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the navigation system. Also, refer to section VII for unique ACL data link symbology. Refer to
A1-F18EA-TAC-Series, for symbology concerning the A/A and A/G master modes, weapons, RWR and
the data link vector mode.
1. Heading. The aircraft magnetic/true heading is indicated by the moving 30° heading scale. The
actual aircraft heading is directly above the caret/T symbol. The moving heading scale provides
trend information during turns. As the aircraft turns right, the scale moves from right to left.
Magnetic or true heading may be selected. Magnetic heading is indicated by a caret below the
heading scale. True heading selection is indicated by a T appearing below the current heading.
2. Airspeed. Calibrated airspeed from the FCC is provided in the box on the left side of the HUD.
The tops of the airspeed and altitude boxes are positioned at the aircraft waterline, which is 4° up
from the optical center of the HUD.
3. Altitude. The altitude presented in the box on the right side of the HUD may be either barometric
altitude or radar altitude depending on the setting of the altitude switch on the HUD control panel.
A1-F18EA-NFM-000
I-2-138 ORIGINAL
When the altitude switch is in the BARO position, barometric altitude is displayed. When the
altitude switch is in the RDR position, radar altitude is displayed and is identified by an R next to
the altitude. If the radar altitude is invalid, barometric altitude is displayed and a B next to the
altitude flashes to indicate that barometric altitude is being displayed rather than radar altitude.
The ten thousand and thousand digits are 150% size numbers. The hundred, ten, and unit digits are
120% size numbers, except that below 1,000 feet they are 150% size.
4. Barometric setting. The barometric setting used by the air data function in the FCC is the value
set in the standby altimeter. When the barometer setting is changed on the standby altimeter, the
barometric setting is presented below the altitude on the HUD to provide a head-up baro-set
capability. The display remains for 5 seconds after the change is made. In addition, the baro-set
value is displayed and flashed for 5 seconds when the aircraft descends below 10,000 feet at an
airspeed less than 300 KCAS.
5. Angle of Attack. True angle of attack in degrees is displayed at the left center of the HUD. AOA
values displayed on the HUD are filtered and may slightly lag actual true AOA. Therefore, it may
be possible to trigger the AOA tone with the flaps in HALF or FULL slightly prior to seeing 14.0°
AOA in the HUD.
6. Mach number. The aircraft Mach number is displayed immediately below the angle of attack.
7. Aircraft g. Normal acceleration of the aircraft is displayed immediately below the Mach number.
8. Peak aircraft g. A peak positive g indication is displayed on the HUD below the normal g when
a threshold of 4.0 g is exceeded. The peak positive g display can be removed by cycling the clutter
reject switch to one of the reject positions.
9. Bank angle scale. A bank angle scale and pointer are displayed at the bottom of the HUD for bank
angle reference up to 45°. At bank angles in excess of 47°, the bank angle scale pointer is limited at
45° and flashes.
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I-2-139 ORIGINAL
Figure 2-45. HUD Symbology (Sheet 1 of 2)
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Figure 2-45. HUD Symbology (Sheet 2 of 2)
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10. Velocity vector. The velocity vector provides an outside world reference with regard to actual
aircraft flight path. The velocity vector represents the point towards which the aircraft is flying
(aircraft flight path). With a functioning INS, the velocity vector is driven by INS attitude and
velocities. With valid GPS data and the INS knob in IFA, a ²hybrid² GPS vertical velocity correction
is used to correct errors in the INS vertical velocity loop. If GPS data is not available for use in the
hybrid correction, a VVEL advisory is displayed.
With a VVEL advisory displayed, sustained climbs and descents, such as
penetration from the marshal stack, can result in uncued (no cautions)
vertical velocity errors and a possible inaccurate velocity vector position.
Error magnitudes increase at slower airspeeds and lower altitudes. Errors
of up to 3° (actual flightpath 3° below the displayed velocity vector) have
been observed in the landing configuration. Three minutes of level flight
may be required to allow the INS to correct the vertical velocity errors.
The position of the velocity vector is limited to an 8° radius circle centered at the HUD optical
center. If the velocity vector reaches this limit during high angle of attack flight or large yaw and/or
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本文链接地址：
NATOPS Flight Manual 飞行手册 1(103)
