (044).
2. 044.
3. It is used to provide a conventional mapping mode for low resolution ground mapping, weather returns or
for HRM cueing.
4. GMT mode.
5. It is used to provide a high-resolution map for A/G weapons delivery, high range resolution, and azimuth
resolutions by employing SAR techniques.
6. Used to update the MN or INS.
7. Performs system tests and calibration on individual LRU and the entire radar set to establish a high level of
confidence that the radar will do its mission satisfactorily.
8. The GBIT is the maintenance BIT and FBIT is the in-flight BIT. FBIT is performed in the air, while the
GBIT is performed on the ground.
9. The state of the WOW switch.

163

10. FBIT.

204
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

CFRS/CFI.
DTM.
NO! Any deviation could void the equipment warranty.
Radar control panel (342), receiver/exciter (325), transmitter (311), analog signal converter (338), radar
data processor (385), power supply (310), and antenna (031).
Coffin handles.
RDP (385).
Automatic and initiated.
POST when executed at standby cold start.
POST when executed at operate/emergency cold start.
It will cause the BIT matrices to be displayed.

205
1. To determine the structural loads being applied to the aircraft.
2. A two-position momentary toggle switch in the NLG wheel well. The switch is used with the NCI to clear
overload conditions from the CC memory and erase the OWS matrix display from the MICP.
3. CCDigital computer that contains OWS software and performs the calculations. PSDP is a display
processor that receives OWS data from outside systems, conditions them, and sends them to the CC to be
used in the OWS calculations. The PSDP also processes the OWS information displayed on the MICP,
HUD, and heard in the headset.
4. 4 inputs: AOA, Mach #, pressure ratio, barometric corrected altitude.
5. The PACS sends signals telling the CC what is loaded on the aircraft.
6. Measures the current G force on the aircraft and sends it to the CC.
7. When a certain level of stress is being put on the aircraft. A 900 Hz tone interrupted @ 4 Hz rate when 85
92% max allowable load. A 900 Hz tone interrupted @ 10 Hz rate when 9296% max allowable load. A
900 Hz solid tone when 96100% max allowable load. Voice warning when 100+% max allowable load.
8. 1st row.
9. The HUD window 8 display is the only OWS display the pilot will see and it will show current Gs and the
maximum allowable Gs. If the maximum allowable Gs cannot be computed for any reason, then window 8
will display the current Gs and NOWS.

206
1. (1) CC.
(2) H009 MUX bus.
(3) 1553 MUX bus.
(4) DTM receptacle.
(5) MLV receptacle.
2. (1) A/A.
(2) A/G.
(3) ADI.
3. To provide an interface between the DTM and the PSDP in order to load mission data into the CC.
4. H009 and 1553.
5. (1) DPM.
(2) IOM.
(3) BMM.
(4) BSM.
(5) TDM.

164

6. Three-phase, 115 VAC, 400-Hz.

7. Its a programmable, battery powered, nonvolatile memory device that transfers flight operations mission
data to the CC.
8. MAINT and OPS.
9. PSDP.
10. The process of the CC reading data from the DTM.
11. Instructions necessary to do radar, general navigation, and weapon delivery computations.
12. Executive, A/A, A/G, navigation, flight director, controls and displays, and self-test.
13. All other program functions.
14. To assist in management and delivery of air-to-air weapons; receive radar data to assist in target tracking
and display of target data; provide data for steering and displays; do computations; display HUD cues for
gun mode operations (providing lead angle); and provide missile prelaunch and post-launch management.
15. Provides TACAN, NAV, and ILS steer mode processing for display on the HSI. It also performs range and
bearing or steering computations for display on the ADI and HUD in TACAN, NAV, and ILS steering
modes.
16. By examining the CC I/O memory data and the internal memory parameters of the CC database.
17. Convert it to a 16-digit binary word and then use tables from TO 1F-15A-2-31GS-42-1 to extract its
information.

207
1.
2.
3.
4.
5.

6.
7.
8.
9.
10.

Removed the CC and MPDP, replaced with the ADCP.

Top left shelf of door 3L.
The GPP, the IPM, and the VME64 main and essential busses.
Normal, degraded, emergency power, and rest.
The degraded mode is enabled when a simple failure is detected that does not reduce functionality or when
a severe failure occurs and causes a main and essentials bus split. All failures are stored in the bridge
modules fault logs. If a bus split occurs, the functioning bus (main/essential) will automatically be selected.
The displays associated with the failed bus will not be available with the exception of the functions that are
redundant on the buses. A bridge module failure will force ADCP operation to the main bus. A GPP failure
will be flagged, but the other GPP will support all systems. If a module fails, the displays supported by that
module will not be available for display.
Power-up, background, maintenance, initiated.
Background BIT.
MUX 7A/7B.
MUX 8A/8B.
Executive, A/A, A/G, NAV, FDL, controls and displays and computer self test functions.

208
1.
2.
3.
4.
5.
6.
7.

8.
9.

It records inflight color video of the MICP, HUD and MPCD.

It is mounted on the right side of the head-up display unit.
The OFF/STBY/AUTO/HUD switch.
It converts aircraft 28 VDC to system operating voltages.
When either the TRIGGER switch is pressed to the second detent or the WEAPON RELEASE switch is
pressed.
A rectangle.
The MICP camera is mounted to the beamsplitter assembly located above the MICP. The HUD camera is
mounted in a fixture located on the center glareshield. The MPCD camera is mounted on the lower left
windscreen.
The recorders are located in the cockpit in the map case.
It provides 120 minutes of recording time.

165

10. The EU receives HDU video from the HDU camera and HUD video from the HUD video control unit. The
EU overlays the video from the HDU camera with the symbology that makes up the HMD. With the
HMD/video control panel OFF/STBY/AUTO/HUD switch set to AUTO, the EU outputs HUD or HDU
video for recording based on commands from the CC.
11. The red REC (record) light comes on when the recorders are in record mode.
12. The CAUTION light comes on/flashes when any of the following exists: an input power problem exists,
cassette tape is near end or has run out, moisture is detected inside video tape recorder, video heads are
contaminated, some other malfunction exists or with record mode enabled red tab on tape cassette is out, no
cassette is inserted.

209
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

DMP, MC, and TC.

Rear cockpit on the right console.
It uses present position information from the ADCP.
Digital map, DTED, and static data frames.
Mission specific points, digital map, DTED, and data frame information.
3 phase, 115 VAC.
Right, CB panel #3.
The DMS remains in standby until a TSD or data frame is selected on any MPD/MPCD.
TSD or data frame.
Navigational data is superimposed over the map display.
Inverse video (INV).
10, 20, 40, 80, and 160 NMI.
Removes a selected group of information from the TSD. If the DCL is pressed again, another level of
information is removed. When pressed again, the TSD is returned to its initial state.
Indicate where steering maneuvers will take place.
Displayed as circles centered around a point where the aircraft is potentially vulnerable to a defined threat.
Commanding the radar or targeting pod to look at specific points on a TSD.
Digital files stored within the DMS theater and mission cartridge that contains a variety of imagery
information.
After five consecutive attempts.
IBIT.
Detail BIT.

166

Unit Review Exercises

Note to Student: Consider all choices carefully, select the best answer to each question, and circle
the corresponding letter. When you have completed all unit review exercises, transfer your answers to
the Field-Scoring Answer Sheet.
Do not return your answer sheet to the Air Force Career Development Academy (AFCDA).
1. (201) On the F-15 APG-63 radar system, which component provides manual control of radar set
power, operating modes, and mode parameters?
a. Radio frequency (RF) oscillator.
b. Radar control panel.
c. Analog processor.
d. Power supply.
2. (201) Which F-15 APG-63 radar system component sends antenna positioning commands to the
servo electronics in the power supply?
a. Data processor.
b. Analog processor.
c. Radio frequency (RF) oscillator
d. Programmable signal processor.
3. (201) On the F-15 APG-63 radar system, which component process clutter rejection?
a. Data processor.
b. Analog processor.
c. Radio frequency (RF) oscillator.
d. Programmable signal processor.
4. (201) Which F-15 APG-63 radar system component stores the radar operational flight program
(OFP)?
a. Data processor.
b. Analog processor.
c. Radio frequency (RF) oscillator.
d. Programmable signal processor.
5. (201) On the F-15 APG-63 radar system, ASP 25 will latch when the waveguide pressure falls
below how many pounds per square inch absolute (PSIA)?
a. 12.
b. 16.
c. 20.
d. 24.
6. (201) Which F-15 APG-63 radar search mode locks on to the first target that falls within the scan
pattern out to a range of 10 nautical miles (NMI) and is considered the primary automatic
acquisition mode?
a. Supersearch.
b. Velocity search.
c. Long-range search.
d. Short-range search.

167

7. (201) Which F-15 APG-63 radar scan mode can maintain up to 10 target track files while
continuing to detect and display up to 18 more (half-intensity) observation targets?
a. Gun scan.
b. Vertical scan.
c. Single-track-scan.
d. Track-while-scan.
8. (202) Which F-15C/D APG-70 radar set component combines the functions of the APG63
receiver and radio frequency oscillator (RFO) into one line replaceable unit (LRU)?
a. Power supply.
b. Receiver-exciter.
c. Radar control panel.
d. Radar data processor.
9. (202) Which F-15C/D APG-70 radar air-to-air (A/A) search mode uses the intermediate pulse
repetition frequency (PRF) to detect targets in intermediate-range and short-range?
a. HI.
b. MED.
c. RGH.
d. INLV.
10. (202) What F-15C/D APG-70 radar air-to-ground (A/G) mode does the pilot utilize prior to
making a bomb run?
a. Air-to-ground (A/G) beacon.
b. Precision velocity update.
c. Real beam map.
d. A/G ranging.
11. (202) On the F-15C/D APG-70 radar set, which built-in test (BIT) history matrix contains the
latest known test results?
a. CM.
b. F-BIT.
c. G-BIT.
d. FRESH.
12. (203) Which F-15E APG-70 radar set component establishes the basic operating radio frequency
(RF) for the transmitter?
a. Power supply.
b. Receiver-exciter.
c. Radar data processor.
d. Analog signal converter.
13. (203) Which F-15E APG-70 radar set component converts the intermediate frequency (IF) analog
data to digital information which is then sent to the programmable signal processor (044) for
processing?
a. Power supply.
b. Receiver-exciter.
c. Radar control panel.
d. Analog signal converter.

168

14. (203) Which F-15E APG-70 air-to-ground (A/G) radar mode provides a slant range measurement
used for target altitude determination, for target designation, or for position updates?
a. Real beam map mode.
b. High resolution map mode.
c. Air-to-ground ranging mode.
d. Air-to-ground beacon mode.
15. (204) On the F-15 APG-63(V)1 radar, which component stores the radar operational flight
program (OFP) and protects the radar from overheating?
a. Power supply.
b. Receiver-exciter.
c. Radar data processor.
d. Analog signal converter.
16. (204) Which F-15 APG-63(V)1 radar air-to-ground (A/G) mode provides general navigation?
a. A/G ranging.
b. Real beam map (RBM).
c. Ground moving target (GMT).
d. Precision velocity update (PVU).
17. (205) The F-15 overload warning reset switch is used with the navigation control indicator (NCI)
to clear overload conditions from the memory of which component?
a. Central computer (CC).
b. Multiple indicator control panel (MICP).
c. Head-up display (HUD) data processor.
d. Programmable signal data processor (PSDP).
18. (205) Which F-15 overload warning system (OWS) component processes the OWS information
displayed on the multiple indicator control panel (MICP), head-up display (HUD), and is heard in
the headset?
a. Central computer.
b. Radar data processor.
c. Multiple purpose display processor.
d. Programmable signal data processor.
19. (205) Which F-15 component sends flight data consisting of angle of attack (AOA), Mach
number, pressure ratio, and barometric corrected altitude across MUX bus channels 1 and 3?
a. Central computer (CC).
b. Air data computer (ADC).
c. Multiple indicator control panel (MICP).
d. Programmable signal data processor (PSDP).
20. (205) Which F-15 component sends signals telling the central computer (CC) whether wing tanks
and/or conformal fuel tanks (CFT) are loaded on the aircraft?
a. Air data computer (ADC).
b. Fuel quantity signal conditioner.
c. OVERLOAD WARNING RESET switch.
d. Programmable armament control system (PACS).
21. (205) The F-15 central computer (CC) sends overload warning system (OWS) information to
which line replaceable unit (LRU)?
a. Air data computer.
b. Inertial navigation unit.
c. Head-up display (HUD) data processor.
d. OVERLOAD WARNING RESET switch.

169

22. (205) At what F-15 overload warning system (OWS) percentage of maximum allowable load will
the voice warning (OVER-G, OVER-G) be heard?
a. 85 to 92.
b. 92 to 96.
c. 96 to 100.
d. Above 100.
23. (205) What is displayed in window 8 on the F-15 head-up display (HUD) if the overload warning
system (OWS) is not operational?
a. NOWS.
b. OWS OFF.
c. OWS FAIL.
d. Display is blank.
24. (206) On the F-15, what types of data transfer modules (DTM) can be used by the DTM
receptacle?
a. Communications (COMM) and maintenance (MAINT).
b. COMM and control (CONT).
c. Operations (OPS) and MAINT.
d. OPS and CONT.
25. (206) Which operational flight program (OFP) function interfaces with all other program
functions?
a. Executive.
b. Navigation.
c. Flight director.
d. Controls and displays.
26. (206) Which operational flight program (OFP) function handles tactical air navigation (TACAN),
navigation (NAV), and instrument landing system (ILS) steer mode processing for display on the
horizontal situation indicator (HSI)?
a. Executive.
b. Navigation.
c. Flight director.
d. Controls and displays.
27. (207) On the F-15E aircraft, which component within the advanced display core processor
(ADCP) services the multipurpose display processing and central computer processing functions?
a. Intelligent serial module (ISM).
b. Image processor modules (IPM).
c. General purpose processor (GPP).
d. VME64 main and essential busses.
28. (207) On the F-15E aircraft, which system does the advanced display core processor (ADCP)
communicate with over the avionics 1553 MUX bus 5A/5B?
a. Fighter data link (FDL).
b. Internal countermeasures set (ICMS).
c. Embedded global positioning system (EGPS).
d. Programmable armament control system (PACS).

170

29. (208) Which F-15 video tape recording system component causes a rectangle to be displayed on
the multiple indicator control panel (MICP) and head-up display (HUD) recorded video displays?
a. Power converter.
b. Electronics unit (EU).
c. Video event marker generator.
d. Helmet mounted display (HMD)/video control panel.
30. (208) Which F-15 video tape recording system light will come on/flash when moisture is detected
inside video tape recorder?
a. FAIL.
b. CAUTION.
c. MOISTURE.
d. Record (REC).
31. (209) Which F-15E digital map system (DMS) component uses present position information and
scale select information to determine which map to display?
a. Mission cartridge (MC).
b. Theater cartridge (TC).
c. Digital map processor (DMP).
d. Advanced display core processor (ADCP).
32. (209) Which F-15E digital map system (DMS) component stores data loaded from the Air Force
mission support system (AFMSS) in battery-backed static random access memory?
a. Mission cartridge (MC).
b. Theater cartridge (TC).
c. Digital map processor (DMP).
d. Advanced display core processor (ADCP).
33. (209) What F-15E digital map system (DMS) tactical situation display is displayed as circles
centered on a point where the aircraft is potentially vulnerable to a defined threat?
a. Bulls eye points.
b. Static ring threat.
c. Dynamic threat masking.
d. Dynamic elevation banding.
34. (209) Which F-15E digital map system (DMS) built-in test (BIT) suspends normal digital map
processor operations to test all circuits?
a. Periodic.
b. Initiated.
c. Power-up.
d. Background.
Please read the unit menu for unit 2 and continue

Unit 2. Instrument and Flight Control Systems

21. Instrument Systems .................................................................................................................. 21
210. F-15 fuel quantity indicating system ................................................................................................. 21
211. F-15E engine instrument system........................................................................................................ 26
212. Acceleration indicating/G-exceedance system ................................................................................ 211

22. Primary Flight Control Systems ........................................................................................... 216

213. Lateral flight controls ...................................................................................................................... 216
214. Longitudinal flight controls ............................................................................................................. 219
215. Directional flight controls ................................................................................................................ 221

23. Automatic Flight Control Systems ........................................................................................ 226

216. F-15A through D control augmentation system............................................................................... 226
217. F-15 trim systems ............................................................................................................................ 238
218. F-15E automatic flight control system............................................................................................. 245

24. Engine Air Intake System ...................................................................................................... 260

219. Engine air intake system components, inputs, and outputs .............................................................. 260
220. Auto and emergency modes and ground operation .......................................................................... 265

25. Air Data Systems .................................................................................................................... 268

221. Pitot-static system ............................................................................................................................ 268
222. F-15 A through D air data computer ................................................................................................ 273
223. F-15E air data processor .................................................................................................................. 282

E WILL BEGIN THIS UNIT by providing you with the operating theory of the F-15 instrument
systems. Afterwards, you will learn how the F-15 primary flight controls keep the aircraft
inflight using the lateral, longitudinal, and directional flight controls. We will then build on
that knowledge as we dive into the automatic flight controls. Then we will tackle the ever complex
engine air intake system components and operation. We will conclude the unit with a discussion on
the air data systems of the F-15.

21. Instrument Systems

In order for any aircraft to successfully take off, fly to and accomplish its mission and then return
home safely, it requires well designed and properly operating instrumentation systems. As an avionics
system craftsman, your job will be to ensure these systems are properly maintained to enable your
F-15 pilot to complete a successful mission.

210. F-15 fuel quantity indicating system

The fuel quantity indicating system consists of the tank units (commonly called fuel probes), an
indicator, and tank aboard relays. A fuel quantity signal conditioner is also installed on the F-15C, D,
and E model aircraft. The F-15 D and E models also have a rear cockpit indicator.
System components
The following paragraphs describe the fuel quantity indicating system components.
Tank units
The tank units are commonly referred to as fuel probes. Look at the bottom of the fuel probe
illustrated in figure 21. The drawing shows the fuel probe consists of a skinny metal tube inserted
into a larger tube. The outside surface of the inner tube and the inside surface of the outer tube act as
the capacitors plates. The probe is designed and mounted so fuel easily passes into the tubes, filling
the space between them to the same level as the surrounding tank. This causes the probes capacitance

22

to change proportionally to changes in the tanks fuel level. The fuel probes also contain two diodes,
which rectify the AC (alternating current) input into positive and negative DC (direct current) pulses.
There are 13 internal tank units (this includes fuselage and wings), one in each 600-gallon external
tank and three in each conformal fuel tank, for a maximum of 22 tank units.

Figure 21. Typical fuel probe.

Fuel quantity indicator

The fuel quantity indicator continuously displays the total internal fuel on the internal pointer, and
internal and external fuel on the total pounds counter. In addition, the fuel quantity indicator contains
a fuel quantity selector, which allows monitoring of each individual internal and external fuel tank on
the left and right pounds counters. Because of the increased number of internal fuel tanks, tank
probes, and conformal fuel tanks on the F-15C, D, and E model aircraft, along with the addition of the
signal conditioner, a new indicator (fig. 22) had to be designed.

Figure 22. F-15 fuel quantity indicator (front cockpit).

23

The fuel quantity selector also has a built-in test (BIT) position for troubleshooting purposes.
Selection of the BIT on the indicator commands the internal (INTL) pointer to 6,000 200 pounds
(lbs) TOTAL LBS COUNTER to 6,000 200 lbs, and LEFT and RIGHT LBS COUNTERS to 600
50 lbs. The F-15D and E rear cockpit INTL pointers indicate to within 100 pounds of the main fuel
quantity indicator INTL, and the rear TOTAL LBS COUNTER indicates to within 200 pounds of
the main fuel quantity TOTAL LBS COUNTER.
Fuel quantity signal conditioner
The signal conditioner is a separate line replaceable unit (LRU) installed on F-15C, D, and E model
aircraft. The unit has a manually resettable fault indicator. The signal conditioner receives pulsed DC
inputs from the tank units and supplies signals to drive the fuel quantity indicator. It provides the
power to tank units, senses the output (capacitance) of the tank units, compares it to the reference
capacitance, and drives the appropriate pointer or counter. It also contains the adjustment screws for
calibrating the system.
Tank aboard relays
These relays tell the fuel quantity system that a 600-gallon external fuel tank is installed. When the
tank is installed, the relay allows the signal conditioner to receive the fuel signal from the tanks
probe. When the tank is not installed, the relay activates a zero reference capacitor in the signal
conditioner; thus forcing that indication to zero. This ensures the tank indication is zero when the tank
is not installed.
Fuel quantity indicator operation principles
The value of the tank capacitor (probe or tank unit) varies with the amount of fuel. The fuel, acting as
a dielectric, controls the variable capacitance of the tank unit. Tank unit diodes rectify input AC
signals and provide two pulsed DC signals to the signal conditioner. All positive DC inputs are
applied to control individual tank indications (LEFT lbs and RIGHT lbs counter) and all negative DC
inputs are applied to control total indications (INTL pointer and TOTAL lbs counter).
Figure 23 shows a basic representation of a DC system. Only one tank unit is depicted. All the tank
units for each tank are connected in parallel. Power is provided to the tank unit by the signal
conditioner on the F-15C, D, and E aircraft. After the tank unit produces an AC signal proportional to
the probe capacitance, the diodes in the tank unit rectify that signal (make it into a pulsating DC). The
resulting DC signal then goes to the signal conditioner on the F-15C, D, and E.

Figure 23. DC operation in a tank unit.

24

Internal pointer
The internal pointer displays the total fuel in the internal fuselage and internal wing tanks. It uses the
negative DC output pulse from the tank units. Otherwise, the system operation is the same as what we
covered in the previous paragraph.
Left and right counters
Individual tank amounts are displayed on counters controlled by the FUEL QUANTITY SELECTOR
switch on the fuel quantity indicator. The switch positions are as follows:
With the switch in the FEED position, the left counter displays the fuel in tanks 3A and 3B
that feeds the left engine and the right counter displays tank 2 that feeds the right engine.
In the INTL WING position, the left counter displays the fuel in the left-wing tank, while the
right counter displays fuel in the right-wing tank.
In the TANK 1 position, the left counter displays the fuel in fuselage tank 1. The right
counter reads zero.
In the EXT WING position, the left and right counters display the fuel in the external wing
tanks.
In the EXT CENTER position, the left counter displays the fuel in the centerline tank. The
right counter reads zero.
In the CONF TANK position, the left and right counters display the fuel in the conformal fuel
tanks.
Total counter and internal pointer (totalizer)
The total counter and internal pointer (totalizer) use the negative DC pulse from the tank units, but
display the fuel in all the internal and external tanks installed on the aircraft. If no external tanks are
installed, the total counter should display the same amount of fuel as the internal pointer.
BINGO
The BINGO fuel indicator on the F-15C, D, and E fuel quantity indicator provides an indication when
aircraft fuel reaches a preset level. You or the pilot can set the BINGO indicator to any position by
rotating the BINGO knob, located on the upper right hand corner of the fuel quantity indicator. When
the internal pointer reaches the preset level, the BINGO FUEL light on the caution lights display
panel illuminates and a voice warning of BINGO FUEL is initiated, repeated once with a two-second
delay. On the F-15D, and E, the rear BINGO FUEL light also illuminates. When fuel DUMP is
selected, the aircraft forces fuel out the dump mast. Once the BINGO fuel level is reached, the fuel
system automatically stops fuel dump operations.
Calibrating the F-15 fuel quantity system
To ensure the accuracy of the fuel quantity indicating system, the system needs to be calibrated after
replacing the signal conditioner (F-15C, D, and E), or, occasionally, when the fuel quantity system
fails the operational check.
Prepping the system
Adjusting the fuel quantity indicating system is quite simple. First, make sure the aircraft is defueled.
Its important that the tanks are not depuddled (completely drained) because the engines do not
consume every drop of fuel in the aircraft. The system leaves minor amounts of residual fuel in each
fuel tank. With the fuel tanks empty of fuel, perform the empty calibration. The empty calibration sets
a zero fuel reference needed to perform a full calibration. The adjustment screws are rotated for each
tank until a zero indication is reached on the internal pointer and all pounds counters.
Adjustment screws
The adjustment screws for the F-15C/D/E are located on the signal conditioner (fig. 24).

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Figure 24. F-15C/D/E fuel quantity adjustment screws.

Hydrometer testing
Once youve adjusted the empty potentiometer screws, have the aircraft refueled and adjust the full
adjustment screws. The procedure has you use a hydrometer before making your adjustments. A
hydrometer is a devise used to measure fuel density. Fuel density varies with temperature in a range
of 6.0 to 7.0 lbs per gallon. The hydrometer allows you to draw fuel, from a sample taken from the
aircraft, into its two fluid chambers where density can be measured. The measurement consists of
observing the fuel level on a float device etched with a pounds scale. The fuel sample is taken from
the tank 1 drain, just above the nose of the centerline tank. The full indication to which you adjust the
pointer and counters depends on the density of the fuel. Fuel density can make quite a difference in
the values you must adjust to. Make sure you follow applicable technical data when performing these
procedures.
Performing maintenance on the F-15 fuel quantity indicating system
Now, lets talk about two areas youll encounter on almost any systemoperational checks and
troubleshooting.
System checkout
Before a suspected malfunction can be analyzed, a system operational check must be performed. The
operational check of the fuel quantity indicating system consists of BIT, and empty, full, and fuel
low-level warning checkouts.
BIT check
When the SELECTOR switch on the fuel quantity indicator is placed to the BIT position, the internal
pointer and counters drive to predetermined values. Ensure the pointer and counter drive smoothly
and are within technical order (TO) tolerances. The BINGO function is also checked by BIT.
Empty and full checkouts
The empty checkout must be done after the aircraft is defueled. Simply look for indications of zero
TO tolerances. The full checkout is performed after the aircraft has been fully fueled and is done to
ensure the indications are within tolerance of the full fuel indications. If some doubt exists about the
displays, troubleshoot the system. Since compensation isnt provided by the system, changes in fuel
density cause the system to read somewhat higher or lower.

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Typical malfunctions
Uncovering problems with the fuel quantity indicating system is normally quite simple. There are
generally three types of problemsabove or below normal, at the mechanical stop, and fluctuations.
Above or below normal
The above normal malfunction may be caused by a faulty tank unit or a short in the wiring, and the
below normal malfunction is caused by a faulty tank unit or an open in the wiring.
At the mechanical stop
When the fuel quantity indicator pounds counter is driven to its mechanical stop it is a
probable indication of a faulty tank unit.
Fluctuations
The cause of indication fluctuations can be loose or faulty wiring, or an improperly installed tank
unit. The troubleshooting procedures are very basic. Use the fuel quantity gauging test set to isolate a
faulty tank unit in the internal wing tanks. To isolate a faulty internal fuselage tank unit, disconnect
one tank at a time and observe the respective indicator. If the indicator does not decrease its
indication when the tank is disconnected, the wiring is faulty.
NOTE: The gauging box for the F-15C, D, and E simulates capacitance and uses utility receptacle
power. Troubleshooting with the gauging box is the same for all F-15 aircraft. Remember to always
use the fault isolation TO to isolate and correct any malfunction.

211. F-15E engine instrument system

In this lesson we will discuss how the F-15E engine instrument system functions and how it differs
from the F-15C/D models. The primary difference is how the information is displayed to the pilot.
Purpose
The F-15E uses the engine monitor display (EMD) as the primary engine display and the advanced
display core processor (ADCP) as a backup source for engine information. The EMD in the F-15E,
along with the multipurpose displays (MPD) and multipurpose color displays (MPCD) of the ADCP
system, are major improvements over the old synchro/servo indicators developed in the 1920s and
still used on many aircraft, like the F-15C/D. The BIT capabilities of this digital display simplify
maintenance and increase the reliability of the system.
System components and operation
The F-15E engine instrument system main component is the EMD. It interfaces with the engine
diagnostic unit (EDU), avionics interface units (AIU), and fuel flow transmitter for engine
indications. The MPDs/MPCDs are the backup and weapons system officers (WSO) display. They
display data provided by the EDU and digital engine electronic control (DEEC) on each engine
through the engine multiplex (MUX) bus transformers, AIUs, and the ADCP.
Engine diagnostic unit
The EDU is a self-contained microcomputer located in panel 95L/R; it replaces the engine
interconnect box found on the CD model while adding new features. The EDU receives power from
the aircraft electrical system, receives data from the DEEC, and various engine sensors and the
airframe. The data is stored and processed to indicate displays, faults, cautions, and maintenance
requirements. Signals from the engine-mounted sensors (revolutions per minute (RPM), temperature,
nozzle position, and oil pounds per square inch (psi)) are fed to the engine-mounted EDU. The EDU
sends this information directly to the EMD and to the ADCP, by way of the 1553 MUX bus. The fuel
flow (FF) signal is fed from the aircraft-mounted fuel flow transmitter directly to the EMD and AIU
No. 1. The AIU No. 1 digitizes the FF signal and sends it to the ADCP over the 1553 MUX bus to be
displayed on the MPD/MPCD.

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Two engine parameters, fan turbine inlet temperature (FTIT) and OIL PRESS, are monitored by
ADCP for engine operating limitations and are part of the F-15E caution and warning system. An
over-temperature condition will activate the voice warning system and the minimum oil pressure
condition will be shown on the display along with an L/R OIL PRESS light. In addition, the ENGINE
caution lamp and the MASTER caution lamp will illuminate.
Engine monitor display
The EMD is internally lit, and located on the right side of the main instrument panel. It is a liquid
crystal display (LCD) with identical, divided, digital windows. These dedicated windows display their
respective engine RPM, FTIT, fuel flow, nozzle position, and oil pressure. The analog readings from
various sensors are converted to digital format in the indicator and are presented as one display, rather
than on 10 individual analog indicators. Refer to figure 25 for an illustration of the EMD.

Figure 25. EMD.

The EMD has three BIT functions; continuous, periodic, and initiated. During continuous BIT, the
EMD inspects internal signals without interruption, to ensure they are within normal signal ranges.
The periodic BIT (PBIT) combines with normal data transfer and does not interfere with equipment
operation. Initiated BIT (IBIT) is the same as the PBIT; however, the IBIT adds a test display,
program test, and read/write test.
If the EMD fails BIT, a failure signal is sent to the AIU No. 1 and the avionics status panel (ASP).
Additionally, a shop replaceable unit (SRU) failure signal is sent to AIU No. 2. The LRU failure
signal will cause ASP indicator 61 to latch, the avionics (AV) BIT light on the caution lights display
panel to illuminate, and AIU No. 1 will send a signal to the ADCP over the 1553 MUX bus. The
ADCP will display EMD* on the MPD/MPCD BIT display. AIU 2 receives the SRU failure data and
the exact SRU failure can be determined by viewing the DETAIL page via the MPD/MPCD.
If one of the signals for the engine parameters is out of range, no LRU or SRU failure signal is sent
from the EMD. The window for the failed parameter will go blank, but the AV BIT light will not
come on and the ASP 61 will not latch. The one exception to this is if the RPM input exceeds its
maximum 110 percent range. In that case, the EMD will send the signal to cause the AV BIT light to
illuminate and ASP 61 to latch. All engine parameters may be displayed on any MPD or MPCD as a
backup for the EMD (EMD repeater), for troubleshooting purposes or as rear cockpit readout. Refer
to figure 26 for an illustration of the MPD with the engine parameters displayed.

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Figure 26. MPD.

N2 RPM indication system (0110 percent)

The auxiliary winding of the engine-driven alternator produces a single phase alternating signal with
voltage and frequency directly proportional to N2 RPM. This signal is sent to the DEEC, and the
EDU. From the EDU, it is sent to the EMD for display. The EDU also converts the alternating signal
to a digital signal and sends it to the ADCP over the avionics 1553 MUX bus. The ADCP system uses
this signal for the EMD repeater. Refer to figure 27 for an illustration of the RPM signal flow.

Figure 27. RPM signal flow.

Once received, the EMD converts the RPM signal to a digital signal for display on the LCD. The
display range is 0 to 110 percent in increments of 1 percent. The EMD will blank that specific RPM
window if the engine parameters are out of the EMD indicating range during flight and trigger an AV
BIT light and ASP 61 if the engine RPM reaches above the 110 percent range.
Fan turbine inlet temperature indicating system
Seven alumel-chromel sensors connected in parallel determine fan turbine inlet temperature. The
exposed sensors develop a DC voltage direct proportion to FTIT. This voltage is transmitted from the
sensors by way of alumel-chromel leads and passes through the EDU on its way to the EMD. The
EMD receives the FTIT signal, converts it to digital, and displays FTIT in 10 increments from 200
to 1,400 C (degrees Celsius). The EMD will blank the applicable FTIT window if an engines
temperature indication goes beyond EMD range. Refer to figure 28 for an illustration of the FTIT
signal flow.

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Figure 28. FTIT signal flow.

As this figure indicates, the EDU also converts the received FTIT voltage to a digital signal and sends
it to the ADCP over the avionic 1553 MUX bus. The digital FTIT information is used by the ADCP
system for the EMD repeater and by the ADCP to establish overtemp conditions. If the ADCP
determines a high turbine temperature (greater than 1,000 C), it commands the AIU 1 to send FTIT
L/R warning signals to the intercommunications set control panel (ICSCP). The ICSCP then sends the
audio signal WARNING-FTIT OVERTEMP LEFT/WARNING-FTIT OVERTEMP RIGHT to the
head set.
Fuel flow indicating system
The FF transmitters (accessed in 95 L/R & 113 L/R) provide a synchro signal to the EMD and AIU 1.
Each transmitter is made up of two fuel-tight compartments, one containing a drive motor and the
other, a synchro transmitter. Refer to figure 29 for an illustration of the F-15E fuel flow signal
development. As the drive motor operates, it magnetically turns the momentum wheel at a constant
rate in opposition to the fuel flow. As fuel flow increases, the torque required to turn the momentum
wheel also increases. This energy is magnetically transferred to the synchro transmitter, which sends
a fuel flow synchro signal to the EMD and AIU 1. The fuel flow signal received by the EMD is
converted to a digital signal to drive the LCD window FF pounds per hour (PPH). The EMD will
blank that specific FF window if the indication goes beyond the range of the EMD. AIU 1 converts
the signal to a digital signal and sends it to the ADCP through the avionics 1553 MUX bus for display
in the MPD system.

Figure 29. Fuel flow signal flow.

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Nozzle position indicating system

The convergent exhaust nozzle control (CENC) drives the engine exhaust nozzle position transmitter
through a mechanical interface. The transmitter senses nozzle position and converts this measurement
into a synchro type electrical signal. Related wiring transmits this signal through the engine EDU to
the EMD. The signal is applied to the EMD where the signal is changed to a digital signal for display
on the LCD; the range is 0100 percent open. In the event the indication goes beyond the range of the
EMD, it will blank that specific window. The EDU also converts the analog signal to digital and
sends it to the AIU 1 for EMD repeater. Refer to figure 210 for an illustration of the nozzle position
signal flow.

Figure 210. Nozzle position signal flow.

Oil pressure indicating system

Breather pressure and main oil pressure are connected to the oil pressure transmitter. The transmitter
senses the difference between the two pressures and converts this measurement into a synchro signal.
The signal is transmitted by related wiring to the EDU and EMD. The EDU also converts the signal to
digital and sends it to the AIU 1 and ADCP over the avionic 1553 MUX-bus. This signal is used by
the MPD system for the EMD repeater.
The EMD receives the synchro signal and converts it to a digital signal for display on the LCD. Oil
pressure is displayed from 0100 psi in 5-psi increments. The EMD will blank that specific window if
the indication goes beyond the range of the EMD.
The ADCP determines low oil pressure (less than 8 psi). During a low oil pressure condition the
ADCP sends a command to AIU 1 through the avionics 1553 MUX bus instructing it to turn on the
L/R OIL PRESS, ENGINE and MASTER CAUTION lights. See figure 211.

Figure 211. Oil pressure signal flow.

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212. Acceleration indicating/G-exceedance system

Although we dont normally think much about it, each of us live out our lives under a constant force
of gravity (G). This is the force that attracts all bodies toward the center of the earth. The amount of
force we live under is a gravitational force of 1 G. Have you ever been in an elevator and felt heavier
as the elevator started to go up? That was not merely a feeling. Had you been standing on a scale you
would have seen your weight increase on the scale as the elevator began to ascend.
When the G-forces are combined with speed and acceleration they become more dangerous. As a
matter of fact, when we talk of aircraft maneuvers during flight, the G-force becomes critical. Its
critical because the fatigue the G-forces may cause to the aircraft structure can eventually cause an
aircraft catastrophe. In addition to fatigue, G-forces place stress upon the aircraft. When this stress
exceeds the design limits, the aircraft can literally disintegrate in the air. Thats why monitoring
acceleration and G-force data is vital for maintaining the integrity of an aircrafts structure due to
stress. To be useful, the G-force on the aircraft must be displayed to the pilot during flight. In this
lesson well discuss how this is accomplished on the F-15.
Purpose
The recording of aircraft stresses in flight helps engineers and maintainers predict and repair stress
induced failures before they occur. The acceleration indicating systems of the F-15 provides the
means to record these stresses. During this lesson we will be covering the components and operation
of the F-15 acceleration indicating system. This system is further broken into the accelerometer
counter set and the acceleration indicator (G meter).
System components
The following paragraphs describe the acceleration indicating/G-exceedance system components.
Accelerometer counter set
Made up of the counter accelerometer unit (CAU) and counter display unit (CDU), the accelerometer
set measures the aircraft vertical-axis acceleration forces and counts when the force exceeds 2G,
1G, 0G, +3G, +4.5G, +6G, or +7.5G, with +1G being the reference. Acceleration force in the
negative direction with respect to +1G is defined by aircraft acceleration in the downward direction.
Acceleration in the positive direction is caused by aircraft acceleration in the upward direction.
Counter accelerometer unit
The CAU or accelerometer as it is often called is located in the right main landing gear wheel well
(fig. 212). The accelerometer contains a vertical acceleration sensor in a hermetically sealed unit.
This means that if the unit fails, you cant repair it on the line; thus, it must be turned in for repairs.
The accelerometer is mounted near the aircraft center of gravity in the right main wheel well.
The accelerometer sensor works under the concept of piezoresistivity. The sensor consists of two
seismic masses supported by metallic flexures connected by two silicon beams. Two piezoresistors, a
resistor whose resistance changes with a strain applied, are diffused into each silicon beam. The
sensor is oriented so that a vertical acceleration force causes the seismic masses to flex the silicon
beams and the resulting stress changes the resistance of the piezoresistors. This generates a signal
proportional to the acceleration force. The signal is .75 volts for each G-force.

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Figure 212. Counter accelerometer unit.

Counter display unit

The counter is shown in figure 213. Rack-mounted under door 6R, the counter has two BIT fault
indicators, one for the CDU and one for the CAU. There are also seven G display counters
(2G, 1G, 0G, +3G, +4.5G, +6G, and +7.5G).
A front panel connector is used for input power and connection with the accelerometer, signal data
recording system (SDRS), BIT control panel (BCP), and ASP. There are two elapsed-time indicators
(ETI), one will record the counters operating time and the other records flight time.
The accelerometer provides an output of 0.75 volt per G over the range 4G to +12G to the counter.
The circuit then advances the appropriate counter on the front panel. The counter also routes BIT
status to the BIT system and G-exceedance counts to the SDRS. Well cover those signals later, for
now we need to look at the acceleration indicator.

Figure 213. Counter display unit.

Acceleration indicator
The acceleration indicator shown in figure 214 is commonly called the G-meter. Its a combined
accelerometer and indicator thats self-contained within the unit. Its designed to provide a visual

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indication of 5 to +10 G-forces imposed on the cockpit of the aircraft during climbs, dives, and
turns. The main pointer continually registers the aircraft G-units and two auxiliary pointers (one for
positive G-units; one for negative G-units) indicate the maximum G-units attained during any flight
or maneuver. These pointers remain fixed at maximum until manually reset. The acceleration
indicator is on the cockpit main instrument panel left side and has the push-to-set knob on the lower
left of the indicator face. The F-15D model aircraft have an identical indicator on the rear main
instrument panel left side.

Figure 214. Accelerometer indicator.

System integration
The accelerometer provides G-force data to the programmable signal data processor (PSDP) while the
counter provides BIT status to the BIT system and G-exceedance counts to the SDRS.
The accelerometer routes .75 volts for each G-force exceeded to the PSDP. The PSDP converts this
data into digital format and routes it to the central computer (CC). The CC will compute the amount
of G-forces. The CC routes G-data directly to the head-up display (HUD) system for display.
OVERLOAD data is sent through the PSDP to the integrated communications control panel (ICCP)
for generation of warning tones and voice warning messages. Also, the PSDP converts and routes the
OVERLOAD data into a usable format for display of the overload matrix on the multiple indicator
control panel (MICP). Finally, the CC routes OVERLOAD data to the SDRS for recording purposes.
There are two operational checks used to test the acceleration indicating system. These operational
checks are the accelerometer counter set checkout and the acceleration indicator checkout.
Accelerometer counter set checkout
The accelerometer counter set is operationally checked by using the BIT system. When initiated, the
BIT automatically checks both the counter and accelerometer; but, it doesnt cause the counters to
advance.
Acceleration indicator checkout
The operational checkout of the acceleration indicator is accomplished by tapping the indicator and
watching its movement. The indicator should indicate 1G when no external force is applied. As you
tap the indicator in an up direction, one pointer indicates maximum deflection of the main pointer,
and as you tap the indicator down, the other pointer indicates the maximum deflection in the other
direction.

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Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

210. F-15 fuel quantity indicating system

1. What type input voltage is supplied to the tank units and what type signal does the tank unit
output?
AC in - DC out

2. What does the fuel quantity indicator continuously display?

intl/tot tot fuel quantity

3. If the FUEL QUANTITY SELECTOR switch is in the TANK 1 position, what will the left and
right counter display?
Lwft reads tank 1, right reads zero

4. With the FUEL INDICATOR switch in the FEED position, what does the left and right pounds
counters display?
left read 3a/3b, right reads tank 2

5. What can the pilot set to a predetermined position to automatically stop fuel dumping?
BINGO fuel

6. What is the purpose of the BINGO function?

To stop fuel dumping or provide fuel low warning for a predetermined level

7. What LRU requires calibration after removal and replacement?

SFDR

8. Where are the fuel quantity system adjustment screws located on the F-15C, D, and E aircraft?
On the SFDR, and on the rear FQI in D/E models

9. Why do you check the fuel density before performing a full adjustment?
Density affects the fuel quantity readings, so adjustments must be made accordingly

10. How is a BIT initiated on the fuel quantity indicating system?

Holding fuel select knob to BIT

11. While performing a fuel quantity operation check, you notice the total pounds counter reads
35,000 pounds above what the reading should be. What is the probable cause?
Likely a bad probe or a short in the wiring

12. After completion of a mission, the pilot writes up that the fuel quantity indications were
fluctuating during maneuvers. What is the probable cause of this malfunction?
An incorrectly installed fuel probe

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211. F-15E engine instrument system

1. Which engine indications are displayed on the EMD?
RPM, FTIT, FF, NOZ POS, Oil pressure

2. What happens to the EMD if one of the signals for the engine parameters is out of range?
That display is blanked

3. Which ASP will latch if the EMD fails the BIT?

61

4. The EMD displays engine RPM in what range?

0-110

5. In what range does the EMD display FTIT?

200-1400*C

6. Which LRU determines if an FTIT overtemp condition exists?

ADCP/CC

7. How is the fuel flow signal routed to the EMD?

From EDU to EMD

8. The EMD nozzle position is displayed in what range?

0-100%

9. Which LRU drives the engine nozzle position transmitter?

CENC

10. Which LRU ultimately determines a low oil pressure condition?

ADCP

11. At what pressure will the L/R OIL PRESS light illuminate?
<8 psi

212. Acceleration indicating/G-exceedance system

1. What is the constant force of gravity that we all live under?
1g

2. The accelerometer counter set is composed of what two LRUs?

CAU, CDU

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3. What does the accelerometer counter set measure?

Vertical g forces

4. What flight line repairs can you perform on the accelerometer?

None, it is hermetically sealed

5. Wheres the counter accelerometer unit located?

RMLG

6. The accelerometer generates how much voltage for each G-force encountered?
.75volts

7. Where is the counter display unit located?

Door 6R

8. What are the exceedances, in Gs, that the CDU displays?

-2,-1,0,3,4.5,6,7.5

9. If an aircraft performs a 7G maneuver, which counter(s) will advance? Explain?

3,4.5,and 6g's will advance as they are exceeded and will not advance again until g-forces drop below
those numbers

10. Explain the purpose of each pointer on the acceleration indicator?

To show current and maximum g-forces in either direction

22. Primary Flight Control Systems

The F-15 has a flight control system designed to give exceptional maneuverability and control at both
subsonic and supersonic speeds. In this section we will cover the three subsystems of the primary
flight control system; lateral, longitudinal, and directional flight controls.

213. Lateral flight controls

The lateral control subsystem is a hydro-mechanical system and provides a method of controlling the
aircraft around its longitudinal axis. It uses the differential movements of the ailerons and stabilators
for roll maneuvering. Refer to figure 215 for LRU locations on the aircraft.

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CSBPC
Figure 215. Lateral flight control subsystem.

System components
The following paragraphs describe the components of the lateral control subsystem.
Control stick
The control stick is located in the cockpit (also in the rear cockpit on the F-15D and F-15E models). It
transmits pilot inputs to the control stick boost and pitch compensator (CSBPC). The CSBPC is made
up of the pitch and roll channel assembly (PRCA), the aileron rudder interconnect (ARI) and the
lateral control stick damper in lateral.
ROLL RATIO switch
The ROLL RATIO switch is located on the miscellaneous control panel. This two-position switch is
used to hydraulically shut down the lateral system of the PRCA. Its positions are AUTO and
EMERG. When the switch is placed to EMERGENCY, the hydraulic boost to the lateral flight control
subsystem is shut down. This will cause the roll ratio lamp to illuminate, alerting the pilot that the
system is shut down and to use caution when inputting lateral commands.
Control system damper
The control system damper is used to reduce oscillations in the control stick. It works by using
permanent bar magnets and a drag cup that rotates through the bar magnet when the control stick is
moved. As the stick attempts to oscillate during flight, friction is applied to dampen the control stick.
Lateral feel trim actuator
The lateral feel trim actuator is located under door 6L alongside the longitudinal feel trim actuator.
The feel trim actuator has built-in centering springs to provide artificial feel.
Pitch and roll channel assembly
The PRCA is located under door 10L. It is a hydro-mechanical device that basically functions as a
hydraulic computer. It receives the control stick inputs from the pilot, adds hydraulic boost and varies
the ratio between lateral input and output, depending on airspeed, longitudinal (pitch) input, landing
gear position, and rate of change in the yaw axis.

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Roll ratio controller

The roll ratio controller is a replaceable subcomponent of the PRCA. The roll ratio controller
increases and decreases lateral control based on variations in airspeed, longitudinal position, landing
gear position, and yaw rate.
Mode select assembly
The mode select assembly is another subcomponent of the PRCA. The mode select assembly is used
to control the flow of hydraulic fluid to the PRCA. When energized, hydraulic pressure is blocked
and a pressure switch will open, causing the ROLL RATIO light to illuminate.
Aileron rudder interconnect
The ARI is located under door 10R. It works as a solid link in the directional subsystem mechanical
linkage and couples directional movement in series with lateral and longitudinal movement as one
common output for turn coordination. The mechanical signal is transmitted from the ARI output rod
through the breakout assembly and push-pull cables to both right and left rudder rotary hydraulic
servocylinders. The ARI is hydraulically shut down by the PRCA at Mach 1 and above.
Mechanical mixer
The mixer assembly is located under panel 60 on the top center fuselage. The mechanical mixer
separates the single PRCA output into two mechanical outputs. One goes to the ailerons, through
safety spring cartridges, and the other to the stabilators, which aid in lateral control by operating
differently.
Aileron safety spring cartridges
The safety spring cartridges are located under panels 62L and 158L, for the left, and 62R and 158R
for the right, on the top center fuselage. They are used aft of the mechanical mixer to allow for one
wing operation should the linkage to the other aileron become jammed or inoperative.
Aileron hydraulic servocylinder
The aileron hydraulic servocylinders are located under panels 143L, for the left, and 143R for the
right. They are hydro-mechanical actuators that control the up and down movement of the ailerons.
System operation
Pilot input to the lateral control subsystem is mechanically linked to the PRCA, ARI, lateral feel trim
actuator, and a control system damper. The lateral input to the PRCA is modified by the roll ratio
controller taking into effect the variations in airspeed, longitudinal subsystem position, and landing
gear handle position. With increasing airspeed or longitudinal control stick displacement from
neutral, the ratio changer decreases the amount of roll output to the ailerons and stabilators; thereby
decreasing the amount of their deflection. This is known as aileron washout. When the gear handle is
placed in the down position or when the roll/yaw computer senses a high rate of yaw with the handle
up, a gear down solenoid is energized in the PRCA. This gear down solenoid moves the ratio changer
to the maximum output position, giving the ailerons and stabilators full roll deflection for better
aircraft control.
The ROLL RATIO switch on the miscellaneous control panel in the cockpit controls an electrical
shutdown solenoid in the PRCA that shuts down hydraulic pressure to the roll ratio portion of the
PRCA. The PRCA then works as a fixed ratio bellcrank allowing unboosted pilot commands to the
servocylinders. Whenever the roll ratio portion of the PRCA is shutdown by the ROLL RATIO
switch, the ROLL RATIO light on the caution lights panel is turned on by an internal pressure switch.
The ROLL RATIO light is also turned on by a switch inside the PRCA whenever roll ratio scheduling
is not at the proper setting as determined by the airspeed and the landing gear position, warning the
pilot of a problem in the system.
The ROLL RATIO light plays an important part of the lateral control subsystem by warning the pilot
when the output ratio is not correct. If the PRCA is shutdown (ROLL RATIO switch is put to EMER)

219

or if the rudder limiter system is activated (at approximately 1.5 Mach) and the roll ratio airspeed
scheduling valve has not shifted to minimum, the ROLL RATIO light will come on. If you look back
at figure 215, you can see that as the roll input is applied to the PRCA it is also applied to the ARI
by a control rod that runs across to the ARI input linkage. The ARI receives roll input and varies the
ratio between the input and output depending on forward or aft stick inputs. This assists the pilot in
turning the aircraft, also known as turn coordination. Longitudinal input comes from the PRCA
through an interconnect cable. If the pilot elects to apply direct rudder input by using the rudder
pedals, then that rudder pedal input is combined in series with the lateral output to form a single
output to the rudder system.
The lateral output from the PRCA is divided into four outputs by the mechanical mixer, which
operates the ailerons with differential stabilator deflection to increase lateral control of the aircraft.
Mechanical linkage to the ailerons has a safety spring cartridge to allow the controls in one wing to
operate if controls in the other wing are jammed.
Input linkage to the aileron and stabilator hydraulic servocylinder moves a spool, which controls
pressure to the servocylinder. When hydraulic pressure to the servocylinders is lost, the servocylinder
acts as a flutter damper by allowing fluid to flow from one side of the piston to the other side.

214. Longitudinal flight controls

Now that you know the basic operation of the lateral flight control subsystem, we will discuss the
longitudinal flight control subsystem. In this lesson we will discuss the components of the
longitudinal flight control subsystem, as well as its operation.
System components
The longitudinal control subsystem is a hydro-mechanical system and provides a method of
controlling the aircraft around the lateral axis. It uses the symmetrical up and down movement of the
horizontal stabilators for the pitch maneuvering of the aircraft. Figure 216 shows the longitudinal
flight control subsystem. Refer to this figure as we discuss the components of the longitudinal control
subsystem.

Figure 216. Longitudinal flight control subsystem.

220

Control stick
The control stick is located in the cockpit (also in the rear cockpit on the F-15D and F-15E models). It
transmits pilot inputs to the CSBPC. The CSBPC is made up of the PRCA and the ARI.
PITCH RATIO switch
The PITCH RATIO switch is located on the lower left main instrument panel directly below the pitch
ratio indicator. This two-position switch is used to hydraulically shut down the longitudinal system of
the PRCA. Its positions are AUTO and EMERG.
Pitch ratio indicator
The pitch ratio indicator is located on the lower left main instrument panel directly above the PITCH
RATIO switch. The pitch ratio indicator gives the pilot a visual indication of the output ratio in the
longitudinal system. It has a range from zero to one.
Longitudinal mass balance
A longitudinal mass balance is mounted on the linkage between the control stick and the PRCA to
help neutralize the effect of acceleration on the control stick during maneuvers.
Longitudinal feel trim actuator
The longitudinal feel trim actuator (LFTA) is located under door 6L in the top compartment. The feel
trim actuator has built-in centering springs which resist stick movement giving the pilot a stick feel
force.
Pitch and roll channel assembly
Located in door 10L, the PRCA is a hydro-mechanical device used to vary the ratio between the
control stick input and output to the control surfaces, depending on airspeed and aircraft response.
The PRCA also boosts the input from the control stick to reduce the force required by the pilot to
move the control surfaces. The PRCA contains an electrical shutdown solenoid and an internal switch
used to turn on the PITCH RATIO light if the unit is shut down or if the ratio scheduling is not at the
correct position according to the input conditions.
Pitch ratio controller
The pitch ratio controller (PRC) is also a subcomponent on the PRCA. It contains an airspeed
scheduling valve (for determining the required pitch ratio), a Mach factor computer, and an ARI
Mach valve (for controlled shutoff of the ARI at speeds of Mach 1 and greater). The PRC receives
left pitot and left S1 to read airspeed.
Mode select assembly
The mode select assembly is another subcomponent of the PRCA. The mode select assembly is used
to control the flow of hydraulic fluid to the PRCA. When energized, hydraulic pressure is blocked
and a pressure switch will open, causing the PITCH RATIO light to illuminate.
Pitch trim controller
The pitch trim controller (PTC) is also a subcomponent of the PRCA. The PTC automatically
compensates for trim changes caused by accelerating from subsonic to supersonic flight, operating
flaps or speed brake, or stores separation. The PTC travel is limited as the PRC nears minimum ratio.
When the pitch control augmentation system (CAS) is engaged, the CAS interconnect (CASI) servo
controls the PTC.
Mechanical mixer assembly
The mixer assembly is located under panel 60, on the top center fuselage. The mixer assembly
receives a single input from the PRCA and divides it into two outputs, one for each stabilator.
Stabilator hydraulic servocylinder
The stabilator hydraulic servocylinders are located under panels 118L, 123L, 126L, 118R, 123R, and
126R in the tail cone area. The stabilator hydraulic servocylinders are hydro-mechanical actuators

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that control the synchronous and differential up and down movement of the stabilators. The
servocylinders also contain the CAS servovalves used in the automatic flight control system (AFCS).
System operation
Pilot input to the longitudinal control subsystem is mechanically linked to the PRCA, ARI, and the
feel trim actuator. The ratio changer modifies the input to the PRCA for various airspeeds. The ratio
changer decreases the amount of the output with increasing airspeed. The pitch ratio indicator in the
cockpit shows the ratio between input and output of the PRCA.
The control stick supplies mechanical inputs to the PTC. A load force sensor inside the PTC measures
the aircrafts response. If the aircraft response does not equal the input from the control stick, the PTC
sends hydraulic inputs to the pitch trim compensator. The pitch trim compensator will then send the
correct pitch output to both stabilators through mechanical linkage. Failure of the pitch trim
compensator shuts down pitch CAS and causes the pitch ratio changer actuator to lock in a
predetermined position (fixed ratio bellcrank) allowing continued operation with limited pitch
operation.
The pilot can shutdown the pitch portion of the PRCA by setting the PITCH RATIO switch to
EMERG, which energizes the mode select assembly, a subcomponent of the PRCA. The mode select
assembly shuts off hydraulic pressure in the pitch portion of the PRCA. This causes the PRCA to act
as a fixed ratio bellcrank. With the PRCA shutdown, the pitch ratio will drive to .4 and the output
from the PRCA is unboosted, causing increased stick friction.
When the PRCA is shut down, an integral pressure switch turns on the PITCH RATIO light. The
PITCH RATIO light also comes on if the air data computer (ADC) senses that the altitude is less than
20,000 feet, airspeed above 330 knots and pitch ratio is more than .9, or if the pitch ratio is less than
.9 with the landing gear down. The PRCA contains a PRC. The pitch ratio controller increases and
decreases longitudinal control based on airspeed. The PRC also houses the airspeed sensor that
controls the ARI by positioning the ARI shutoff valve in the roll ratio controller, blocking hydraulic
pressure to the ARI at Mach 1 and higher.
Once the PRCA has boosted the input from the pilot, the signal goes to the mechanical mixer. From
the mixer, the one longitudinal input from the PRCA is transmitted as two inputs to the stabilator
hydraulic servocylinders through the bellcranks, control rods, and cables. The input linkage to the
stabilator hydraulic servocylinder positions a spool, which controls pressure to the servocylinders,
moving the stabilators up and down symmetrically. When hydraulic pressure to the servocylinders is
lost, the servocylinder acts as a flutter damper by allowing fluid to flow from one side of the piston to
the other side.

215. Directional flight controls

Thus far we have discussed the operation of the lateral and longitudinal flight control subsystems. In
this lesson we will be discussing the directional control subsystem; this will include the components
that make up the system as well as the operation of the system.
System components
The directional control subsystem is a hydro-mechanical system and provides a method of controlling
the aircraft around its vertical axis, also known as yaw. Unlike the lateral and longitudinal control
subsystems, which consist mainly of rods, the directional control subsystem consists mostly of pushpull cables. The rudder pedals provide a method for the pilot to control the directional control
subsystem by applying force on the left or right pedal pivot points. Figure 217 shows a simplified
diagram of the directional flight control subsystem. Refer to the figure as we discuss the components
of the directional flight control subsystem.

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Figure 217. Directional flight control subsystem.

Rudder pedals
The rudder pedals provide a means for the pilot to apply inputs to the directional (yaw) channel of the
flight controls. There are two pedals (left and right). These are connected in such a manner that
pushing forward on one pedal moves the other pedal aft. During ground operation (while taxiing) the
rudder pedals are used to control the nose wheel steering system and steer the aircraft. The aircraft
brakes also utilize the rudder pedals. Braking is initiated by applying pressure to the top of the rudder
pedals to slow and stop the aircraft while on the ground.
Safety spring cartridge
The safety spring cartridge is located in the cockpit on the rudder pedal assembly. It usually acts as a
solid link, but spring tension in both directions allows rudder/brake movement to provide nose wheel
steering and CAS operation if there is a jam in the directional control subsystem mechanical linkage.
Directional feel trim actuator
Located in front of the rudder pedal assembly, the directional feel trim actuator (DFTA) contains
centering springs, which provides an artificial feel used to keep the pedals centered.
Aileron rudder interconnect
The ARI is located under door 10R. It works as a solid link in the directional subsystem mechanical
linkage and couples directional movement in series with lateral and longitudinal movement as one
common output. The mechanical signal is transmitted from the ARI output rod through push-pull
cables to both right and left rudder rotary hydraulic servoactuators. It is a hydro-mechanical device
that combines four inputs to provide turn coordination below Mach 1. It receives inputs from the
following:
1. Pilot command rudder pedals provide inputs for the directional control subsystem.
2. Pitch and roll inputs the pitch input from the PRCA is used for turn coordination to
determine direction and amount of rudder deflection. The roll input from the control stick
is also used in turn coordination to determine the amount of rudder deflection.

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3. Hydraulic pressure the PRCA controls hydraulic pressure to the ARI and above Mach 1
the PRCA removes hydraulic pressure from the ARI; thus disabling turn coordination.
When pressure is removed from the ARI, it acts as a fixed linkage to transmit rudder pedal
inputs to the rudder actuators.
NOTE: The ARI is also deenergized by the antiskid system during landings. This occurs
when the ANTISKID switch on the miscellaneous control panel is placed to either the
pulser or OFF position, wheel speed greater than 50 knots (such as landing), or when a
malfunction has occurred in the antiskid system.
4. Flap signal the flaps system provides a position signal to the ARI. This signal is required
enabling the ARI to increase the amount of rudder deflection for lateral stick movement.
Rudder control breakout assembly
The breakout assembly transmits the input force from the ARI into two separate push-pull cables,
which provide inputs to the left and right rudder rotary hydraulic servoactuators. The rudder breakout
assembly contains two shear rivets. If a malfunction occurs aft of the breakout assembly that requires
approximately 80 pounds or more of force to move the left or right rudder push-pull cable or prevent
movement of the cable, the rivet for that cable will shear. This allows the other cable to continue
normal operation.
Rudder actuator
The rudder actuators are located in the vertical stabilizers under panels 126L (left rudder) and 126R
(right rudder). The rudder actuators serve the same purpose as the stabilator and aileron actuators,
except that it uses a rotary motion instead of extending or retracting. The input from the mechanical
linkage directs hydraulic pressure to the chambers of the rotary actuator.
Rudder limiter actuator
Excessive rudder application at high airspeeds can cause structural damage or loss of control of the
aircraft. Therefore, the ARI is hydraulically deactivated after the aircraft exceeds Mach 1. This
eliminates turn coordination. The rudder limiter actuator is used to prevent commanded excessive
rudder travel when the aircraft is traveling above Mach 1.5. Its a linear actuator that is located in the
cockpit on the rudder pedal assembly.
System operation
If force is applied to the rudder pedals, a mechanical linkage transmits the input force through the
DFTA (artificial feel). From the directional feel trim actuator, the signal is sent through the safety
spring cartridge, the output torque tube assembly, and push-pull cables to the ARI. When the ARI is
energized, it operates the rudders with lateral and longitudinal stick movement. When the ARI is
deenergized, above Mach 1, the input force is transmitted as a solid link to the rudder control
breakout assembly. The breakout assembly transmits the input force to two separate push-pull cables
that provide inputs to the left and right rudder rotary hydraulic servoactuator input rods.
The rudder control breakout assembly contains two shear rivets. If a malfunction occurs aft of the
breakout assembly that requires approximately 80 pounds or more of force to move the left or right
rudder push-pull cable or prevents movement of the cables, the rivet for that cable will shear. This
allows the other cable to continue normal operation.
A rudder travel limiter system in the directional control subsystem prevents excessive rudder
deflection during high airspeeds. As airspeed exceeds Mach 1.5, a MACH switch in the right air inlet
controller (AIC) closes and completes an electrical circuit, which energizes the rudder travel control
relay. The travel relay then completes an electrical circuit to extend the rudder travel limiter actuator,
which limits the movement of the rudder pedals. As airspeed decreases below Mach 1.5, the MACH
switch in the right AIC opens, breaking the electrical circuit and de-energizing the rudder travel
control relay. With the travel relay deenergized, another electrical circuit is completed, driving the
rudder travel limiter actuator to the retracted position, returning the rudder pedals to full movement.

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A RUD LMTR (rudder limiter) caution light on the caution lights display panel warns the pilot when
a malfunction exists in the rudder limiter system. If the airspeed is above Mach 1.5 and the rudder
limiter actuator has not engaged the stop mechanism or if the airspeed is below Mach 1.5 and the
rudder limiter has not disengaged the stop mechanism, the RUD LMTR light is turned on through a
series of switches and relays. The left AIC supplies the Mach signal for the RUD LMTR light.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

213. Lateral flight controls

1. What hydro-mechanical system provides a method of controlling the aircraft around its
longitudinal axis?
Lateral flight controls

2. What flight control surface does the lateral control subsystem use for roll maneuvering?
Ailerons and horizontal stabilators

3. What components make up the CSBPC in the lateral control subsystem?

PRCA, ARI, and lateral control stick damper

4. What is the purpose of the control stick damper, and how does it perform this function?
To reduce oscillations in the control stick

5. What is the purpose of the PRCA?

To provide hydraulic outputs to the stabilators

6. What modifies the lateral input to the PRCA for variations in airspeed, longitudinal linkage
position, and landing gear position?
Roll ratio controller

7. What component of the flight control system controls the rudders during lateral and longitudinal
stick movement? When is this component shut down?
ARI, which is shut down at Mach 1+

8. What is the purpose of the safety spring cartridges?

To provide control of one flight surface if the other becomes jammed

9. Under what conditions does the ROLL RATIO light illuminate for the lateral control subsystem?
If the PRCA is shut off or the rudder limiter system is activated but the roll ratio scheduling valve has
not shifted to minimum

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214. Longitudinal flight controls

1. What does the longitudinal control subsystem provide?
Flight control over the lateral axis

2. What gives the pilot a visual indication of the output ratio in the longitudinal system and has a
range from zero to one?
Pitch ratio indicator

3. What component is mounted on the linkage between the control stick and the PRCA to help
neutralize the effect of acceleration on the control stick during maneuvers?
LFTA

4. What is the purpose of the PRCA?

To provide hydraulic outputs to flight control surfaces

5. Explain the function of the pitch trim controller.

The PTC automatically compensates for trim changes caused by accelerating from subsonic to supersonic
flight, operating flaps or speed brake, or stores separation

6. What system component divides the longitudinal input into two separate outputs?
Mechanical mixer

7. Setting the PITCH RATIO switch to which position will shut down the PRCA?
Emerg

8. When the PITCH RATIO switch shuts down the PRCA, it causes the PRCA to function as what?
A fixed bellcrank

9. When the PITCH RATIO switch is put to EMERGENCY, what does the pitch ratio indicator
drive to?
1

10. When will the pitch ration light illuminate?

When the PRCA is shut down; if altitude <20,000 feet, airspeed >330 knots and pitch ratio >.9;
or if pitch ratio <.9 with gear down

215. Directional flight controls

1. What does the directional control subsystem provide?
Control around the vertical axis

2. The directional control subsystem consists mostly of what?

Push-pull cables

3. What is the purpose of the safety spring cartridges?

To allow control of one surface if the other is jammed

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4. Where is the ARI located?

Door 10R

5. What four inputs does the ARI combine to provide turn coordination below Mach 1?
Inputs from rudder pedals, PRCA (pitch&roll), flap position, and hydraulic pressure

6. Explain why the ARI require the flap position signal.

Enables ARI to increase rudder deflection for lateral stick movement

7. What component prevents commanded excessive rudder travel when the aircraft exceeds 1.5
Mach?
Rudder travel limiter system

8. Which AIC MACH switch drives the rudder travel limiter actuator and which AIC supplies the
Mach signal for the RUD LMTR light?
Left AIC

23. Automatic Flight Control Systems

Now that you understand the primary flight control system, lets learn about the automatic flight
control system on the F-15 A through D and E model aircraft. In this section we will begin with the
F-15 C/D CAS. Then we will discuss the F-15 trim system. The section concludes with a lesson
covering the F-15E automatic flight control system.

216. F-15A through D control augmentation system

In this lesson well focus on the components of the flight control system and AFCS. In our
discussions, well see what function(s) they provide for the CAS. After this, well discuss the signals
received by the CAS from other systems or components.
Flight control component functions as they apply to the control augmentation system
The CAS components should be somewhat familiar to you. Thats because theyre used in many of
the systems weve previously discussed. Keep in mind that in the CAS, the components have different
functions than previously discussed. Although some of the components will be new to you, these are
used primarily for CAS operation. The components well be discussing are as follow:
Roll yaw computer.
Pitch computer.
Rate gyro assembly.
Accelerometer assembly.
CAS control panel.
Dynamic pressure sensor.
Stick force sensor.
Directional feel trim actuator.
Pitch trim controller (CAS interconnect).
Stabilator servocylinders.

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Rudder servocylinders.
Caution lights display panel.

Roll/yaw computer
The roll/yaw computer (fig. 218) contains the engage logic for roll and yaw CAS. It receives roll and
yaw CAS sensor inputs, processes those inputs, and generates output drive signals that eventually
control surface deflection in the roll and yaw channels. The roll/yaw computer also contains the logic
used to control the caution lights that inform the pilot how the CAS channels are operating.

Figure 218. F-15A thru D roll/yaw computer.

Pitch computer
The pitch computer (fig. 219) is also located next to the roll/yaw computer. The pitch computer
contains the engage logic and receives the sensor inputs for the pitch channel of CAS. It then
processes the signals into a drive signal for the stabilator actuators. In addition, the pitch computer
contains the differential stabilator servocylinder (DSS) amplifier, which is used to combine pitch and
roll CAS inputs into a common output to drive the stabilators according to the pitch and roll inputs.
The pitch computer also controls the CAS PITCH caution light that indicates the status of the pitch
channel.

Figure 219. F-15A thru D pitch computer.

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Rate gyro assembly

The rate gyro assembly (fig. 220) contains six rate gyros in a single housing. Their functions are as
follows: two rate gyros provide pitch rate signals proportional to angular motion about the pitch axis.
The pitch rate gyro outputs are applied to the pitch computer to monitor aircraft response to pilot
commands in pitch. Roll and yaw are identical in function, but are applied to the roll/yaw computer.

Figure 220. F-15A thru D rate gyro assembly.

Accelerometer assembly
The accelerometer assembly (fig. 221) contains four accelerometers. Each accelerometer sensor
provides an electrical output signal thats proportional to aircraft acceleration along the two sensitive
axes of pitch and yaw. Two sensors are oriented to sense normal acceleration and two are oriented to
sense lateral acceleration. The normal acceleration outputs are applied to the pitch computer and are
used in pitch CAS to monitor aircraft response to pilot commands. Similarly, the lateral acceleration
outputs are applied to the yaw CAS to monitor aircraft response to pilot commands.

Figure 221. F-15A thru D accelerometer assembly.

Dynamic pressure sensor

The dynamic pressure sensor (fig. 222) contains two differential pressure transducers driven by
bellows. The bellows are connected to pitot and static pressure lines. The transducers supply dualelectrical signals that are proportional to dynamic pressure (Qc). The dynamic pressure signals are

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applied to the roll/yaw computer and are used to limit the total differential stabilator deflection in roll
CAS at high airspeeds.

Figure 222. F-15A thru D dynamic pressure sensor.

CAS control panel

The CAS control panel (fig. 223) is located in the forward portion of the left console. It contains
three dual-pole, lever-lock toggle switches, one pushbutton switch, and one indicating light. The three
dual-pole, lever-lock switches are the CAS YAW, ROLL, and PITCH switches. Each switch has three
positions: OFF, RESET, and ON. The CAS is operational in each axis when the switch for that axis is
set to ON; that is, if the engaging parameters are satisfied. The RESET position initiates a reengagement (reset) signal to the applicable computer following a malfunction. If the malfunction was
momentary, the CAS for the failed axis can be reset and engaged again.

Figure 223. F-15A thru D CAS control panel.

Stick force sensor

As you can see, the stick force sensor (fig. 224) is installed between the control stick grip and the
control stick column. It contains strain gage elements that are designed to measure the forces applied
to the control stick. The strain gage elements generate signals proportional to applied forces. The
amplified signals are then applied to the pitch computer and roll/yaw computer for use as pilot input
for pitch and roll CAS operation.

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Figure 224. Stick force sensor.

Directional feel trim actuator

The directional feel trim actuator is located between the rudder pedals. You should remember that it
contains the rudder pedal position linear variable differential transformers (LVDT) that supply the
roll/yaw computer with pilot inputs for yaw CAS operation.
Pitch trim controller (CAS interconnect)
The PTC is a component of the PRCA. The PTC is electrically connected to the pitch computer for
CASI operation. CASI is designed to provide a tracking function. To do this, the PTCs CASI servo
receives pitch CAS commands and drives the PRCAs pitch trim compensator. This forces the
mechanical system to track pitch CAS so that if pitch CAS fails, the mechanical system can take over
at the precise point of failure without any large uncommanded pitch-up or pitch-down maneuvers.
Stabilator servocylinders
The stabilator servocylinders contain the electrohydraulic valve (EHV) that controls the stabilator
displacement. There are two EHVs, one for each CAS channel. Pressure to the EHVs is controlled by
shutoff valves. When the CAS is energized by turning the control switch to ON, the shutoff valves
energize and allow pressure to the EHVs. Theres a differential pressure sensor (DPS) that monitors
hydraulic pressure to and between the EHVs. If pressure isnt available or a difference exists between
the EHVs, the DPS shuts them down. There are two servo valve position LVDTs and two main ram
position LVDTs that supply servo valve and ram position information back to the pitch computer.
Rudder servocylinders
In the rudder servocylinders, yaw CAS commands are applied to reposition the rudders according to
the command from the roll/yaw computer. Each actuator (located in the vertical fin) contains only one
EHV and shutoff valve. The EHV controls pressure to the master control valve (MCV) which
controls the rotary shaft of the actuator. External feedback is used to reposition the MCV and stop the
actuator. The MCV position LVDT sends a signal back to the roll/yaw computer thats proportional
to the MCV position.

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Caution lights display panel

The caution lights display panel (fig. 225) contains the CAS warning lights: CAS YAW, CAS
ROLL, and CAS PITCH. The lights are controlled by logic circuits in the roll/yaw computer for the
CAS YAW and CAS ROLL lights, and logic circuits from the pitch computer for the CAS PITCH
light. CAS lights illuminate when the respective channel of CAS is manually turned off by using the
switch, or when a malfunction has been detected in the respective CAS channel.

Figure 225. Caution lights display panel.

Signals applied to the control augmentation system

Earlier we said that the CAS receives signals from many sources. The signals are used to provide
proper CAS operation. Although the signal sources arent considered to be part of the CAS, theyre
very important to the CAS operation. To be proficient in your job, you should be able to identify
these signals and their origin. In addition, you should know their function in the CAS. To assist you
in troubleshooting the CAS in the future, well discuss these subjects: trim system; modular relay
panels; pitot-static system; angle-of-attack (AOA) transmitters; and engine air intake system.
Trim system
Each CAS axis receives an input from the respective trim actuator to show its position. This is
important to the CAS because as the trim actuator drives, it establishes/updates a new zero reference
for the CAS. As an example, lets say the pilot trimmed 2 nose down. This would be the zero
reference for the pitch CAS axis. The roll and yaw axis operate the same way.
Modular relay panels
The #1 and #2 modular relay panels provide logic signals to the pitch computer for changing
conditions such as landing gear and flap position, and weight off wheels to control CAS limits and
functions. Remember, theyre applied only to the pitch computer.

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Pitot-static system
The pitot-static system supplies pneumatic pressures (S2 static and right pitot) to the dynamic
pressure transducers in the dynamic pressure sensor.
Angle-of-attack transmitters
The left and right AOA information is supplied to the pitch computer for pitch limiting. The roll/yaw
computer receives AOA from the pitch computer for use in calculating turn coordination (CAS ARI).
Engine air intake system
At 1.5 Mach, the left and right AIC send a logic signal to the roll/yaw computer. This signal disables
the turn coordination (CAS ARI) function of yaw CAS.
Control augmentation system operation
Since the operation of the yaw, roll, and pitch CAS channels are similar, well only discuss the
operation of the yaw CAS channel. Well then highlight the differences with the other channels of
operation.
Yaw control augmentation system operation
The yaw CAS is a dual-channel, self-monitoring system, incorporating automatic channel shutdown
in case of an axis failure. Pushing the left or right rudder pedal causes the mechanical controls to
move the rudders. The CAS adds to or subtracts from the rudder positions commanded by the
mechanical system. It does this until the sum of the lateral acceleration and yaw rate signals is equal
to the sum of the rudder pedal position and ARI command signals. In other words, yaw CAS
compares the pilot input (rudder pedal position) to aircraft response (lateral acceleration and yaw rate)
and either adds to or subtracts from surface deflection to achieve the desired aircraft response. In the
following pages we discuss these areas of yaw CAS operation: engagement, command augmentation,
(ARI), and AC interlock and yaw rate limit.
Engagement
Engaging a CAS axis isnt as simple as placing the appropriate switch in the ON position. Instead,
certain requirements and conditions must be met before the channel will engage. Figure 226 shows
the CAS engage diagram. This diagram shows all three axes. Refer to the diagram as we discuss each
axis separately.

Figure 226. F-15A thru D CAS engage logic diagram.

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Well start with the yaw CAS switch, shown in figure 223. When you move the switch from OFF to
ON, yaw CAS ON logic signals are supplied to the roll/yaw computers engage logic starting the
engagement process. Remember, the CAS axes have dual channels and are referred to as channels A
and B.
The engage logic is contained inside the roll/yaw computer. If the rudder servo isnt failed and the
yaw rate is less than 41.5 per second, the logic will activate two transistor switches. One transistor is
for channel A, providing 28 volts direct current (VDC) to the left rudder servocylinder shutoff valve
(SOV). At the same time, the channel B transistor switch provides a ground to the right servocylinder
SOV. The SOVs are wired in series, so the 28 VDC signal, and the single ground signal, energize
both SOVs. When the shutoff valves energize, hydraulic pressure is supplied to the left and right
rudder EHVs.
In short, the yaw CAS engagement requirements are as follows:
1. Yaw CAS switch placed to ON.
2. Rudder servo not failed.
3. Yaw rate less than 41.5 per second.
Control augmentation
Once yaw CAS is engaged, it can perform its primary function of control augmentation. To do this,
aircraft response is compared to the manual commanded input (rudder pedal displacement) to
compute the yaw CAS signal. The yaw CAS axis will add rudder deflection if the aircraft is under
responsive. Likewise, it will subtract rudder deflection if the aircraft is over responsive.
The primary directional flight control system can produce 15 of rudder deflection. Yaw CAS can
add an additional 15 of rudder deflection, for a maximum rudder deflection of 30.
Figure 227 shows a simplified diagram of the yaw CAS axis. Pilot commands are applied to the
roll/yaw computer through the rudder pedal position LVDTs in the directional feel trim actuator. At
the same time; the mechanical system drives the rudders and causes the aircraft to yaw. The response
of the aircraft is monitored by the accelerometer and rate gyro assemblies. Remember, there is both
an A and B yaw rate gyro output and an A and B lateral accelerometer output. These outputs are
applied to the A and B channels of the yaw CAS inside the roll/yaw computer. If the response of the
aircraft is proper, the signals from the accelerometers and rate gyros cancel the pedal position input
and the yaw CAS doesnt have an output. However, if the aircraft is under responsive, the computer
will command additional rudder deflection. Likewise, if the aircraft is over responsive, the computer
will command less rudder deflection. Once the inputs are received by the yaw axis of the roll/yaw
computer, theyre processed by the yaw computation circuits and applied to the rudder servocylinder
EHV. The left rudder servocylinder is controlled by yaw channel A, and the right by a channel B.
Rudder servocylinder position is monitored in each channel, respectively, by a position LVDT signal
from the actuator to the roll/yaw computer.
Inside the computation circuits are balance amplifiers which will attempt to balance both channels for
small signal differences. Both channels are monitored for large signal differences, or small longstanding signal differences. Also, the rudder servocylinder is monitored for large or long-standing
differences. When these conditions exist, the yaw channel is automatically shut down and the CAS
YAW light illuminates. If it was a temporary condition, the channel may be reset.
NOTE: The balance function is disabled during landing. To do this, a landing gear signal from the
pitch computer disables the balance circuits.

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Figure 227. F-15A thru D yaw CAS logic diagram.

ARI
The yaw axis of CAS must compute a turn coordination command much like the function performed
by the mechanical ARI. The roll/yaw computer contains a pulse width multiplier that provides the
outputs required for coordinated turns. The pulse width multiplier uses roll rate and AOA to compute
the yaw CAS ARI signal. Just like the mechanical ARI, the CAS ARI has no input to the rudders if
the aircraft is flying straight and level in pitch. Figure 227 shows that the roll rate signal is received
from inside the roll/yaw computer. Also, notice that the AOA signal is received from the pitch
computer. The CAS ARI works very much like the mechanical ARI, except instead of having a
longitudinal (pitch) flight control input, CAS ARI uses AOA. Also, instead of having a lateral (roll)
flight control input, CAS ARI uses roll rate. Both roll rate and AOA can affect the amount of rudder
deflection that is achieved through CAS ARI. Notice in figure 227 that theres a 1.5 Mach signal
applied to the roll/yaw computer from the left and right AICs. The left is applied to channel A and the
right to channel B. This signal is used to disable the CAS ARI function of yaw CAS at 1.5 Mach.
Power applied (26 volts alternating current (VAC)) to the rate gyro is compared to the power applied
to the roll/yaw computer. If the power of the rate gyro is interrupted, the yaw channel shuts down. On
F-15C/D aircraft, the 26 VAC is routed through the stick force sensor (also the rear cockpit in the
F-15D) to prevent yaw and pitch CAS operation if the stick force sensor(s) is disconnected. Since
yaw CAS engagement is a requirement for roll CAS engagement (discussed in more detail later) a
disconnected stick force sensor will prevent all three axes of CAS from engaging. The yaw rate level
detectors are used to sense yaw rate. If the yaw rate is exceeding 41.5 per second, the yaw CAS axis
is automatically shut down.
Roll control augmentation system operation
The roll CAS is designed to augment the roll primary flight control channel to maintain a consistent
aircraft response. Much of the roll CAS channel operation is similar to the yaw CAS channel. These
differences are discussed below.
Engagement
The roll CAS is engaged in a manner thats almost the same as the yaw CAS. In fact, the roll CAS
switch functions the same as the yaw CAS switch. Moving the switch from OFF, through RESET, to

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the ON position causes the same RESET and ON logic signals to be applied to the roll CAS engage
logic. Looking at figure 226, we see that the logic signals from the switch are applied to the roll
CAS logic circuits inside the roll/yaw computer. Three additional requirements must be met before
the roll channel will engage:
1. Roll CAS not failed.
2. Yaw CAS engaged.
3. The stabilators must be engaged (DSS not failed).
If all these conditions are met, the roll engage logic will energize two transistor switches. One switch
controls the power to the roll channel computer circuits, while the other removes the ground from the
roll channel output. The transistor switch that applies power also applies the excitation voltage to the
dynamic pressure sensor. As you can see from figure 226, the roll CAS engage logic sends a signal
to the pitch CAS engage logic. This is necessary because the pitch computer sends the surface
commands to the stabilator servocylinders. So when roll CAS is engaged, it must send the engage
signal to the pitch engage logic to energize the SOVs of the stabilator servocylinders. This happens
even though pitch CAS isnt engaged.
NOTE: A very important fact to remember is that the yaw CAS must be engaged prior to roll CAS
being engaged.
Once all the requirements are met and the roll engage logic is proper, the channel functions and the
CAS ROLL caution light is extinguished.
Command augmentation
Earlier, we said the purpose of roll CAS is to augment roll control of the aircraft just as yaw CAS was
to augment yaw control. Figure 228 shows the simplified roll CAS diagram. Again, there are two
channels (A and B) for each sensor and computation.

Figure 228. F-15A thru D roll CAS logic diagram.

During flight the lateral stick force (pilot input) is measured by the stick force sensor while the
aircraft response is measured by the roll rate gyros. The signals from the rate gyro will null each
other, or add to, or subtract from the commanded input. Since the mechanical roll ratio is varied as a
function of airspeed, so must the roll CAS signals be varied according to airspeed. To do this, the
dynamic pressure sensor and the AOA signal from the pitch computer are used to schedule the roll
CAS signal. When the aircraft is flying at less than 544 knots, roll stabilator control is 5 of
authority for each stabilator. At speeds above 544 knots, the authority is gradually decreased until its
reduced to 1.1 at 800 knots. The AOA controls the roll CAS authority so that at 23 and 1.0 the

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roll CAS authority is 0. Also at 1.5 Mach, a signal from the yaw CAS circuit is applied to the roll
CAS circuit to reduce (attenuate) the input (pilot command) signals by about 50 percent.
Remember, the roll trim signal applied to the roll computation circuits is used to establish the zero
reference point for the roll CAS.
The roll CAS A and B channels are monitored for large signal differences and long-term small signal
differences. Either of these will cause the roll CAS axis to shut down and illuminate the CAS ROLL
light. Note (fig. 228), that the output of the roll computation channels is applied to an amplifier
which has its output applied to the DSS in the pitch computer. At this point the roll and pitch CAS
commands are summed into a single drive command for the stabilator servocylinders. Each stabilator
receives a channel A and a channel B command. Dont forget that each stabilator servocylinder has
two EHVs instead of one like the rudder servocylinders. The stabilator servos are monitored in the
DSS circuits, and a failure of either causes both the roll and pitch CAS to shut down. Because the
DSS monitor circuits are in the pitch computer, a pitch CAS failure causes the roll CAS to also shut
down. If the failure doesnt include the stabilator circuits, the roll CAS may be reset. Again, its very
important to remember that the roll CAS has no input to the ailerons, only the stabilators.
Pitch control augmentation system and stall inhibit operation
Pitch CAS performs a variety of functions. Its designed to augment the primary pitch flight control
channel, provide limited oscillation damping, and stall inhibit for the pitch axis. The pitch CAS
operates much like the yaw and roll CAS axis. Here well discuss the following subjects: engagement,
command augmentation, and stall inhibit function.
Engagement
You probably guessed that pitch CAS is engaged very similar to yaw and roll CAS. Youre correct;
however, there are some different requirements that well explain as we progress through the lesson.
Refer again to figure 226 as we see how pitch CAS is engaged.
The RESET and ON logic from the pitch CAS switch is applied to the pitch CAS engage logic;
however, this time the stabilator servocylinder servo shutoff valves and the CASI shutoff valve must
be energized. In addition to the pitch CAS switch logic, the pitch CAS must not be failed for the
CASI shutoff valve to energize. The stabilator servocylinder shutoff valves are energized when the
following conditions are met:
The pitch CAS switch logic is present (pitch CAS ON).
DSS not failed.
Yaw rate is less than 41.5 per second.
CASI servo not failed (PTC).
Pitch CAS can be reset and brought back on-line in the event the CASI servo fail by placing the
PITCH RATIO switch to the EMERG position.
Remember, since the stabilator DSS is located in the pitch computer, a pitch CAS failure also shuts
down roll CAS; however, the roll CAS resets if the failure only affects the pitch CAS axis.
Command augmentation
The pitch axis of the CAS serves the same purpose as the yaw and roll CAS axis. During operation,
the pitch CAS can add or subtract 10 of stabilator symmetrical deflection. Figure 229 shows a
simplified pitch CAS diagram. As you can see, the pitch axis is a dual-channel system with
monitoring and automatic axis shutdown just like the yaw and roll axis.

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Figure 229. F-15A thru D pitch logic diagram.

The stick force sensor senses forward and aft stick forces and sends it to the pitch computer. Aircraft
response is measured by the accelerometer assembly (normal acceleration) and the rate gyro
assembly. But, when the gear is down, normal acceleration is removed from the pitch computer to
avoid producing adverse signals during possible hard landing. The switching is controlled inside the
pitch computation circuits by a gear signal from the modular relay panel.
The output drive signal from the pitch computer is applied to the stabilator servocylinder and the
PTC. The signal applied to the stabilator servocylinders causes the stabilators to either add to or
subtract from the manually commanded input, depending on the aircraft response. The signal applied
to the PTCs CASI servo repositions the manual linkage to track the pitch CAS commanded input.
Remember, this is necessary so that if pitch CAS fails, the mechanical flight control system will take
command where the pitch CAS failed.
The pitch trim signal received from the roll/yaw computer establishes the zero reference point just as
it did in the yaw and roll CAS axes. The pitch and roll CAS commands are summed at the DSS
circuitry inside the pitch computer. The feedback from the stabilator servocylinder LVDTs is a
combination of pitch and roll commands, and the feedback from the LVDTs must be separated back
into separate pitch and roll CAS feedback signals. This is accomplished in the DSS circuits as well.
The reason for separating the pitch and roll feedback signals is to cancel only the proper amount of
input signal to provide proper control surface movement for each axis.
NOTE: The pitch axis applies redundant channel A and B inputs to the DSS just as roll CAS does.

This method of applying a signal from the A and B channel provides for system failure monitoring.
The computer performs this dual-channel failure detection, where if the two channels dont match, the
computer shuts the axis down.

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Stall inhibit function

The stall inhibit function warns the pilot that a pending stall condition exists and increases the effort
necessary by the pilot to increase the aircrafts nose-up attitude. AOA, gear position, and flap position
control the stall inhibit function circuits inside the pitch CAS computation circuits. At an AOA of 13
with the gear up, negative pitch commands are feed the pitch CAS; so, any attempt to increase the
nose-up attitude requires extra force by the pilot. Placing the flaps down allows 10 of additional
nose-up attitude before additional stick is required. The pitch rate from the pitch rate gyros allows the
circuit to prepare for a stall condition. Once the aircraft has landed and the weight is on the wheels,
the stall inhibit function is deactivated.
Control augmentation system troubleshooting
The flight control system test set (FCSTS) is used to verify/fault isolate the automatic flight control
system components on the F-15 A through D aircraft. This is done using interconnect cables from the
FCSTS to the pitch and roll/yaw computers, rate sensor assembly (RSA), acceleration sensor
assembly (ASA), and both left and right rudder and stabilator servocylinders. The FCSTS used in
conjunction with the job guide and fault isolation TO will be critical to your ability to troubleshoot
automatic flight control system malfunctions.

217. F-15 trim systems

We begin this lesson by explaining the function and operation of the components and switches of the
trim system. Although some of the components were previously mentioned when discussing flight
controls; they also serve functions as part of the trim system. The components well be covering are:
Longitudinal (pitch) trim actuator.
Lateral (roll) trim actuator.
Directional (yaw) trim actuator.
CONTROL STICK TRIM switch.
RUDDER (YAW) TRIM switch.
TAKEOFF-TRIM (TOT) switch and light.
Roll yaw computer.
Pitch computer.
Longitudinal (pitch) feel/trim actuator
A closeup view of the actuator is shown in figure 230. The actuator contains a single-phase, 115
VAC, reversible motor thats connected to a screw jack. When the motor is activated in either
direction, it repositions the mechanical pitch linkage and the control stick. In order for the motor to
drive, it must receive 115 VAC and a ground through two separate relays. The pitch trim actuator is
controlled by relays in the pitch computer.

Figure 230. The longitudinal (pitch) feel/trim actuator.

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Lateral (roll) feel/ trim actuator

Figure 231 shows a closeup of the lateral feel trim actuator. In design, the roll trim actuator is
identical to the pitch trim actuator. The major difference is that the roll trim actuator is controlled by
relays in the roll/yaw computer whereas the pitch trim actuator is controlled through relays in the
pitch computer. The roll trim actuator repositions the roll channel linkage and control stick.

Figure 231. The lateral (roll) feel/trim actuator.

Directional (yaw) feel/trim actuator

Figure 232 shows a closeup of the directional feel trim actuator. This actuator is a little different
from the pitch and roll trim actuators. It contains a single-phase, 115 VAC, reversible motor, which is
connected to a screw jack like the pitch and roll feel trim actuators. But in addition, it contains the
relays that control the voltage and ground for the drive motor. Like the pitch and roll trim actuators,
the yaw trim actuator has two trim position LVDTs. In addition, it has two additional rudder pedal
position LVDTs.

Figure 232. The directional (yaw) feel/trim actuator.

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NOTE: The F-15E is triple redundant; that is it uses three pedal position and trim position LVDTs.
The outputs of these LVDTs are used in the AFCS. The trim position LVDTs supply trim actuator
position information to the roll/yaw computer and are repositioned any time the motor is driven. The
relays for all three feel trim actuators are controlled by the roll/yaw computer. The pedal position
LVDTs are repositioned when the rudder pedals are moved, and supply pedal position information to
the roll/yaw computer. Since the trim actuator repositions the yaw channel linkage and rudder pedals
when its actuated, the rudder pedal position LVDTs are also repositioned.
CONTROL STICK TRIM switch
This switch provides pitch and roll trim commands. Its a five-position switch, which is spring-loaded
to the center (off) position. A closeup view is shown in figure 233. Forward switch movement
commands nose down pitch control, aft commands nose up pitch control; left switch movement
commands left wing down roll control, while right switch movement commands right wing down roll
control.

Figure 233. CONTROL STICK TRIM switch.

When the CONTROL STICK TRIM switch is placed in either the NOSE-UP, NOSE-DOWN, LEFT
WING DOWN or RIGHT WING DOWN positions, two sets of contacts are closed. These two sets of
contacts apply two grounds (or logic lows) to the roll/yaw computer. Later in the unit, youll see that
both logic lows are necessary in order to provide the proper logic data flow to energize the trim
motor.
NOTE: The F-15E combined the roll/yaw and pitch computers into a single computer called the
flight control computer (FCC).
RUDDER (YAW) TRIM switch
The RUDDER TRIM switch is located on the throttle quadrant. Its a three-position switch thats
spring-loaded to the center (OFF) position. Moving the switch to the left causes a NOSE-LEFT
COMMAND, and moving the switch to the right causes a NOSE-RIGHT COMMAND. The YAW
TRIM switch has two sets of contacts. When its placed in either position, two logic lows are applied
to the roll/yaw computer.
TOT switch (button) and light
Both the TOT switch and light are located on the CAS control panel. The TOT switch is a
pushbutton-type switch. Depressing the button applies two 28 VDC signals (or logic highs) to the
roll/yaw computer. The two logic highs start the TOT sequence of events. When all the requirements
have been completed, the roll/yaw computer energizes a transistor switch which illuminates the TOT

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light. The TOT light is an indication to the pilot that the aircraft control surfaces are at the TOT
position.
Roll/yaw computer
The roll/yaw computer contains the control circuits for the trim system. It receives the logic inputs
from all the trim switches. In addition, it contains all the logic circuits, level detectors, transistor
switches, and time delays that are used to control the trim systems. The roll/yaw computer also
contains the relays used to control the roll trim system.
Pitch computer
The last component having an effect on the trim system is the pitch computer whose relays are
controlled by the roll/yaw computer. The pitch computer contains the relays used to control the
voltage and ground for the longitudinal feel trim actuator.
Pitch trim operation
As you study this material, keep in mind that pitch is referenced to the nose of the aircraft. When we
talk about pitch were using the term in reference to aircraft nose up and nose down. From this, we
can say that the pitch trim function is used to compensate for nose/tail heavy conditions. Figure 234
is a simplified block diagram of the pitch trim function. Refer to the figure as we look at the
following subjects: CONTROL STICK TRIM switch, trim command processing, trim motor
operations, and LVDTs.

Figure 234. Pitch trim functional block diagram.

CONTROL STICK TRIM switch

Well start with the PITCH TRIM switch in the center (OFF) position. In this position theres no
input to the roll/yaw computer. Holding the PITCH TRIM switch aft (NOSE-UP) applies trim
commands (two separate grounds) or logic lows to the roll/yaw computer. One logic low is called the
nose-up command, and the other logic low is called nose-up/nose-down command. Holding the
PITCH TRIM switch in the forward (NOSE-DOWN) position sends a nose-down trim command
logic low, and the same nose-up/nose-down logic low to the roll/yaw computer. The nose-up/nosedown circuit operates the same as before.
Trim command processing
The roll/yaw computer contains all the pitch trim logic. Except for the addition of logic circuits that
sense that the pitch trim actuator is not at its limit, the nose-up/nose-down command is processed in
the same way as the nose-up command. If the longitudinal feel trim actuator isnt at its nose-up limit,
the logic from the nose-up/nose-down command activates circuitry sending 28 VDC to the nose-

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up/nose-down relay in the pitch computer. When the nose-up/nose-down relay is energized, contacts
are closed to apply the 115 VAC to the trim motor. When the 115 VAC is applied, the trim motor
moves.
Remember, the pitch trim logic circuits are located in the roll/yaw computer and the pitch trim relays
are in the pitch computer. The relays in the pitch computer provide power and ground to the
longitudinal feel trim actuator trim motor for it to drive nose up or nose down.
Trim motor operation
When 115 VAC and a path to ground are provided, the trim motor moves the control linkage so the
aircrafts nose moves up. As the trim motor is driving, its repositioning is monitored by two pitch
trim position LVDTs (A and B). LVDT A sends a signal back to the roll/yaw computer as an input to
the nose-up limit-level detector. Once the nose-up (trim) limit-level detector determines that the pitch
trim motor is at the nose-up limit, it changes its logic output. This stops the pitch computer from
continuing to drive the actuator. This action removes the 115 VAC from the pitch trim motor. As long
as the nose-up level detector senses that the nose-up limit is reached, it inhibits the logic circuit for
the nose-up/nose-down relay.
Linear variable differential transformers
Remember, there are two LVDTs in the trim motor. The output of LVDT A determines the nose-up
and nose-down limits. Both LVDTs A and B are used later for the TOT system. On the F-15E there
are three LVDTs; an A, B, and C LVDT.
Take-off trim will be covered later in this lesson.
NOTE: Another very important fact to remember is that when the longitudinal or lateral feel trim
actuator motor drives, it repositions the control stick. So any time the pitch or roll trim system
operates, the control stick is repositioned to correspond to surface displacement.
Roll trim operation
Roll is referenced to the downward motion of the left and right wingtips. A left roll is called left wing
down, and right roll is called right wing down. At times, roll actions are planned and deliberately
executed by the pilot. At other times, the aircraft can become unbalanced or wing heavy to one side or
the other due to changing flight conditions. The purpose of the roll trim function is to compensate for
these wing-heavy conditions. Figure 235 shows a simplified block diagram of the roll trim function.
Refer to the figure as we discuss the following subjects: CONTROL STICK TRIM switch, energizing
the roll trim motor, roll trim relays, and trim motor operations.

Figure 235. Roll trim functional block diagram.

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CONTROL STICK TRIM switch

Holding the CONTROL STICK TRIM switch to the left (ROLL LEFT) generates two logic low trim
commands (two separate grounds) to the roll/yaw computer. One command is the left roll trim
command; the other is the left/right roll trim command. These two commands work just like the pitch
trim commands.
Energizing the roll trim motor
One of the roll left trim commands causes the logic inside the roll/yaw computer to energize the left
roll relay, thus providing a ground to the lateral feel trim actuator trim motor. The second trim
command enables power to be supplied to the trim motor.
Moving the trim switch to the right does the same as before except a right roll command is provided
to the roll/yaw computer and the roll right relay provides the ground for the trim motor. The trim
motor drives in the opposite direction.
Roll trim relays
One major item to notice is that the roll trim relays are located inside the roll/yaw computer;
otherwise the pitch and roll trim operate the same.
Trim motor operations
The trim motor drives downstream lateral linkage that repositions the control stick and the roll trim
position LVDTs A and B. LVDT A provides trim motor position to the limit-level detectors in the
roll/yaw computer. The limit-level detectors work identical to the limit-level detector in the pitch trim
system.
Yaw trim operation
Like pitch, yaw is also referenced to the nose of the F-15. When we talk about yaw, were doing so in
terms of nose-left and nose-right. The yaw trim function is designed to compensate for left or right
yaw conditions, and is controlled by the RUDDER TRIM switch located on the throttle quadrant.
Figure 236 is a simplified diagram of the yaw trim system. Refer to the figure as we discuss the yaw
trim motor operation and LVDTs.

Figure 236. Yaw trim functional block diagram.

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Yaw trim motor operations

The yaw trim function is very similar to the pitch and roll functions. Moving the RUDDER TRIM
switch to the NOSE-LEFT position will generate two logic low commands. The yaw trim commands
are sent to the roll/yaw computer. Logic inside the computer energizes trim relays which provide
power and ground to the directional feel trim actuator. Yaw trim is unique in that the trim relays are
part of the directional feel trim actuator. Moving the trim switch to the right will generate nose-right
commands, and the nose-right relay in the actuator drives and the motor turns in the opposite
direction.
LVDTs
Once the yaw trim actuator drives in either direction, it repositions the yaw channel linkage, the
rudder pedals, and the rudder trim position LVDTs. Again LVDT A is used to supply trim actuator
position to the limit level detectors in the roll/yaw computer. The limit-level detectors prevent the
actuator from driving beyond its limit just as it did in the pitch and roll functions. Both trim position
LVDTs A and B are used later for the TOT system. On the F-15E there is an A, B, and C LVDT.
Unlike the longitudinal and lateral feel trim actuators, the directional feel trim actuator contains two
sets of LVDTs. You should be familiar with the trim position LVDTs, but the actuator also contains
rudder pedal position LVDTs. The pedal position LVDTs provide pilot inputs to the yaw CAS
system.
Takeoff-trim function
The purpose of the TOT function is to automatically drive the control surfaces to a predetermined
position for takeoff. At takeoff, the rudders and ailerons are positioned at neutral, and the longitudinal
feel trim actuator positions the pitch channel linkage so the control stick is 1 aft which positions the
trailing edge of both stabilators 5 trailing-edge up. Figure 237 shows a simplified diagram of the
TOT function. Refer to this figure as we cover these areas of the TOT function: TOT switch, trimlevel detectors, moving to TOT, stopping TOT movement, and TOT light.

Figure 237. Take-off trim functional block diagram.

TOT switch
The TOT switch and light are located on the CAS control panel (left console). It sends TOT
commands to the roll/yaw computer. All the level detectors and logic circuits are contained in the
roll/yaw computer. The trim actuators and relays function the same as they did for each individual
trim system.

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Trim-level detectors
Inside the roll/yaw computer (in addition to the limit-level detectors) there are trim level detectors.
There are four detectors for each trim channel. Theres a trim level detector A and B for one direction
of trim motor travel, and detector A and B for the other direction. Both A detectors are supplied trim
motor position by the trim motor position LVDT A. In addition, both B detectors are supplied trim
motor position by LVDT B. When any of the three trim actuators are out of the TOT position, and the
TOT button is pressed, the TOT logic energizes trim relays to bring the trimmed system back to TOT.
The pitch channel has a bias applied to the trim level detectors. This bias is used to provide the 1 of
aft stick deflection required for pitch TOT.
Moving to TOT
Depressing the TOT switch provides two initiate signals (28 VDC) to the roll/yaw computer. The
logics are TOT command A, and TOT command B. Commands A and B are provided to TOT logic
circuits. If the logic circuits sense an out of trim condition from any of the three systems trim level
detectors, a drive sequence is started. This allows the trim actuator(s) to drive in the TOT position.
Stopping TOT movement
Once the trim level detectors sense that the trim actuator is in the TOT position, the TOT logic
circuits stop the applicable trim relays from driving the trim motors.
TOT light
The TOT light illuminates when all three trim systems have reached the take-off trim position. This
process is activated by a logic output from the A trim level detectors in the roll/yaw computer for
each channel of trim. This output is used as an input to a four input AND gate which initiates a 28VDC signal to illuminate the TOT light. When the TOT switch is depressed, it provides a high logic
to the AND gate, and when each channel is in the TOT position, a logic high is sent to the AND gate.
So, when the AND gate has four highs applied to the inputs (one from the switch, one from each of
the pitch, roll, and yaw channels), the output causes the TOT light to illuminate. With the TOT switch
providing the high input to the AND gate, releasing the switch will turn OFF the light. The light
signals to the pilot that TOT has been accomplished.

218. F-15E automatic flight control system

Although the F-15E model aircraft contains a similar AFCS, there are some notable differences. The
biggest difference is that the F-15E AFCS is triple redundant. With this, it has the ability to operate
after a single channel failure. Triple redundant means there are three CAS channels: channel A,
channel B, and channel C, instead of the older systems two CAS channels. If the FCC determines
that a single channel has failed, the system design allows for continued AFCS operation with the
remaining functional channels. Theres no doubt that system design such as this provides additional
mission flexibility. Because the F-15E system is failure-tolerant, the pilot can experience a greater
number of failures before the CAS becomes completely inoperative.
F-15E automatic flight control system components and differences
The F-15A through D AFCS contains two flight control computers. These are the pitch and roll/yaw
computers. The F-15E AFCS combined the pitch and roll/yaw computer into a single unit called the
FCC. The FCC is the heart of the F-15E AFCS.
Flight control computer
The FCC is a triple-redundant digital computer which controls the operation of the F-15E automatic
flight control system. With the top cover removed (fig. 238), you can see the computer is divided
into three distinct channels; channel A, channel B, and channel C. Each channel contains six different
SRUs. The SRUs are interchangeable between the three channels.

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Figure 238. FCC.

Control augmentation system control panel

The CAS control panel is located on the forward section of the front cockpit left console. The F-15E
CAS control panel, shown in figure 239, is basically the same as that of F-15A through D, yet there
is a difference unique to the F-15E AFCS. In addition to the pitch, roll, and yaw engagement
switches, and the TOT button, there are two additional switches (BIT CONSENT and TF COUPLE
(terrain following couple)) unique to the F-15E AFCS. The BIT CONSENT switch is the square
button which enables the AFCS to enter a PBIT or a maintenance (MBIT). Setting the TF COUPLE
switch to ON engages the terrain following (TF) function. This function allows the AFCS to control
the aircraft during auto TF (automatic terrain following) operation.
NOTE: The ALT HOLD and ATT HOLD enable switches have been removed on the E-model
control panel. Those functions of pilot relief are now selected on the up-front controller (UFC).

Figure 239. F-15E AFCS CAS control panel.

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Pressure sensor assembly

The pressure sensor assembly (PSA) (fig. 240), with a few differences, performs essentially the
same function as the F-15C AFCS dynamic pressure sensor. Its a two channel device containing two
pressure sensors for each channel. In each channel, one sensor measures pitot pressure and the other
measures static pressure. A major difference from the C-model AFCS is that the PSA receives pitot
and static pneumatic pressures from both the left and right pitot static probes. The resulting pitot and
static signals produced by these sensors are hardwired into the channel A and B of the AFCS. Also,
these signals are cross-channel communicated so that each of the three channels in the FCC has
access to all three signals (left and right pitot and S2 static) produced in the PSA.

Figure 240. F-15E pressure sensor assembly.

Accelerometer assembly
The accelerometer assembly (fig. 241) performs the exact same function as in the F-15A through D
AFCS; but, there are channel A, B, and C acceleration signals produced instead of the channel A and
B used in the older system. During operation, normal and lateral accelerations are sensed using six
accelerometers. The accelerometer output is sent to the FCC.

Figure 241. F-15E accelerometer assembly.

Rate sensor assembly

The RSA (fig. 242) performs the exact same function as in the older AFCS system. It contains nine
rate gyros that sense pitch, roll, and yaw rate signals that are proportional to the angular motion about

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each axis. Again, there are three gyros for channel A, three for channel B, and three for channel C.
The RSA output is sent to the FCC.

Figure 242. F-15E rate sensor assembly.

Stick force sensor

The F-15E stick force sensor functions identically to the F-15A through D unit, except the F-15E
stick force sensor produces three signals to facilitate outputs to channel A, channel B, and channel C
within the FCC. The strain gauge elements output is sent to the FCC. Figure 243 shows the stick
grip mounted on the stick force sensor.

Figure 243. F-15E stick grip and stick force sensor.

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Stabilator servocylinders
The stabilator actuators operate exactly as they did in the F-15A through D AFCS; however, there are
differences in the F-15E AFCS servocylinders. The F-15E AFCS requires a three-channel input for its
operation; therefore, these actuators have a channel A, channel B, and channel C command and
feedback lines instead of two. The forward and aft shut-off valves, as well as the rotary force motor,
has a three-channel input to accommodate the triple redundant system design. Only two channels at a
time are required for proper CAS operation. The rotary force motor is exclusive to the F-15E. The
rotary force motor is an electric motor designed to move the shuttle valve of the EHVs.
Rudder servocylinders
The rudder actuators are identical to those used on the older systems. In fact, each actuator has only
one channel for operation. The outputs of each channel are fed to the FCC. Channel A is used for the
left rudder servoloop operation while channel B is used for right rudder servoloop operation. Channel
C is used for failure monitoring and shutoff valve control. Whenever a channel failure occurs, that
channel is disengaged. Unlike the older yaw CAS, the F-15E yaw CAS continues to function with the
remaining good rudder servo operating at twice the normal gain on the command. A rudder servo is
disengaged whenever two out of three channels agree to disengage the rudder, or when the drive
channel A or B determines that the rudder should be disengaged.
Trim actuators
The trim actuators in the F-15E AFCS operates the same as in the older AFCS system. The difference
is that the position feedback LVDTs on each trim motor contains three channels; A, B, and C. The
LVDTs send longitudinal, lateral, and directional feel trim actuator position signals to the FCC, which
monitors changes in pilot trim commands as well as stick and rudder pedal position. In addition, the
rudder pedal position LVDTs are used for yaw CAS commands.
AFCS circuit breakers
The AFCS AC and DC circuit breakers are located in the center main instrument panel of the front
cockpit. Figure 244 shows the specific location of the AFCS AC and DC circuit breakers in the front
cockpit. Three AFCS DC circuit breakers are located to the right of the air conditioning vent, and five
are located above the vent between the EMERG BK/STEER handle and the rudder pedal adjustment
knob. You may be directed by the TO to pull these circuit breakers during troubleshooting
procedures.
System operation
The F-15E AFCS operation is essentially the same as the older F-15A through D AFCS. As
mentioned before, the biggest difference is the ability of the newer system to continue to operate after
a channel failure. The purpose of the F-15E AFCS is the same as the older system; that is, to provide
a uniform aircraft response to pilot input regardless of changing in-flight conditions.
Yaw CAS
Engagement of yaw CAS is the same as in the older system. The reasons that yaw CAS wont engage
or disengage are reported to the operator by way of BIT codes. Also, to engage yaw CAS, the yaw
rate must not exceed 41.5 per second. The validity of the rudder pedal position signal is checked, and
if invalid is set to zero. When this occurs, the yaw CAS provides damping with no rudder pedal CAS
command.

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Figure 244. F-15E AFCS circuit breakers.

The yaw CAS provides command augmentation adding or subtracting a maximum of 15 rudder
travel. This is in addition to the mechanical rudder travel of 15 for a total of 30 maximum rudder
travel. All three channels of the yaw CAS compute a rudder command and perform failure
monitoring. Unlike the stabilator servocylinder, which contains three channel LVDT outputs, the
rudder servocylinder contains only a single channel LVDT output. However, channel A drives only
the left rudder servo, channel B drives only the right rudder servo, and channel C provides SOV
control and failure monitoring. As mentioned before, in the event of a single channel failure, that
channel is disengaged, and yaw CAS operation is continued with the good rudder servo. The yaw
CAS command gain is doubled on the remaining functioning rudder servo in order to assure proper
yaw CAS control. The pilot is alerted of the failure by display of the lateral stick limit (LAT STK
LMT) caution and one rudder CAS functional fail advisory. During one rudder yaw CAS operation,
the remaining rudder command is compared to the LVDT feedback position. If the compared
positions dont agree, a BIT code is generated. In addition, that rudder actuator is shut down, and yaw
CAS is also shut down. During normal yaw CAS operation, the left and right rudder servocylinder
position is also compared to each other. If the left and right rudder mistrack by 4 or more, a BIT
code is generated and one of the actuators will shut down.
Outputs from the lateral accelerometer and yaw rate gyro control yaw CAS gain and response to
aircraft movements in yaw. The outputs of these are compared with pedal position in order to detect
aircraft over- and under responsive conditions. Yaw CAS then adds or subtracts rudder deflection to

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provide uniform response during those conditions. If a single channel from either the yaw rate gyro or
the accelerometer occurs, that failure is isolated and yaw CAS continues to operate with the other two
good channels. The pilot is notified of the failure by a generated BIT code and associated first
functional failure advisory. Only when the system experiences a second channel failure of the same
function does the yaw CAS then shut down. This is an example of the benefits gained from moving to
a triple redundant system.
Another important feature of the yaw CAS is to assist in improving turn coordination. This is known
as CAS ARI. Its just like that found on the older aircraft and is used together with the mechanical
ARI function. The AOA signal is used to control the gain on the yaw CAS ARI function. At higher
AOA, greater rudder deflection is needed for turn coordination. Above 1.5 Mach, the rudder
deflections from crossfeed inputs to the yaw CAS are reduced to zero and remain there for any AOA
below +18. This is to minimize roll/yaw coupling tendencies.
Roll CAS
Engagement of roll CAS is the same as in the F-15A through D model AFCS. Keep in mind that the
yaw CAS must be engaged first before roll CAS can be engaged. Again, if yaw rate exceeds 41.5 per
second, yaw CAS disengages, which also disengages roll CAS. Just like the older system, if pitch
CAS disengages the roll CAS will disengages as well. If the problem causing disengagement was in
the pitch CAS circuits only, roll CAS can be reset and operated normally. As with yaw CAS, the
reasons the roll CAS wont engage or disengage are reported by means of generated BIT codes.
Roll CAS provides command augmentation which adds or subtracts a maximum of 5 of differential
stabilator travel. Several factors work to reduce that 5 authority toward zero. First, airspeed is used
to reduce roll CAS authority by the function of the pressure sensor assembly. At about 544 knots, the
roll CAS authority is at 5. Above 544 knots, the higher airspeed changes roll CAS output so that at
800 knots, roll CAS authority is reduced to 1.1. Also, AOA plays a part in roll CAS output
reduction. Between +7 and 1 AOA, roll CAS authority is at the maximum 5. Between 7 and
23 AOA the roll CAS is reduced so that at 23 AOA, the roll CAS authority is 0. Also, below 1
AOA, roll CAS authority is at 0. The AOA signal is fixed at 1.44 with weight-on-wheels
(WOW)/wheel spin-up condition in effect. This is done to ensure full roll CAS authority immediately
after touchdown as well as minimizing the roll-to-yaw crossfeed gain. Such design features aid the
pilot during crosswind landings.
The roll CAS command is generated from the summed front and rear stick force sensor (SFS) pilot
commands to control the aircraft in roll. If the rear cockpit SFS signal is invalid, the FCC recognizes
that and sets that SFS output to zero. The total SFS command is fed through a deadband and gradient
network in order to desensitize the roll commands around the neutral point. The reduced sensitivity
diminishes roll ratcheting and lateral pilot induced oscillation. The filtered roll pilot command (from
the force sensor) is combined with the roll rate signal (from the rate sensor assembly) and roll trim
position signal, from the roll trim actuator to produce the roll CAS command. The unlimited roll CAS
command is fed through a roll CAS authority fader and safety limiter before reaching the stabilator
series servo. After a roll CAS command is computed, its fed into the pitch-roll servoloop, or DSS,
where the pitch and roll CAS commands are combined to produce a single command. This is identical
to the F-15 A through D AFCS, in that the DSS modifies the pure pitch command into a differential
pitch to represent the roll CAS command to the servocylinder.
The pitch-roll servoloop software monitors the actuator interface for proper AFCS operation. BIT
codes are generated if the FCC detects differences in predetermined values among channels. The CAS
ram position, servoamp voltage, and command wraparound are monitored in this fashion. The
command versus position monitor compares the stabilator command to the CAS ram position
feedback. These two are compared and if these values disagree, a BIT code is generated to reflect
this. If two out of three channels disagree (in addition to a BIT code produced) both pitch and roll
CAS will disengage. If a failure is incurred with the pressure sensor assembly, such as pitot or static

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signal from a single channel, the roll CAS authority will be calculated on the last known valid signal
in the failed channel. The pilot is notified of the failure with a LAT STK LMT caution and a ROLL
LIMIT functional failure. As before, if a single channel fails, the failure is reported as a BIT code to
the pilot and the roll CAS will continue to operate with reduced redundancy.
Pitch CAS
Engagement of the pitch CAS is similar to the older system. The stabilator servocylinder and the
CASI (pitch trim controller) solenoid valves and servoamplifiers must engage in order to engage pitch
CAS. Again, a yaw rate at 41.5 per second will cause the pitch CAS to disengage. This is considered
normal and wont generate any associated BIT codes. Like yaw and roll CAS, generated BIT codes
report the disengagement and the reason for disengagement to the pilot.
The front and rear stick force sensor signals are summed to produce one pitch CAS pilot command.
Again, if the rear SFS signal is invalid, the FCC detects that and sets the rear SFS signal to zero. As in
roll CAS, pitch CAS SFS signals are fed into a deadband and dual-gradient network to prevent
oversensitivity near the null and to reduce the stick force required during high-g maneuvers.
Deadband breakout force in basic CAS is 1 pound (3.5 pounds when altitude hold is used) and +10.64
pounds/4.5 pounds when auto terrain following is in control.
During normal flight, with the landing gear handle up, pitch CAS feedback is a combination of
normal acceleration signals from the accelerometer and filtered pitch rate signals from the rate sensor
assembly. With the gear handle down, only unfiltered pitch rate is used for feedback to the pitch
CAS. This is because during landing and touchdown, acceleration signals would fight the pilot
commands required to provide stable control of the aircraft.
Just as in the older AFCS system, AOA is used to reduce gain on the pitch CAS. At an AOA of 13,
the pitch CAS gained is reduced to implement the stall inhibit function. The gain reduction also aids
in matching the pitch CAS stabilator commands with the mechanical flight control system during
high-AOA maneuvers. The pitch CAS authority is also reduced with large nose-up servocylinder
deflection exceeding 18. This is to ensure that roll CAS inputs to the stabilator command can still be
executed during large aft stick maneuvers. The AOA signal is fixed at 1.44 during WOW/wheels
spin up because the AOA sensor output is unstable at low taxi speeds. The pitch CAS authority is
controlled by the pitch CAS authority fader, which monitors the previously mentioned flight
conditions.
Pitch CAS commands sent to both stabilator actuators are of the same polarity, resulting in collective
stabilator pitch movements. Pitch commands are also applied to the pitch trim compensator, so the
CASI servo can force the mechanical pitch axis to track the pitch CAS axis in case of CAS failure.
This allows the mechanical pitch axis to take over at the point of failure.
Since there are three channels in the F-15E AFCS pitch CAS, it has a high-failure tolerance, as
compared to the older system. In fact, as with the roll and yaw CAS, you can have a single channel
failure and pitch CAS will still operate, although with reduced redundancy. Again, the pilot is notified
of the failure, by way of BIT codes, and the system uses the remaining two functional channels of
pitch CAS.
Input signal management
The philosophy of input signal management is the ability to maintain three independent computers
within the FCC. These are channel A, channel B, and channel C. They provide for continued CAS
operation when a failure exists. As stated before, this triple redundant, fail-tolerant design provides
greater system reliability and flexibility to the pilot, who can count on the continued operation of the
AFCS to complete the mission. Only a subsequent second failure of the same function will cause the
CAS to shut down. This system design supplies the desired qualities of fail-operate/fail-safe
operation.

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Each FCC channel is hardwired to a respective triplex sensor. Refer to figure 245 for the following
discussion. The triplex signal is sent to the FCC where it first passes through a digital-to-analog
converter within the input output processor (IOP). A channel A input is considered the local signal for
channel A, channel B input signal is considered the local signal for channel B, and the channel C
input signal is considered the local signal for channel C. The raw signal is bias compensated to reduce
transients by attempting to make the local (L) signal the same as the selected or median (middle)
signal. The triplex signals within the IOP are cross-connected to the other channels by whats termed
the cross-channel data link. By using this arrangement, all three FCC channels have access to the
same signal. For example, a channel A forward cockpit roll SFS signal is also available to channel B
and C. The cross channel data link (CCDL) makes it possible to have a failure in one channel, yet
enables the other two channels to operate with information supplied to that failed channel. In
instances where the input sensors provide duplex outputs (such as the pressure sensor assembly),
input system management enables operation of the roll CAS in the event of a single channel failure.
Software within the input system management computes the roll CAS authority based on the last
known valid signal in the failed channel. The pilot will be notified of the failure with a LAT STK
LMT caution and a ROLL LIMIT which warns him/her to use care when moving the control stick in
the roll axis.

Figure 245. F-15E triplex signal inputs to the FCC.

Another function of the input system management is failure detection. To do this, the local signal is
compared with the selected signal. If the two signals differ by a predetermined amount, the FCC
considers the local signal failed. The failure detection process considers only two signals: (1) selected
signal and (2) local (L) signal.
Therefore, a channel can only fail its local signal. Although a channel B roll rate signal failure would
be seen by all three channels, only the channel B roll rate signal will be reported as a failure
generating a B channel BIT code. It would be displayed to the aircrew as a BIT code XXX, Roll Rate
Fail 1st local in the B channel only.
Discrete signal processing
The input system management processes discrete signals for use by the FCC. A discrete signal is
either in one state or another. On or off, engaged or not engaged, and up or down are examples of
discrete signals. Discrete signal processing is categorized by the type of signal being processed. This
can be either triplex or three state discretes.

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Triplex discrete signals are produced by switches or relay contacts and are brought into the FCC one
discrete per channel. Each channel receives a hardwired discrete from each triplex relay or switch,
and two discretes from the CCDL, for a total of three discretes of that input to each FCC channel.
Triplex discretes are used for the following:
Pitch CAS engage.
Roll CAS engage.
Yaw CAS engage.
Pitch CAS reset.
BIT consent.
Manual terrain-following (MTF) armed.
FORWARD AUTOPILOT DISENGAGE switch (ADS).
There are three state discretes:
1. WOW.
2. Wheel-spin-up.
3. Landing gear handle signals.
The discretes are ground, 28 VDC, or 15 VDC. The FCC monitors these discretes for an out-ofrange condition.
Output discrete management
The FCC produces the output discrete signals to control the following:
Automatic speed brake retract.
Trim actuator extend and retract.
Pitch CAS status.
Roll CAS status.
Yaw CAS status.
Extend and retract signals are determined in each FCC channel. The pitch trim extend and retract
signals are driven by channel A, while the roll trim extend and retract are driven by channel B. Yaw
trim extend and retract are driven by channel C. The CCDL routine sends each channels data to the
other channels. The output signals are majority voted and used to control the trim actuator drivers.
The AFCS READY discrete signal indicates to the AIU 1 the status of the AFCS, in turn lighting the
AV BIT light if necessary. The AFCS READY signal is majority voted through CCDL and is driven
by channel B. The AUTOPILOT OFF discrete signal tells the AIU 1 the status of the autopilot,
which, in turn, lights the AUTOPILOT CAUTION if necessary. This signal is also majority voted and
is driven by channel C.
The FCC provides the AIU 1 with status signals of the CAS in each axis. These status signals power
the caution drivers if the CAS disengages. Channel A drives the PCAS caution display, channel B
drives the RCAS caution display, and channel C drives the YCAS caution display. In addition to
these, the FCC provides three auto TF discretes to drive their respective cockpit caution lights. The
FCC also provides a ground to the avionics status panel if any one of the following AFCS LRUs
fails:
FCC.
Force sensor.
Rate sensor assembly.
Pressure sensor assembly.

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Acceleration assembly.
CAS control panel.

The ground latches ASP fault indicator 1. All three channels of the FCC can cause an output to the
ASP circuit.
External data management
The external data management (EDM) function allows the FCC to communicate with other avionic
components on the MIL STD (Military Standard) 1553MUX bus. Although the FCC can
communicate on two avionics MUX buses, only one MUX bus is active at any time. The central
computer is the normal bus controller (BC) and treats the FCC as only one peripheral unit (with one
address) even though the FCC has three identical internal computers. The channels within the FCC
have the capability to transmit and receive messages over the 1553 MUX bus on either the 5A or 5B
MUX buses.
The EDM performs three important functions within the FCC:
1. Selects an active transmitter from the three potential transmitters.
2. Manages data from other FCC functions for transmission to other aircraft systems.
3. Monitors received data and prepares it for use by other FCC functions.
The typical systems the FCC must communicate with over the MUX bus include the following:
Inertial navigation unit (INU).
LANTIRN Nav Pod.
AIU 1.
AIU 2.
This communication link enables several capabilities the aircraft offers such as: autopilot, terrain
following displays, FCC status displays, BIT display, and BIT initiate.
The validity of the transmitted data is checked and compared to the other data sources. If two of the
channels agree with the data being presently transmitted from the selected source, that channel
continues to transmit data. If at least two channels dont agree on which source to use, the FCC turns
off all data sources to reset them. It then selects channel A as the initial selected channel source.
Channel A is also the initial channel used after a cold start power up.
Communication over the 1553 MUX bus is critical to successful AFCS operation. Thats because its
the process used to (1) engage the autopilot, (2) select the autopilot modes, (3) select the autopilot
steering modes and TF and autopilot (A/P) signal data, (4) initiate BIT, (5) monitor the results of BIT,
and (6) audit the information stored in the FCC.
Upon AFCS IBIT, the pilot selects AFCS on the BIT menu on the MPCD/MPD together with the BIT
consent switch on the CAS control panel. This switched information is sent via the MUX bus to the
FCC to start the initiation process. If the FCC BIT requirements are met, the FCC will send (also via
the MUX bus) an AFCS IN TEST message to be displayed on the MPCD/MPD. This gives the pilot
confirmation that the AFCS system BIT has begun.

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Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

216. F-15A through D control augmentation system

1. What unit combines the pitch and roll CAS inputs into a common output to drive the stabilators?
Pitch computer (DSS)

2. Whats the purpose of the rate gyro assembly?

Compares aircrafts response to pilot inputs

3. What function does the dynamic pressure sensor serve?

reduces differential stab movement at high speeds, receives pitot/static inputs

4. Why is the CASI function of the PRCA necessary?

Allows PRCA to monitor CAS so it can take over if necessary

5. Why do the servocylinders contain LVDTs?

For electrical feedback

6. Why does the CAS need an input from the trim system?
For zero reference

7. What does the pitot-static system provide to the AFCS?

Pitot/static pressure

8. When do the left and right AICs send a logic signal to the roll/yaw computer? What is the
purpose of the logic signal?
At 1.5 mach to disable turn coordination

9. What is the result of moving the yaw CAS switch from the OFF to ON position?
Turns on roll/yaw computer

10. What requirements must be met prior to the engage logic activating the transistor switches?
YAW CAS switch placed in the ON position, rudder servo not failed, yaw rate less than 41.5 per second.

11. How are the rudder servocylinder SOVs energized?

The yaw CAS engage logic energizes one transistor that 28 VDC to the left rudder servocylinder SOV. At
the same time, another transistor switch provides a ground to the right servocylinder SOV. The SOVs are
wired in series, so the single 28 VDC signal and the single ground signal energize both SOVs.

12. What signals are compared to compute the yaw CAS signal?
Commanded input (rudder pedal displacement) and aircraft response.

13. How will the yaw CAS compensate for an under responsive aircraft?
YAW CAS will add rudder deflection to increase response.

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14. What signal differences are monitored during yaw CAS?

Rudder actuator position LVDT signals. Channel A and B signals are monitored for large differences or
small long-standing differences.

15. Whats the purpose of the AC interlock?

Prevent all three axis of CAS from engaging if a stick force sensor is disconnected.

16. Why does the yaw rate limit detectors sense yaw rate?
Automatically shut down the yaw CAS channel if the yaw rate exceeds 41.5 per second.

17. In addition to the RESET and ON logics, what are the requirements needed to engage roll CAS?
Roll CAS not failed, yaw CAS engaged, and stabilators engaged (not failed).

18. Why must an engage logic be applied to the pitch computer to engage roll CAS?
The pitch computer engages the shutoff solenoids of the stabilator servos.

19. Which signals are used to vary the roll CAS output?
Dynamic pressure and AOA.

20. Whats the purpose of the roll trim signal thats applied to the roll CAS computation circuits?
Establish a zero reference for roll CAS.

21. Why does a failure of the pitch CAS cause the roll CAS to shut down? When can roll CAS be
reset?
Since the stabilator control circuits are in the pitch computer, a failure of the pitch channel also causes the
roll channel to also shut down. Roll CAS can be reset if the failure only affects the pitch CAS circuits and
not the stabilator circuits.

22. State the additional requirements to the RESET and ON logics from the pitch CAS switch
necessary to engage pitch CAS.
The DSS not failed, yaw rate less than 41.5 per second, CASI not failed.

23. What signals are used to control the stall-inhibit function of pitch CAS?
AOA, gear position, and flap position.

217. F-15 trim systems

1. Whats the main difference between the pitch and roll trim actuator system?
The pitch trim actuator is controlled through relays in the pitch computer, while the roll trim actuator is
controlled through relays in the roll/yaw computer.

2. How is the yaw trim actuator different from the pitch and roll trim actuators?
It contains the relays which control the operation of the drive motor, plus two additional position LVDTs.

3. What does the TOT light indicate?

The aircraft control surfaces are at the TOT position.

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4. Which LRU contains the control circuits for the trim system?
Roll/yaw computer.

5. What two commands are generated when the PITCH TRIM switch is placed in the NOSE-UP
position?
Nose-up trim command and the nose-up/nose-down trim command.

6. Which pitch trim motor LVDT determines trim limits?

LVDT A

7. Explain how the control stick is repositioned when the pitch trim motor is driven in either
direction.
When the longitudinal or lateral feel trim actuator motor drives, it repositions the control stick. So any time
the trim system operates, the control stick is repositioned to correspond to surface displacement.

8. What is the purpose of the roll trim function?

To compensate for a wing heavy condition.

9. Where are the roll trim relays located?

Inside the roll/yaw computer.

10. What commands are generated by the RUDDER TRIM switch when its placed in the NOSELEFT position?
Two logic low commands.

11. What is unique to the yaw trim system as compared to the other trim systems?
The trim relays are part of the directional feel trim actuator.

12. Whats repositioned when the yaw trim actuator drives?

Yaw channel linkage, rudder pedals, and rudder trim LVDTs.

13. To what position are the control surfaces positioned when in the TOT position?
Rudders and ailerons at neutral, and the control stick at 1 aft which positions the trailing edge of both
stabilators 5 up.

14. How many trim level detectors are used in each channel?
4

15. Explain when and in what direction the trim motors drive for TOT.
When any of the three trim actuators are out of the TOT position, and the TOT button is pressed, the TOT
logic energizes trim relays to bring the trimmed system back to TOT.

16. What causes the trim motors to stop driving once they reach the TOT position?
Once the trim level detectors sense that the trim actuators are in the TOT position, the TOT logic circuits
stop the applicable trim relays from driving the trim motors.

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218. F-15E automatic flight control system

1. How many channels does the F-15E AFCS contain?
3

2. What switch allows the AFCS to control the aircraft during auto TF operation?
TF couple

3. For AFCS to operate, how many channels on the stabilator servocylinders on the F-15E must be
operating?
3

4. How many channels are required for CAS operation?

2

5. Whats the purpose of the F-15E AFCS?

Provide a uniform response to pilot input regardless of changing in-flight conditions.

6. Which yaw CAS channel provides SOV control and failure monitoring?
C channel

7. What happens to the yaw CAS command during one rudder CAS operation?
Gain to the functioning rudder actuator is doubled.

8. What happens when the left and right rudder mistrack by 4 or more?
A BIT code is generated and one of the actuators is shut down.

9. Whats employed to reduce pilot induced oscillations in roll CAS?

The SFS roll command is fed through a deadband and gradient network in order to desensitize the roll
commands around the neutral point.

10. Where is the roll CAS command sent after its computed?
DSS and pitch/roll servo loop

11. What happens to the pitch CAS authority during nose-up servocylinder deflections that exceed
18?
CAS authority decreased

12. What happens when the pitch CAS experiences a single channel failure?
BIT code generated

13. Whats the purpose of the input signal management within the F-15E AFCS?
It maintains three independent computers within the FCC; these allow continued CAS operation when a
failure exists.

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14. What two signals are compared by the input signal management in order to provide failure
detection?
Local and selected signals

15. What produces the triplex discrete signals on the aircraft?

Switches and relays

16. If one of the AFCS LRUs fails, what does the FCC provide to the ASP?
Ground

17. Whats the function of the EDM within the FCC?

Allows the FCC to communicate with the other avionic components on the MIL STD 1553 MUX bus.

18. How does the EDM react when at least two channels dont agree on which data source to use?
Turns off all data sources to reset them; then, selects channel A as the initial source.

19. What message does the FCC send over the MUX bus to alert the pilot that the AFCS system has
begun a test?
AFCS IN TEST message to be displayed on the MPCD/MPD.

24. Engine Air Intake System

As a 7-level you must understand the engine air intake system. This system often produces redballs
and grounds the aircraft when it breaks. If you have great knowledge of the components and how they
work you will be very valuable to your unit by enabling the aircraft to return to a flyable status when
it may otherwise sit broken. On the flip side if you cant troubleshoot this system you will spend
many hours scratching your head while the mission is waiting on you.

219. Engine air intake system components, inputs, and outputs

In this lesson we will discuss the components of the engine air intake system along with their inputs
and outputs. The components well be discussing are the variable inlet ramps, two AICs, actuators,
and associated controls.
Variable inlet ramps
There are four ramps and a bypass door that are controlled by the ramp system. Figure 246 shows a
side view of the engine inlet and you can see all four ramps. (The fourth ramp is called the diffuser
ramp.) You can also see the position of the bypass door. Additionally, the figure shows the exit
louvers, bleed air holes, and protective screens that protect the ramp system and engine from damage
due to excessive boundary layer air and entry of foreign objects.
Now, lets see how shock waves are established to reduce airflow to the engine. The thin arrowed
lines in figure 246 show how the ramps control the flow of air into the intake. The air exit louvers,
on the first ramp (inlet) and aft of the bypass door, are for the removal of boundary layer air.
Boundary layer air is bled off the first ramp (inlet), second ramp, and third ramp through bleed air
holes in the ramps and is dumped overboard through the air exit louvers.

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Figure 246. F-15 inlet ramps.

Air-inlet controllers
For the ramp system to operate properly the ramps must be appropriately scheduled. To do this, AICs
are used. An AIC (fig. 247) is a digital computer which contains monitoring circuits, BIT circuits,
and a fault indicator. Each engine has its own independent intake system, so there are two AICsleft
and rightone for each engine. The left and right AICs are identical. The AICs are used to control
the position of the inlet ramps and bypass door for their respective engine.

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Figure 247. Air inlet controller.

Actuators
The ramp system uses three actuators. These are shown along with the ramps in figure 246. The first
ramp, diffuser, and bypass door actuators are hydraulically powered and controlled by the AIC. The
utility hydraulic system supplies hydraulic pressure to the actuators. The actuators receive electrical
signals from the AIC and convert them into a hydraulic signal which extends or retracts the actuator
according to the command. The first ramp and diffuser actuators provide LVDT position feedback
signals to the AIC. These signals are used to verify that the actuators have moved to the position
commanded by the AIC. The actuators have a locking device which prevents their actuation until
certain conditions are met.
Associated controls
The controls for the ramp system are the INLET RAMP switches located on the miscellaneous
control panel on the cockpit left console, and the AIC TEST switches located in doors 6L and 6R.
INLET RAMP switches
These switches are located on the miscellaneous control panel, shown in figure 248. There are two
positionsAUTO and EMERGENCY. In the AUTO position, the AIC schedules the ramps and
bypass door according to the inputs. Should an emergency occur or the left or right AIC fail, the
EMERGENCY position allows that side to be locked in a predetermined position. A system failure
could be critical to engine operation, so the EMERGENCY mode raises and locks all ramps (except
above 1.5 Mach) so the engine isnt starved of air.

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Figure 248. INLET RAMP switches.

AIC TEST switch

This three-position switch (fig. 249) is used during ground checkout of the ramp system. Position A
and B are used during ground checkout to initiate a series of tests on the AIC and to move the ramps
when hydraulic pressure is applied. The center position is OFF and the switch is naturally spring
loaded to this position. Remember, theres a switch for each side.

Figure 249. AIR INLET CONTROL TEST switch.

AIC inputs and outputs

People are often awed by the ability of electronic systems to maintain critical tolerances. The systems
arent so awesome if you think of them as decision makers. Most of the modern electronic wonders

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we find on our aircraft are basically decision makers. For you to make a decision, you normally use
inputs (or things you sense) to decide on the outputs (actions to take). The AICs work in the same
manner; that is, they use inputs from other systems to produce outputs to carry out decisions.
Inputs
For ramp positioning, the AICs receive inputs of pitot-static pressure, total temperature, diffuser and
first ramp actuator position, AOA, and a diffuser actuator lock/unlock signal from the ADC.
Pitot-static pressures
The AIC is supplied pitot and static pressures from the freestream pitot/static probes, the duct pitot
probes, and the duct static ports. Figure 250 shows the pitot-static pressures supplied to each AIC.
These pressures are used to compute the desired position of the first ramp, diffuser, and bypass door
actuators.

Figure 250. Pitot-static pressures.

Total temperature
Total temperature probes supply a total temperature signal to the AIC. Why do we want to monitor
temperature? We monitor temperature because it affects the density of air which has a direct effect on
the operation of the engines. The sensed temperature is used to compute the relative air density for
positioning the first ramp, bypass door, and diffuser ramp.
AOA
The AIC needs an AOA input to compute and control the amount of freestream air entering the inlet.
The left and right AOA transmitters supply local AOA to the respective AIC. The AIC uses the AOA
data to schedule the first ramp position.
ADC
The ADC supplies a discrete Mach signal (ground) to the engine air inlet system. This signal unlocks
the diffuser ramp actuator at 0.84 Mach and locks it at 0.80 Mach.
Actuator position
The first and diffuser ramp actuators have an LVDT that supplies position signals back to the AIC.
The AIC compares the position of the actuators to the commanded position. If theres a disagreement,
the (L or R) INLET light on the caution lights display panel will illuminate. Upon this warning, the

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pilot may select EMERGENCY on the INLET RAMP switch and continue to fly the aircraft, but only
under certain flight restrictions.
Outputs
The ramp system provides various signals to the engine electronic control (EEC, F100-PW100
engine) or the digital engine electronic control (DEEC, F100-PW220/229 engine), ASP, and caution
lights display panel.
EEC/DEEC
The AIC supplies a digital Mach signal ranging from 0.15 to 2.80 Mach to the EEC/DEEC. The
EEC/DEEC uses the Mach signal to control engine operations at various speeds within the noted
range. Since the EEC/DEEC and AIC are both digital computers, a clock pulse is also used to
synchronize the Mach signal.
ASP
The ASP has fault indicators that latch from black to orange in the event of an AIC failure. ASP fault
indicator No. 6 is for the left AIC, while ASP fault indicator No. 7 is for the right AIC. ASP fault
indicator 6 and 7 indicate a failure exist under doors 10L and 10R respectively.
Caution lights display panel
The AICs control illumination of two lights on the caution lights display panel. These are the L
INLET and the R INLET lights. If either the left or right system fails, the appropriate caution light
illuminates to warn the pilot of a malfunction. The MASTER CAUTION light will also illuminate
with either L or R INLET light.

220. Auto and emergency modes and ground operation

Now that you know the components of the engine air intake system you need to know how it
operates. In this lesson, well discuss the two modes of operation for the ramp system: auto mode and
emergency mode. Well conclude with a discussion of ground operation.
Auto mode
To obtain the most efficient aircraft performance at speeds greater than approximately Mach 1.4 its
necessary to use oblique shock waves created by the vari-ramps to reduce the speed of the supersonic
airflow before it gets to the engines. Supersonic airflow is reduced by using external oblique shock
waves at the first ramp (inlet), second ramp, and third ramp. These oblique shock waves are generated
by extending the ramps ahead of the inlet entrance. The final reduction of airflow to subsonic flow
takes place through a normal shock wave positioned at the inlet duct lip.
NOTE: 50 RPM is used to explain inlet system operation. Depending on what F-15 airframe you are
working on, and even which switch is installed (50 percent switch) on the airframe, the percentage
may differ slightly.
Prior to engine start, the ramps and diffuser are up and locked and the bypass door is closed. If for
some reason, the ramps or door actuators arent in the proper position as soon as sufficient hydraulic
pressure is supplied to the system after engine start, the actuators move to the proper position. After
the applicable engine is started and reaches 50 percent RPM, the first ramp is unlocked through the
engine run relay and moves to the full DOWN position. Once the aircraft is airborne, a WOW relay
ties both left and right systems together. This combining of the systems allows either system to use
both 50 percent switches for continued ramp operation in the event of an engine shutdown or switch
failure. Remember, the second ramp, third ramp, and diffuser remain locked in the full UP position
until the aircraft speed reaches 0.84 Mach. Although the bypass door isnt locked closed, hydraulic
pressure is shutoff to the actuator until after the engine has started.
After engine start, the first ramp position is computed using AOA, total temperature, and pitot-static
inputs. The bypass door position is computed using total temperature and duct pitot-static inputs.
Once the diffuser actuator is unlocked by the 0.84 Mach signal from the ADC, the AIC computes its

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position using AOA, total temperature, and pitot-static inputs. The AIC receives and computes the
inputs into a signal to position the first ramp, diffuser, and bypass door actuators. This signal is
applied to the servo valve of the appropriate actuator. The actuator converts this signal into a
hydraulic signal that extends or retracts the actuator. A rate limiter is incorporated into the return port
of the actuators and provides a limited flow rate of hydraulic fluid to ensure the piston in the actuator
doesnt exceed its designed operating velocity. The actuators generate and route a position signal of
the first ramp and diffuser actuators to the AIC. The AIC uses this signal to drive the actuator to its
proper position.
The AIC continuously monitors the entire engine air intake system to detect any failure within the
system. If a system fails, an output from the AIC turns on the L or R INLET caution light in the
cockpit and latches the LRU fault indicator on the face of the AIC. Fault indicators 6 (left) and 7
(right) on the ASP in the nose wheel well provide normal (black) or failed (orange) indications for the
left or right system.
Monitoring the inlet duct area for unstable inlet air and for proper throat pressure ratio is also
accomplished by the AIC. When the throat pressure ratio exceeds a supercritical condition or when
the inlet air becomes unstable, the AIC provides an output to illuminate the L or R INLET caution
light in the cockpit as well as the MASTER CAUTION light.
Emergency mode
An emergency mode of operation is entered by placing the L and/or R INLET RAMP switches to the
EMERG position.
NOTE: Individual switches for each system allow one system to operate automatically while the other
system is in emergency.

Placing either the L or R INLET RAMP switch to EMERG commands the ramps and bypass door
(for that system) to the full UP position. This allows hydraulic pressure to be ported to the retract side
of the piston in both the first ramp and diffuser ramp actuators and to the extend side of the piston in
the bypass door actuator. However, if aircraft speed is Mach 1.5 or greater, the AIC routes a signal to
the Mach blocking valve solenoid in the diffuser ramp. This locks the diffuser ramp at its present
position until the speed decreases below Mach 1.5. At airspeeds of less than Mach 1.5, a rate limiter
in the return port of the actuator limits the flow of hydraulic fluid and prevents rapid retraction of the
diffuser ramp.
If utility hydraulic pressure is lost in-flight, air loads push the first ramps and diffuser ramps to the
full UP position until the locks are automatically engaged. The bypass door may close or it may
remain open, depending on the air pressure inside the inlet duct.
Ground operations
You can use the AIC for ground operation to visually observe ramp movement. You do this by
placing the L or R AIC TEST switch in door 6L or 6R to position A or position B. Of course, external
electrical power (ground power switch 3 to ON), utility hydraulic pressure, and cooling air must be
applied to the aircraft.
The AIC TEST switches apply a ground to the applicable AIC to drive the ramp actuators to a fixed
preset test position. The following table shows the position of the ramps for position A and B.
AIC TEST Switches
Switch

Position A

Position B

First Ramp

+3.43 (scale position) (nearly full up)

2 (scale position) (nearly full down)

Diffuser Ramp

Approx. 24 inches from bottom of duct

Approx. 20 inches from bottom of duct

Bypass Door

Closed

Open

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AIC static BIT

The AIC static BIT uses the monitor circuits in the AIC to ensure a failure doesnt exist. To perform
the checkout you must introduce a failure into the system, ensure it is detected, and make certain the
fault indicators on the appropriate AIC and ASP are latched. The static BIT also ensures the fault
indicators can be reset after the failure is corrected.
Test equipment
The TTU-205D/F pressure temperature test set is designed to assist you in troubleshooting the ramp
system. Its used to check for either pitot/static leaks in the system fittings and associated hoses and
tubing, or for an air induction system operational checkout. An operational check may be required for
troubleshooting engine stalls and stagnations. During the engine air induction systems operational
checkout, the TTU-205 test set simulates altitude and airspeed.
F-15E differences
On the E-model, the engine air intake system GO/NO-GO signals flow through the AIU to the ADCP
via the 1553 MUX bus. The ADCP drives the MPD and the MPCD. The MPD/MPCD will display
either L INLET or R INLET on the cautions warning display format during system failures.
Otherwise, the BIT and operations are essentially the same as on the F-15A through D model aircraft.
One other difference is that the AIC will route data to a DEEC only.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

219. Engine air intake system components, inputs, and outputs

1. How many F-15 AICs are there? What purpose do they serve?
Two - one AIC for each inlet. Theyre used to control the position of the inlet ramps and bypass door for
their respective engine.

2. How do the first ramp and diffuser ramp actuators provide feedback position to the AIC?
LVDTs

3. Why is the emergency mode for the inlet ramp system necessary?
A system failure could be critical to engine operation, so the EMERGENCY mode raises and locks all
ramps (except above 1.5 Mach) so the engine isnt starved of air.

4. What signals are provided to the AIC for ramp positioning?

Pitot-static pressure, total temperature, diffuser and first ramp actuator position, AOA, and a diffuser
actuator lock/unlock signal from the air data computer.

5. What type signal unlocks the diffuser ramp actuator at speeds greater than .84 Mach?
Ground from ADC

6. What type signal do the AICs supply to the EEC or DEEC?

A digital Mach signal ranging from 0.15 to 2.80 Mach.

7. Where will a failure of the left AIC be displayed?

On the caution lights display panel and avionic status panel (fault indicator No.6 will be orange).

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220. Auto and emergency modes and ground operation

1. In the AUTO mode, how does the ramp system obtain the most performance at speeds greater
than approximately Mach 1.4?
The system uses oblique shock waves created by the vari-ramps to reduce the speed of the supersonic
airflow before it gets to the engines.

2. At what percent of RPM does the first ramp go to the full DOWN position at engine start?
50%

3. What inputs are used to compute the first ramp and diffuser positions?
AOA, total temperature, and pitot static inputs.

4. How will the ramps react when the RAMP switch is placed in EMERG?
The ramps and bypass door for that system will go to the full UP position once aircraft speed goes below
1.5 Mach.

5. How are the diffuser ramp actuators prevented from being driven too rapidly?
Rate limiters

6. What happens if utility hydraulic pressure is lost in-flight?

Air loads force the first ramps and diffuser ramps up, and they automatically lock. The bypass door may or
may not close.

7. What provisions are provided to check the AICs on the ground?

Each system has an AIC GROUND TEST switch which provides a preset test output from the AIC to the
system actuators.

8. What test equipment is used to assist in the troubleshooting the ramp system?
The TTU205D/F.

25. Air Data Systems

Pitot-static is another important system you must understand as a 7-level. You will deal with these air
data systems often and like the engine air intake system they will ground the aircraft when they break.
In this section we will discuss the pitot-static system. We will then learn about F-15 A through D air
data computer. To conclude this section we will dive into the F-15E air data processor. Lets begin
with the pitot-static system.

221. Pitot-static system

The pitot-static system senses and delivers pitot and static pressures to numerous systems and
indicators. These pressures are used to generate displays such as altitude and airspeed. The pressures
that the aircraft is experiencing dictate what the other aircraft systems do to keep the aircraft flying
properly and the engines running at top performance.
Components
The pitot-static system is designed to sense pitot and static pressures and supply these pressures to the
LRU of several systems. The LRUs of those systems are as follows:
1. ADC.
2. AIC.
3. ADP (F-15E only).

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4.
5.
6.
7.
8.

PRCA.
DPS (F-15C and D).
PSA (F-15E only).
FLAP AIRSPEED switch.
Standby airspeed and altitude indicators.

NOTE: The ADP is an F-15E component that replaces the ADC, the PSA, and both left and right
AICs. The PSA on the F-15E serves the same purpose as the DPS on the F-15C and D model aircraft.
The F-15 pitot-static system consists of these LRUs:
1.
2.
3.
4.
5.
6.

Two electrically heated pitot-static probes.

Two electrically heated duct pitot probes.
Two flush-mounted duct static ports.
Eleven pitot drains.
Thirteen static drains.
Tubing to transmit the pressure inputs to the various units.

The illustration on figure 251 shows the entire pitot-static system and instruments. Refer to this
figure as you complete the text.

Figure 251. F-15 pitot-static system.

Pitot-static probes
There are pitot-static probes mounted on each side of the aircraft, one each on doors 3L and 3R. They
are designated as left and right probes. These probes are mounted aerodynamically to compensate
for flight-induced errors. The probes contain internal heaters to prevent icing conditions from
blocking the openings that sense the pitot and static pressures.
Each probe (pitot tube) has a pitot port (the opening at the forward end of the tube) and static ports
(fig. 251). Each probe has ports for two static systems S1 and S2. The pitot port gathers ram air
for airspeed calculations. In contrast, the static ports sense static pressure surrounding the probe for
airspeed and altitude calculations. The static pressure enters the static holes around the middle of the
probe. Impact pressure is derived by subtracting the static pressure from pitot pressure. Figure 251

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shows that the pitot and static pressures are connected to the system through separate lines. Notice
that S2 is connected between the left and right side pitot probes. This gives us a total of 5 pitot/static
systems from the two free stream pitot static probes left pitot, right pitot, left S1, right S1, and S2.
Each pitot static probe has two heaters used to prevent ice buildup. One heater is in the head of the
probe (the part of the probe that contains the pitot and static ports) and the other heater is in the mast
of the probe (the part of the probe between the mounting flange and the head of the probe). These
heaters are controlled by the ANTI-ICE PITOT HEAT switch on the ECS (environmental control
system) control panel.
Duct pitot probes/static ports
Each engine inlet duct has a pitot probe and a flush-mounted static port. The pressures sensed by
these devices are used to schedule the ramps in the inlet system. With these four duct pitot/static
systems, that brings the total to nine pitot static systems on the F-15.
Each duct pitot probe contains a heater that is controlled by the ANTI-ICE PITOT HEAT switch on
the ECS control panel. Like the free stream pitot static probes, the heaters are used to prevent ice
buildup which could clog the ports on pitot probes.
Pitot and static drains
An additional hole is located on the bottom of each of the four probes to allow moisture to drain out.
Moisture in the probes can block the pitot or static ports and disrupt their functions. Some water does
occasionally get past the probes. For this reason, several drains are placed into the tubing. These
drains are located at the lowest point in the pitot-static lines. The drains allow you to get rid of any
moisture that may have accumulated in the lines.
Tubing
The F-15 uses rigid and flexible types of pitot-static tubing. Flexible tubing is used in areas of high
vibration or where the line needs to bend, such as a door hinge or at the point of connection to an
LRU. The rigid tubing is used anywhere the flexible tubing isnt required.
Features of the F-15 pitot-static indicating system
The pitot-static instruments are designed to back up the altitude indicator and airspeed Mach
indicator. They include the standby altimeter and the standby airspeed indicator (SAI). All F-15s,
including the F-15E, use these instruments.
Standby altimeter
The standby altimeter measures and displays aircraft altitude above sea level using S2 (static 2)
pressure from the pitot-static system. As you can see in figure 252, the dial is graduated in feet.
There are two indications on the altimeter. The first is a barometric correction scale that shows a
barometric setting in inches of mercury (Hg). The second is altitude as presented by the three pointers
shown in figure 252. This altitude indication is directly affected by atmospheric pressure change
because the change acts on an aneroid inside the indicator.
An aneroid is the pressure sensing element used in the standby altimeter. It is evacuated, sealed, and
mounted inside the altimeter case, which is also sealed. Static pressure is vented into the case through
a small inlet. At higher pressures (on the ground), the aneroid is compressed. As the aircraft climbs,
static pressure decreases, allowing the aneroid to expand. The movement of the aneroid is
mechanically connected through a series of multiplying gears to the altitude pointers.
Figure 252 shows three pointers, indicating altitude in feet. The long pointer indicates hundreds of
feet, the intermediate pointer indicates thousands of feet, and the short pointer indicates tens of
thousands of feet. Also notice that the shortest pointer has a small extension connected to a triangle
that moves along the outer edge of the standby altimeter. This allows for more accurate readings.
Barometric pressure changes constantly. To allow the standby altimeter to measure this changing
pressure and deliver an accurate altitude readout, the instrument is designed so that you or the pilot

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can adjust barometric correction to the current barometric pressure. This is done by turning the
BARO SET knob to set the barometric scale to the current pressure. Check with the expediter,
maintenance operation center (MOC), or control tower for current barometric pressure (baro set).
Repositioning the BARO SET knob also drives the pointers to the correct altitude in feet. The
barometric scale range is from 28.10 to 31.00 inches of mercury.

Figure 252. Standby altimeter.

A problem still arises when two aircraft take off from two different locations and cross paths with two
different baro settings. They could be at the same physical altitude, though they have two different
indicated altitudes. For this reason, above 18,000 feet the pilot adjusts the baro setting to a standard
barometric setting of 29.92 inches of mercury. This helps avoid mid-air collisions because all aircraft
above 18,000 feet have the same identical baro setting. This policy increases the accuracy of altitude
indication in relation to other aircraft, rather than sea level. As an aircraft descends through 18,000
feet to its destination, the pilot requests the local altimeter setting and adjusts the barometric setting to
that pressure. This gives the aircraft an accurate altitude indication compared to the other aircraft
flying below 18,000 feet at its destination.
The atmospheric pressure at a given altitude isnt always the same; instead, changing weather
conditions cause the pressure to vary. For this reason the pilot may have to adjust the standby
altimeter for variations in barometric pressures. The terms in the table are related to instruments used
in determining barometric pressure.

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Term

Definition

Pressure altitude

Is the indicated height using 29.92 Hg as the basic reference only. Using this
reference only, the altimeter displays the altitude as indicated by the atmospheric
pressure around the aircraft.

Altimeter setting

Indicates altitude above sea-level. This is accomplished by setting the altimeter to

the current barometric pressure at sea level. The station (base) altimeter is always
set to this reference.

Field elevation pressure

Indicates altitude above field level. The existing atmospheric pressure in Hg at 10

feet above the mean (average) elevation of the runway. An elevation of 10 feet
above the runway is used because the standby altimeter is in the cockpit and we
assume the cockpit is 10 feet high. This is also known as station pressure.

The use of altimeter setting is universal. However, if a pilot desires to land with the pointers reading
zero rather than the altitude of the field above sea level, he or she may do so. The pilot does this by
contacting the tower and requesting the observed station pressure and then setting this on the
instrument scale, using the BARO SET knob. The instrument then reads zero altitude upon landing.
The case of the altimeter is airtight. Static pressure from the pitot-static probe is fed inside the case
through an inlet. The changing pressure around the aneroid causes them to move, driving the altimeter
pointers. At higher pressures, the aneroid is compressed. The higher pressures occur the closer the
aircraft gets to the ground. As the aircraft climbs, the surrounding pressure decreases and the aneroid
expands. The movement of the aneroid is small, but the mechanism multiplies this movement and
causes the following:
Pointer

Makes:

Larger

10 revolutions for a change of 10,000 feet.

Intermediate

One revolution for a change of 10,000 feet.

Small

One-tenth of a revolution for a change of 10,000 feet.

The movement of these pointers indicates changes in pressure altitude above a known reference,
which may be sea level or the local field elevation. This reference is normally sea level.
Standby airspeed indicator
The SAI is shown in figure 253. The indicated airspeed is displayed by a moving pointer thats read
against a fixed dial graduated in knots 100. Notice the nonlinear graduations on the dial. This
allows for greater accuracy at lower airspeeds where the pilot has to worry about aircraft stalls.

Figure 253. Standby airspeed indicator.

The SAI basically operates in four steps:

1. Pitot pressure is applied to a differential pressure diaphragm.
2. Static pressure is supplied to the inside of the indicator case.
3. Since the static pressure inside the case and the static pressure portion of the pitot pressure
cancel each other, only the impact pressure causes the diaphragm to expand.

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4. The expansion of the diaphragm is mechanically connected to the pointer of the indicator.
The pointer moves only when theres a change in impact pressure. This pointer indicates the airspeed
of the aircraft.

222. F-15 A through D air data computer

There are seven components that make up the F-15 A through D ADC system:
1. ADC.
2. AOA transmitters.
3. Total temperature probes.
4. Altimeter indicator.
5. Airspeed Mach indicator (AMI).
6. Vertical speed indicator (VSI).
7. AOA indicator.
NOTE: The VSI is often referred to as the vertical velocity indicator or VVI.
On the F-15D model, theres an additional set of indicators in the rear cockpit that are controlled by
the same signals from the ADC.
Air data computer
The ADC, shown in figure 254, is a solid-state digital computer that uses pneumatic and electrical
inputs to compute environmental data for using systems. The computer also continuously monitors its
own performance and provides ADC status signals to the appropriate indicators.

Figure 254. F-15 ADC and AOA transmitter.

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AOA transmitters
The F-15 uses two AOA transmitters (see fig. 254), one under panel 5R, and one under panel 5L.
These AOA transmitters provide local AOA to the following:

ADC.
AOA indicator.
AFCS.
Engine air intake system.
ICCP.

The AOA transmitter probes extend into the airstream and contain a pair of parallel slots that are
positioned 90 apart. The slots allow the probe to rotate with a change in airstream direction. The air
pressure exerted on paddles inside the transmitters will position the probes to maintain equal pressure
in each slot. The movement of the probes also moves four potentiometers in each AOA transmitter.
The potentiometers generate electrical signals representing aircraft AOA. The output of the
potentiometers from each AOA transmitter is broken down in the table below.
Output of the Potentiometers
Left AOA transmitter

Right AOA transmitter

ADC

ADC

AFCS (pitch computer)

AFCS (pitch computer)

AOA indicator

ICCP

Left AIC

Right AIC

Each AOA probe contains a heating element to prevent icing. In addition, each case contains a
thermostatically controlled heater to reduce condensation. Operation of the probe heaters is controlled
by the main landing gear (MLG) WOW switches. These heaters have a thermostatic overheat
protection built into them.
Total temperature probes
The left and right total temperature probes are located to the left and right of panel 15 (see fig. 255).
The left total temperature probe supplies an indicated total temperature signal to the ADC and the left
AIC. The right total temperature probe supplies an indicated total temperature signal to the right AIC.
The total temperature probes are cylindrical tubes that are open to the airstream at the front end and
form a nozzle at the rear. The probe contains a resistive temperature element. In the resistive
temperature element, the line resistance of the temperature element and the line resistance leads are
part of a bridge circuit. The heating element in the total temperature probe is operated by the WOW
switch and relays in the same manner as the heating element in the AOA probe. The heater prevents
ice from forming on the probe. The output of this bridge is fed to the ADC and AICs.

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Figure 255. F-15 total temperature probe.

Altimeter
The altimeter is located on the right main instrument panel and receives correction inputs of altitude
and barometric pressure from the ADC. The face of the altimeter is shown in figure 256. Aircraft
altitude is displayed on a four-digit counter indicating thousands of feet and a single rotating pointer,
indicating hundreds of feet in 20-foot increments. Barometric correction is supplied from the
altimeter barometric potentiometer (baro pot) to the ADC and is displayed on the altimeter in inches
of mercury. The altimeter has a BIT mode where an OFF flag is displayed to warn the pilot of a
malfunction.

Figure 256. F-15 altimeter.

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Airspeed Mach indicator

The AMI is located on the left main instrument panel. The AMI is an electromechanical device that
displays airspeed and Mach number. An illustration is shown in figure 257. Airspeed is displayed on
a pointer and Mach is displayed on a rotating Mach card. The AMI also provides an adjustable
airspeed index pointer used for visual reference only. The input signals, used to control the airspeed
and Mach displays, are provided by the ADC.

Figure 257. F-15 airspeed Mach indicator.

Vertical speed indicator

The VSI, shown in figure 258, is an electromechanical device that accepts an altitude rate signal
from the ADC and converts it into a pointer indication of vertical speed. The VSI indicates the
aircraft rate of climb or dive in thousands of feet per minute. The VSI also has a BIT mode where an
OFF flag can be displayed to warn the pilot of a malfunction.

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Figure 258. F-15 vertical speed indicator.

Angle-of-attack indicator
The AOA indicator is mounted in the main instrument panel (see fig. 259) and provides a visual
display of local AOA. The pointer shows local AOA against a fixed scale graduated in units. The
optimum AOA function is not used. This pointer is driven to 45 units to keep it out of the way. A
small T-shaped indexer is fixed at 21 units to indicate optimum approach AOA. In addition, an off
warning flag indicates loss of power or a failure inside the indicator. The left AOA transmitter
supplies a varying voltage, which represents local AOA, to the indicator. The indicator is an
electromechanical device that converts the voltage into a corresponding pointer indication. The ADC
provides the signal to keep the optimum AOA triangle pointer at 45 units.

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Figure 259. F-15A through D model AOA indicator.

Related systems and the F-15 ADC system interface

The ADC is interfaced with various systems, providing digital, analog, or discrete inputs. Figure 260
is a block diagram that shows the systems that interface with the ADC.
Central computer
The ADC provides digital airspeed, AOA, Mach number, altitude, pressure ratio, and relative air
density data when requested by the CC. The CC uses this information to compute aircraft steering and
weapon release data. The CC also provides air data information to the HUD for airspeed scale,
altitude scale, and AOA scale indications. Airspeed and altitude scales are displayed in all modes
A/A, air-to-ground (A/G), indicated velocity (VI), and attitude director indicator (ADI)), but the AOA
scale is only displayed in the ADI mode with landing gear DOWN.
Identification friend-or-foe transponder
The ADC provides digital altitude information to the identification friend-or-foe (IFF) transponder.
This altitude information is encoded into mode C and used for automatic altitude reporting.
Engine air induction system
The ADC provides a Mach discrete signal to unlock the left and right diffuser ramp actuators as
airspeed increases to 0.84 Mach and to lock the diffuser ramp actuators as airspeed decreases to 0.80
Mach.

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Figure 260. ADC interface.

Environmental control system

The ADC provides Mach and airspeed discretes that control ram air and engine bleed air to the
primary heat exchanger. At airspeeds above 0.84 Mach, the ADC Mach discrete energizes a relay that
closes the primary heat exchanger ram air door and ejector valve. At airspeeds below 180 knots and
with weight-on-wheels, the ADC airspeed discrete deenergizes a relay that opens the secondary heat
exchanger ejector valve. Engine bleed air is then used for cooling during ground operations.
Integrated communication control panel
The ADC routes a signal to the ICCP initiating an unsafe landing warning tone if all the following
conditions exist:
1.
2.
3.
4.

Altitude is less than 10,000 feet.

Rate of descent is greater than 250 ft/min.
Indicated airspeed is less than 200 knots.
The landing gear control handle is in the UP position.

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Unsafe landing warning tone

The unsafe landing warning tone will also come on if the ADC power is removed or the ADC fails.
The ADC unsafe landing warning initiate signal is applied to the tone generators in the ICCP
generating a 250-Hz tone in the headset, interrupted at a 5-Hz rate, alerting the pilot to danger.
AOA stall warning tone
The ICCP also receives an input directly from the right AOA transmitter. This signal initiates the
AOA stall warning tone when aircraft AOA reaches 28.4 and increases in frequency as AOA goes to
33.1 units. The tone is a 1600-Hz tone in the headset, interrupted at a 1 to 20 Hz rate, depending on
the AOA, and alerts the pilot of a stall condition. This tone is inhibited when weight is on wheels or
the landing gear is UP.
AOA unit limit warning tone
The ICCP also generates an AOA unit limit warning tone. The tone is a 900-Hz doublet (two 900-Hz
tones interrupted at a 10 Hz rate with the doublet separated by a 0.3-second pause). The warning tone
sounds whenever the AOA units are exceeded and the landing gear is UP. The tone initiation
sequence is programmable or determined by the programmable armament control system (PACS).
The 900-Hz warning tone is used for several different warnings. These are prioritized as follows:
1. The departure warning tone (yaw limit) has first priority.
2. The overload warning system (OWS) has second priority.
3. The AOA unit limit has third priority.
The AOA unit limit (warning tone) parameters are controlled by the PACS according to the following
aircraft configuration:

Defaulted to OFF when the aircraft configuration is clean, or A/A missiles are loaded.
Defaults to 30 AOA units when conformal fuel tanks (CFT), A/G stores or miscellaneous
stores are loaded.

The HUD will display (AOA XX) if the AOA reaches 18 units or greater. The pilot also has the
option of changing (programming) the AOA limit through the NAV CONTROL indicator (NCI).
Automatic flight control system
The ADC system integrates with the AFCS to provide a pilot relief mode called altitude hold.The
ADC provides three signals to the pitch computer for the altitude hold function:
1. Analog altitude error signal.
2. Discrete altitude error valid signal.
3. Discrete altitude hold engage signal.
Flight control system
The flight environmental data system integrates with the longitudinal flight control system to provide
warnings to the pilot when the aircraft pitch ratio function isnt operating properly. The ADC
monitors pitch ratio using the following signals:

A varying LVDT signal from the PRCA representing the pitch ratio changer position.
28 VDC if the landing gear is down.

With computed airspeed and altitude, the ADC is able to determine unsafe flight control conditions.
The following are considered unsafe flying conditions:

A pitch ratio indication greater than 0.9 with an altitude less than 20,000 feet and airspeed
greater than 330 knots.
A pitch ratio indication less than 0.9 with the landing gear DOWN.

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When any of the previous conditions occur, the ADC routes a signal through the PRCA to the caution
lights logic unit, illuminating the PITCH RATIO and MASTER CAUTION lights. This lets the pilot
know that the aircraft will probably under or over react to aggressive stick inputs.
Air data computer built-in test operation
The ADC has automatic and initiated BIT modes.
Automatic BIT
The ADC BIT function operates in automatic mode when equipment power is applied and the BIT
initiate mode is not activated. In this mode the ADC automatically monitors its own operation and the
operations of many other components of the system. It does this without interfering with the normal
operation of the system. A failure detected by the monitor illuminates the ADC light on the BCP and
AV BIT light on the caution lights display panel. Also, a failure of the ADC will latch the ASP fault
indicator number 3. In addition, the TOT TEMP HI light warns of high temperatures of the ram air in
the intake area or a failure in the total temperature circuits.
Initiated BIT
The ADC and instruments have BIT capabilities that can be initiated from the BCP. When a BIT is
initiated, the pitot-static pressures, total temperature signal, AOA signal, and baro pot signal are
replaced by an internal signal in the ADC to verify system operations. During the BIT, the TO
requires you to pull the indicators and ADC circuit breakers and verify proper indications and OFF
warning flag operation. Be sure to check the ASP before and after the BIT to see if fault indicator
number 3 is latched. Fault number 3 indicates a failure of a LRU under door 3R, where the ADC is
located. In addition, the ADC has its own fault indicator that latches when an internal failure of the
ADC occurs.
Functional characteristics of the F-15 air data computer
The operation of the ADC is divided into five sections:
1.
2.
3.
4.
5.

Power supply.
Pressure sensor module (pitot and static inputs).
Input data converter (IDC).
Digital processor (DP).
Output data converter (ODC).

During operations, the ADC accepts inputs from the pitot-static system, AOA transmitters, total
temperature probe, and baro pot.
Power supply
The power supply uses 115-VAC, single-phase, 400-Hz aircraft power, and generates all internally
required power.
Pressure sensor module
Theres a pressure sensor module in the ADC for pitot and static inputs. Each module contains the
following:

A pressure sensor.
Sensor driving electronics.
Sensor temperature sensing circuitry.
Sensor calibration memory.

During operation, the pressure sensor module receives, converts, and routes vibration frequency and a
voltage equivalent of temperature from the pressure sensor to the IDC.

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Input data converter section

The IDC performs data conversion and provides the required interface between the air data sensors
and the DP. The pressure sensor frequencies are converted into digital data by a frequency-to-digital
(F/D) converter. In addition, the other inputs are converted from DC analog format into digital data
using an analog-to-digital (A/D) converter. These signals are stored in registers; and upon request, the
data is multiplexed to the DP. The IDC also generates required voltage for A/D conversions and the
input networks associated with the total temperature probes.
Digital processor section
The DP does three tasks: (1) receives digital inputs from the IDC; (2) compensates for input errors;
and (3) monitors input, output, and intermodule signals among the ADC sections.
The DP contains the operational program memory, aircraft calibration memory, scratch-pad memory,
arithmetic element, and the control logic for computing input data
The control logic synchronizes the operation of the IDC and ODC with the DP. The computed input
digital data is processed by the DP then sent to the ODC.
Output data converter section
The ODC provides required signal conditioning for interfacing the ADC with the indicators and other
using systems. The ODC receives and stores the data from the DP into appropriate storage registers.
Upon request, the data control retrieves and processes the data for operations. Serial digital data is
provided to the altitude (ALT) indicator(s) and the CC, which may request air data outputs at any
time. Linear DC analog voltages are converted into an absolute or a ratio of reference voltages. If
required, the signals are buffered before being supplied to the using system.

223. F-15E air data processor

The F-15E aircraft has two ADPs installed in place of the AICs with the ADC removed. In this lesson
well discuss how the ADP functions differ from the ADC/AIC operation and the ADPs built-in
diagnostics or BIT. Most of the related systems that interface with the ADP are identical to those of
ADC/AIC equipped aircraft.
Air data processor system description
The ADP system performs the functions of the ADC, electronic air inlet controller (EAIC), PSA, and
FLAP BLOWUP switch (FBS).The two identical and independent ADPs perform these functions.
The left performs the functions of the left EAIC and a single PSA channel (B). The right ADP
performs the functions of the ADC, the right EAIC, FBS, and a single PSA channel (A). The air data
processor system receives inputs from the same systems as the ADC/AIC equipped aircraft discussed
in the previous lesson.
ADC function
The following are the different ADC function output signals developed by the ADP.

Altitude rate/validity to both VSIs.

Excitation to AOA transmitter potentiometers.
Optimum AOA/validity to AOA indicator.
Altitude to IFF transponder.
Mach warning to ECS.
Airspeed to ECS
Total temperature probe excitation.
Total Temp (TT) high caution to AIU for MPD/MPCD.
Pitch ratio caution to AIU 1 for MPD/MPCD display.

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Cross channel data link to opposite ADP.

ADP BIT acknowledge to AIU for ADCP.
Right ADP fault to ASP.
Unsafe landing warning to ICSCP.
1553 MUX data to ADCP.

EAIC function
The EAIC function develops the following output signals:

Ramp positioning commands to inlet ramp actuators.

Mach number to the DEEC.
Mach block to AFCS.
Left ADP fault to ASP.
Inlet caution to AIU for MPD/MPCD display.

FBS function
The FBS function develops two output signals:
1. Airspeed high to flap control circuits.
2. Airspeed low to flap control circuits.
PSA function
The PSA function develops an uncorrected pitot/static pressure signal to FCC for roll CAS limiting.
Components
The ADP system contains 5 components. They are: (1) ADPs; (2) VSIs; (3) AOA transmitters; (4) TT
probes; and (5) AOA indicator.
The ADP system exchanges information with 4 others components. They are: (1) up-front
control/rear up-front control; (2) multipurpose display system; (3) standby ALT indicator/rear standby
ALT indicator; and (4) data transfer module (DTM).
Air data processors
The ADPs are solid state digital computers. The left and right ADPs are rack-mounted in doors 10L
and 10R respectively. The ADP uses pneumatic and electrical inputs to compute required outputs for
using systems. Each processor also continuously monitors its own performance and provides ADP
status signals to the applicable indicators. Figure 261 shows the air data processor.

Figure 261. Air data processor.

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Vertical speed indicators

The VSIs receive an altitude rate signal from the right ADP.
AOA transmitters
Both the left and right ADPs receive input from the left AOA transmitter. The right ADP also
receives input from the right AOA transmitter.
Total temperature probes
The left and right total temperature probes provide indicated total temperature signal to the left and
right ADPs respectively.
Angle-of-attack indicator
The ANGLE-OF-ATTACK indicator receives a varying voltage ratio from the left AOA transmitter
and converts it into a corresponding pointer indication of local AOA. Optimum AOA and AOA
validity are received from the right ADP.
Up-front control/rear up-front control
The UFC and rear UFC display altitude and airspeed from the ADP with data 1 menu selected.
Multipurpose display system
The multipurpose display system displays the same information as in ADC/AIC equipped aircraft.
Standby ALT indicator/rear standby ALT indicator
The baro set value from the standby ALT indicator is sent to the right ADP to provide an indication of
local barometric pressure.
Data transfer module
The DTM is a programmable, nonvolatile battery powered memory device used to transfer flight
operations mission data to/from the ADCP. The DTM has both read and write functions. The read
function allows for preprogramming of flight data. The write function allows mission collected flight
data and failure data to be copied from the ADCP to the DTM. The DTM cartridge can be read on the
computerized fault reporting system (CFRS) for use in debriefing in-flight malfunctions.
Principles of operation
ADP principles of operation will be discussed in three separate categories: (1) ADP operation;
(2) BIT operation; and (3) related systems interface.
ADP operation
APD operation can be broken down into the following functions:

Pressure sensors (pitot and static).

Power supply.
IDC section.
DP section.
ODC section.
CCDL.
Avionics 1553 MUX bus.

All inputs the ADP receives are conditioned and converted in the IDC section. The resulting digital
data is transmitted to the DP section and there corrected for source (probe) errors. The required ADP
outputs are processed and transferred to the ODC section. The ODC reformats the digital data from
the DP to the correct output formats for the using system pressure sensors.

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Pressure sensors
Each sensor module contains a pressure sensor, sensor driving electronics, sensor temperature sensing
circuitry, and sensor calibration memory. The pressure sensor oscillator frequency and the analog
temperature signal are digitized and sent to the digital processor in the ADP. The digital processor
uses calibration constants stored in the sensor module to compute actual pressure.
Power supply
The power supply converts 115 VAC, B phase, 400 Hz aircraft power into internally required system
power.
Input data converter section
The IDC provides the conversion and required interface between the air data sensors and the DP. All
analog inputs are converted into digital data in the A/D converter. Discrete signals are stored in the
input status register. The register output is multiplexed with the outputs of the F/D and A/D modules
and transmitted to the DP.
Digital processor section
The DP is a digital computer with an operating speed of 20 Hz. The DP receives digital inputs from
the IDC and provides them with source error corrections. The DP monitors input, output, and
intermodule signals between all the ADP sections. The DP contains the operational program memory,
aircraft calibration memory, scratch pad memory, arithmetic element, and control logic. The control
logic synchronizes the operation of the IDC and ODC with the DP.
Output data converter section
The ODC conditions the ADP signals for interfacing with the indicators and other onboard systems.
ODC operation is controlled by the DP. The output data is transferred from the DP to the ODC
whenever a data transfer signal is received. The data control routes the data from the output data bus
to the parallel to serial (P/S) converter shift register, digital to analog (D/A) converter, or discrete
buffer storage registers as required. The data control also provides applicable output devices with
required data processing signals. Serial digital data is provided for communication with the ADCP.
CCDL transmit and receive
The purpose of the CCDL is to transmit free stream pitot and static electrical values from one ADP to
the other. This allows the ADP to compute an averaged static value and to use the higher of the left
and right side pitot values. Since the left and right side static lines (S2 ports) are not plumbed
together, the static is averaged electrically by the ADP for the ADC, FBS, and PSA functions. By
choosing the maximum value of the right or left pitot pressure, the ADP can compensate for a
plugged pitot probe.
Avionics 1553 MUX bus operation
Both the left and right ADP are connected to the avionics 1553 MUX bus 5A/5B but only the right
ADP performs operational communications on the bus. The connection to the left ADP is used for
operational flight program (OFP) loading only.
The ADCP uses a MUX bus test message to determine if communications can be established over the
bus. If communications cannot be established, the ADCP directs the MPD/MPCD to display the A/D*
legend on the MPD/MPCD. If bus communications is established and then lost, the ADCP will check
the status of the right ADP no go discrete to AIU 1 to see if the ADP has failed. If the ADP has failed,
the A/D* legend will be displayed. If the ADP has not failed, the ADP 5A and ADP 5B legends will
be displayed indicating a bus failure to the ADP.
BIT operation
The DP section performs most of the BIT function. The following paragraphs describe the types of
BIT modes and stored BIT codes.

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Periodic mode
The BIT function operates automatically when ADP power is applied and the BIT initiate mode is not
activated. PBIT is internally activated and is made up of periodic tests interleaved with normal
operations and does not interfere with equipment operation.
Initiated mode (ADC)
IBIT is performed on the right ADP only. ADP IBIT is activated by pressing S5 (A/D/EXCS) on the
MPD/MPCD displaying the BIT menu. During IBIT, the right ADP simulates static pressure, pitot
pressure, AOA, and TT inputs. The simulated inputs are processed as normal inputs with the results
transmitted as test indications. The static and pitot pressure sensor output signals are also compared
for agreement within set limits. When the BIT initiate signal is removed, the right ADP reverts to
periodic BIT mode. IBIT is provided for ADP on the ground only. It takes approximately 20 seconds
for ADP IBIT to run.
ADP IBIT operation starts with a 28-VDC BIT initiate signal from AIU l. The ADP responds with a
BIT acknowledge signal, which causes an A/D IN TEST legend to be displayed on the MPD/MPCD.
When BIT is complete, the ADP removes the BIT acknowledge signal and the IN TEST legend is
removed. If the ADP does not respond with a BIT acknowledge signal, the A/D IN TEST legend will
not be displayed and the ADCP continues processing as if an IBIT was never requested.
During ADP IBIT, the ADP outputs test air data for observation by the maintenance crew on the
HUD, EADI, and VSI. The HUD and EADI will both display 11,500 feet altitude and 250 knots
airspeed. The EADI will also display 19.4 units of AOA. The VSI will display 500 ft/min up rate.
Initiated mode (PSA)
When AFCS BIT is initiated, the FCC sends a BIT request signal to the ADPs. When the BIT request
is received, the ADP sets the uncorrected pitot and static signals to a BIT value, to be read and
interpreted by the FCC. If a failure is detected, the FCC causes an L/R ADP legend to be displayed on
the AFCS detail maintenance BIT display.
Initiated mode (EAIC)
The EAIC function of the ADP is tested using the AIR INL CONT TEST SW located in doors 6L and
6R the same as in AIC equipped aircraft.
ADP stored BIT codes
When the ADP BIT program tests a function, and that function fails, the ADP generates a BIT code
and stores that code in nonvolatile memory. There are 318 possible BIT codes. If the same BIT code
is generated on a subsequent test, it is not written into the BIT log a second time. This keeps the BIT
log from being filled with codes all representing the same failure. The failure must be absent for six
or more seconds before it is again entered in the BIT log. When the BIT log is full, no further BIT
codes may be entered.
Related systems interface
The ADP provides and receives digital, analog, or discrete signals for the ADCP, IFF transponder,
engine air inlet system, ECS, and ICSCP, flight control system, landing gear, and the flap system.
The ADC, PSA and FBS functions all use the electrically averaged S2. The greater of left or right
pitot pressure is used in the ADC and FBS functions. Using the pitot source that provides the greatest
pressure will compensate for plugged probes and pitot system leaks. The EAIC function also uses the
local side duct pitot and static pressures. The PSA function uses the electrically averaged S2 and the
local side pitot pressure.
Backup altitude to the inertial navigation system (INS)
During normal operation, the ADC function of the right ADP computes the pressure altitude signal by
averaging the raw static pressure from both left and right ADP (via CCDL), and using local AOA.
This pressure altitude is sent to the INS via the ADCP to stabilize the INS vertical loop. The ADP

287

declares this signal invalid for any critical ADP fault, if both AOA inputs failed or static pressure
failed. Both pressure altitude and validity is sent to the ADCP over the MUX bus to be used by the
AFCS to calculate a backup pressure altitude.
The AFCS receives an uncorrected static pressure signal from the ADP. By comparing the
uncorrected static pressure with the pressure altitude it receives over the MUX bus, the AFCS
calculates a difference between the signals called a bias. It uses this bias to compute a backup
pressure altitude from the uncorrected static pressure. This backup pressure altitude is not used as
long as the ADP pressure altitude is good. If the ADP pressure altitude is declared invalid, the AFCS
freezes the bias at the last known good value and uses this value to continue computing the backup
pressure altitude. This backup pressure altitude is then used by the INS.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

221. Pitot-static system

1. Where are the pitot-static probes located on the F-15 aircraft?
One on door 3R and one on door 3L.

2. Whats the purpose of the probe heaters?

To prevent icing of the probe.

3. Whats the purpose of the opening in the forward end of the pitot tube?
Provides the means of gathering ram air for airspeed calculations.

4. Whats the purpose of the hole on the bottom of the pitot tube?
To allow moisture to drain.

5. Where are the system drains located?

At the lowest point in the pitot-static lines.

6. Why are two types of pitot-static tubing used?

Rigid tubing is normally used. Flexible tubing is used in areas of high vibration or where the line needs to
bend, such as a door hinge or at the point of connection to an LRU.

7. Explain how the pointers are moved in the standby altimeter.

Static pressure is applied to an aneroid sensor which compresses or expands the aneroid. The movement of
the aneroid is mechanically connected, through a series of multiplying gears, to the pointers.

8. What happens to the aneroid in the altimeter at higher altitudes?

Expands

9. What does the small pointer on the standby altimeter indicate?

tens of thousands

10. When flying long distances at altitudes over 18,000 feet, what do pilots do with their baro settings
to help avoid midair collisions?
29.92

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11. When the pilot descends below 18,000 feet at his or her destination, what baro setting is used?
The local setting

12. How does the pilot adjust the altimeter so that it indicates zero on landing?
By using observed station pressure from tower

13. Why does the SAI have nonlinear markings on the dial?
For more accuracy at slower speeds

14. What pressures are applied to the SAI?

Pitot and static

15. When will the SAI pointer move?

When there's a change in impact pressure

222. F-15 A through D air data computer

1. What type of inputs does the ADC use to compute the outputs to the using system?
Pneumatic and electrical inputs.

2. What output does the AOA transmitter provide?

Local AOA.

3. When do the AOA probe heaters operate?

When weight is off the wheels.

4. What displays are indicated on the altimeter?

Aircraft altitude in 20-foot increments and barometric corrections in inches of mercury.

5. What does the VSI indicate?

The rate of climb or dive in thousands of feet per minute.

6. What inputs are provided to the IFF transponder by the ADC? Why are they used?
Altitude information encoded into mode C. Used for automatic altitude reporting.

7. How does the ADC tie in with the ECS?

The ADC provides Mach and airspeed discretes to control ram air and bleed air to the primary heat
exchanger.

8. Where is the stall warning tone generated?

ICCP

9. Describe the AOA stall warning.

A 1600-Hz tone in the headset, interrupted at a 1 to 20 Hz rate.

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10. Why is the ADC integrated with the AFCS?

To provide a function of pilot relief called altitude hold.

11. Why is the ADC integrated with the longitudinal flight control system?
To monitor pitch ratio operations and provide warnings to the pilot if a malfunction exist.

12. What inputs are simulated by the ADC initiated BIT?

Static pressure, pitot pressure, AOA, barometric pressure, and total temperature inputs to verify system
operations.

13. What LRU is used to initiate an ADC BIT?

BIT control panel.

14. What are the five distinctive sections of the ADC?

(1) Pressure sensors.(2) Power supply.(3) Input data converter.(4) Digital processor.(5) Output data converter.

15. What section of the ADC performs data conversion and provides the required interface between
the air data sensors and the DP?
IDC

16. What kind of signal is processed by the DP?

Digital data

17. Which ADC section provides signal conditioning for associated system interface?
Output data converter

223. F-15E air data processor

1. The F-15E air data processor performs the same functions as which LRUs in non-ADP equipped
aircraft?
ADC, EAIC, PSA, and FBS.

2. What functions does the right ADP perform?

The functions of the ADC, the right EAIC, FBS, and a single PSA channel (A).

3. Why is the DTM cartridge used?

To transfer flight operations mission data to/from the ADCP and it is used by the CFRS for use in
debriefing in-flight malfunctions.

4. Which section of the ADP provides the conversion and required interface between the air data
sensors and the DP section of the ADP?
IDC section.

5. Which section of the ADP contains the operational program memory?

DP section.

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6. Which ADP section conditions ADP signals for interfacing with the indicators and other onboard
systems?
ODC section.

7. What is the purpose of the CCDL?

Transmit free stream pitot and static electrical values from one ADP to the other.

8. What is the advantage of choosing the maximum value of the right or left pitot pressure?
Allows the ADP to compensate for a plugged pitot probe.

9. Which ADP performs operational communications on the 1553 MUX bus?

Right ADP.

10. Which ADP section performs most of the BIT function?

DP section.

11. Where does the ADP store BIT codes for failed test functions?
Nonvolatile memory.

12. Under which conditions will the ADP declare the pressure altitude signal invalid?
Any critical ADP fault, if both AOA inputs failed or static pressure failed.

Answers to Self-Test Questions

210
1. AC; positive and negative DC pulses.
2. Total internal fuel on the internal pointer; internal plus external fuel on the total pounds counter. The
indicator also displays selected individual tank amounts on the left and right pounds counters.
3. The left counter displays the fuel in fuselage tank 1 and the right counter reads zero.
4. The left counter displays the fuel in tanks 3A and 3B, while the right counter displays fuel in tank 2.
5. The BINGO indicator.
6. The indicator will monitor fuel consumption and give the pilot a BINGO FUEL light when the internal fuel
pointer reaches any preset valve. If fuel DUMP is selected, the indicator will shut off the fuel dump system
when the desired fuel level is reached.
7. The signal conditioner.
8. On the signal conditioner.
9. The full indication to which you adjust the pointer and counters depends on the density of the fuel.
10. Placing the SELECTOR switch on the fuel quantity indicator to the BIT position.
11. Shorted wiring or a faulty tank unit.
12. Loose or faulty wiring, or an improperly installed tank unit.

211
1. RPM, FTIT, fuel flow, nozzle position, and oil pressure.
2. The window for the failed parameter will go blank.
3. ASP 61.

291

4.
5.
6.
7.
8.
9.
10.
11.

0110 % in increments of 1%.

200 to 1,400 C in 10 increments.
The ADCP.
It is routed directly from the transmitter to EMD.
0100 percent open.
The CENC.
ADCP.
When the oil pressure drops below 8 psi.

212
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

1g.
CAU and CDU.
Aircraft vertical-axis acceleration forces (G-forces).
None, LRU is hermetically sealed.
Rt Main Landing Gear Wheel well.
0.75V.
Under door 6R.
2, 1, 0, 3, 4.5, 6, 7.5.
6 G counter because it registers the maximum G units attained during any flight or maneuver.
Main pointer = Current G. 2, aux pointers = Max positive and negative.

213
1.
2.
3.
4.
5.
6.
7.
8.
9.

Lateral control subsystem.

Ailerons and stabilators.
PRCA, the ARI and the lateral control stick damper.
Reduce stick oscillations. By using permanent bar magnets and a drag cup that rotates through the bar
magnet when the control stick is moved.
It receives control stick inputs and varies the output ratio depending on airspeed, longitudinal input, landing
gear position, and rate of change in yaw.
Roll ratio controller.
ARI. Shut down at 1 Mach by PRCA (also by antiskid).
Allows single aileron operation if linkage becomes jammed on other side.
If the PRCA is shutdown (ROLL RATIO switch is put to EMER) or if the rudder limiter system is activated
(at approximately 1.5 Mach) and the roll ratio airspeed scheduling valve has not shifted to minimum.

214
1.
2.
3.
4.

5.
6.
7.
8.
9.
10.

A method of controlling the aircraft around the lateral axis.

Pitch ratio indicator.
Longitudinal mass balance.
It varies the ratio between the control stick input and output to the control surfaces, depending on airspeed
and aircraft response. The PRCA also boosts the input from the control stick to reduce the force required by
the pilot to move the control surfaces.
Automatically compensates for trim changes caused by accelerating to supersonic, flaps, speed brake, or
stores separations.
Mixer assembly.
Emergency.
Fixed ratio bellcrank.
.4.
When the PRCA is shut down, if the ADC senses that the altitude is less than 20,000 feet, airspeed above
330 knots and pitch ratio is more than .9, or if the pitch ratio is less than .9 with the landing gear down.

292

215
1. A method of controlling the aircraft around its vertical axis.
2. Push-pull cables.
3. It usually acts as a solid link, but spring tension in both directions allows rudder/brake movement to
provide nose wheel steering and CAS operation if there is a jam in the directional control subsystem
mechanical linkage.
4. Under door 10R.
5. Pilot command, pitch and roll inputs, hydraulic pressure, and a flap signal.
6. It enables the ARI to increase the amount of rudder deflection for lateral stick movement.
7. Rudder limiter actuator.
8. The right AIC drives the rudder travel limiter actuator and the left AIC supplies the Mach signal for the
RUD LMTR light.

216
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

12.
13.
14.
15.
16.
17.
18.
19.
20.
21.

22.
23.

DSS section of the pitch computer.

To monitor the aircrafts pitch, roll, and yaw response to pilot commands.
Monitors pitot and static pressures to reduce differential stabilator movement in roll CAS at high speed.
To allow the PRCA mechanical system to track the CAS so if the CAS fails, the mechanical system can
take over at the point of failure.
To provide the pitch computer with ram and servo valve position.
To update the CAS zero reference.
Pitot and static pressures to the dynamic pressure sensor.
At 1.5 Mach. This signal disables the turn coordination (CAS ARI) function of yaw CAS.
Yaw CAS ON logic signals are supplied to the roll/yaw computers engage logic starting the engagement
process.
YAW CAS switch placed in the ON position, rudder servo not failed, yaw rate less than 41.5 per second.
The yaw CAS engage logic energizes one transistor that 28 VDC to the left rudder servocylinder SOV. At
the same time, another transistor switch provides a ground to the right servocylinder SOV. The SOVs are
wired in series, so the single 28 VDC signal and the single ground signal energize both SOVs.
Commanded input (rudder pedal displacement) and aircraft response.
YAW CAS will add rudder deflection to increase response.
Rudder actuator position LVDT signals. Channel A and B signals are monitored for large differences or
small long-standing differences.
Prevent all three axis of CAS from engaging if a stick force sensor is disconnected.
Automatically shut down the yaw CAS channel if the yaw rate exceeds 41.5 per second.
Roll CAS not failed, yaw CAS engaged, and stabilators engaged (not failed).
The pitch computer engages the shutoff solenoids of the stabilator servos.
Dynamic pressure and AOA.
Establish a zero reference for roll CAS.
Since the stabilator control circuits are in the pitch computer, a failure of the pitch channel also causes the
roll channel to also shut down. Roll CAS can be reset if the failure only affects the pitch CAS circuits and
not the stabilator circuits.
The DSS not failed, yaw rate less than 41.5 per second, CASI not failed.
AOA, gear position, and flap position.

217
1. The pitch trim actuator is controlled through relays in the pitch computer, while the roll trim actuator is
controlled through relays in the roll/yaw computer.
2. It contains the relays which control the operation of the drive motor, plus two additional position LVDTs.
3. The aircraft control surfaces are at the TOT position.

293

4.
5.
6.
7.
8.
9.
10.
11.
12.

Roll/yaw computer.
Nose-up trim command and the nose-up/nose-down trim command.
LVDT A.
When the longitudinal or lateral feel trim actuator motor drives, it repositions the control stick. So any time
the trim system operates, the control stick is repositioned to correspond to surface displacement.
To compensate for a wing heavy condition.
Inside the roll/yaw computer.
Two logic low commands.
The trim relays are part of the directional feel trim actuator.
Yaw channel linkage, rudder pedals, and rudder trim LVDTs.

13. Rudders and ailerons at neutral, and the control stick at 1 aft which positions the trailing edge of both
stabilators 5 up.
14. Four.
15. When any of the three trim actuators are out of the TOT position, and the TOT button is pressed, the TOT
logic energizes trim relays to bring the trimmed system back to TOT.
16. Once the trim level detectors sense that the trim actuators are in the TOT position, the TOT logic circuits
stop the applicable trim relays from driving the trim motors.

218
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.

3.
TF COUPLE switch.
3.
2.
Provide a uniform response to pilot input regardless of changing in-flight conditions.
Channel C.
Gain to the functioning rudder actuator is doubled.
A BIT code is generated and one of the actuators is shut down.
The SFS roll command is fed through a deadband and gradient network in order to desensitize the roll
commands around the neutral point.
Fed to the pitch-roll servoloop, or DSS.
It is reduced.
The pilot is notified of the failure through displayed BIT codes. Pitch CAS operation continues with the
two remaining functional CAS channels.
It maintains three independent computers within the FCC; these allow continued CAS operation when a
failure exists.
Local and selected signals.
Switches or relay contacts.
A ground.
Allows the FCC to communicate with the other avionic components on the MIL STD 1553 MUX bus.
Turns off all data sources to reset them; then, selects channel A as the initial source.
AFCS IN TEST message to be displayed on the MPCD/MPD.

219
1. Two - one AIC for each inlet. Theyre used to control the position of the inlet ramps and bypass door for
their respective engine.
2. Through the use of LVDTs.
3. A system failure could be critical to engine operation, so the EMERGENCY mode raises and locks all
ramps (except above 1.5 Mach) so the engine isnt starved of air.

294

4. Pitot-static pressure, total temperature, diffuser and first ramp actuator position, AOA, and a diffuser
actuator lock/unlock signal from the air data computer.
5. Discrete (ground) from the ADC.
6. A digital Mach signal ranging from 0.15 to 2.80 Mach.
7. On the caution lights display panel and avionic status panel (fault indicator No.6 will be orange).

220
1. The system uses oblique shock waves created by the vari-ramps to reduce the speed of the supersonic
airflow before it gets to the engines.
2. 50 percent.
3. AOA, total temperature, and pitot static inputs.
4. The ramps and bypass door for that system will go to the full UP position once aircraft speed goes below
1.5 Mach.
5. They contain rate limiters.
6. Air loads force the first ramps and diffuser ramps up, and they automatically lock. The bypass door may or
may not close.
7. Each system has an AIC GROUND TEST switch which provides a preset test output from the AIC to the
system actuators.
8. The TTU205D/F.

221
1.
2.
3.
4.
5.
6.

One on door 3R and one on door 3L.

To prevent icing of the probe.
Provides the means of gathering ram air for airspeed calculations.
To allow moisture to drain.
At the lowest point in the pitot-static lines.
Rigid tubing is normally used. Flexible tubing is used in areas of high vibration or where the line needs to
bend, such as a door hinge or at the point of connection to an LRU.
7. Static pressure is applied to an aneroid sensor which compresses or expands the aneroid. The movement of
the aneroid is mechanically connected, through a series of multiplying gears, to the pointers.
8. It expands.
9.
10.
11.
12.
13.
14.
15.

Altitude 10,000 feet.

The baro set on all altimeters are to be set to 29.92.
The local altimeter setting.
By using the observed station pressure as a baro setting.
To show greater accuracy at lower airspeeds.
Pitot and static pressure.
Only when theres a change in impact pressure.

222
1.
2.
3.
4.
5.
6.
7.

Pneumatic and electrical inputs.

Local AOA.
When weight is off the wheels.
Aircraft altitude in 20-foot increments and barometric corrections in inches of mercury.
The rate of climb or dive in thousands of feet per minute.
Altitude information encoded into mode C. Used for automatic altitude reporting.
The ADC provides Mach and airspeed discretes to control ram air and bleed air to the primary heat
exchanger.
8. The ICCP.
9. A 1600-Hz tone in the headset, interrupted at a 1 to 20 Hz rate.

295

10. To provide a function of pilot relief called altitude hold.

11. To monitor pitch ratio operations and provide warnings to the pilot if a malfunction exist.
12. Static pressure, pitot pressure, AOA, barometric pressure, and total temperature inputs to verify system
operations.
13. BIT control panel.
14. (1) Pressure sensors.
(2) Power supply.
(3) Input data converter.
(4) Digital processor.
(5) Output data converter.
15. IDC.
16. Digital data.
17. Output data converter.

223
1. ADC, EAIC, PSA, and FBS.
2. The functions of the ADC, the right EAIC, FBS, and a single PSA channel (A).
3. To transfer flight operations mission data to/from the ADCP and it is used by the CFRS for use in
debriefing in-flight malfunctions.
4. IDC section.
5. DP section.
6. ODC section.
7. Transmit free stream pitot and static electrical values from one ADP to the other.
8. Allows the ADP to compensate for a plugged pitot probe.
9. Right ADP.
10. DP section.
11. Nonvolatile memory.
12. Any critical ADP fault, if both AOA inputs failed or static pressure failed.

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Unit Review Exercises

Note to Student: Consider all choices carefully, select the best answer to each question, and circle
the corresponding letter. When you have completed all unit review exercises, transfer your answers to
the Field-Scoring Answer Sheet.
Do not return your answer sheet to the Air Force Career Development Academy (AFCDA).
35. (210) Which F-15C, D, and E fuel quantity indicating system line replaceable unit (LRU)
provides power to the tank units?
a. Indicator.
b. Thermistor.
c. Tank aboard relays.
d. Fuel quantity signal conditioner.
36. (210) On the F-15C/D/E aircraft, the fuel quantity system requires calibration after replacement of
the
a. external tank.
b. signal conditioner.
c. tank unit number 2.
d. low-level control unit.
37. (211) Which F-15E fuel flow indicating system component provides a synchro signal to the
engine monitor display (EMD) to drive the liquid crystal display (LCD) window FF PPH (fuel
flow pounds per hour)?
a. Fuel flow transmitter.
b. Avionics interface unit no. 1.
c. Engine diagnostic unit (EDU).
d. Advanced display core processor (ADCP).
38. (211) Which F-15E nozzle position indicating system component drives the engine exhaust nozzle
position transmitter through a mechanical interface?
a. Engine diagnostic unit (EDU).
b. Digital electronic engine control (DEEC).
c. Advanced display core processor (ADCP).
d. Convergent exhaust nozzle control (CENC).
39. (211) Which component determines if a low oil pressure condition exist on the F-15E?
a. Engine diagnostic unit (EDU).
b. Avionics interface unit (AIU) no. 1.
c. Digital electronic engine control (DEEC).
d. Advanced display core processor (ADCP).
40. (212) Which F-15 acceleration indicating/G exceedance system component is designed to provide
a visual indication of 5 to +10 g-forces imposed on the cockpit of the aircraft during climbs,
dives, and turns?
a. Accelerometer.
b. Counter display unit.
c. Acceleration indicator.
d. Counter accelerometer unit.

297

41. (213) Which F-15 component increases and decreases lateral control based on variations in
airspeed, longitudinal position, landing gear position, and yaw rate?
a. Roll ratio controller.
b. Mode select assembly.
c. Lateral feel trim actuator.
d. Aileron rudder interconnect.
42. (213) Which F-15 component is used to control the flow of hydraulic fluid to the pitch and roll
channel assembly (PRCA)?
a. Roll ratio controller.
b. Mode select assembly.
c. Lateral feel trim actuator.
d. Aileron rudder interconnect.
43. (214) Which F-15 longitudinal flight control subsystem component is used to help neutralize the
effect of acceleration on the control stick during maneuvers?
a. Pitch ratio switch.
b. Longitudinal mass balance.
c. Pitch and roll channel assembly.
d. Longitudinal feel trim actuator (FTA).
44. (214) Which F-15 longitudinal flight control subsystem component has built-in centering springs
which resist stick movement giving the pilot a stick feel force?
a. PITCH RATIO switch.
b. Pitch ratio controller.
c. Longitudinal mass balance.
d. Longitudinal feel trim actuator (LFTA).
45. (214) Which F-15 longitudinal flight control subsystem component contains an airspeed
scheduling valve, a Mach factor computer, and an aileron rudder interconnect (ARI) Mach valve?
a. PITCH RATIO switch.
b. Pitch ratio controller.
c. Longitudinal mass balance.
d. Longitudinal feel trim actuator (FTA).
46. (214) Which F-15 longitudinal flight control subsystem component automatically compensates for
trim changes caused by accelerating from subsonic to supersonic flight?
a. Mechanical mixer.
b. Pitch trim controller (PTC).
c. Pitch ratio controller (PRC).
d. Longitudinal feel trim actuator (FTA).
47. (215) Which F-15 directional flight control subsystem component contains centering springs,
providing an artificial feel used to keep the rudder pedals centered?
a. Rudder actuator.
b. Rudder limiter actuator.
c. Directional feel trim actuator.
d. Directional control breakout assembly.
48. (215) Which F-15 directional flight control subsystem component transmits the input force from
the aileron rudder interconnect (ARI) into two separate push-pull cables?
a. Rudder actuator.
b. Rudder limiter actuator.
c. Directional feel trim actuator.
d. Rudder control breakout assembly.

298

49. (215) The F-15 rudder limiter actuator is used to prevent commanded excessive rudder travel
when the aircraft is traveling above what Mach?
a. 1.
b. 2.
c. 1.5.
d. 2.5.
50. (216) What F-15 component provides pitch rate signals proportional to angular motion about the
pitch axis to the pitch computer?
a. Stick force sensor.
b. Rate gyro assembly.
c. Accelerometer assembly.
d. Control surface actuator linear variable differential transducer (LVDT).
51. (216) How many accelerometers are in the F-15A through D automatic flight control system
(AFCS) accelerometer assembly?
a. 1.
b. 3.
c. 4
d. 6.
52. (216) The F-15 #1 and #2 modular relay panels provide logic signals to the pitch computer for
changing conditions such as
a. CAS engage, weight off wheels, and angle of attach (AOA) signals.
b. CAS engage, speed brake, and flap down signals.
c. Landing gear and flap position and weight off wheels.
d. Gear position, speed brake, and AOA signals.
53. (216) Which is required for engaging the F-15 roll control augmentation system?
a. Yaw CAS engaged.
b. Pitch CAS engaged.
c. Yaw CAS disengaged.
d. Pitch CAS disengaged.
54. (216) On an F-15, how much stabilator deflection can the pitch control augmentation system
(CAS) add to or subtract from the manual flight controls?
a. 5 differential movement.
b. 5 symmetrical movement.
c. 10 differential movement.
d. 10 symmetrical movement.
55. (217) What supplies the F-15 directional feel trim actuator position to the limit level detectors to
prevent the actuator from driving beyond its limit?
a. Linear variable differential transducer (LVDT) A.
b. RUDDER STOP SENSOR switch.
c. Rudder limit transducer.
d. Rudder synchro.
56. (218) Which F-15E line replaceable unit (LRU) is basically a combination of pitch and roll/yaw
computers?
a. Avionics interface unit (AIU).
b. Flight control computer (FCC).
c. Central computer complex (CC).
d. Multipurpose display processor (MPDP).

299

57. (218) What is the maximum amount of rudder travel the F-15E yaw control augmentation system
(CAS) can add or subtract?
a. 5.
b. 10.
c. 15.
d. 30.
58. (218) What yaw rate in degrees per second will cause the F-15E pitch control augmentation
system (CAS) to disengage?
a. 41.5.
b. 45.1.
c. 51.4.
d. 54.1.
59. (218) What angle-of-attack (AOA) in degrees is the pitch control augmentation system (CAS)
gain reduced to implement the stall inhibit function?
a. 9.
b. 13.
c. 17.
d. 21.
60. (218) The F-15E flight control computer (FCC) produces the output discrete signals to control
what?
a. Roll engage command.
b. Pitch engage command.
c. Trim actuator position signals.
d. Automatic speed brake retract.
61. (219) How many variable inlet ramps are there in the F-15 air intake system?
a. 2.
b. 3.
c. 4.
d. 5.
62. (219) Which F-15 ramps, doors, or actuators are hydraulically powered and controlled by the air
inlet controllers (AIC)?
a. First, diffuser, and bypass.
b. Second, third, and diffuser.
c. Diffuser, bypass, and third.
d. First, second, and third ramps.
63. (219) At what airspeed does the F-15s air data computer (ADC) unlock the diffuser ramp?
a. 0.80 Mach.
b. 0.84 Mach.
c. 1.0 Mach.
d. 1.5 Mach.
64. (220) The F-15 diffuser ramp actuators Mach blocking valve solenoid prevents the actuator from
retracting when aircraft speed is above Mach
a. 1.0.
b. 1.2.
c. 1.4.
d. 1.5.

2100

65. (221) The F-15 pitot-static probes are located on the

a. radome.
b. inlet duct walls.
c. doors 6L and 6R.
d. doors 3L and 3R.
66. (221) The additional hole in the bottom of the F-15 pitot-static probes is designed to
a. drain moisture.
b. relieve pressure.
c. sense static pressure.
d. sense impact pressure.
67. (221) What is the standard barometric setting in inches of mercury (Hg) used above altitudes of
18,000 feet?
a. 2.92.
b. 29.2.
c. 22.92.
d. 29.92.
68. (221) The altimeter setting is defined as a setting on the altimeter to indicate
a. altitude above sea level.
b. altitude above the airfield.
c. a standard pressure setting, worldwide.
d. a standard pressure setting, below sea level.
69. (221) The pointer of the F-15 standby airspeed indicator moves when what pressure is present?
a. Stall.
b. Pitot.
c. Static.
d. Impact.
70. (222) Which is not part of the F-15 air data computer (ADC) system?
a. Altimeter.
b. Head-up display (HUD).
c. Vertical speed indicator (VSI).
d. Airspeed Mach indicator (AMI).
71. (222) What type inputs are provided to the F-15 air data computer (ADC)?
a. Electrical only.
b. Electrical and pneumatic.
c. Electrical, pneumatic, and mechanical.
d. Electrical, pneumatic, mechanical, and hydraulic.
72. (222) On an F-15, operation of the angle-of-attack (AOA) probe heaters is controlled by the
a. thermostat in the probe.
b. thermocouple in the air data computer (ADC).
c. main landing gear weight-off-wheels (MLG WOW) switches.
d. pitot heat switch on the environmental control system (ECS) control panel.
73. (222) On an F-15, what information does the air data computer (ADC) provide to the identify
friend-or-foe (IFF) transponder?
a. Mach number.
b. Mode 1 interrogation code.
c. Digital altitude information.
d. Aircraft identification number.

2101

74. (222) On an F-15, the operation of the air data computer (ADC) is divided into
a. three sections: input data converter (IDC), digital processor (DP), output data processor (ODC).
b. five sections: IDC, DP, ODC, pitot and static pressure sensor inputs, and power supply.
c. six sections: IDC, DP, ODC, power supply, calibrator, and built-in test (BIT).
d. four sections: IDC, DP, ODC, pitot and static pressure sensor inputs.
75. (223) How are the left and right F-15E air data processors mounted and where are they located?
a. Hard mounted in doors 6L and 6R.
b. Hard mounted in doors 10L and 6R.
c. Rack mounted in doors 3L and 10R.
d. Rack mounted in doors 10L and 10R.
76. (223) Which section of the F-15E air data processor (ADP) conditions and converts all received
inputs to the ADP?
a. Digital processor (DP).
b. Input data converter (IDC).
c. Output data converter (ODC).
d. Electronic air inlet controller (EAIC).
77. (223) Which section on the F-15E air data processor (ADP) conditions the ADP signals for
interfacing with the indicators and other onboard systems?
a. Digital processor.
b. Output data converter.
c. Cross channel data link.
d. Electronic air inlet controller.
78. (223) Why is the 1553 multiplex (MUX) connection to the left F-15E air data processor (ADP)
used?
a. As backup for the right ADP.
b. For operational flight program (OFP) loading only.
c. For data transfer module (DTM) information transfer.
d. For line replaceable unit (LRU) status for the central computer (CC).
79. (223) Which F-15E air data processor section performs most of the built-in test (BIT) function?
a. Digital processor (DP).
b. Input/output (I/O) section.
c. Input data converter (IDC).
d. Electronic air inlet controller (EAIC).
Please read the unit menu for unit 3 and continue

2102

Student Notes

Unit 3. Communications/Navigation/Penetration Aids Systems

Page
31. Data Link Systems .................................................................................................................... 31
224. Fighter data link ................................................................................................................................. 31
225. F-15E avionics interface unit ........................................................................................................... 315

32. Electronic Warfare Systems .................................................................................................. 320

226. Air-to-air interrogator ...................................................................................................................... 320
227. F-15C AN/ALQ-135 internal countermeasures set components ..................................................... 324
228. F-15C internal countermeasures set operation ................................................................................. 329

33. PODS ....................................................................................................................................... 335

229. F-15E LANTIRN navigation pod .................................................................................................... 335
230. F-15E data link pod ......................................................................................................................... 345

OMMUNICATIONS/NAVIGATION/PENETRATION AID SYSTEMS provide the pilot with a myriad

of useful information. Ensuring proper operation of these various systems is a job you are
tasked to do and, like all aircraft maintenance, should be taken seriously. In this unit, youll
learn about the F-15 data link system along with the F-15E avionics interface unit operation. Then
you will learn about the electronic warfare systems used on the F-15 aircraft. The unit will finish off
by giving you a look at the F-15E low altitude navigation targeting infrared for night (LANTIRN)
navigation (NAV) and data link pod.

31. Data Link Systems

The data link system provides the pilots with all sorts of vital information that enables them to
communicate and share this information during the fight. Data link systems use aircraft integration
like the avionics interface unit (AIU) and other systems to comprise the information required to make
the mission a success. As you will see, the data link system is much like a home computer and the
Internet. We will discuss how the fighter data link system operates in this way and will conclude with
a lesson on the AIU operation.

224. Fighter data link

The fighter data link (FDL) is a digital data link system that allows aircraft to exchange and display
real-time tactical information. A secure, jam-resistant system operates in the L band radio frequency
range. FDL functions as a terminal in the Link-16 network (fig. 31).
FDL and Link-16 can be compared to the Internet. Think about a home computer and the Internet for
a moment. The home computer is similar to a single F-15 FDL system while the Internet is similar to
the Link-16 network. From that single home computer, you can access the information on any of the
thousands of computers connected to the Internet. Likewise, one FDL terminal can access multiple
FDL systems information operating on Link-16 and see the information gathered from those FDL
systems. Using FDL, pilots can transfer or display information with members in their own flights,
airborne warning and control system (AWACS), or joint surveillance and target attack radar system
(J-STARS) command and control aircraft, sensor aircraft, ground units or even ships equipped with
the FDL capability. The major difference between the home computer/Internet scenario and
FDL/Link-16 is that FDL is a line-of-sight system with a limited range.

32

Figure 31. Flight data link/Link-16 network.

System description
FDL is a data link system that transfers information at high rates. The data is encrypted to provide
security, and is jam resistant to yield high reliability in a hostile radio frequency (RF) environment. It
also provides the ability to interconnect many widespread sources and users of information.
The FDL system transmitter allows effective use of the system for up to 100 nautical miles (NMI) for
fighter-to-fighter aircraft operations and up to 200 NMI for fighter-to-command and control aircraft
operations. The effective range can be increased by using relay platforms between participants that
are not within line of sight.
System components
FDL components include a JTIDS (joint tactical information distribution system) mode control panel,
sensor control panel, FDL radio/transmitter (RT), FDL remote power supply, and batteries. The
following paragraphs describe these components.
F-15C/D joint tactical information distribution system mode control panel
The FDL system on the F-15C/D is operated by using the JTIDS mode control panel (MCP). The
JTIDS MCP is located in the cockpit on the left console (fig. 32). The JTIDS MCP contains the
controls used for FDL operation. These include FDL operating mode, battery support mode, mission
channel selection, FDL crypto code zeroizing, and the TACAN (tactical air navigation) /FDL master
reset.

Figure 32. Joint tactical information distribution system mode control panel.

33

F-15E sensor control panel

The FDL system on the F-15E is operated by using the sensor control panel. The sensor control panel
is located in the cockpit on the left console (fig. 33). The JTIDS mode switch controls power and
mode selection for FDL.

Figure 33. Sensor control panel.

Flight data link receiver/transmitter

The FDL RT is located in door 3R (fig. 34). It contains the receiver, transmitter, processor, antenna
control, and interface circuits for data link operations. Also, all TACAN signals are passed through
the FDL RT.

Figure 34. Flight data link RT.

Flight data link remote power supply

The FDL remote power supply (RPS) is located in door 3R (fig. 35). It provides operating power for
the FDL RT and TACAN RT. It also provides data shift clocks to the FDL RT for TACAN interface
and data shift clocks and logic power to the instrument landing system (ILS)/TCN (TACAN) control
panel.

34

Figure 35. Flight data link remote power supply.

Batteries
The battery compartment is located in the FDL RT (fig. 36). It holds three 3.0 VDC (volts direct
current) lithium batteries. The batteries provide enough power to store the crypto codes and run the
internal clock when system power is off (hold mode).

Figure 36. Flight data link RT battery compartment.

Related system description (non-model specific components)

Related system components include the upper TACAN antenna, TACAN/very high frequency
(VHF)/ultra high frequency (UHF) antenna, control stick grip, right throttle grip, interface blanker
system, data transfer module (DTM), and the avionics status panel (ASP). The following describes
these non-model specific components.
Upper tactical air navigation antenna
The upper TACAN antenna is located aft of the canopy on door 30 (fig. 37). This is a flush-mounted
antenna that transmits and receives RF in the L band for both the FDL and TACAN systems.

35

Figure 37. Upper tactical air navigation antenna.

Lower tactical air navigation antenna

The lower TACAN antenna is located on the lower fuselage near the radome (fig. 38). This is a dual
element blade antenna that transmits and receives RF for the UHF and TACAN/FDL systems.

Figure 38. Lower tactical air navigation antenna.

Control stick grip

The control stick is located in the cockpit (fig. 39). It contains the castle switch which is used for
FDL control.

Figure 39. Control stick.

36

Right throttle grip

The right throttle grip is located on the forward cockpit left console (fig. 310). The target designator
control (TDC) switch is mounted on the right throttle grip, and controls the acquisition symbol on the
FDL display. The TDC switch acts like the mouse pad on a laptop computer.

Figure 310. Right throttle target designator control switch.

Interference blanker system

The interference blanker is located in door 3R. It prevents interference between active aircraft RF
transmitters and receivers. The FDL RT provides a blanking pulse to the blanker to inhibit other
receivers when the FDL transmits and receives a blanking pulse to inhibit the FDL receiver when
other systems transmit.
Data transfer module
The DTM (fig. 311) is a programmable battery powered memory device. It is similar to a removable
flash drive or memory card for a computer. There are two types of DTMs that are used for FDL. One
is the operations (OPS) DTM used by the pilots to load mission data to the central computer
(CC)/advanced display core processor (ADCP) and FDL. The other is the MAINT (maintenance)
DTM which is used to transfer built-in test (BIT) data to the computerized fault reporting system
(CFRS) for both debrief and computerized fault isolation.

Figure 311. Data transfer module and aircraft receptacle.

Avionics status panel

The ASP is located in the nose wheel well. The ASP shows the status of the avionic systems.
Indicator 3 includes systems that are located under door 3R such as FDL. When any avionic system
under door 3R fails, the ASP indicator 3 will turn orange.

37

F-15C/D model specific components

Now lets discuss the F-15C/D model specific FDL components.
Programmable signal data processor
The programmable signal data processor (PSDP) is located in the avionics equipment bay behind
access door 6L. It communicates with the CC over the 1553 multiplex (MUX) bus, channels 8A and
8B. This communication includes interface for the FDL pushbutton controls (on the multipurpose
color display (MPCD)) to the CC as well as communication from the CC to the integrated
communications control panel (ICCP) for audio FDL messages and threat voice warnings. The PSDP
provides an interface path for the DTM to and from the CC for FDL initialization data and flight
maintenance data. The PSDP provides interface for the stick grip castle switch control of situation
displays.
The PSDP also provides the majority of the information that is displayed on the MPCD. It generates
the FDL display symbology, provides display drives for the situation and FDL mode displays on the
MPCD. The PSDP receives direction from the CC as to the positioning of FDL symbology.
Central computer
The CC is a digital computer that provides most of the processing requirements and is a distribution
center for information from many systems in the aircraft. Nearly all of the processing related to FDL
is contained within the CC. The CC controls the data interchange with the FDL terminal on the 1553
MUX bus, channels 7A and 7B.
Multipurpose color display
The MPCD is located on the cockpit, main instrument panel. The MPCD displays include armament,
situation FDL mode, DTM and BIT displays.
Built-in test control panel
The BIT control panel (BCP) is located in the cockpit on the left console. The BCP provides
indications for both continuous monitor and initiated BIT (IBIT). The FDL system is tested by
selecting JTIDS with the system select switch and pressing INITIATE. The JTIDS light indicates a
malfunction with the FDL units. If both TACAN and FDL are powered on, initiating BIT on either
system will run BIT on both systems.
Integrated communications control panel
The ICCP is located in the cockpit on the left console. There is an additional ICCP in the rear cockpit
of F-15Ds. The ICCP supplies FDL voice warnings to the aircrew. Volume control is accomplished
by a knob on the ICCP.
F-15E specific components
The specific F-15E FDL components include the ADCP, MPDs and MPCDs, AIU 1 and 2, left and
right hand controllers, remote intercommunication control panel (RICP), and the intercommunication
set control panel (ICSCP). The following paragraphs will provide a clearer description of each
component.
Advanced display core processor
The ADCP, in door 3L, is a digital computer that provides most of the processing requirements for
FDL and is a distribution center for information from many systems in the aircraft. Information
obtained by the ADCP for FDL processing is passed to the display function for display. Nearly all of
the processing related to FDL is contained within the ADCP. The ADCP is the bus controller for the
data interchange with the FDL RT on the 1553 MUX bus, channels 7A and 7B.
Multipurpose display/multipurpose color display
There is a combination of seven multipurpose displays and multipurpose color displays in the F-15E.
The front cockpit contains two MPDs and one MPCD. The rear cockpit contains two MPDs and two

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MPCDs. The seven displays provide the operator with situation displays, a JTIDS display for FDL
control, and BIT displays for testing FDL.
Avionics interface units 1 and 2
The AIUs are located in the avionics equipment bays. AIU 1 is located behind access door 6L while
AIU 2 is located behind access door 3R (fig. 312). The AIUs provide an interface from the up-front
controller (UFC) and hands on throttle and stick (HOTAS) to the ADCP for control of aircraft
systems. HOTAS controls for the FDL include the control stick grip castle switch and auto
acquisition (ACQ) switch, throttle control TDC switch, and hand controller switches. AIU 1 also
receives an FDL line replaceable unit (LRU) fail discrete that drives ASP fault indicator 3 and the AV
BIT fail light.

Figure 312. Avionics interface unit set locations.

Left and right hand controllers

The left and right hand controllers are located in the rear cockpit (fig. 313). The hand controllers
provide control of the acquisition symbol using the TDC switches.

Figure 313. Left and right hand controllers.

Remote intercommunication control panel

The RICP is located in the front cockpit on the left console. It contains the CRYPTO switch which
may be used to zeroize FDL crypto codes.

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Intercommunications set control panel

The ICSCP is located in the rear cockpit on the left console. It produces the message voice warning
for FDL and has a CRYPTO switch which may be used to zero FDL crypto codes.
System operation
The FDL system receives power from the right bus circuit breaker panel. When power is applied to
the FDL RPS, the POWER APPLIED light on the FDL RPS illuminates.
Placing the JTIDS MCP MODE switch (F-15C/D) or SENSOR CONTROL PANEL MODE switch
(F-15E) in the NORM, or SIL position causes the FDL RPS to route a ground signal to the FDL RT.
This signal then returns to the FDL RPS which turns on the FDL system. The POWER ON light on
the FDL RT will illuminate when the FDL is turned on.
F-15C/D joint tactical information distribution system mode control panel
The following table describes the F-15C/D JTIDS mode control panel control/indicator and functions
(fig. 314).

Figure 314. F-15C/D joint tactical information distribution system mode control panel.

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F-15C/D JTIDS Mode Control Panel Control

Control/Indicator

MASTER RESET
Switch

CIPHER Switch

MISSION CHAN
Selector

MODE Selector

Position

Function

Press and Release

When pressed, power is removed from the FDL. At the

same time, battery power is applied to the FDL RT to
maintain initialization data, crypto variables, and
existing operating modes during reset. When the
MASTER RESET switch is released, power is
restored, causing both systems to restart.

Zero

All crypto variables within the FDL are zeroed. The

variables cannot be zeroed if the MCP MODE selector
is in HOLD.

NORM

Normal operating position.

Turn Dial (000 to 127)

Selects any one of 127 different subnets (controller

operating channels 000 to 126).

(PULL) OFF

All power is removed. All data, including crypto codes,

in the FDL is lost.

POLL

Not used on FDL.

SIL

All transmissions are prohibited.

NORM

Normal operating position. Allows full participation in

the Link-16 community. Provides full transmit and
receive ability.

HOLD

Battery power allows retention of the initialization data

and crypto variables. In this position, the crypto
variables cannot be zeroed using the CIPHER switch
action. To load crypto variables, the MODE switch
must be in HOLD or OFF.

F-15E sensor control panel

The following table describes the F-15E sensor control panel control/indicator and functions relating
to the FDL system (fig. 315).

Figure 315. F-15E Sensor control panel.

F-15E Sensor control panel

Control/Indicator

MODE Switch

Position

Function

(PULL) OFF

All power is removed. All data, including crypto codes, in the FDL
is lost.

POLL

Not used by FDL.

SIL

All transmissions are prohibited.

NORM

Normal operating position. Allows full participation in the Link-16

community. Provides full transmit and receive ability.

HOLD

Battery power allows retention of the initialization data and crypto

variables with the MODE switch in the HOLD position.

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F-15E RICP/ICSCP
The following table describes the F-15E RICP/ICSCP control/indicator and functions relating to the
FDL system (fig. 316).

Figure 316. F-15E RICP/ICSCP.

F-15E RICP/ICSCP
Control/Indicator
CRYPTO Switch

Position

Function

HOLD

Not used for FDL.

NORM

Normal operations.

ZERO

Zeros all crypto memory locations in FDL.

Menu displays
The FDL displays are very similar throughout all models of F-15s. FDL is controlled by accessing a
series of menus (fig. 317) from the main menu. The MPD/MPCD multifunction switches are used to
access menu displays used with FDL which are described in the below table.
FDL Menu Displays
Menu

Description

BIT

Selects the BIT display for monitoring JTIDS testing.

SIT

The situation display (SIT) is the main screen used with FDL. The SIT screen presents
situational data, giving the pilot a broad view of what is going on around the aircraft.

DTM

Control the exchange of information between the DTM and the FDL system.

FLIGHT DATA

FLIGHT DATA calls up information which is used to monitor other members of the flight.

OWN DATA

The OWN DATA display allows the aircrew to set up or modify the DTM data for their own
aircraft. This data is normally loaded by the DTM during initialization.

RESET IPF

FDL shares frequency spectrum with multiple other avionics systems. To ensure FDL is not
interfering with more flight essential avionics the FDL RT has a built-in Interference
Protection Feature (IPF) monitor. This monitor circuit ensures that the FDL is not interfering
with other systems in the same frequency band.

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FDL Menu Displays

Menu

ENTER NET

Description
Provides the status of FDLs attempt to logon to the Link-16 network. It can either be blank,
or display PENDING, COARSE, or FINE. When the display after ENTER NET is blank, it
indicates that no status is reported and the FDL is not logged onto the Link-16 network.
PENDING indicates that time synchronization is in progress. COARSE indicates that the
FDL has refined the time well enough to receive messages, but is still unable to transmit.
FINE indicates that time synchronization is complete and the FDL can both send and
receive messages.

Figure 317. Flight data link menu access displays.

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Flight data link radio frequency characteristics

FDL operates using pulsed transmissions in the Lx band. The Lx band itself is a portion of the larger
UHF. The selection of this wide band of operation complicates enemy jamming attempts because of
huge bandwidth coverage and enormous power required to override the Link-16 RF.
Accessing the Link-16 network
We have previously established that in order for FDL to transmit and receive all its required
information along the Link-16 network, it needs to establish a FINE synchronization with the
network. Next, we are going to break down exactly what has to happen for FINE synchronization to
occur.
For starters, because of the classified information transmitting along the Line-16 network, FDL needs
to ensure all its information is secure. In order to keep the transmission secure and jam resistant, the
information is spread out over a wide frequency spectrum. The specific frequency in use needs to be
constantly changing, using a frequency-hopping pattern. Imagine listening to a fast song on the radio.
Every fraction of a second, the station changes and you have to go to the next station for the next part
of the song. The radio is essentially hopping frequencies. FDL automatically hops frequencies 76,923
times a second.
The FDL RT will hop around on the 51 possible FDL channels in a pattern controlled by the crypto
code key loaded in the FDL system. A crypto code key is a classified set of electronic instructions.
This key determines the frequency hopping sequences.
It is possible to have more than one group of operators use the system without interfering with each
other. This is accomplished by changing the channel (mission channel or fighter channel). The
channel settings are used to select the network that the FDL will operate on. The fighter channel
selects a fighter-to-fighter network and a mission channel selects the command and control network.
They can be the same network. The selection does not select a specific frequency, but gives an
indicator so the FDL software will know which code keying pattern and which of the 51 channels to
use at the current time to communicate in the selected network. Theoretically, up to 20 different FDL
systems can work together with common keys. The channel determines a starting point so none of the
20 different systems interrupts each other.
This massive amount of data constantly changing frequencies is possible because FDL architecture is
based on concept called time division multiple access (TDMA). TDMA is where small intervals of
time are allocated to each FDL user for transmission of digital data. TDMA theory can get overly
complex for a technicians required level of understanding. Figure 318 is a detailed breakdown of
FDLs time division slots. What to take away from figure 318 is that accurate time is extremely
important to proper FDL operation. In order for pilots to transmit and receive data they need to know
what time slot they are allocated.
To enter onto the Link-16 net the pilot needs to load FDL TERM data to the CC/ADCP. TERM data
can be downloaded to the aircraft via the DTM or mission cart. Most importantly, term data contains
the pilots time slot allocation.
Once FDL term data is loaded the pilot needs access the Link-16 network. This is done by choosing
one of the terminals participating in the network to act as the net time reference (NTR). The NTR is
the first terminal, which is transmitting on the network, and its clock establishes system time.
All other network participants enter the network via the NTR. After the NTR is activated, the users
synchronize their clocks with the NTR clock. Think of the NTR as the person hosting a game on Xbox live. X-box live is the Link-16 network. The people wanting to play need to access the settings
determined by the person hosting the game. Just like X-box live, when the host (or NTR in the case of
FDL) leaves, all other users get kicked off the game.

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Figure 318. Flight data link time division slots.

To fully complete fine synchronization and decode the data in the Link-16 messages, the FDL RT
must also have valid crypto codes. These are the same crypto codes used to determine the frequency
hopping sequence. Four pairs of crypto codes can be loaded into the FDL RT. Each pair allows
operation in a different network. Pairs are loaded to allow operation during the current day and the
next day, which allows operation after midnight Zulu time.
To summarize, in order for a group of pilots to sync up, achieve FINE synchronization and fully
communicate along the Link-16 network, they need 5 things:
1.
2.
3.
4.
5.

Properly loaded FDL TERM data.

A common channel number (either mission or fighter channel).
A host to establish the NTR.
Time sync with the NTRs established time.
Common crypto codes.

Built-in test
There are three types of BITs used with FDL: startup, operational (continuous), and initiated.
Failure indications
As with any complicated system, faults will occur. When that happens in the FDL system, there are
several ways to identify those faults. If a fault exists, ASP 3 will indicate that an LRU has failed
under door 3R. On an F-15C/D, the JTIDS light on the BCP will illuminate. Additionally, there will
be a failure message displayed on the MPCD, which will alert the operator of system problems.

When the FDL system fails, these failures are recorded to the DTM.

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225. F-15E avionics interface unit

The avionics interface unit set consists of two LRUs: AIU 1 and AIU 2. The AIUs set controls,
processes, and routes interfacing signals between multiple aircraft systems. In this lesson, we will
discuss exactly what makes up the AIU system and how the AIUs accomplish the routing of
interfacing signals.
System and related components
The avionics interface unit set is made up of two components: AIU 1 and AIU 2.
Avionics interface unit number 1
AIU 1 is rack-mounted and located in back of door 6L (fig. 319), and possesses two different
processing channels (AIU1A and AIU1B) within the AIU itself.

Figure 319. Avionics interface unit no. 1.

Avionics interface unit number 2

AIU 2 is rack-mounted and located in back of door 3R (fig. 320). It possesses a single processing
channel and serves as a back-up for AIU 1 for processing mission critical system data or those
systems that directly impact the safety of flight.

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Figure 320. Avionics interface unit no. 2.

Principles of operation
The following paragraphs describe the AIU principles of operation.
Communication with advanced core display processor
One of the primary LRUs that the AIU set communicates with is the ADCP. The AIU and ADCP
communicate by way of the 1553 MUX bus 5A/5B. Data transferred between the AIU set and the
ADCP includes BIT data, up-front display and control data, aircraft systems discrete, mode, control,
and status data, cautions, warnings, and advisories, UHF and identification friend-or-foe (IFF)
initialization, as well as memory inspect data.
Communication with up-front control
The UFC serial data bus provides communication between the UFC and the AIU set, as well as
between AIU 1 and AIU 2. The AIU1A channel within AIU 1 functions as the UFCs primary bus
controller; however AIU 2 has the task of backup UFC bus controller, in case the AIU1A channel
fails.
The UFC sends switch keyboard, panel controls data, and status to the AIU set on the UFC serial data
bus. The AIU set sends menu and display data to the UFC. The AIU 1 and AIU 2 communicate data
and status with each other by way of the UFC serial data bus.

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Aircraft systems serial data bus

The AIU set interfaces with other aircraft systems by way of serial data. The aircraft systems,
interfacing AIU, and signal function are listed as follows:
Ultra high frequency receiver-transmitter no. 1
UHF RT no. 1 (UHF radio 1) controls data from the UFC sent to the AIU1A channel. This data is
made up of frequency and mode control. The radio 1 data is sent to the UHF COMM RT number 1
through the serial interface in the AIU1A channel, as well as to the ADCP by way of avionics 1553
MUX bus. UHF radio 1 frequency and mode data are stored in the AIU1A channel memory in case of
power loss or failure.
Ultra high frequency receiver-transmitter no. 2
Serial data transfer for UHF RT no. 2 (UHF radio 2) data is the same as explained above, except that
AIU 2 controls the data transfer.
Automatic direction finder control amplifier
The automatic direction finder (ADF) sends serial ADF bearing data to the AIU1A channel. The
AIU1A channel formats this data and outputs it to the ADCP on the avionics 1553 MUX bus. AIU1A
sends the ADF a continuous clock and data initiate signal when AIU1A requires serial ADF bearing
data.
Tactical air navigation receiver-transmitter
TACAN control data from the UFC is sent to the AIU1A channel. This data is made up of channel
and mode control. The AIU1A channel routes the TACAN data to the TACAN RT. The TACAN RT
outputs serial control word, range and bearing data to the AIU1A channel. The TACAN data is sent to
the ADCP by the AIU1A channel on the avionics 1553 MUX bus. The AIU1A channel sends the
TACAN a continuous clock and data initiate signal when AIU1A requires serial TACAN data.
Combined radar altimeter receiver-transmitter
The combined radar altimeter (CARA) RT routes serial radar altitude and altimeter status to the AIU
1 and AIU 2. The AIU 1 is the primary processor for this data with AIU 2 serving as a backup. CARA
data is handled the same way by the AIU 1 or AIU 2. The AIU 1 processes the CARA serial data and
then places the information on the avionics 1553 MUX bus for use by the ADCP.
Engine monitor display
The AIU 2 receives serial data from the engine monitor display (EMD). This serial data is reformatted
by AIU 2 and sent to the ADCP by way of avionics 1553 MUX bus. Serial data from the EMD is
made up of EMD shop replaceable unit (SRU) status. Serial data from the EMD is sent to AIU 2 after
the EMD receives a BIT initiate discrete signal from AIU 1.
Discrete inputs/outputs
The AIU interfaces many aircraft systems using discrete inputs and outputs. These are usually two
state signals (open or ground, open or 28 VDC, and 28 VDC or ground). Discrete inputs are
processed by the AIU set and sent in serial format to the ADCP by way of the avionics 1553 MUX
bus. Discrete outputs are enabled by the AIU set as a result of one of the following inputs:

Avionics 1553 MUX bus data from the ADCP.

Serial data from the UFC and rear UFC.
Input from aircraft systems.

Analog interface
The AIU1B channel and AIU 2 receive analog inputs from several aircraft systems. The AIU1B
channel receives analog inputs from the ILS receiver, cockpit throttle grips, and left-hand controller.
Synchro inputs are received from the left and right engine fuel flow transmitters. The AIU 2 receives
analog inputs from the right cockpit throttle grip, right-hand controller, and SENSOR control panel.

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Analog data is processed by the AIU set and sent to the ADCP by way of the avionics 1553 MUX
bus.
Avionics interface unit built-in test
The AIU set has three types of BIT: power-up, periodic, and initiated.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

224. Fighter data link

1. What is FDL?
A data link system that transfers information at high rates. The data is encrypted to provide security, and is
jam resistant to yield high reliability in a hostile RF environment. It also provides the ability to interconnect
many widespread sources and users of information.

2. Which F-15C/D FDL component contains the controls used for modes of operation and what are
the modes?
The JTIDS mode control panel. The modes include FDL operating mode, battery support mode, mission
channel selection, FDL crypto code zeroizing, and the TACAN/FDL master reset.

3. Through which FDL component do all TACAN signals pass?

FDL RT.

4. Which FDL component provides operating power for the FDL RT and TACAN RT?
FDL RPS.

5. How many batteries does the FDL RT contain and what do they provide?
It holds three 3.0VDC lithium batteries. The batteries provide enough power to store the crypto codes and
run the internal clock when system power is off.

6. Which switch on the control stick grip is used for FDL control?
Castle switch.

7. What is the purpose of the TDC and where is it located?

Located on the right throttle grip and controls the acquisition symbol on the FDL display.

8. The F-15C/D PSDP receives commands from which component as to the positioning of FDL
symbology?
The CC.

9. Nearly all of the processing related to the FDL is contained within which component for the F15C/D and F-15E?
The CC for the F-15C/D and the ADCP for the F-15E.

10. What is the purpose of the AIUs in the FDL system on the F-15E?
They provide an interface from the UFCs and HOTAS to the ADCP for control of aircraft systems.

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11. Which component(s) has a CRYPTO switch which may be used to zeroize FDL crypto codes on
the F-15E?
The RICP and ICSCP.

12. On the F-15C/D JTIDS mode control panel, what is the function of the MODE selector in the
HOLD position?
Battery power allows retention of the initialization data and crypto variables. To load crypto variables, the MODE switch
must be in HOLD or OFF.

13. On the F-15E sensor control panel, what is the function of the MODE selector in the NORM
position?
NORM allows full participation in the Link-16 community and provides full transmit and receive ability.

14. Which menu display is the main screen used with FDL?
The SIT.

15. Which menu display allows the aircrew to set up or modify the DTM data for their own aircraft
and is normally loaded during initialization?
OWN DATA.

16. What ENTER NET menu display indication means that time synchronization is complete and the
FDL can both send and receive messages?
FINE.

17. How does the FDL system keep the transmission secure and jam resistant?
The information is spread out over a wide frequency spectrum. The FDL RT will hop around on the 51
possible FDL channels in a pattern controlled by the Crypto code key loaded in the FDL system.

18. What is NTR?

It is the first terminal, which is transmitting on the network, and its clock establishes system time. All other
network participants enter the network via the NTR.

19. List the five things needed for the pilot to achieve FINE synchronization and fully communicate
along the Link-16 network.
Properly loaded FDL TERM data, a common channel number (either mission or fighter channel), a host to
establish the NTR, time sync with the NTRs established time, and common crypto codes.

225. F-15E avionics interface unit

1. How many processing channels are in the AIU 1?
2

2. Which component functions as the UFCs primary bus controller?

The AIU1A channel within AIU 1.

3. What type of data does the AIU use to interface with other aircraft systems?
Serial.

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4. Where is control data from the UHF radio 1 sent?

AIU1A.

5. Where does the AIU1A route TACAN data?

TACAN RT.

6. Which LRU routes serial radar altitude and altimeter status to AIU 1 and AIU 2?
CARA RT.

7. To which AIU does the EMD provide serial data?

AIU 2.

8. Which AIU 1 channel receives analog inputs from the ILS receiver, cockpit throttle grips, and left
hand-controller?
AIU1B.

32. Electronic Warfare Systems

The lessons in this section have one thing in common. They all need RF for them to operate. Whether
it is landing an aircraft in inclement weather, performing navigation with radio signals, determining if
another aircraft is the enemy, or interrogating other aircraft; they all use RF. In this section you will
learn how the F-15 aircraft accomplishes all of the above mentioned tasks. We will begin with the
ILS.

226. Air-to-air interrogator

The air-to-air interrogator (AAI) system provides the pilot with the ability to interrogate another
aircrafts IFF system. The AAI system is similar to the IFF ground interrogator with only a few
differences. Although the IFF system can reply in modes 1, 2, 3/A, C, and 4, the F-15s AAI system
can only interrogate modes 1, 2, 3/A, and 4. Mode C provides the ground operator with the aircrafts
altitude. In contrast, the AAI system establishes whether the target aircraft is a friend (with high or
low confidence) or a possible foe. The altitude function is computed by the on-board radar system.
The AAI system integrates with the aircraft radar. AAI displays are shown on the multiple indicator
control panel (MICP) for F-15C/D or MPD/MPCD for F-15E and correlated with the radar targets.
The AAI system holds various programs for automatic operation which may be manually selected to
meet changing mission requirements. The system transmits challenges and receives replies through 10
dipole antennas mounted to the radar antenna. Bit circuits detect and isolate system failures. The AAI
system uses the IFF transponder system in a loop test (self testing your own aircraft using AAI to
interrogate its IFF system) for mode 4.
System components
Now we discuss the system components to the AAI system.
IFF interrogator receiver/transmitter (APX-114)
Located in door 3R, the IFF interrogator receiver/transmitter (AAI RT) provides interrogation
generation, reply evaluation, and radar interface functions. The AAI RT monitors failures and
provides system status and LRU status signals to the AIUs. The APX-114 is a 2.5 kilowatt transmitter
and receiver. The receiver is made up of two separate receiver sections, each operating on 1090
megahertz (MHz); one for the reception of sum antenna inputs and one for reception of difference
antenna inputs. Monitoring circuitry samples all critical operating parameters. Aircraft cooling system

321

forced air cools the AAI RT and exhausts through ports on the unit face. Two interrogation program
switches S1 and S2 are mounted in the face of the unit. There are two LED (light emitting diodes)
indicators on the face of the unit, the top LED is a power indicator and the bottom LED indicates an
RT fault.
Interrogator computer (KIV-119)
The interrogator computer, commonly called the transponder computer, produces mode 4
interrogations and decodes mode 4 replies. The interrogator computer is located under door 3R. There
is a single connector on the rear of the unit which mates with the AAI RT. The interrogator computer
mounts external on the AAI RT. A FILL connector, through which the interrogation/reply code
programs are inserted and a ZEROIZE switch, are on the front of the unit.
Antenna group
The AAI antenna group consists of 10 dipole antennas arranged on the radars planner array
(antenna), two power dividers, and a hybrid coupler. The dipoles are divided into two sets of five
antennas, one set for the sum channel and one set for the difference channel. The sum and difference
antennas are positioned on the planar array in a deliberate way to enable the AAI system to detect the
direction of arrival of the reply signal. These antennas are delicate and you must take care when
theyre exposed not to damage or move them.
Related system components
Now we will discuss the related system components of the AAI system.
Right throttle grip
The right throttle grip is located on the cockpit left console; the MULTIFUNCTION switch on the
right throttle grip controls manual AAI interrogation initiation.
Interference blanker system
The APX-114 supplies a suppression signal, which brackets the IFF interrogation to the blanker. It
also receives a suppression signal from the blanker during IFF transponder transmissions. The APX114 blocks suppression signals to and from blanker during mode 4 loop test (M/4 BIT).
AAI control panel F-15C/D
The AAI control panel is located in the cockpit left console and it contains the switches used to
control the AAI system. They include the MASTER switch and the MODE and CODE thumbwheels.
Multiple indicator control panel F-15C/D
The AAI displays are shown on the MICP and correlated with the radar displays.
Up-front controller F-15E
The UFC and rear UFC include 10 multifunction switches for selecting AAI submenu, AAI master
modes and interrogation modes. The keyboard provides code selection capability. Either UFC can
control the AAI system.
Multipurpose display system F-15E
The multipurpose display system includes the seven MPD/MPCDs located in the cockpit and rear
cockpit. The MPD/MPCD shows all the AAI system displays.
IFF transponder system
The AAI system uses the aircraft IFF transponder system in a loop test configuration for mode 4 BIT.
Radar set/indicator group
The AAI displays are shown on the MPD/MPCD and correlated with the radar displays. The IFF
INTERROGATE switch and AAI BIT initiate signals are supplied to the RDP. The data processor
supplies an interrogate command to the programmable signal processor (PSP) when the radar mode is
compatible.

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System operation
The following paragraphs describe the AAI system operation. The AAI system receives power from
the left bus circuit breaker panel.
AAI master modes F-15C/D
The MASTER switch on the AAI control panel is a four-position switch that allows selection of these
options:
1. OFF Removes power from the AAI system.
2. AUTO When in the AUTO position, programming switches on the front of the
identification friend-or-foe reply evaluator (IRE) control the challenge mode and the
interrogation time-out period.
3. NORM The controller for the NORM mode is the MODE SELECTOR switch on the AAI
control panel. The NORM mode will interrogate only the specific mode selected on the AAI
control panel.
4. CC The controllers for the CC (correct code) mode are the MODE SELECT switch and the
four code selectors. The APX-114 will decode only replies that match the code selected on
the AAI control panel. Thus, if the selective identification feature (SIF) code isnt present or
is incorrect, the AAI system wont process or display the IFF target.
AAI master modes F-15E
The selections on the UFCs submenu (fig. 321) determine what combinations of modes, codes,
master modes, and bars that are interrogated when an AAI interrogation is commanded. Any
combination of codes can be selected on both UFCs AAI submenu.
Code selection
Codes for modes 1, 2, 3 are entered in the UFCs scratchpad as indicated below:

Mode 1: two digits from 00 to 73.

Mode 2 and 3: four digits from 0000 to 7777.

Figure 321. F-15E UFC AAI submenu.

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Interrogation initiation
Interrogations are initiated either manually using the MULTIFUNCTION switch on the throttle
quadrant or automatically by the radar data processor when radar switches to tracking mode.
Interrogation processing
Pressing the MULTIFUNCTION switch on the right throttle grip to the IFF interrogate position
initiates the AAI interrogation. The interrogate command signal from the MULTIFUNCTION switch
enters interrogate control circuitry within the radar data processor (081 or 082). The interrogate
command is sent as part of a data word that is transmitted between the radar PSP (042 or 044) and the
APX-114. Data to the APX -114 is made up of information required for interrogation and reply
processing. The APX-114 tests the data word for parity (validity).
AAI displays
IFF replies are translated into target symbology by the radar system and displayed on the MICP or
MPD/MPCD. There are many types of symbols used to indicate a detected aircraft and give the pilot
important information about that aircraft. The letter I or A is displayed on the MICP or MPD/MPCD
when the radar modes and displays are compatible with the AAI modes. An ID OFF message is
displayed on the MICP when the APX-114 processes too many targets and becomes overloaded. An
unidentified target will appear as a rectangle on the display. When a target is challenged
(interrogated) by AAI, the symbol may change to indicate high or low confidence target. Any IFF
mode can process as a low confidence target but only mode 4 replies will display as a high confidence
target. A low confidence target is displayed as a diamond (non-tracked) or an igloo (tracked) symbol
and a high confidence target is displayed as a circle (fig. 322).

Figure 322. AAI display.

M/4 light F-15C/D

The M/4 light, mounted on the BIT control panel, indicates KIV-119 status and activity. It will light
during normal operation to indicate a KIV failure, bad/no code loaded into the KIV or power removed
from the KIV. During BIT or following an interrogation, the M/4 light remains on steady to indicate
that the APX-114 has not received time decoded video from the KIV after receiving a valid mode 4
reply.
BIT operation
The AAI system uses three types of BIT: automatic BIT, AAI IBIT, and mode 4 (M4) IBIT.

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Fault indications
When the crypto fails, ASP fault indicator 35 will latch on the ASP panel as well as the fault indicator
on the APX-114. When the AAI system fails, the ASP fault indicator 69 will latch.

227. F-15C AN/ALQ-135 internal countermeasures set components

The AN/ALQ-135 internal countermeasures system (ICMS) is made up of three independent
countermeasures sets. Two sets (band 1 and 2) are made up of an oscillator, RF amplifier, and one
antenna each. The band 3 set is made up of an oscillator, two RF amplifiers (fwd and aft), and three
antennas. The forward amplifier feeds continuous wave (CW) RF and pulse RF signals to a magic tee;
the combined signal is transmitted out the forward up and forward down antennas. The aft amplifier
feeds separate pulse RF signals and CW RF signals to separate elements in the aft antenna. The band
1 operates in the E through G bands, band 2 operates in the G and H bands, and band 3 operates in the
H, I, and J bands. The F-15C ICMS is configured so that set 1 is band 3, set 2 is band 2, and set 3 is
band 1.
Cockpit controls
The following paragraphs describe the ICMS units. Each unit, where required, is cooled by the
aircrafts ECS, which provides the airflow necessary to dissipate heat. When any ICMS component is
not installed in bay 5, ballast must be installed for flight in its place.
The cockpit controls for the ICMS consist of the tactical electronic warfare system (TEWS)
immediate action (IA) control panel, TEWS control panel, TEWS display unit, and the MPCD.
TEWS IA control panel
The TEWS IA control panel (fig. 323) is used to select the combat/training mode, place all the
ICMS bands in standby or automatic mode, and enable individual band operation.
TEWS IA Control Panel
Switch

Position

Function
ICMS in the combat mode. The ICMS will operate using the
combat preflight message (PFM) data.

RWR/ICMS
(Radar Warning
Receiver/ ICMS
Conflict Cue)

COMBAT
TRAINING

ICMS in the training mode. The ICMS will operate using the
training PFM data.

ICS (ICMS
Conflict Cue)

STBY

ICMS in standby mode.

AUTO

ICMS in automatic mode.

MAN

Pilot may manually select each sets mode of operation at TEWS

control panel.

TEWS control panel

The TEWS control panel (fig. 323) is used to select individual band ICMS operating modes
(AUTO/MAN) and turn on system power.
TEWS Control Panel
Switch
ICS
SET 1
SET 2
SET 3

Position

Function

ON

Applies power to the ICMS.

OFF

Removes power from the ICMS.

AUTO

Places band 3 in automatic mode.

MAN

Places band 3 in standalone mode.

AUTO

Places band 2 in automatic mode.

MAN

Places band 2 in manual mode.

AUTO

Places band 1 in automatic mode.

MAN

Places band 1 in manual mode.

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The TEWS control panel also contains set fail lights that indicate when a specific set (band) has
failed.
Set

Light

Indication

SET 1

FAIL

Band 3 failure.

SET 2

FAIL

Band 2 failure.

SET 3

FAIL

Band 1 failure.

TEWS display unit

During radar warning receiver (RWR) IBIT, the TEWS display unit displays ICMS program
information. When band 3 jamming is present, the jammed threat is identified as being jammed.
Multipurpose color display
The MPCD (fig. 323) provides ICMS status on the tactical situation display (TSD) and
programmable armament control set (PACS) air-to-air (A/A) display. ICMS BIT log and detail BIT
display selection is made on the TEWS BIT page.

Figure 323. ICMS cockpit components.

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Equipment bay 5 ICMS components

The following components are located in equipment bay 5 on the left side. Refer to figure 324 for
their location in relation to the other bay 5 components.
Summing network
The summing network receives RF samples from only band 1 and band 2 RF amplifiers and applies a
composite output of these samples to the RWR high band receiver for comparison to the initial threat
data.

Figure 324. Bay 5 ICMS components.

Band 1 oscillator (set 3)

The band 1 oscillator receives jamming parameter commands from the RWR and uses tuning units
and function generators to produce low-power amplitude and/or frequency modulated RF signal. In
manual (emergency) mode, the jamming commands and parameters are received from a selfcontained read-only memory (ROM) contained in the programmer. The low-power RF signal is then
sent to the band 1 RF amplifier. The RWR routinely turns off the tuning units to look at the covered
frequency range to determine if more jamming is required.
Band 1 RF amplifier (set 3)
The band 1 RF amplifier receives the low-power RF signals for the band 1 oscillator. The band 1
amplifier also receives CW and high-level modulation commands from the oscillator for automatic
leveling and AM modulation. The band 1 amplifier uses two traveling wave tube (TWT) circuits to
produce leveled high power RF jamming signals. A sample of band 1 RF is sent to summing network

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before final amplification. The final amplified band 1 RF signal is sent to the band 1 antenna over a
coaxial transmission line. The amplifier has a unit fault indicator and a voltage standing wave ratio
fault indicator.
Band 2 oscillator (set 2)
Band 2 works identical to band 1 only the frequencies in which band 2 transmits are in the G and H
bands while band 1 operates in the E/F/G bands.
Band 2 RF amplifier (set 2)
The band 2 RF amplifier receives the low power RF signals from the band 2 oscillator. The band 2
RF amplifier also receives CW and high level modulation commands from the band 2 oscillator for
automatic leveling and AM modulation. The band 2 amplifier uses two TWT circuits to produce
leveled high power RF jamming signals. A sample of band 2 RF is sent to the summing network
before final amplification. The final amplified band 2 RF signal is transmitted through pressurized
waveguides to the band 2 antenna. When the band 2 amplifier is not installed, the waveguides are
secured to the aircraft structure in a stowed position; pressurization integrity is preserved by quickdisconnect end caps. The amplifier has a unit fault indicator and a voltage standing wave ratio fault
indicator.
Band 3 oscillator (set 1)
The band 3 oscillator receives RF signals from the RWR high band antennas through the
preamplifier. The RF signals are processed, analyzed, and compared with threat signal tables located
in the oscillator itself. Threats are prioritized and jammed based on the threat analysis. Tuning
commands, amplitude and/or frequency jamming output signals, and frequency information is sent to
the forward and aft band 3 RF amplifiers.
Band 3 forward RF amplifier (set 1)
Final TWT amplification of band 3 oscillator signals takes place in the band 3 RF amplifier. The band
3 forward RF amplifier also provides operating voltages to the band 3 oscillator. The pulse and CW
RF signals from the band 3 RF forward amplifier are applied through waveguides to the magic tee
and then to the band 3 ICMS forward up and down antennas.
Band 3 aft RF amplifier
The band 3 aft RF amplifier provides final TWT amplification of band 3 oscillator. The band 3 aft RF
amplifier also provides operating voltages to the preamplifier. The pulse and CW RF signals from the
band 3 aft RF amplifier are applied to the coaxial adapters. RF signals from the coaxial adapters are
sent to the band 3 aft antenna. The aft amplifier is pressurized when the pressurization line is
connected to it. The amplifier has a unit fault indicator and a voltage standing wave ratio fault
indicator.
Magic tee
The magic tee is used to combine band 3 forward amplifier CW RF and pulse RF signals into a single
signal, split the combined signal, and send the split signal to the forward up and forward down band 3
ICMS antennas.
Programmer
The programmer is a small matrix ROM device, which provides band 1 and band 2 oscillators with
predetermined program inputs. The predetermined program inputs are used by the ICMS when
operating in manual mode. A separate programmer is provided for and installed on each oscillator
(not band 3) installed in the aircraft.
Antennas
The ICMS antennas, shown in figure 325, are transmit only antennas; they do not receive!

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Band 1 antenna (set 3)

The band 1 antenna is located on the bottom centerline of the aircraft just behind the nose
wheelwell.The band 1 antenna is a coaxial cable fed, omnidirectional, broad band blade-type antenna.
Band 2 antenna (set 2)
The band 2 antenna is a waveguide fed, broad band omnidirectional blade-type antenna.

Figure 325. F-15C forward ICMS antennas.

Band 3 forward up antenna (set 1)

The band 3 forward up antenna is a coaxial cable fed horn, pulse/CW antenna. Together with the band
3 forward down antenna, it provides a cone of coverage forward of the aircraft.
Band 3 forward down antenna (set 1)
The band 3 forward down antenna is a waveguide fed horn pulse/CW antenna. Together with the
band 3 forward up antenna, it provides a cone of coverage forward of the aircraft.
Band 3 aft antenna
The band 3 aft antenna is a dual element antenna. The upper element is a coaxial cable fed horn CW
RF antenna. The lower element is a coaxial cable fed horn pulse RF antenna. Each provides a cone of
coverage directly aft of the aircraft.
ICMS integration with other LRUs
The ICMS integrates with several other components on the aircraft such as LRUs like the central
computer, bit control panel, and avionics panel. Minor parts hardware like the waveguide seals and
coax adapters are important to the system as is the operational flight program (OFP) and preflight
messages (PFM), all of which are covered in the next paragraphs.
Preamplifier
The preamplifier receives four RF inputs (originating at the high-band antennas) from the RWR high
band receiver and one agile tuning unit 1 (ATU 1)/BIT RF signal input from band 3 aft RF amplifier.
The band 3 ATU 1/BIT RF signal is used with an automatic leveling circuit (ALC) to provide a
calibrated amplitude source for the BIT mode of operation. The preamplifier provides initial system

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amplification of the received RF threat signals from the RWR high band antennas. The antenna input
signals from the RWR are then routed to the band 3 oscillator.
Coax adapters
The coax adapters are used to couple RF signals from the band 3 aft RF amplifier waveguide ports to
cable assemblies.
Waveguide seals
Waveguide seals are not a major component, they are consumable items. Wherever there is a mating
surface between waveguide sections, between waveguides and antennas, and between waveguides
and amplifiers, there is a waveguide seal. These seals prevent pressure loss, arcing, and
contamination.
Left main landing gear weight-on-wheels relay
When an aircraft is flying (weight is off the left main landing gear (MLG)), the left MLG WOW relay
is energized and passes a ground to the ICMS oscillators. When this ground is absent (aircraft on the
ground), the oscillators send an inhibit command to the amplifiers.This prevents accidental high
power RF signal transmission when the aircraft is on the ground.
Central computer
The CC sends MUX data to the band 3 oscillator. This data consists of radar operating frequencies,
aircraft altitude, and aircraft speed. A reply word is sent to inform the CC that the band 3 has received
valid CC data.
Band 3 OFP and PFM
While not physical components, the OFP and PFM are necessary for ICMS operation. As C-shoppers,
youll be required to load the OFP and PFM into the band 3 oscillator on a regular basis. Changes in
threat environments (new or improved radar systems and missiles) require changes in the ICMS
operating programs. The OFP and PFM are loaded in the band 3 oscillator over the 1553 avionics
MUX bus. A reprogramming receptacle is assessable when the ground communications panel is open.
BIT control panel
The BCP is used to start and monitor the BIT function of the ICMS system.
Avionics status panel
Remember, an ASP fail indication is represented by an orange indicator. ASP 9 means a failure in the
aft band 3 amplifier and ASP 59 means a failure in a bay 5 ICMS component.

228. F-15C internal countermeasures set operation

Band 1 and band 2 are transmit only systems under the control of the RWR during automatic mode
(AUTO) or the programmers during manual mode. Band 3 is a self-contained TEWS package that can
receive and transmit independently of RWR. Band 3 requires the RWR high band antennas for threat
RF signal detection.
Modes of operation
The three modes of operation for the ICMS are STBY (standby), AUTO (automatic), and MAN
(manual).
Standby mode
When STBY is selected, the ICMS receives power to warm up the system, but the ability to transmit
is inhibited.
AUTO mode
AUTO mode is selected by placing the ICS switch on the TEWS IA control panel to AUTO.

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Band 1 and band 2 auto mode

The RWR controls the band 1 and band 2 oscillators with ICMS control words sent over the
RWR/ICMS Manchester data bus. The RWR selects jamming mode, establishes jamming priorities,
and determines the jamming frequencies. Sample jamming RF from the band 1 and band 2 amplifiers
is sent from the summing network to the high band receiver for comparison to the commanded
jamming parameters.
Band 3 auto mode
The RWR provides threat information for comparison with threat information received by the band 3
oscillator. The band 3 oscillator uses the comparison of this information to select jamming mode,
establishes jamming priorities, and determines jamming frequency or frequencies to be covered.
Manual mode
Manual mode is selected for each set of the ICMS by setting the ICS switch on the TEWS IA control
panel to MAN, and setting the respective SET1, SET2, or SET3 switch on the TEWS control
panel to MAN.
Band 1 and band 2 manual mode
The programmer self-contained ROM provides the data words that control jamming parameters and
commands for the band 1 and band 2 manual modes. Manual mode, an emergency mode, is used
during RWR or ICMS failure.
Band 3 manual mode
The band 3 manual mode is a stand-alone mode. The band 3 oscillator ignores all communication
with the RWR and develops jamming signals with no comparison to RWR developed threat data.
Band 1 and band 2 operation
Both band 1 and band 2 are controlled in the AUTO mode by the RWR and by their programmers
during manual mode. Refer to figure 326 for the following discussion.

Figure 326. Band 1 and 2 block diagram.

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When the RWR detects a threat, it will select a jamming mode, establish jamming priorities, and
determine jamming frequency or frequencies to be covered. The selection of jamming mode, priority,
and frequency is dependent on COMBAT/TRAINING mode selection and missionized PFM
selection.
The low band receiver processor will send ICMS control words sent over the RWR/ICMS
Manchester data bus to the band 1 and band 2 oscillators. The oscillators use the control words to
enable the tuning units and function generators to produce low-power amplitude and/or frequency
modulated RF signal. In the manual mode, the control words come from the ROM of the
programmers.
The low power RF signal from the oscillator is sent to the amplifier. The amplifier also receives CW
and high level modulation commands from the oscillator for automatic leveling and AM modulation.
The amplifier uses two TWT circuits to produce leveled high power RF signals. A sample of the RF
is sent to summing network before final amplification.
The final amplified band 1 RF signal is sent to the band 1 antenna over a coaxial transmission line.
The final amplified band 2 RF signal is transmitted through pressurized waveguides to the band 2
antenna. The summing network receives RF samples from the band 1 and band 2 RF amplifiers and
applies a composite output of these samples to the RWR high band receiver for comparison to the
initial threat data.
Band 3 operation
The band 3 ICMS was designed as a stand-alone system. Refer to figure 327 for the following
discussion.

Figure 327. F-15C band 3 block diagram.

Threat RF signals are detected by any combination of the RWR high band antennas. Inside the high
band receiver, the threat RF signals are split and sent to the preamplifier. The preamplifier provides
initial system amplification of the received RF threat signals from the RWR high band antennas. The
antenna input signals from the RWR are then routed to the band 3 oscillator.

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The receiver in the band 3 oscillator processes, analyzes, and compares the threat RF signals with
threat tables located inside the band 3 oscillator itself. This analyzed information results in
prioritization and jamming method selection. Tuning commands, amplitude and/or frequency
jamming output signals, and frequency information are sent to the forward and aft band 3 RF
amplifiers.
The forward amplifier sends the pulse RF and CW RF signals to the magic tee where they are
combined and the composite pulse/CW jamming signal is sent to the forward up and forward down
antennas. The forward antennas provide jamming coverage for the front of the aircraft.
The aft amplifier pulse RF signal goes to a waveguide-to-coaxial adapter and is sent to the pulse
element of the aft antenna. The aft amplifier CW RF signal goes to a waveguide-to-coaxial adapter
and is sent to the CW element of the aft antenna.The aft antenna elements provide jamming coverage
for the rear of the aircraft.
When band 3 is jamming, the oscillator commands the RWR to display an open X (fig. 328) around
the jammed threat on the TEWS display. If no RWR/ICMS jamming correlation exists, the open X
will be displayed at the center of the TEWS display.

Figure 328. Band 3 jamming indications.

Band 1 and band 2 BIT

Built-in test of bands 1 and 2 are separated into three categories: continuous BIT, intermittent BIT,
and manual initiated BIT.
ICMS band 3 BIT
The band 3 BIT categories are initialization, continuous, intermittent, and manual initiated BIT.

Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

226. Air-to-air interrogator

1. What does the AAI RT provide to the air-to-air interrogation system?
It provides interrogation generation, reply evaluation, radar interface functions, monitors failures and
provides system status and LRU status signals to the avionic interface units.

2. What makes up the AAI antenna group?

It consists of 10 dipole antennas arranged on the radars planner array (antenna), two power dividers, and a
hybrid coupler.

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3. How are the dipoles divided?

Into two sets of five antennas, one set for the sum channel and one set for the difference channel.

4. Why are the sum and difference antennas positioned on the planar array in a deliberate way?
To enable the AAI system to detect the direction of arrival of the reply signal.

5. What is the purpose of the MULTIFUNCTION switch on the right throttle grip in the AAI
system?
It controls manual AAI interrogation initiation.

6. What is the function of the F-15C/D AAI control panel?

It contains the switches used to control the AAI system.

7. Which F-15E component includes 10 multifunction switches for selecting AAI submenu, AAI
master modes, and interrogation modes?
The UFC and rear UFC.

8. When the AAI MASTER switch on the AAI control panel is in the AUTO position on the F15C/D, what controls the challenge mode and the interrogation time-out period?
The programming switches on the front of the IRE.

9. Which F-15E component determines what combinations of modes, codes, master modes, and bars
that are interrogated when an AAI interrogation is commanded?
The UFCs submenu.

10. How are interrogations initiated?

They are initiated either manually using the multifunction switch on the throttle quadrant or automatically
by the radar data processor when radar switches to tracking mode.

11. Explain how interrogation processing works.

Signal is sent to 082, which sends interrogate command to 044 and APX114

12. What happens to IFF replies that are displayed?

They are translated into target symbology by the radar system and displayed on the MICP or MPD/MPCD.

13. During BIT or following an interrogation, what does the M/4 light provide?
The M/4 light remains on steady to indicate that the APX-114 has not received time decoded video from the
KIV after receiving a valid mode 4 reply.

227. F-15C AN/ALQ-135 internal countermeasures set components

1. Which countermeasures sets make up the AN/ALQ-135 ICMS?
Band 1, band 2, and band 3.

2. In which frequency range does band 1 operate?

The E and G frequency band.

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3. In which frequency range does band 2 operate?

The G and H frequency band.

4. In which frequency range does band 3 operate?

The H, I, and J frequency band.

5. What do the set fail lights indicate?

Indicate when a specific set (band) has failed.

6. What ICMS information does the TEWS display provide?

During RWR IBIT, the TEWS display unit displays ICMS program information. When band 3 jamming is
present, the jammed threat is identified as being jammed.

7. What ICMS information does the MPCD provide?

The MPCD ICMS status on the tactical situation display and PACS A/A display and BIT information is
selected from the TEWS BIT page.

8. What is the function of the summing network?

It receives band 1 and band 2 RF amplifier RF samples and applies a composite output to the RWR high
band receiver.

9. What does the band 3 oscillator provide the forward and aft band 3 RF amplifiers?
Tuning commands, amplitude and/or frequency jamming output signals, and frequency information.

10. What does the band 3 forward RF amplifier provide?

Final TWT amplification of band 3 oscillator signals, operating voltages to the band 3 oscillator, and pulse
and CW RF to the magic tee.

11. What is the function of the magic tee?

It combines pulse and CW RF signals into a single signal and then splits the combined signal and sends the
signals to the band 3 forward up and down antennas.

12. What is a programmer?

A small matrix ROM device that provides band 1 and band 2 oscillators with predetermined program
inputs.

13. What is the function of the preamplifier?

Provides initial system amplification of the received RF threat signals from the RWR high band antennas
and routes them to the band 3 oscillator.

14. What is the function of waveguide seals?

They prevent pressure loss, arcing and contamination.

15. What does the left MLG WOW relay provide to the ICMS, and why is it important?
An inhibit command to from oscillators to amplifiers to prevent ground operation. They operate when ground
is received once airborne

16. What information does the CC provide to the band 3 oscillator?

Radar operating frequencies, aircraft altitude, and aircraft speed to the band 3 oscillator.

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228. F-15C internal countermeasures set operation

1. What controls band 1 and band 2 during AUTO mode and what type of system are they?
Band 1 and band 2 are transmit only systems under the control of the RWR during automatic mode.

2. What controls band 1 and band 2 during MAN mode?

The programmers.

3. When should MAN mode be used for band 1 or band 2 operation?

During RWR or ICMS failure.

4. What signal does the oscillator send the RF amplifier?

A low power RF signal, CW and high level modulation commands from the oscillator for automatic
leveling and AM modulation.

5. Where do the band 1 and band 2 amplifiers send an RF sample?

To the summing network.

6. How is final amplified band 1 RF signal sent to the band 1 antenna?

It is sent to the band 1 antenna over a coaxial transmission line.

7. How is final amplified band 2 RF signal sent to the band 2 antenna?

It is transmitted through pressurized waveguides to the band 2 antenna.

8. What is the RWR commanded to display when the band 3 ICMS is jamming?
An open X around the jammed threat on the TEWS display, or if no RWR/ICMS jamming correlation
exists, the open X will be displayed at the center of the TEWS display.

33. PODS
Since its birth, the F-15E aircraft has been the superior fighter aircraft on the planet. In order to stay at
the top of the food chain the F-15E has been and is still going through many modifications. Two
important upgrades of the F-15E are the navigation and targeting capabilities of the aircraft. They are
happening so fast that by the time you study this material on these pods they may be extinct. In this
section we will discuss the LANTIRN NAV pod. We will conclude by diving into the operation of
the data link pod. Lets begin with the LANTIRN NAV pod.

229. F-15E LANTIRN navigation pod

The LANTIRN NAV pod is made up of two systems: the terrain following radar (TFR) and the fixed
imaging navigation sensing (FINS), also known as the navigation forward look infrared (NAV FLIR)
system. The TFR subsystem uses radar emissions and returns to maintain flight at a discrete
preselected clearance (100 to 1000 ft) above ground level. This provides low altitude operation and
under-the-weather flight. The FINS subsystem uses variations in forward looking infrared emissions
to develop a video image. This image is projected to the wide-field-of view head-up display (WFOV
HUD). This provides day or night operations. Snap look and look-into-turn (LIT) modes add to
normal operation.
Component description
The following paragraphs describe the components to the F-15E LANTIRN NAV pod system.

336

LANTIRN NAV POD adapter

The LANTIRN NAV POD adapter (fig. 329) mounts under the right engine inlet and provides the
mating surface between the F-15E and the NAV POD.

Figure 329. LANTIRN NAV pod adapter and pod.

LANTIRN NAV POD

The NAV POD contains five functional subsystems, which contain 11 physical subassemblies.
Opening the access covers or removing the radome cover provides access to the subassemblies in the
pod. The 11 subassemblies are listed below and shown in figures 330, 331, and 332.
1. NAV pod power supply.
2. Advanced pod control computer.
3. NAV FLIR assembly.
4. Environmental control unit (ECU).
5. ECU controller/maintenance panel.
6. Radar interface unit.
7. Power supply.
8. Electronic equipment pressurization set.
9. Radar transmitter.
10. Radar receiver.
11. TFR antenna/gimbal.

337

Figure 330. LANTIRN NAV POD components (1 of 3).

Figure 331. LANTIRN NAV POD components (2 of 3).

338

Figure 332. LANTIRN NAV POD components (3 of 3).

Related systems description

We briefly describe the interface between the LANTIRN system and other aircraft systems.
Head-up display unit
The display image shown on the HUD is made up of a video representation of a FLIR image provided
by the FINS and vertical steering commands and other symbology derived from the TFR.
Horizontal warning lights assembly
The forward crew station horizontal warning lights assembly is located in the 30 degree visual cone
on the main instrument panel (fig. 333). The horizontal warning lights assembly provides discrete
warnings, cautions and advisory light information. The LOW ALT, OBST, and TF FAIL are unique
to the LANTIRN system and provide the following information to the aircrew:

LOW ALT comes on if the aircraft radar altitude descends below 75 percent of the terrain
following (TF) set clearance value plus a predictive variable based on negative vertical
velocity. The LOW ALT light and a low altitude voice warning message is also provided and
set off by the altitude selected on the UFC.
OBST comes on to warn the aircrew of an obstacle appearing in the aircraft flight path as
detected by the terrain following radar and requiring more than 2 gravity (G) to clear. A TF
flyup will be produced when this condition occurs. A voice warning message (OBSTACLE
AHEAD) is heard as long as the obstacle is detected.

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TF FAIL comes on if a TF system fail has been detected by the NAV POD or flight control
computer (FCC). A TF flyup will be produced when this occurs. A voice warning message
(TF FAIL) is also heard for TF FAIL.

Figure 333. Horizontal warning lights assembly.

Up-front control/rear up-front control

The UFC and rear UFC are the major interface units for control of the NAV FLIR and other avionic
systems. Each UFC has a processor with paths to the other unit to provide a redundancy when a UFC
or processor fail occurs. The UFC provides access to system functions, status, and control through
data displays, menus and submenus.

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Multipurpose display system

The multipurpose display (MPD) system provides visual representation of the FLIR imagery and
terrain following radar. The MPD system is made up of the ADCP and the seven MPDs/MPCDs.
Display interface is provided by the ADCP.
The MPD/MPCD and the HUD displays system data, sensor video, and weapon information in
monochromatic or multicolor format. The primary format used with the LANTIRN system is the TF
format. The TF format provides vertical steering information, pod raster video, moding control and
status, and TF cautions/warnings. The TF display is composed of video from the NAV POD and the
MPD/ADCP.
MASTER CAUTION light/reset switch
The MASTER CAUTION lights (fig. 333) on the upper instrument panel in both cockpits come on
when any MPD/MPCD caution legend comes on. The MASTER CAUTION lights do not come on
when the AV BIT or FLY UP ARM caution lights come on. However, pressing either MASTER
CAUTION light resets the circuit and causes the AV BIT light to go out.
FLY UP ENABLE switch
The FLY UP ENABLE switch (fig. 333) is located outboard of the forward throttle quadrant, below
the left canopy sill. The toggle switch is guarded in the ON position. Lifting the guard and selecting
OFF disables the automatic flyup mode during manual TF.
Control augmentation system control panel
The control augmentation system (CAS) control panel, located on the cockpit left console, contains
controls for the automatic flight control system (AFCS) and auto TF engagement.
Sensor control panel
The sensor control panel provides the operator interface for the radar altimeter, TFR system, and
NAV FLIR sensor.
GND PWR control panel
The GND PWR control panel contains toggle switches for activating various aircraft systems with
external power. Positioning switch 1 to B ON, switches 2, 4, and ADCP/AIU1 to ON, applies
external power to all LANTIRN related systems.
Remote intercommunication control panel
The RICP is on the left console in the front cockpit. The communication system provides voice
warning ability. The voice warning is activated when a failure condition exists causing the following
warning lights to come ON: OBST and TF FAIL. The control related with the LANTIRN NAV POD
is the voice warning silence pushbutton. Pressing this pushbutton silences the voice warnings and the
audio tones in progress for one minute. If the warning still exists after one minute, the warning will be
heard again.
Intercommunication set control panel
The ICSCP is on the left console in the rear cockpit. The voice warning silence pushbutton provides
the same function as that on the RICP.
Throttle grips
The left cockpit throttle grip (fig. 333) provides the control and interface to enable the FLIR line of
sight (LOS) alterations. The snap-look and look-into-turn alternatives are enabled by holding the right
MULTIFUNCTION switch in the DOWN position. The TDC function switch enables electrical
slewing to align the NAV FLIR image with the real world as viewed through the HUD.
Control stick grip
The control stick grip (fig. 333) provides the display control/snap-look switch to command the
display preference and LANTIRN snap-look direction.

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Automatic flight control system

The AFCS provides pitch, roll, and yaw CAS and autopilot modes of pitch/roll attitude and altitude
hold. The autopilot can be coupled with TF subsystem to provide AUTO-TF operation when all three
CAS axes are engaged.
Avionic interface unit 1/AIU 2
AIU 1, in parallel with AIU 2, receives analog and discrete signals from the sensor control panel. The
AIU set receives two discrete signals from the LANTIRN NAV pod: NAV POD PRESENT and
NAV POD READY.
Advanced display core processor
The ADCP is the bus controller and display processor for the whole aircraft. The ADCP produces
symbology for the HUD, MPD, and MPCD. It also does video processing for the MPD and MPCD. It
initiates and controls data transfer with the HUD, MPD, and MPCD; and communicates with NAV
pod and other systems on the 1553 MUX bus.
Inertial navigation set
The inertial navigation set (INS) supplies the primary attitude reference for the aircraft and provides
continuous present position monitoring. The INS provides aircraft attitude, heading, velocity, and
acceleration information to the radar, ADCP, LANTIRN and AFCS. INS data is used in determining
TF operating envelope, flyup cues, and vertical steering commands.
Mode description
The NAV FLIR and TF RADAR switches on the sensor control panel control primary power
application to the NAV POD. They provide independent control of the two functional subsystems of
the NAV POD: NAV FLIR and TFR.
NAV FLIR mode
The UFC menu 1 (fig. 334) displays NAV FLIR mode status (N/R, STBY, NORM or BRST). Both
cockpits can select submode and alternate changes, using the UFC. A change started in either cockpit
is displayed on both UFCs and is overridden by the next sequential change in either cockpit. There
are two NAV FLIR submodes: NORM and BRST.

Figure 334. UFC menu 1 display.

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In NORM submode, the HUD image depicts an area within the pilots LOS. There are two selections
available to change the field of view: snap look and LIT.
In BRST submode (fig. 335), two types of boresight inputs are available for display control:
electrical and mechanical. Electrical boresight is selected to slew the NAV FLIR video to provide
correlation with the real world image. Mechanical boresight displays the yaw, pitch and the roll
correction values. The correction coefficients consider manufacturing tolerance errors of the NAV
POD/adapter hard point mounting pads. These unique numbers are stored in the ADCP.

Figure 335. NAV FLIR submenu display (BRST selected).

TFR mode
In addition to normal (NORM) operation of the TFR, weather (WX 1 or WX 2), low probability of
intercept (LPI), electronic counter-countermeasures (ECCM), and very low clearance (VLC), are
available for specific operating conditions. Radar functions include set clearance control, ride control,
and frequency selection. The TFR submodes and radar functions (fig. 336) are selected on the TF
display (MPD/MPCD). When the TFR is initialized the last selected submode will be active and
boxed on the TF display.

The NORM submode provides the best combination of system operational parameters.
Normal submode provides the highest range and angle measurement accuracy. This enables
precise flight profiles at selectable altitude clearances with limited auto ECCM.

The WX submode allows the radar to operate in adverse weather conditions with rainfall rates
up to 10 millimeters/hour (mm/hr).

The LPI submode uses power management techniques and special/time control of transmitter
emissions to minimize the probability of detection. Minimizing the radiated microwave
energy and radar scan patterns results in a low electronic profile.

The ECCM submode provides maximum immunity from electronic countermeasure threats.

The VLC submode provides for performance capability down to 100 feet. VLC automatically
reverts to 200 feet set clearance when operating at 100 feet set clearance over rough terrain.

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Terrain following can be done in manual or automatic submode. Manual TF allows the
aircraft to be flown at a selected terrain clearance with normal handling qualities of the flight
control system.

Figure 336. MPD/MPCD TF display.

NAV FLIR operation

Infrared (IR) emissions are received by the FINS in the NAV FLIR assembly. The IR scene is
received through the prisms and focal lens and reflected by a scan mirror to the IR imager. From the
IR imager, the scene is supplied to the pods detector sensors. A focus wedge provides focus control
of the IR imager. The data on each of the 180 channels of the detector are supplied to the digital scan
converter (DSC) for formatting before being sent to the aircraft for display.
NAV FLIR submode and alternative selection
Submode or display alternatives are selected in the STBY or OPERATE modes. The active submode
is displayed next to S1 on the NAV FLIR submenu on the UFC.
The NORM submode allows selection of NAV FLIR display alternatives listed below:
GRAY SCALE.
MAN (AUTO) - GAIN/LEVEL.
WHOT/BHOT.
BRST.

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The UFC processes the selected switches into a format compatible with the AIU. AIU 1 and AIU 2
receive switch status from the UFC and digitize the output for transmission to the ADCP.
The ADCP receives the GRAY SCALE command and then commands the NAV POD to the GRAY
SCALE mode. The FINS overlays the GRAY SCALE on the FLIR video.
The MAN (AUTO)-GAIN/LEVEL provides manual or automatic control of the gain or level of the
infrared image. The ADCP reads the NAV FLIR status based on the information from the AIU. The
output quality of the NAV FLIR video is controlled by two gain/level pots on the sensor control
panel. AIU 2 receives and digitizes the analog signals from the sensor control panel. The ADCP
encodes the FLIR manual level and gain settings and sends the commands to the FLIR. The FLIR
then adjusts its sensitivity and video output accordingly. When AUTO-GAIN/LEVEL is selected, the
FLIR automatically adjusts level and gain using pod determined criteria.
Pressing and releasing of the BHOT (black-hot) key or WHOT (white-hot) key changes the video
polarity of the FLIR video. White-hot corresponds to a standard video format in which hot areas are
displayed as green on the HUD. Black-hot corresponds to a reverse video format. In this format, hot
areas are displayed as black.
When the BRST submode is selected, the UFC display changes to indicate that it has been selected.
Two types of boresight inputs for display control are electrical and mechanical. The only function that
is exclusively enabled in BRST submode is electrical slewing to align the NAV FLIR.
TFR operation
The LANTIRN TFR subsystem uses radar emissions to the ground and their return signals to produce
terrain following commands. These commands are used as steering cues displayed on the HUD,
electronic attitude director indicator (EADI) and TF display for MANUAL and AUTO-TF modes of
operation.
The antenna/gimbal RF section receives the transmitted signal from the receiver and radiates it in a
beam from the antenna. The antenna captures the radar return signal from the terrain and delivers it to
the receiver. The return data passed to the receiver is converted to the first of several intermediate
frequencies (IF). The IF signal is then processed into video data and provided to the radar interface
unit. The radar interface unit stores the consecutive radar returns and correlates the current radar
video with the radar returns stored from previous transmissions to declare targets. The radar interface
unit uses the nearest declared target to compute the range for each radar transmission. Video data
enhanced with display data is processed into a format compatible with the processing done by the
ADCP.
Primary control and interface between subsystem functions and between each subsystem and the
aircraft is provided by the APCC. Other TFR functions include obstacle warning, jam detection, TF
blanking and stick force feedback.
TFR submode and function select ion
The TFR subsystem operates in one of five modes:
1. Normal (NORM).
2. ECCM.
3. Weather (WX1 or WX2).
4. LPI.
5. VLC.
Radar functions include set clearance control, ride control and frequency selection. Pressing and
releasing the required switch on the TF display (MPCD/MPD) sends the switch status to the ADCP.
The ADCP provides submode command to the NAV POD. A box appears around the selected
submode.

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Set clearance
Set clearance is entered using the UFC or the TF display. If the VLC submode is selected, the ADCP
allows the 100 foot set clearance to be displayed for selection on the TF display or through the UFC.
Selection of any submode (other than VLC) commands the removal of the 100 foot set clearance on
the TF display.
Ride control
The ride control function provides a ride quality control over terrain contours. There are two available
settings: HARD and SOFT. Ride control is sort of like having shocks in the seat of your car; the
tension is either hard or soft so it will dictate the comfort of your ride as you go over bumps but in the
pilots case it affects the comfort of the flight as the aircraft follows terrain.
Frequency selection
The ADCP allows manual frequency selection using the TF display. If the selected submode is either
ECCM or LPI, the ADCP does not display/allow manual frequency selection. In ECCM or LPI
frequency selection ability is removed from TF display.
Built-in test
The LANTIRN system has two types of BIT: periodic and initiated. PBIT is non-interruptive and
automatic. PBIT is enabled when power is applied to the NAV POD and operates continuously.
IBIT provides a comprehensive system interruptive test. NAV FLIR and TF RDR IBIT are started
from any MPD/MPCD BIT or MAINT BIT menu.

230. F-15E data link pod

Now you have a firm understanding of the LANTIRN NAV and targeting pod system along with a
glimpse into the reconnaissance (RECCE) pod; lets now dive into the data link pod. This lesson
contains description and principles of operations for the data link pod(s).
System description
The AXQ-14 data link pod (DLP) (fig. 337) or an improved data link pod (IDLP) is carried on the
centerline pylon, station 5, of the F-15E. The electrical interface of pod to pylon and pylon to aircraft
is done through the electrical cables in the nose of the centerline pylon. The pod can also be carried
on one aircraft to control a weapon launched from another aircraft. The pod is used to communicate
with the GBU-15 guided bomb or AGM-130 guided missile (referred to as the weapons). The
weapons must have a data link RT installed. The weapons can be controlled and locked on to a target
after launch by the launching aircraft or another aircraft equipped with a data link pod.

Figure 337. Data link pod.

System operation
The DLP receives power from the aircraft right circuit breaker panel no. 3. The video recorder is
installed in the front compartment of the AXQ-14 pod and provides recording and playback functions

346

when the pod is powered. Access to the recorder is through the front access door. The system allows
pre-recorded tapes to be loaded for a mission and allows tapes which were recorded during a mission
to be used in debrief.
Operating modes
There are three DLP operating modes: AUTO, MAN (manual), and FWD (forward), which are
selected and boxed with the MPD/MPCD switch (S2). The mode selection on the MPD/MPCD is sent
to the ADCP on the MUX bus and is returned to the PACS. The PACS receives the data indicating
the selected operating mode and sets specific pod operation command bits to their applicable levels,
logic 0 or logic 1. The operation command data is then sent to the DLP on the PACS/DLP MUX bus.
The operating modes are described below:
AUTO mode
Automatic mode allows the phase scanned array (PSA) antenna to automatically scan the left, right or
both quadrants for the strongest RF signal.
MAN mode
Manual mode allows weapon control commands to be transmitted through the rear PSA antenna. The
antenna can be manually moved to find the strongest signal as indicated by the weapon video. The
antenna is controlled by movement of the cursor functions/sequence point select switch on the hand
controllers. Two positions (forward and rear) are used to move the antenna at a fixed rate until the
switch is released. The forward position moves the antenna toward the nose and aft moves it toward
the tail. Reference marks for the antenna position are displayed on the displayed weapon video for
forward and aft. The antenna caret indicates left or right. The PACS receives the PSA antenna control
signals from the ADCP and converts them into an analog voltage that represents the antenna position
command from the hand controllers. The PSA antenna control voltage is sent hardwired to the DLP.
MAN antenna control is only functional in the XMIT (transmit) mode.
FWD mode
In forward mode, all commands are transmitted through the forward horn antenna on the DLP.
Controls and displays
DLP functions available for selection on the MPD/MPCD are listed below:
STBY (standby)
In this function, power is applied to the DLP. The selected function (standby or operate) is sent by the
ADCP to the PACS. The PACS receives the data indicating the DLP is in either standby or operate
and sets the operate command to the applicable level. It is recommended that the pod be on for a
minimum of five minutes before being used. This is to make sure stable operations are available. The
pod can receive video and provide it for display in the STBY function, but it does not transmit
commands.
TEST
When this function is selected, weapon control commands are sent at low power through the rear PSA
antenna. This function allows the aircraft and weapon data link to be tested before weapon release.
The weapon cannot be launched in TEST function.
Terminal FUSE ARM
After weapon release, fuse arming is irreversible. If in terminal command, fusing circuits are
automatically armed if not already selected. FUSE is selected at S5 on the MPD/MPCD. Fuse enable
command is received by the PACS from the ADCP. The PACS sends the fuse enable data to the DLP
on the PACS/DLP MUX bus. Manual selection of fuse arm may be required to prevent a weapon dud
if weapon release is very close to the target and terminal command is required immediately. The
weapon must be in terminal function a minimum of 5 seconds before impact to detonate.

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Transition command
Transition command (TRSN) is available for selection at S6 when in the XMIT function. Transition is
selected to change the weapon flight phase from midcourse.
Terminal command
When terminal command (TERM) is selected and TERM is displayed, the weapon can be steered
from the cockpit in both pitch and yaw.
PSA LFT/BOTH/RT
PSA command provides for control of the search vector of the DLP PSA antenna from the
MPD/MPCD. The options are PSA LFT, which allows for search on the left side of the aircraft. PSA
RT allows for search on the right side of the aircraft. PSA BOTH allows for search on both sides of
the aircraft.
PSA FWD and PSA AFT
If PSA MAN is selected, the PSA antenna direction can be controlled by the MPD/MPCD. Selecting
PSA FWD moves the PSA antenna towards the aircraft nose, or selecting PSA AFT moves it toward
the tail. The weapon video displays a triangular caret, indicating antenna position.
EDG BLK and EXP WHT
The MPD/MPCD is used to toggle the track function between EDG BLK and EXP WHT. In EDG
BLK function, the weapon seeker tracks contrasting vertical edges of a target. In EXP WHT function,
the weapon seeker tracks two vertical edges to center the tracking gate over the target.
MODE
This function allows the pod to talk to the correct weapon. There are eight operating modes available
A, B, N1, N2, J1, J2, C, and D. Selecting the correct mode will normally be required when the pod is
used to control a weapon launched from another aircraft. Modes A and B are used for training only.
CHAN
Channel selects the operating frequency and power level. Switch S17 on the MPD/MPCD increases
the frequency with each press from 1 to channel 8; then the cycle starts over. Switch S18 is used to
decrease the frequency. Frequency 5 thru 8 are the same as 1thru 4, but at a higher power output.
LOCK
Switch S4 on the MPD/MPCD is used to control the DLP lock enable. Lock must be selected to
unlock the PSA antenna on the DLP to allow control of the weapon seeker by the vertical and
horizontal slew commands.
WPN1/2
When a DLP/IDLP is selected, the indirect weapon video display VID5, will display selected GBU15/AGM-130 weapon functions. Switch S16 can display the legend WPN1 for station 2 or WPN2 for
station 8. This provides a one-touch button that changes pod mode and frequency to a different
weapon.
MCG/R-ALT
Mid-course guidance (MCG) selection is used for aircraft launch zones and control/display functions,
and selected to match what is programmed in the weapon.
System checkout
You can use a tester to simulate the pod and troubleshoot the data link pod system. The 224 aircraft
pod interface test set (APITS) (fig. 338) is used to verify/fault isolate the AXQ-14 DLP and the
ZSW-1 IDLP systems at the umbilical, pylon, and fuselage disconnects. This is accomplished using
interconnect cables from the APITS to the appropriate disconnects on the umbilical, pylon, or
fuselage. A cable connects the APITS to the aircraft utility power receptacle for test set power.

348

The test routines reside in electrically erasable programmable read-only-memories (EEPROM) in the
APITS and can be executed in automatic or manual mode.
The remote control panel (RCU) (fig. 338) is a portable, handheld interface used to guide an
operator through various diagnostic tests. Eight pushbutton switches mounted around the perimeter of
the display are used to allow the user to select various test options.

Figure 338. 224 aircraft pod interface test set and remote control panel.

The AUTO/MANUAL pushbutton defaults to AUTO and NEXT mode of operation and AUTO is
displayed on the RCU display. When AUTO pushbutton is pressed, AUTO is removed and
MANUAL is displayed as the mode of operation. In MANUAL mode, MANUAL and STEP are
displayed instead of AUTO for each test.
The NEXT pushbutton provides a mode to advance the test set to the next screen or test sequence.
The BACK pushbutton provides a mode to go back to the previous screen within a test routine. The
REPEAT pushbutton provides a mode that will run the previous test.
The RESTART pushbutton provides various break points for the aircraft test routines. RESTART
goes back to the start of the test routine. This allows the operator to exit from a test routine and return
to Power-up BIT PASSED and continue with other tests.
The REPEAT pushbutton provides retesting of the failures by repeating only the section of the test
routine that is of concern.
If, after completion of the test, the operator needs to know the value of any failed measurements that
the test set made, the operator presses and releases the RECALL pushbutton and the measured value
is displayed. If more than one test parameter was measured, press the RECALL pushbutton again and
the second parameter is displayed. Pressing RECALL switch again will display the next failure.
Repeat this procedure until all recorded failures are displayed.

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Self-Test Questions
After you complete these questions, you may check your answers at the end of the unit.

229. F-15E LANTIRN navigation pod

1. Which warning light comes on if the aircraft radar altitude descends below 75 percent of the TF
set clearance value plus a predictive variable based on negative vertical velocity?
LOW ALT.

2. What warning light comes on to warn the aircrew of an obstacle appearing in the aircraft flight
path as detected by the TF radar and requiring more than 2 G to clear?
OBST.

3. Which component provides the operator interface for the radar altimeter, TFR system, and NAV
FLIR sensor?
Sensor control panel.

4. What throttle grip switch provides the control and interface to enable the FLIR snap-look and
look-into-turn alternatives?
Right multifunction switch.

5. What are the two functional subsystems of the NAV POD?

NAV FLIR and TFR.

6. List the NAV FLIR submodes.

NORM and BRST.

7. When in TF radar mode, what submode provides the best combination of system operational
parameters?
NORM submode.

8. Where is the NAV FLIR active submode displayed?

Next to S1 on the NAV FLIR submenu on the UFC.

9. How does the LANTIRN TFR subsystem produce TF commands and where are they displayed
for MAN and AUTO-TF modes of operation?
It uses radar emissions to the ground and their return signals to produce TF commands and these commands
are used as steering cues displayed on the HUD, EADI, and TF display.

10. List the modes of the TFR subsystem.

NORM, ECCM, WX1 or WX2, LPI, and VLC.

11. How many types of BIT does the LANTIRN system have and what are they?
Two types of BIT: periodic and initiated.

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230. F-15E data link pod

1. With what weapons is the DLP used to communicate?
With the GBU-15 guided bomb or AGM-130 guided missile.

2. What does the video recorder provide?

The video recorder provides recording and playback functions when the pod is powered. It also allows prerecorded tapes to be loaded for a mission and allows tapes which were recorded during a mission to be used
in debrief.

3. How many operating modes are there for the DLP and what are they?
There are three DLP operating modes, AUTO, MAN, and FWD.

4. How does the operation command data get from the aircraft to the DLP?
The operation command data is then sent to the DLP on the PACS/DLP MUX bus.

5. Which DLP function allows the aircraft and weapon data link to be tested before weapon release?
TEST.

6. Which DLP function allows the pod to talk to the correct weapon and has eight operating modes
available labeled A, B, N1, N2, J1, J2, C, and D?
MODE.

7. Which function must be selected to unlock the PSA antenna on the DLP to allow control of the
weapon seeker by the vertical and horizontal slew commands?
LOCK.

8. What would you use to check out the DLP system or to troubleshoot it?
The 224 APITS.

Answers to Self-Test Questions

224
1. A data link system that transfers information at high rates. The data is encrypted to provide security, and is
jam resistant to yield high reliability in a hostile RF environment. It also provides the ability to interconnect
many widespread sources and users of information.
2. The JTIDS mode control panel. The modes include FDL operating mode, battery support mode, mission
channel selection, FDL crypto code zeroizing, and the TACAN/FDL master reset.
3. FDL RT.
4. FDL RPS.
5. It holds three 3.0VDC lithium batteries. The batteries provide enough power to store the crypto codes and
run the internal clock when system power is off.
6. Castle switch.
7. Located on the right throttle grip and controls the acquisition symbol on the FDL display.
8. The CC.
9. The CC for the F-15C/D and the ADCP for the F-15E.

351

10. They provide an interface from the UFCs and HOTAS to the ADCP for control of aircraft systems. HOTAS
controls for the FDL include the control stick grip castle switch and auto ACQ switch, throttle control TDC
switch, and hand controller switches. AIU 1 also receives an FDL LRU fail discrete that drives asp fault
indicator 3 and the AV BIT fail light.
11. The RICP and ICSCP.
12. Battery power allows retention of the initialization data and crypto variables. In this position, the crypto
variables cannot be zeroed using the CIPHER switch action. To load crypto variables, the MODE switch
must be in HOLD or OFF.
13. NORM allows full participation in the Link-16 community and provides full transmit and receive ability.
14. The SIT.
15. OWN DATA.
16. FINE.
17. The information is spread out over a wide frequency spectrum. The FDL RT will hop around on the 51
possible FDL channels in a pattern controlled by the Crypto code key loaded in the FDL system.
18. It is the first terminal, which is transmitting on the network, and its clock establishes system time. All other
network participants enter the network via the NTR.
19. Properly loaded FDL TERM data, a common channel number (either mission or fighter channel), a host to
establish the NTR, time sync with the NTRs established time, and common crypto codes.

225
1.
2.
3.
4.
5.
6.
7.
8.

Two.
The AIU1A channel within AIU 1.
Serial.
AIU1A.
TACAN RT.
CARA RT.
AIU 2.
AIU1B.

226
1. It provides interrogation generation, reply evaluation, radar interface functions, monitors failures and
provides system status and LRU status signals to the avionic interface units.
2. It consists of 10 dipole antennas arranged on the radars planner array (antenna), two power dividers, and a
hybrid coupler.
3. Into two sets of five antennas, one set for the sum channel and one set for the difference channel.
4. To enable the AAI system to detect the direction of arrival of the reply signal.
5. It controls manual AAI interrogation initiation.
6. It contains the switches used to control the AAI system.
7. The UFC and rear UFC.
8. The programming switches on the front of the IRE.
9. The UFCs submenu.
10. They are initiated either manually using the multifunction switch on the throttle quadrant or automatically
by the radar data processor when radar switches to tracking mode.
11. Pressing the multifunction switch on the right throttle grip to the IFF interrogate position initiates the AAI
interrogation. The interrogate command signal from the multifunction switch enters interrogate control
circuitry within the radar data processor (081 or 082). The interrogate command is sent as part of a data
word that is transmitted between the radar PSP (042 or 044) and the APX-114. Data to the APX-114 is
made up of information required for interrogation and reply processing. The APX-114 tests the data word
for parity (validity).
12. They are translated into target symbology by the radar system and displayed on the MICP or MPD/MPCD.

352

13. The M/4 light remains on steady to indicate that the APX-114 has not received time decoded video from the
KIV after receiving a valid mode 4 reply.

227
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

16.

Band 1, band 2, and band 3.

The E and G frequency band.
The G and H frequency band.
The H, I, and J frequency band.
Indicate when a specific set (band) has failed.
During RWR IBIT, the TEWS display unit displays ICMS program information. When band 3 jamming is
present, the jammed threat is identified as being jammed.
The MPCD ICMS status on the tactical situation display and PACS A/A display and BIT information is
selected from the TEWS BIT page.
It receives band 1 and band 2 RF amplifier RF samples and applies a composite output to the RWR high
band receiver.
Tuning commands, amplitude and/or frequency jamming output signals, and frequency information.
Final TWT amplification of band 3 oscillator signals, operating voltages to the band 3 oscillator, and pulse
and CW RF to the magic tee.
It combines pulse and CW RF signals into a single signal and then splits the combined signal and sends the
signals to the band 3 forward up and down antennas.
A small matrix ROM device that provides band 1 and band 2 oscillators with predetermined program
inputs.
Provides initial system amplification of the received RF threat signals from the RWR high band antennas
and routes them to the band 3 oscillator.
They prevent pressure loss, arcing and contamination.
When the aircraft is flying, the left MLG WOW relay is energized and passes a ground to the ICMS
oscillators. When the aircraft is on the ground, the oscillators send an inhibit command to the amplifiers
that prevents accidental high power RF signal transmission when the aircraft is on the ground.
Radar operating frequencies, aircraft altitude, and aircraft speed to the band 3 oscillator.

228
1.
2.
3.
4.
5.
6.
7.
8.

Band 1 and band 2 are transmit only systems under the control of the RWR during automatic mode.
The programmers.
During RWR or ICMS failure.
A low power RF signal, CW and high level modulation commands from the oscillator for automatic
leveling and AM modulation.
To the summing network.
It is sent to the band 1 antenna over a coaxial transmission line.
It is transmitted through pressurized waveguides to the band 2 antenna.
An open X around the jammed threat on the TEWS display, or if no RWR/ICMS jamming correlation
exists, the open X will be displayed at the center of the TEWS display.

229
1.
2.
3.
4.
5.
6.
7.
8.

LOW ALT.
OBST.
Sensor control panel.
Right multifunction switch.
NAV FLIR and TFR.
NORM and BRST.
NORM submode.
Next to S1 on the NAV FLIR submenu on the UFC.

353

9. It uses radar emissions to the ground and their return signals to produce TF commands and these commands
are used as steering cues displayed on the HUD, EADI, and TF display.
10. NORM, ECCM, WX1 or WX2, LPI, and VLC.
11. Two types of BIT: periodic and initiated.

230
1. With the GBU-15 guided bomb or AGM-130 guided missile.
2. The video recorder provides recording and playback functions when the pod is powered. It also allows prerecorded tapes to be loaded for a mission and allows tapes which were recorded during a mission to be used
in debrief.
3. There are three DLP operating modes, AUTO, MAN, and FWD.
4. The operation command data is then sent to the DLP on the PACS/DLP MUX bus.
5. TEST.
6. MODE.
7. LOCK.
8. The 224 APITS.

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Unit Review Exercises

Note to Student: Consider all choices carefully, select the best answer to each question, and circle
the corresponding letter. When you have completed all unit review exercises, transfer your answers to
the Field-Scoring Answer Sheet.
Do not return your answer sheet to the Air Force Career Development Academy (AFCDA).
80. (224) Which component would be used to zeroize the F-15C/D fighter data link (FDL) crypto
code?
a. Sensor control panel.
b. FDL remote power panel.
c. JTIDS mode control panel.
d. Main communications control panel.
81. (224) On the F-15, what system has all signals passed through the fighter data link (FDL)
receiver/transmitter?
a. Instrument landing system (ILS).
b. Identification friend or foe (IFF).
c. Tactical air navigation (TACAN).
d. Control augmentation system (CAS).
82. (224) Which F-15C/D component sends fighter data link (FDL) symbology positioning
information to the programmable signal data processor (PSDP)?
a. Central computer (CC).
b. JTIDS mode control panel.
c. FDL receiver/transmitter (R/T).
d. Main communications control panel.
83. (224) Which component would be used to zeroize the F-15E fighter data link (FDL) crypto codes?
a. Sensor control panel.
b. Up-front controller (UFC).
c. Intercommunications set control panel (ICSCP).
d. Remote intercommunication control panel (RICP).
84. (225) What functions as the F-15E up-front controllers (UFC) primary bus controller?
a. Avionics interface unit (AIU) 2.
b. AIU2A.
c. AIU1A.
d. AIU1B.
85. (225) On the F-15E, where does the engine monitor display (EMD) send its serial data?
a. Avionics interface unit (AIU) 2.
b. AIU2A.
c. AIU1A.
d. AIU1B.
86. (226) The F-15E radar data processor supplies an air-to-air interrogator (AAI) system interrogate
command to what radar component when the radar mode is compatible?
a. Oscillator.
b. Transmitter.
c. Antenna array.
d. Programmable signal processor.

355

87. (226) How many dipole elements does the F-15 antenna array have?
a. 5.
b. 10.
c. 15.
d. 20.
88. (226) On the F-15 air-to-air interrogator (AAI) display, what is a low confidence target displayed
as?
a. Circle.
b. Triangle.
c. Diamond.
d. Rectangle.
89. (227) What action must be taken before flight when any internal countermeasures system (ICMS)
component is not installed in bay 5?
a. No action is required.
b. Ballast must be installed.
c. Ballast must be removed.
d. F15 aircraft cannot fly with any ICMS component not installed.
90. (227) How is the final amplified band 1 radio frequency (RF) signal transmitted to the band 1
antenna?
a. Through the summing network.
b. Over a coaxial transmission line.
c. Through pressurized waveguides.
d. Through unpressurized waveguides.
91. (227) What component performs the final traveling wave tube (TWT) amplification of band 3
oscillator signals?
a. Magic tee.
b. Preamplifier.
c. Summing network.
d. Band 3 RF amplifier.
92. (227) What component is used to combine band 3 forward amplifier continuous wave (CW) radio
frequency radiation (RF) and pulse RF signals into a single signal, split the combined signal, and
send the split signal to the forward up and forward down band 3 internal countermeasures system
(ICMS) antennas?
a. Magic tee.
b. Preamplifier.
c. Band 3 oscillator.
d. Summing network.
93. (227) The preamplifier receives four radio frequency (RF) inputs and one agile tuning unit 1/builtin test (BIT) RF signal input from what components?
a. Low band processor and band 3 aft RF amplifier.
b. High band processor and band 3 aft RF amplifier.
c. Low band receiver and band 3 aft RF amplifier.
d. High band receiver and band 3 aft RF amplifier.

356

94. (227) Into which component of the internal countermeasures system (ICMS) are the band 3
operational flight program (OFP) and preflight message (PFM) loaded?
a. Preamplifier.
b. Band 3 oscillator.
c. Band 3 aft RF amplifier.
d. Band 3 forward RF amplifier.
95. (228) What data bus does radar warning receiver (RWR) use to control the F-15C internal
countermeasures set (ICMS) band 1 and band 2 oscillators?
a. 1553.
b. H009.
c. Serial data bus.
d. Manchester data bus.
96. (228) What do the band 1 and band 2 amplifiers use to produce leveled high power radio
frequency (RF) signals?
a. 1 traveling wave tube (TWT) circuit.
b. 2 TWT circuits.
c. 3 TWT circuits.
d. 4 TWT circuits.
97. (228) Where is the aft amplifier pulse radio frequency (RF) signal sent during band 3 operation?
a. To the preamplifier.
b. Both elements of the aft antenna.
c. To the pulse element of the aft antenna.
d. To the continuous wave element of the aft antenna.
98. (229) On the F-15E LANTIRN navigation pod system, what is the primary display format used?
a. Hot/cold mode.
b. Fly up enable mode.
c. Terrain following (TF).
d. Forward looking infrared (FLIR) mode.
99. (229) On the F-15E, what component provides the operator interface for the radar altimeter,
terrain following radar (TFR) system and NAV FLIR (navigation forward looking infrared)
sensor?
a. Control stick grip.
b. Sensor control panel.
c. Fly up enable control panel.
d. Intercommunication set control panel.
100. (230) What is the purpose of the F-15E data link pod (DLP)?
a. The pod is used to communicate with the GBU-15 guided bomb or AGM-130 guided missile.
b. The pod uses radar emissions to the ground and their return signals to produce terrain
following commands.
c. The pod provides the ability to precisely geo-locate points of interest and conduct
surveillance activities day or night, in adverse weather conditions.
d. The pod permits day or night delivery of infrared (IR) guided AGM-65D/G maverick
weapons and allows acquisition and tracking of targets for automatic handoff to the maverick
missiles.

G1

Glossary
Abbreviations and Acronyms
C

degrees Celsius

A/A

air-to-air

AAI

air-to-air interrogation

AAI RT

IFF interrogator receiver/transmitter

AC

alternating current

ACQ

acquisition

A/D

analog-to-digital

ADC

air data computer

ADCP

advanced display core processor

ADF

automatic direction finding

ADI

attitude director indicator

ADP

air data processor

ADS

autopilot disengage switch

AFCS

automatic flight control system

AFMSS

Air Force mission support system

A/G

air-to-ground

AGR

air-to-ground ranging

AHRS

attitude heading reference system

AIC

air inlet controller

AIU

avionics interface unit

ALC

automatic leveling circuit

ALT

altitude

AMI

airspeed Mach indicator

AOA

angle of attack

A/P

autopilot

APITS

aircraft pod interface test set

ARI

aileron rudder interconnect

ASA

acceleration sensor assembly

ASP

avionics status panel

AUTO

automatic

AV

avionics

AWACS

Airborne Warning and Control System

G2

BC

bus controller

BCN

beacon

BCP

built-in test (BIT) control panel

BIT

built-in test

BMM

bulk memory module

BSM

bulk storage module

BST

boresight

CARA

combined altitude radar altimeter

CAS

control augmentation system

CASI

control augmentation system interconnect

CAU

counter accelerometer unit

CB

circuit breaker

CC

central computer or correct code

CCC

central computer complex

CCDL

cross channel data link

CDC

career development course

CDIP

continuously displayed impact point

CDU

control display unit

CENC

convergent exhaust nozzle control

CFI

computerized fault isolation

CFRS

computerized fault reporting system

CFT

conformal fuel tanks

CM

continuously monitored

CND

could-not-duplicate

CRT

cathode ray tube

CSBPC

control stick boost and pitch compensator

CW

continuous wave

D/A

digital to analog

DC

direct currrent

DCL

declutter

DEEC

digital engine electronic control

DFTA

directional feel trim actuator

DLP

data link pod

DMP

digital map processor

DMS

digital map system

G3

DP

digital processor OR data processor

DPM

data processing modules

DPS

differential pressure sensor

DSC

digital scan converter

DSS

differential stabilator servocylinders

DTED

digital terrain elevation data

DTM

data transfer module

DVRS

digital video recording system

EADI

electronic attitude director indicator

EAIC

electronic air inlet controller

ECCM

electronic counter-countermeasures

ECS

environmental control system

ECU

environmental control unit

EDM

external data management

EDU

engine diagnostic unit

EEC

engine electronic control

EEPROM

electronically erasable programmable read-only memory

EGI

embedded GPS/INS

EHSI

electronic horizontal situation indicator

EHV

electrohydraulic valve

EMD

engine monitor display

ETI

elapsed-time indicator

EU

electronics unit

FBIT

flight BIT

FBS

flap blowup switch

FCC

flight control computer

FCSTS

flight control system test set

F/D

frequency-to-digital

FDL

fighter data link

FF

fuel flow

FINS

fixed imaging navigation sensing

FLIR

forward look infrared

FTIT

fan turbine inlet temperature

FUS

fuselage

gravity

G4

GBIT

ground BIT

GMT

ground moving target

GPP

general purpose processor

GTWT

gridded traveling wave tube

HDU

helmet display unit

HEX

hexadecimal

Hg

mercury

HOTAS

hands on throttle and stick

HPRF

high pulse repetition frequency

HRM

high resolution map

HSI

horizontal situation indicator

HUD

head-up display

Hz

hertz

IA

immediate action

IBIT

initiated built-in test

ICCP

integrated communications control panel

ICMS

internal countermeasures system

ICSCP

intercommunication set control panel

IDC

input data converter

IDLP

improved data link pod

IF

intermediate frequency

IFF

identification friend-or-foe

IG

indicator group

ILS

instrument landing system

INS

inertial navigation system or inertial navigation set

INST

instrument

INTL

internal

INU

inertial navigation unit

INV

inverse video

I/O

input/output

IOM

input output modules

IOP

input output processor

IP

identification point

IPF

Interference Protection Feature

IPM

image processor module

G5

IR

infrared

IRE

identification friend-or-foe reply evaluator

ISM

intelligent serial module

JHMCS

joint helmet mounted cueing system

J-STARS

joint surveillance and target attack radar system

JTIDS

joint tactical information distribution system

LANC

local application control bus

LANTIRN

low altitude navigation and targeting infrared for night

lbs

pounds

LCD

liquid crystal display

LED

light emitting diodes

LFTA

longitudinal feel trim actuator

LIT

look-into-turn

LO

local oscillator

LOS

line of sight

LPI

low probability of intercept

LPRF

low pulse repetition frequency

LRBST

long range boresight

LRS

long-range search

LRU

line replaceable units

LTS

left tail stabilator

LVDT

linear variable differential transformers

MAINT

maintenance

MC

mission cartridge

MCG

mid-course guidance

MCP

mode control panel

MCV

master control valve

MHz

megahertz

MICP

multiple indicator control panel

MIL STD

Military Standard

MIT

mass items

MLG

main landing gear

MLV

memory loader verifier

mm

millimeter

MN

mission navigator

G6

MOC

maintenance operation center

MPCD

multipurpose color display

MPD

multipurpose display

MPDP

multipurpose display processor

MPRF

medium pulse repetition frequency

MTBMA

mean time between maintenance actions

MTF

manual terrain-following

MUX

multiplex

NAV

navigation

NAV FLIR

navigation forward look infrared

NCl

navigation control indicator

NMI

nautical miles

NOWS

overload warning system (OWS) not operational

NTR

net time reference

ODC

output data converter

OFP

operational flight program

OPS

operations

ORT

operational readiness test

OWS

overload warning system

PACS

programmable armament control set

PB

push button

PBIT

periodic built-in test

PFM

preflight message

PLV

programmable loader verifier

POST

power-on self-test

PPH

pounds per hour

PPI

pixels per inch

PRC

pitch rate controller

PRCA

pitch and roll channel assembly

PRF

pulse repetition frequency

P/S

parallel to serial

PSA

pressure sensor assembly or 3-phase scanned array

PSDP

programmable signal data processor

psi

pounds per square inch

psia

pounds per square inch absolute

G7

PSP

programmable signal processor

PTC

pitch trim controller

PVU

precision velocity update

PYL

pylons

Qc

dynamic pressure

RBM

real beam map

RCU

remote control panel

RDP

radar data processor

RDR

RADAR

RECCE

reconnaissance

RF

radio frequency

RFO

radio frequency (RF) oscillator

RGH

range dated high

RICP

remote intercommunication control panel

ROM

read-only memory

RPM

revolutions per minute

RPS

remote power supply

RSA

rate sensor assembly

RT

remote terminal

R/T

receiver/transmitter

RTS

right tail stabilator

RWR

radar warning receiver

SAI

standby airspeed indicator

SAR

synthetic aperture radar

SDRS

signal data recording system

SFS

stick force sensor

SIF

selective identification feature

SIT

situation display

SOV

shutoff valve

SRS

short-range search

SRU

shop replaceable unit

SS

supersearch

STT

single target track

TACAN

tactical air navigation

TC

theater cartridge

G8

TCN

TACAN

TCTO

time compliance technical order

TDC

target designator control

TDM

timing and discrete module

TDMA

time division multiple access

TEWS

tactical electronic warfare system

TF

terrain following

TFR

terrain following radar

TGT

target

TO

technical order

TOT

takeoff-trim

TSD

tactical situation display

TT

total temp

TWS

track-while-scan

TWT

traveling wave tube

UFC

up-front controller

UHF

ultra high frequency

VAC

volts alternating current

VDC

volts direct current

VHF

very high frequency

VHSIC

very high-speed integrated circuit

VI

indicated velocity

VLC

very low clearance

VME

VERSA module Eurocard

VSD

vertical situation display

VSI

vertical speed indicator

VTRS

video tape recording system

VTS

vertical scan

VVI

vertical velocity indicator

WFOV

wide-field-of view

WNG

wings

WOW

weight-on-wheels

WSO

weapons system officer

ZM

zoom

Student Notes

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