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|  MIL-S-85018A(AS)
3.4.9.4 Compensation Disabling Switch - A disabling switch shall be pro-
vided to remove compensation. Means shall be provided so that compensation
shall always be available when the equipment is operating.
3.4.9.5 Fast Swing Switch - A switch shall be provided to reduce the
heading coupler time constant to permit accomplishment of compass calibration.
3.4.10 Pitch and Roll Maneuvers - The equipment shall be capable of
operating within the specified limits during a 360 degree continuous loop or
roll maneuver at the following rates:
Pitch Rate
O to 50 degrees per second inclusive
Roll Rate
O to 600 degrees per second inclusive
3.4.10.1 Profile Maneuver - The SOARS shall perform during the flight
profiles specified in Figures 4, 5, and 6. During and upon completion of these
maneuvers the performance shall be within the accuracies specified in 3.4.2.
3.4.11 Synchronization -
3.4.11.1 Automatic Synchronization - Upon completion of the gyro erection
initialization, the system when operated in the SLAVED mode, shall-automatically
synchronize the heading outputs.
3.4.11.2 Manual Synchronization - When operated in the SLAVED mode,
depression of the SLT HEADING control shall cause the system to automatically
synchronize the heading outputs.
3.4.11.3 Mode Switching Synchronization - When the Compass Control Mode
Select switch is changed from DG mode to SLAVED mode, or DG mode to EMERGENCY
mode, the system shall automatically synchronize the heading outputs.
3.4.12 Set Heading Capability - When operated in the DG mode, the SET
HEADING control shall provide a continuously variable drive rate from 0 to 30
degrees per second in either direction when pushed and turned.
3.4.13 Mode Switching Heading Alignment Retention - When the SOARS system
is switched from the SLAVED mode to DG mode, the heading outputs shall not
change more than .1 degree.
3.5 DETAILED DESIGN REQUIREMENTS
3.5.0.1 The Second Order Attitude Reference System shall provide outputs
for use by airborne flight control, bombing and navigation equipments as de-
tailed herein. The equipment shall normally provide a dynamically compensated
Second Order vertical erection, functionally utilizing an externally derived
velocity reference damped with internal acceleration inputs. Should the
external velocity reference fail, or be unavailable for an extended period of
time, the vertical erection shall revert to a compensated in-flight first order
vertical erection mode including earth rate. These effects shall be continu-
ously applied. Second Order erection shall commence immediately when the
external velocity reference signal becomes valid. The Second Order of vertical
erection equipments shell be designed to assure maximum efficiency in the use of
plug-in subassemblies, maximum reliability and minimum maintenance time.
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