control envelope boundaries, as shown in figures 9-4
and 9-5, the system ceases transmitting the COUPLE
discrete signals.
This turns off the lamp on the
discrete message indicator and causes the autopilot to
uncouple and revert to the STAB AUG mode. The
aircraft can continue to approach the carrier, but the
pilot must be in Mode II or III. If the flight path error
increases to the point where a large maneuver is
required of the aircraft to bring it back on course, the
ground controller sends a wave-off message. This
wave-off message totally disengages the carrier
landing system, lights a WAVEOFF lamp on the
discrete indicator, and allows the pilot to execute his
wave-off routine.
Between 12.5 and 1.5 seconds from touchdown,
the tracking and comparison radar sends a wave-off
signal automatically if the aircraft exceeds the
boundaries shown in figures 9-4 and 9-5. A manual
wave-off signal may also be sent by the appropriate
carrier personnel anytime the aircraft approach is
considered unsafe.
The pilot can override the system at anytime after
engaging the ACL mode by applying a control stick
force of 10 pounds fore or aft (pitch), or 7 pounds
laterally (roll). Either of these motions will uncouple
the ACLS and automatically down mode the autopilot
to the STAB AUG position. The pilot can continue
the approach manually under Mode II, Mode III, ILS,
or visually, or decide not to chose any of these and go
around for another try.
If the information stored in the data link is not
updated within any 2-second period after the first
receipt of glide-path error data, a TILT discrete signal
is transmitted and displayed on the discrete indicator.
This causes the autopilot to disconnect from the
Figure 9-4.-Vertical flight path control and automatic wave-off boundaries.
9-6
