HGS 2800 Pilot Manual

Head-Up Guidance System
HGS Pilot Guide

for the EFIS-equipped de Havilland DHC-8 Series -200/-300
Registration Notice HGS is a registered trademark of Rockwell Collins Flight Dynamics
Proprietary Notice The information contained in this document is proprietary, and it shall not be reproduced or disclosed in whole or in part without prior authorization from Rockwell Collins Flight Dynamics.
2001 Rockwell Collins Flight Dynamics Document # 9701-1089 Revision A
We welcome your comments concerning this manual. Although every effort has been made to keep it free of errors, some may occur. When reporting a specific problem, please describe it and include the document number, the paragraph or figure description, and the page number.
Mail your comments to: Customer Service Publications Rockwell Collins Flight Dynamics 16600 SW 72nd Avenue Portland, Oregon 97224 USA Or contact us at: Tel: 503.443.3000 FAX: 503.443.3020 Email:custservpubs@collins.rockwell.com Internet: www.flightdynamics.com
HGS Pilot Guide for the EFIS-equipped de Havilland DHC-8 Series -200 and -300
Model 2800
Table of Contents
Section 1: Introduction............................................................................ 1-1 Section 2: HGS Description .................................................................... 2-1 Overview ...............................................................................................2-1 HGS Combiner ......................................................................................2-2 Combiner Location ............................................................................2-3 Combiner Function ............................................................................2-3 Combiner Display Brightness ............................................................2-4 Combiner Stow and Breakaway.........................................................2-5 HGS Control Panel ................................................................................2-6 HGS Remote Airspeed Select Unit..................................................2-10 HGS Annunciator Panel...................................................................2-12 HGS Computer ................................................................................2-14 HGS Drive Electronics Unit ............................................................2-14 HGS Overhead Unit.........................................................................2-15 Section 3: HGS Modes of Operation ...................................................... 3-1 Introduction ...........................................................................................3-1 Primary Mode ........................................................................................3-3 Typical Applications in PRI Mode ....................................................3-5 Low Visibility Takeoff in PRI Mode.................................................3-6 Enroute Display in PRI Mode............................................................3-7 AIII Approach Mode .............................................................................3-8 AIII Mode Requirements and Conditions..........................................3-9 AIII Mode Status Annunciations .......................................................3-9 AIII Mode Selection ........................................................................3-10 AIII Mode Approach Monitors........................................................3-11 IMC Approach Mode...........................................................................3-13 VMC Approach Mode .........................................................................3-14 Section 4: HGS Symbology ..................................................................... 4-1 How to Use the Symbology Section ......................................................4-1 Primary Mode Symbology.....................................................................4-2 Primary Mode: Attitude Symbol Group.............................................4-2 Primary Mode: Airspeed Symbol Group ...........................................4-8 Primary Mode: Altitude Symbol Group...........................................4-12 Primary Mode: Navigation Symbol Group......................................4-16 Primary Mode: Flight Path Symbol Group ......................................4-24 Approach Mode Symbology................................................................4-30 Approach Modes: Attitude Symbol Group ......................................4-30 Approach Modes: Airspeed Symbol Group.....................................4-36 Approach Modes: Altitude Symbol Group ......................................4-38
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Approach Modes: Navigation Symbol Group..................................4-40 Approach Modes: Flight Path Symbol Group..................................4-48 Low Visibility Takeoff and Rollout Guidance Symbology .................4-58 Non-Normal Situation Symbology ......................................................4-59 Landing Attitude (LDG ATT) Message...........................................4-59 Limits and Warning Messages .........................................................4-60 Failure Flags ....................................................................................4-63 Non-Conformal Display Characteristics ..............................................4-66 Exclusion Window...........................................................................4-66 Clipped Symbols..............................................................................4-66 Limited and Ghosted Symbols .........................................................4-66 Display Compression .......................................................................4-67 HGS Modes/Symbology Matrix ..........................................................4-68 Section 5: Typical Flight Profile ............................................................. 5-1 Takeoff Ground Roll..............................................................................5-4 Initial Climb...........................................................................................5-6 Climbing Turn........................................................................................5-8 Level Flight............................................................................................5-9 Level Turn............................................................................................5-10 Descent ................................................................................................5-11 Descending Turn..................................................................................5-12 ILS Intercept ........................................................................................5-13 ILS Capture..........................................................................................5-14 AIII Approach......................................................................................5-15 AIII Approach Beginning the Approach.......................................5-16 AIII Approach 300 Feet ................................................................5-18 AIII Approach 50 Feet ..................................................................5-20 AIII Approach Flare/Touchdown..................................................5-21 AIII Rollout......................................................................................5-22 IMC Approach .....................................................................................5-23 Visual Approach ..................................................................................5-24 Establishing the Intercept Point .......................................................5-25 Intercepting the Touchdown Zone ...................................................5-26 Reaching Glidepath Position at 500 Feet .........................................5-27 Accomplishing Flare and Landing ...................................................5-28 Appendix A: Reference Information..................................................... A-1 HGS Interface .......................................................................................A-2 HGS Interface Block Diagram..........................................................A-2 HGS Interconnect..............................................................................A-3 Sensor and Equipment Inputs ...........................................................A-3 Right Side Monitoring Requirements ...................................................A-4 Expanded Localizer ..........................................................................A-4 HGS Annunciator Panel....................................................................A-5
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AIII Status............................................................................................. A-6 Approach Monitoring ........................................................................... A-7 Built-In Tests ........................................................................................ A-8 Background BITs.............................................................................. A-8 HGS Test .............................................................................................. A-9 HGS Test Parameters........................................................................ A-9 HGS Test Start.................................................................................. A-9 HGS Capability............................................................................... A-11 Recorded Faults .............................................................................. A-12 Sensor Data..................................................................................... A-14 Existing Faults ................................................................................ A-16 Aircraft Identification ..................................................................... A-17 HGS Test Display ........................................................................... A-18 HCP Display Test ............................................................................... A-19 Appendix B: LASEREF III/IV Intertial Reference System .............. B-1 Inertial Reference Unit (IRU) ............................................................... B-2 Mode Select Unit (MSU)...................................................................... B-3 Mode Select Switch .......................................................................... B-3 Annunciators..................................................................................... B-4 TEST Switch..................................................................................... B-5 Power-on and Alignment Operation ................................................. B-5 IRU End of Flight Accuracy Check...................................................... B-6 Appendix C: Definitions, Abbreviations, Acronyms ........................... C-1 Definitions ............................................................................................ C-1 Abbreviations and Acronyms ............................................................... C-2
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List of Figures
Figure 2-1: HGS LRUs ..............................................................................2-1 Figure 2-2: HGS Combiner Location.........................................................2-3 Figure 2-3: HGS Combiner........................................................................2-4 Figure 2-4: HGS Control Panel Location...................................................2-6 Figure 2-5: HGS Control Panel..................................................................2-7 Figure 2-6: HGS Remote Airspeed Select Unit Location ........................2-10 Figure 2-7: HGS Remote Airspeed Select Unit .......................................2-11 Figure 2-8: HGS Annunciator Panel Location.........................................2-12 Figure 2-9: HGS Annunciator Panel........................................................2-13 Figure 2-10: HGS Computer....................................................................2-14 Figure 2-11: HGS Drive Electronics Unit................................................2-14 Figure 2-12: OHU Location.....................................................................2-15 Figure 2-13: HGS Overhead Unit ............................................................2-15 Figure 3-1: HGS Control Panel (HCP) ......................................................3-1 Figure 3-2: HGS Primary Mode Symbology (Typical) .............................3-3 Figure 3-3: HGS Primary Mode Symbology On Ground (Typical)........3-5 Figure 3-4: Enroute Display in PRI Mode (Typical) .................................3-7 Figure 3-5: HGS AIII Mode Symbology (Typical) ...................................3-8 Figure 3-6: HCP AIII Mode Status ..........................................................3-10 Figure 3-7: HCP Primary Mode/Standby Mode Status Display ..............3-10 Figure 3-8: HCP Display After AIII Capability Loss ..............................3-11 Figure 3-9: HGS NO AIII and Approach Warning (Typical) ..................3-12 Figure 3-10: IMC Approach Mode Symbology (Typical) .......................3-13 Figure 3-11: VMC Approach Mode Symbology (Typical)......................3-14 Figure 4-1: Primary Mode: Attitude Symbol Group..................................4-3 Figure 4-2: Primary Mode: Attitude Symbol Group..................................4-5 Figure 4-3: Primary Mode: Attitude Symbol Group..................................4-7 Figure 4-4: Primary Mode: Airspeed Symbol Group.................................4-9 Figure 4-5: Primary Mode: Computed Airspeed Scale and Associated Symbology .......................................................................................4-11 Figure 4-6: Primary Mode: Altitude Symbol Group................................4-13 Figure 4-7: Primary Mode: Barometric Altitude Scale and Associated Symbology .......................................................................................4-15 Figure 4-8: Primary Mode: Navigation Symbol Group (Flight Director Modes) .............................................................................................4-17 Figure 4-9: Primary Mode: Navigation Symbol Group ...........................4-19 Figure 4-10: Primary Mode: Navigation Symbol Group .........................4-21 Figure 4-11: Primary Mode: Navigation Symbol Group .........................4-23 Figure 4-12: Primary Mode: Flight Path Symbol Group .........................4-25 Figure 4-13: Primary Mode: Flight Path Symbol Group .........................4-27 Figure 4-14: Primary Mode: Flight Path Symbol Group .........................4-29 Figure 4-15: Approach Modes: Attitude Symbol Group .........................4-31
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Figure 4-16: Approach Modes: Attitude Symbol Group .........................4-33 Figure 4-17: Approach Modes: Attitude Symbol Group .........................4-35 Figure 4-18: Approach Modes: Airspeed Symbol Group ........................4-37 Figure 4-19: Approach Modes: Altitude Symbol Group .........................4-39 Figure 4-20: Approach Modes: Navigation Symbol Group.....................4-41 Figure 4-21: Approach Modes: Navigation Symbol Group.....................4-43 Figure 4-22: Approach Modes: Navigation Symbol Group.....................4-45 Figure 4-23: Approach Modes: Navigation Symbol Group.....................4-47 Figure 4-24: Approach Modes: Flight Path Symbol Group.....................4-49 Figure 4-25: Approach Modes: Flight Path Symbol Group.....................4-51 Figure 4-27: Approach Modes: Glideslope Reference Line ....................4-55 Figure 4-28: Approach Modes: AIII Mode IDLE Message and Flare Command.........................................................................................4-57 Figure 4-29: Approach Modes: Flare Cue Message ................................4-57 Figure 4-30: Ground Localizer Line ........................................................4-58 Figure 4-31: LDG ATT Message.............................................................4-59 Figure 4-32: ALIGN HUD Message........................................................4-60 Figure 4-33: Approach Warning..............................................................4-61 Figure 4-34: Unusual Attitude .................................................................4-62 Figure 4-35: Failure Flags........................................................................4-65 Figure 5-1: Typical Flight Profile ..............................................................5-2 Figure 5-2: Takeoff Ground Roll...............................................................5-5 Figure 5-3: Initial Climb ............................................................................5-7 Figure 5-4: Climbing Turn.........................................................................5-8 Figure 5-5: Level Flight.............................................................................5-9 Figure 5-6: Level Turn.............................................................................5-10 Figure 5-7: Descent..................................................................................5-11 Figure 5-8: Descending Turn...................................................................5-12 Figure 5-9: ILS Intercept .........................................................................5-13 Figure 5-10: ILS Capture.........................................................................5-14 Figure 5-11: AIII Approach.....................................................................5-16 Figure 5-12: AIII Approach 300 Feet ...................................................5-18 Figure 5-13: AIII Approach 50 Feet .....................................................5-20 Figure 5-14: AIII Approach Flare/Touchdown.....................................5-21 Figure 5-15: Rollout ................................................................................5-22 Figure 5-16: IMC Approach ....................................................................5-23 Figure 5-17: VMC Mode Approach ........................................................5-25 Figure 5-18: VMC Mode Intercepting the Touchdown Zone ...............5-26 Figure 5-19: VMC Mode Glidepath Position at 500 Feet.....................5-27 Figure 5-20: VMC Mode Flare and Landing ........................................5-28 Figure A-1: HGS Interface Block Diagram .............................................. A-2 Figure A-2: HGS Annunciator Panel........................................................ A-5 Figure A-3: HGS TEST MENU ............................................................. A-10 Figure A-4: HGS Capability Faults ........................................................ A-11 Figure A-5: Recorded Fault Display....................................................... A-13
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Figure A-6: Sensor Menu........................................................................A-14 Figure A-7: IRU/AHRS Data Page.........................................................A-15 Figure A-8: Existing Faults Display .......................................................A-16 Figure A-9: Aircraft Identification Display ............................................A-17 Figure A-10: HGS Test Display..............................................................A-18 Figure A-11: HCP Display Test..............................................................A-19 Figure B-1: LASEREF III/IV Interface Diagram .................................. B-2 Figure B-2: Six-Annunciator MSU........................................................... B-3 Figure B-3: IRU Replacement Criteria ..................................................... B-6
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List of Tables
Table 4-1: Table 4-2: Table 4-3: Table 4-4: Table 4-5: Table 4-6: Table 4-7: Table 4-8: Table 4-9: Table 4-10: Table 4-11: Table 4-12: Table 4-13: Table 4-14: Table 4-14: Table 4-15: Table 4-16: Table 4-17: Table 4-18: Table B-1: Primary Mode: The Attitude Symbol Group......................4-2 Primary Mode: The Airspeed Symbol Group ....................4-8 Primary Mode: The Altitude Symbol Group....................4-12 Primary Mode: Navigation Symbol Group ......................4-16 Primary Mode: Flight Director Mode Annunciations ......4-17 Primary Mode: Navigation Source Annunciations ..........4-20 Primary Mode: Flight Path Symbol Group ......................4-24 Approach Modes: The Attitude Symbol Group ...............4-30 Approach Modes: The Airspeed Symbol Group..............4-36 Approach Modes: The Altitude Symbol Group ...............4-38 Approach Modes: Navigation Symbol Group..................4-40 Approach Modes: Flight Director Mode Annunciations..4-41 Approach Modes: Navigation Source Annunciations ......4-44 Approach Modes: Flight Path Symbol Group..................4-48 Low Visibility Takeoff and Rollout Guidance Symbol ...4-58 Landing Attitude (LDG ATT) Message...........................4-59 Limits and Warning Messages.........................................4-60 Sensor Failure Flags.........................................................4-63 HGS Modes/Symbology Matrix (page 1 of 5) .................4-68 IRU Removal Criteria ....................................................... B-7
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SECTION 1: INTRODUCTION
This Pilot Guide presents data related to Flight Dynamics Head-Up Guidance System (HGS ) installed in de Havilland DHC-8 -200 and -300 aircraft equipped with the Electronic Flight Instrument System (EFIS). This guide describes the HGS and modes of operation, explains the symbology, and demonstrates HGS use in a typical flight profile. The HGS is an electronic and optical system that displays information in the pilot's forward field of view. The HGS focuses the display at optical infinity and presents flight and navigational data conformal to the real world. The system is certified for all phases of flight and has met the requirements for low visibility takeoff and manual Category IIIa approach and landing. The HGS optimizes symbology for full flight regime use and includes the application of inertial flight path and flight path acceleration. The HGS gives guidance for CAT IIIa operations and the AFCS gives flight guidance for the PRI and IMC modes. HGS systems integration and unique symbology allow for extremely precise aircraft control while enhancing situational awareness and energy management. NOTE: Conduct HGS operations in accordance with the Airplane Flight Manual (AFM) HGS supplement. If a conflict exists between the AFM and this pilot guide, use the AFM.
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SECTION 2: HGS DESCRIPTION

Overview
The Model 2800 HGS is a high-integrity, wide field of view holographic head-up display (HUD) system designed for full-flight regime operations that include low visibility takeoffs and landings in the de Havilland Dash 8 aircraft. The HGS consists of the seven line replaceable units (LRUs) shown below in Figure 2-1.
Holographic Combiner
Overhead Unit (OHU)
Pilot Display Unit (PDU)
HGS Control Panel (HCP)
Remote Airspeed Select Unit (RASU)
HGS Annunciator
Drive Electronic Unit (DEU)
HGS Computer Figure 2-1: HGS LRUs

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The HGS interfaces with several aircraft sensors and systems to obtain the data and power its operations require. These data and power systems are identified in Appendix A. The sections that follow give data related to the location, purpose, and functionality of each of the seven HGS LRUs. HGS Combiner HGS Control Panel HGS Remote Airspeed Select Unit HGS Annunciator HGS Computer HGS Drive Electronics Unit HGS Overhead Unit
HGS Combiner
The Combiner assembly consists of mechanical and electrical components to hold and support the Combiner glass in various positions, and to control and monitor the Combiner's position and display brightness. These sections present data related to the HGS Combiner. Combiner Location Combiner Function Combiner Display Brightness Combiner Stow and Breakaway
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Combiner Location
The holographic Combiner is attached to the left-forward windscreen upper sill beam structure (Figure 2-2) between the pilot and the forward windscreen. This position allows a normally seated pilot to view HGS symbology projected by the OHU.
Combiner
Figure 2-2: HGS Combiner Location
Combiner Function
The Combiner reflects the CRT color while it lets all other colors pass through the glass. The Combiner optically combines flight symbology (of the reflected color) with the pilot's view through the windscreen. The wide field-of-view Combiner (24 vertical by 30 horizontal) positions and focuses the projected image to superimpose the symbology on the pilots view of the real world.
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Combiner Display Brightness

The Combiner display brightness control (HUD BRT) knob is located on the upper right side of the Combiner (Figure 2-3). Turn the HUD BRT knob to adjust the brightness. Rotate the knob clockwise to increase the display intensity. Rotate the knob counter-clockwise to decrease the display intensity.
Pull the knob out to select the automatic (AUTO) brightness mode. Push the knob in to select the manual (MAN) brightness mode. Stow Lever
Brightness Control
Figure 2-3: HGS Combiner Auto Mode: In AUTO mode, the brightness automatically changes to maintain the level set by the pilot. This gives a constant contrast ratio relative to the detected light conditions and allows the display to remain visible without manual adjustment as the aircraft travels through a variety of light conditions. The range is from nearly off to the maximum contrast ratio for the current ambient light level. Manual Mode: In MAN mode, the brightness level does not change once it is set by the pilot. Thus, when the aircraft travels through a variety of light conditions, it is possible for the display to "disappear." In manual mode, display intensity can be any setting within the adjustable rangefrom no visible display to maximum available intensity.
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Combiner Stow and Breakaway

The operator can place the glass portion of the Combiner into a stowed or unstowed position. To stow or unstow the Combiner, push the stow handle against the stow shaft housing and rotate vertically in the desired direction. The Combiner can also breakaway forward from its normal position. This feature allows the Combiner to rotate horizontally forward and inboard against a spring joint. The Combiner is designed to stay in place if it rotates to its maximum breakaway travel.
CAUTION:
DO NOT ALLOW THE COMBINER TO SPRING BACK FROM THE FULL OR NEAR FULL BREAKAWAY POSITION ON ITS OWN AS THIS COULD DAMAGE THE COMBINER.
To return the Combiner to the normal position from the breakaway position, gently pull it out of the latched detent position and return it back to its normal position. A stow switch located in the Combiner mechanical assembly signals the Overhead Unit (OHU) and HGS Computer (HC) if the Combiner is not in the normal position. In response, the OHU shuts off the CRT. The Combiner also contains an infra-red optical sensing system to precisely monitor the normal position of the Combiner relative to the fixed part of the Combiner structure. The Combiner Alignment Detector (CAD) signals the OHU and HC if the Combiner is not within alignment tolerances when in the normal position. Combiner alignment is critical during visual operations (VMC mode) to make sure the HGS is symbology is conformal with the real world scene. In the VMC mode, an out of tolerance condition causes the HGS to display an "ALIGN HUD" message on the Combiner. In this event, gently reposition the Combiner to remove the message. NOTE: If the "ALIGN HUD" message cannot be removed, do not use the HGS in VMC mode.
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HGS Control Panel

The HGS Control Panel (HCP) is located in the aft pedestal and is available to both pilots (Figure 2-4). HCP
Figure 2-4: HGS Control Panel Location The HCP allows the pilot to select HGS modes and enter required data. This data includes the glideslope angle and runway elevation. The HCP also displays selected modes, numbers entered, system test, and status data. NOTE: Use the "PILOT" brightness control, located on the center pedestal, to change the HCPs backlighting. The HCP (Figure 2-5) contains mode, function and data entry pushbuttons, along with a display field. Four pushbuttons (ELV, G/S, CLR, and TEST) contain lights to show when they are active. The CLR, BRT+, DIM-, pushbuttons and numeric keypad allow operators to enter data. A FAULT light In the lower-left corner of the HCP comes on when an HGS BIT (built in test) detected fault occurs.
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Figure 2-5: HGS Control Panel The five primary pushbuttons on the HCP, and their associated displays, are listed below. MODE Push the MODE pushbutton to select the desired mode from those on the standby display line. The current mode always shows on the display line adjacent to the MODE pushbutton. STBY Repeatedly push and release the STBY pushbutton to cycle through the standby modes. The available modes show on the left side of the display line next to the STBY pushbutton. When available, the HGS AIII status capability also shows. ELV The display line next to the ELV pushbutton shows the current runway elevation. Push ELV to enter a new Touchdown Zone Elevation (TDZE) or runway elevation for the landing runway. Typically, this is the TDZE printed on instrument approach plate or other airport approach documentation. When the ELV pushbutton is pushed, the light in the uper-left corner of the pushbutton comes on and the current number is removed from the adjacent display line. An arrow (>) and a flashing cursor ( _ ) in the first and second display character positions show that the operator can enter a new number. To restore the previous number, push the ELV pushbutton a second time without inputting another number.
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To input a new elevation, push the appropriate keypad pushbuttons. To erase an error, push the CLR pushbutton to move the cursor back, erasing the prior character with each push. The HGS will accept values between 9999 and 99999 feet (use the the "DIM" pushbutton to enter the negative sign). After inputting new numbers, push the ENTER pushbutton to enter the new elevation. In response, the pushbutton light goes off, the arrow (>) and flashing cursor ( _ ) disappear, and "FT" shows after the new number. G/S Push the G/S pushbutton to enter a new glideslope angle for the landing runway (usually the glideslope angle that appears on instrument approach plates and other approach documentation, or the desired glide path angle for a visual approach). When the G/S pushbutton is pushed, the light in the upper-left corner of the pushbutton comes on and removes the current number from the adjacent display line. An arrow (>) and a flashing cursor ( _ ) in the first and second display character positions show that the operator can enter a new number. To restore the previous number, push the G/S pushbutton without inputting another number. Numbers from 0.00 to -9.99 are valid (use the "DIM" pushbutton to enter the negative sign). To remove an entry, push the CLR pushbutton to move the cursor back, erasing the prior character. After inputting new numbers, push the ENTER pushbutton. The pushbutton light goes off and the arrow (>) and flashing cursor ( _ ) disappear. TEST Push the TEST pushbutton to enter the ground maintenance test mode. The pushbutton light comes on and the MODE line shows TEST.
NOTE: For more information related to MODE and STBY operations see "HGS Modes of Operation" (Section 3). NOTE: HCP Modes and the Elevation and Glideslope values entered are stored in the HC. When power is restored after an interruption, the last mode and values are also restored.
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Three pushbuttons that control the HCP display are listed below. CLEAR Push the CLR pushbutton to remove all symbology from the Combiner. When the CLR is pushed, the light in the upper-left corner of the pushbutton comes on, and the MODE display line shows "CLR." All other HGS functions continue normally. Do one of these to restore the normal Combiner display: Push the CLR pushbutton a second time. Select another mode. Push the TEST pushbutton. Push the TO/GA switch.
During data entry and TEST operations, the CLR pushbutton functions as a backspace pushbutton. BRT+ Push the BRT+ pushbutton to increase the HCPs display brightness. DIM Push the DIM pushbutton to decrease the HCPs display brightness. NOTE: A sensor located in the upper-left corner of the HCP measures the cockpits ambient light. As ambient light levels change, the HCP display area brightness automatically changes to maintain the set contrast. Ambient light levels thus limit manual adjustment of the HCP brightness. NOTE: When the ELV and G/S data entry are changed, or when the TEST mode is in use, the BRT+ and DIM pushbuttons have different functions.
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HGS Remote Airspeed Select Unit

The Remote Airspeed Select Unit (RASU) is located in the aft pedestal (Figure 2-6) and is available to both pilots. RASU
Figure 2-6: HGS Remote Airspeed Select Unit Location
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The RASU provides the HC with the operator-selected airspeed. To select the target airspeed, turn the rotary input knob (Figure 2-7) until the desired value appears on the RASU display. As the input knob turns, the airspeed value changes in one-knot increments between 55 and 400 knots. Rotating the knob counterclockwise to below 55 knots (or to the mechanical stop) replaces the numerical display with dashes. This feature allows the operator to remove the Speed Error Tape symbol from the Combiner display. Rotary Input Knob RASU Display
Brightness Control Knob Figure 2-7: HGS Remote Airspeed Select Unit
CAUTION:
BE CAREFUL WHEN NEAR THE RASU. THE ROTARY INPUT KNOB EXTENDS MORE THAN OTHER CONTROL PANEL KNOBS AND DAMAGE CAN OCCUR TO THE RASU.
The RASU contains its own display brightness control knob and test switch labeled BRT/TEST. Rotate this control clockwise to increase the RASU display intensity and counterclockwise to decrease the intensity. When the BRT/TEST knob is pushed, a RASU self test and display light test are done.
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HGS Annunciator Panel

The HGS Annunciator Panel (Figure 2-8) is located in the First Officers (F/Os) instrument panel. The Annunciator Panel gives HGS status and warning annunciations to the F/O during CAT IIIa operations. Annunciator Panel
Figure 2-8: HGS Annunciator Panel Location
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The HGS Annunciator Panel is only active during AIII approach operations. The three available annunciations (Figure 2-9) relate to the approach mode and status.
Figure 2-9: HGS Annunciator Panel A green "AIII" legend shows the AIII mode is active and all required systems and equipment are valid. A red "APCH WARN" (Approach Warning) legend shows either system or approach conditions are out of tolerance. A green "FLARE" legend shows the HGS AIII mode flare command is active.
For additional information related to the Annunciator Panel, see "Right Side Monitoring Requirements" (Appendix A).
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HGS Computer
The Head-Up Guidance Computer (HC) (Figure 2-10) receives input signals from aircraft sensors and equipment and converts the data to symbology. The HC also evaluates system performance using extensive Approach Monitor, Built-in Test, and input validation processing. The HC is located below the floor in the cabin area.
Figure 2-10: HGS Computer
HGS Drive Electronics Unit

The Drive Electronics Unit (DEU) (Figure 2-11) receives signals from the HC and conditions them to drive the Cathode Ray Tube (CRT) in the Overhead Unit. The DEU contains power supplies and electronic circuitry for amplifying signals, correcting distortion and geometry, and monitoring the system. The DEU is located above the wardrobe closet.
Figure 2-11: HGS Drive Electronics Unit

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HGS Overhead Unit

The Overhead Unit (OHU) is located above the left pilot's head (Figure 212) and positioned relative to the Combiner so that symbols such as the Glideslope Reference Line overlay the corresponding features of the outside world. OHU
Figure 2-12: OHU Location The Overhead Unit (OHU) (Figure 2-13) contains CRT and projection optics to display symbolic images on the Combiner. The OHU also contains circuitry to control display intensity and monitor the Combiners position.
Figure 2-13: HGS Overhead Unit

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SECTION 3: HGS MODES OF OPERATION

Introduction
The HGS Control Panel (HCP) always displays the current mode of operation on the MODE display line and the next available mode on the left side of the STBY display line. In Figure 3-1, PRI is the current mode and VMC is the next available mode.
Figure 3-1: HGS Control Panel (HCP) Push the STBY pushbutton to put another available mode on the STBY line. Push the MODE pushbutton to select the mode shown on the left side of the STBY line as the current mode.
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The following sections give data related to the application and function of each of the four available HGS modes. Primary (PRI) Mode is available for takeoff, climb, enroute, descent, approach, and landing. AIII Approach Mode is available for CAT IIIa ILS approach and landing. Instrument Meteorological Conditions (IMC) Approach Mode is available for AFCS Autopilot/Flight Director approach. Visual Meteorological Conditions (VMC) Approach Mode is available for visual approaches.
For additional information about specific symbology descriptions and illustrations, refer to the Symbology and Typical Flight Profile sections later in this guide.
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Primary Mode
There are two ways to select the HGS Primary (PRI) mode: 1. Push the STBY pushbutton until PRI shows on the STBY display line. Then push the MODE pushbutton. PRI will replace the current mode in use, or, Push a throttle Go-Around switch. This will select PRI mode independent of the mode indicated on the STBY display line.
2.
In Primary (PRI) mode, the Combiner shows airspeed and altitude tapes along the left and right edges of the display, and a sectored Horizontal Situation Indicator (HSI) in the lower center of the display (Figure 3-2). This format is similar to the EFIS Primary Flight Displays (PFD), combining ADI, HSI, Airspeed and Altimeter indications into one display.
Figure 3-2: HGS Primary Mode Symbology (Typical)
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The Combiner displays this data in PRI mode: Aircraft Reference (boresight) symbol Pitch attitude scale and Zero-Degree Pitch Line Roll attitude scale Heading Zero-Degree Pitch Line, HSI and a numeric display Airspeeds CAS (tape), VS, Ground Speed Altitudes Barometric Altitude (tape), and Radio Altitude Flight Path Flight Path Acceleration Slip/Skid Indicator Flight Director guidance cue and modes - AFCS derived Navigation data ILS, VOR, DME, FMS, MLS, Marker Beacons Wind Speed and Direction Selected parameters course, heading, airspeed and altitude Flags Typical Applications in PRI Mode Low Visibility Takeoff in PRI Mode
The next two sections provide data related to using PRI mode:
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Typical Applications in PRI Mode

PRI mode is available and appropriate for all phases of flight, including: Takeoff Climb Enroute Descent Approach (including non-precision and precision approaches using AFCS Flight Director guidance) Landing
NOTE: PRI mode is available while the aircraft is on the ground. However, during all ground operations, the HGS removes the HSI and Flight Path group symbology from the display (Figure 3-3).
Figure 3-3: HGS Primary Mode Symbology On Ground (Typical)

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Low Visibility Takeoff in PRI Mode

NOTE: Obtain approval from the appropriate regulatory authority before conducting HGS low visibility operations. These conditions are required for low-visibility takeoff operations: The HGS must be in the Primary mode. #1 and #2 VHF Nav Receivers must be tuned to an ILS frequency that is valid and selected for display. The Localizer deviation from either Navigation source is less than approximately 0.8 dot. The Selected Course is within 10 of the aircraft's magnetic heading when aligned with the runway centerline.
For purposes of runway centerline tracking, the HGS displays a ground localizer symbol relative to the selected course when the conditions above are satisfied. At rotation, the HGS automatically changes to show the PRI mode in-flight symbology.
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Enroute Display in PRI Mode

Figure 3-4 shows a possible display while the aircraft is in flight. Notice the Flight Path symbol is non-conformal and thus is drawn with dashed lines (ghosted). The high wind speed and high angle (directly from the left side of the aircraft) cause the aircraft to crab into the wind to keep the selected ground track. As the wind speed decreases or the wind direction angle (relative to the aircraft centerline) is decreased, the Flight Path symbol becomes conformal and is again drawn as a normal, non-ghosted symbol. This non-conformal Flight Path display is possible in all HGS modes. Refer to Section 4: HGS Symbology, subsection Non-Conformal Display Characteristics for more information.
Figure 3-4: Enroute Display in PRI Mode (Typical)
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AIII Approach Mode

NOTE: Obtain approval from the appropriate regulatory authority before conducting HGS low visibility operations. The HGS AIII mode is specifically designed for manual ILS approach and landing operations to CAT IIIa minimums. In AIII mode, the HGS removes the altitude and airspeed tape displays and replaces them with numeric representations (Figure 3-5). The HGS also replaces the HSI, displaying instead ILS raw data in proximity to the flightpath group around the center of the display. In the AIII mode, the guidance cue gives flight path guidance derived from HGS internal approach and landing guidance algorithms.
Figure 3-5: HGS AIII Mode Symbology (Typical) The sections that follow give data related to using AIII Mode.
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AIII Mode Requirements and Conditions AIII Mode Status Annunciations AIII Mode Selection AIII Mode Approach Monitors
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AIII Mode Requirements and Conditions

Approach capture logic is defined as Aircraft On Course (AOC) and depends on these criteria: #1 and #2 VHF Navigation (Nav) Receivers tuned to an ILS frequency; Either #1 or #2 glideslope deviation is less than 0.42 (1 and 1/4 dots) for at least five seconds; Either #1 or #2 localizer deviation is less than 0.33 (1/4 of a dot) for at least five seconds; The difference between the aircraft's magnetic track and the selected course is less than 15. Aircraft altitude is greater than 500 feet AGL.
Once aircraft systems and flight conditions satisfy AOC for an approach, deviating outside AOC tolerances will not cause the HGS to lose AIII capability. However, AIII capability may be lost due to abnormal conditions based on the invalid state of a required system or an out of tolerance condition detected as a function of HGS approach monitoring.
AIII Mode Status Annunciations

These annunciations show the HGS AIII mode and approach status: If the aircraft systems and conditions that AIII mode require are valid prior to AOC, the HCP displays "AIII" in the right side of the STBY line (Figure 3-6A). This shows the HGS is AIII capable but still requires the AOC conditions listed in the previous section be met. If the aircraft meets AOC conditions, the HGS removes "AIII" from the right side of the STBY line, displays "AIII" on the left side of the STBY line (Figure 3-6B), and displays a flashing "AIII" on the Combiner. This shows the pilot can push the MODE pushbutton to select the AIII mode. If the HGS is in AIII mode, the HCP shows "AIII" on the MODE line (Figure 3-6C), the Combiner displays "AIII" and AIII mode symbology. Also, the First Officer's HGS Annunciator Panel "AIII" green light comes on.
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Figure 3-6: HCP AIII Mode Status
AIII Mode Selection

Given these conditions: The HGS is in Primary (PRI) mode. The HCP displays "AIII" on the left side of the STBY line. The pilot pushes the STBY pushbutton before the MODE pushbutton is pushed. "IMC" replaces "AIII" on the left side of the STBY line. The HCP displays "AIII" on right side of the STBY line (Figure 3-7A).
The following will occur:
Figure 3-7: HCP Primary Mode/Standby Mode Status Display If the pilot pushes the STBY pushbutton twice, "VMC" replaces "IMC" (Figure 3-7B). Pushing STBY a third time completes the cycle by again displaying "AIII" on the left side of the STBY line (Figure 3-7C).
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Once it is selectable, the pilot must select AIII mode before the aircraft descends below 500 feet AGL. If the pilot does not select AIII mode prior to 500 feet, it cannot be selected and "IMC" replaces "AIII" on the left side of the STBY line. The "AIII" annunciation may be lost due to abnormal conditions based on the invalid state of a required system or an out of tolerance condition detected as a function of HGS approach monitoring.
AIII Mode Approach Monitors

In AIII mode, the HGS monitors these requirements: HGS system integrity aircraft approach and landing capability performance pilots approach and landing performance.
The HGS AIII status remains active, and the AIII displays remain in place, only if aircraft systems and conditions remain acceptable. These changes occur if any condition causes a loss of AIII capability: The Combiner shows a flashing " NO AIII " for five seconds. The HCP shows "NO AIII" on the MODE line (Figure 3-8). The AIII green light on the First Officers Annunciator Panel goes off. The Guidance Cue is removed from the display.
These "NO AIII" displays remain until the pilot selects another mode or until the HGS regains AIII capability.
Figure 3-8: HCP Display After AIII Capability Loss
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If AIII capability is lost, or approach and landing performance is out of tolerance below 500 AGL, the APCH WARN message is displayed on the Combiner and the First Officers HGS Annunciator Panel APCH WARN (red) light comes on. This indicates that the pilot should do a go-around. When a throttle GA switch is pressed, the HGS will revert to the PRI Mode. IMC Mode is then available as the standby mode (IMC is displayed on the HCPs STBY display line). NOTE: Refer to the Appendix A for additional AIII status and Approach Monitoring data. Figure 3-9 shows a Glideslope failure at 300 feet that results in the loss of AIII status (NO AIII), the annunciation of "APCH WARN", and the removal of Glideslope raw data and the Guidance Cue.
Figure 3-9: HGS NO AIII and Approach Warning (Typical)
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IMC Approach Mode

IMC mode is an alternate approach mode the pilot uses for Flight Director based approaches. Like the Primary mode, the IMC mode guidance cue uses AFCS computed guidance. The HGS displays the AFCS guidance cue when the pilot's Flight Director is active and both pitch and roll commands are valid. The IMC mode approach symbology has the same format as AIII approach mode symbology (see Figure 3-10). NOTE: The IMC mode, flight director-based, guidance cue is removed from the display at 80 feet radio altitude.
Figure 3-10: IMC Approach Mode Symbology (Typical)
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VMC Approach Mode

VMC mode allows for visual approach operations. In VMC mode the pilot establishes and maintains the aircraft on the proper glide path to the runway without reference to a ground-based landing system (ILS, VASI, etc.). In VMC mode, the HGS does not display Flight Director or HGS guidance (Figure 3-11). Instead, the pilot uses Flight Path to visually control the approach. This is particularly beneficial during approaches at night or with poor visual cues.
Figure 3-11: VMC Approach Mode Symbology (Typical)
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VMC mode approach symbology is in the same format as AIII and IMC modes with one exception: In VMC mode the HGS does not display guidance data. To select a different glideslope angle, enter it after selecting the mode. NOTE: The Combiners mechanical alignment is critical in VMC mode, where the Combiner Alignment Detector (CAD) monitors the normal position. If the normal position is not within tolerances, the HGS displays "ALIGN HUD" on the Combiner. To remove the message, push the Combiner glass a short distance in the breakaway direction and release. The Combiner should spring back and position itself. For smaller adjustments, apply pressure to the Combiner glass in either direction. Once its position is within tolerances, the "ALIGN HUD" message is removed. The Combiner should retain this position. NOTE: If the "ALIGN HUD" message cannot be removed, do not use the HGS in the VMC mode. Refer to Section 5: Typical Flight Profile for additional VMC mode data.
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SECTION 4: HGS SYMBOLOGY

HGS symbology decriptions and illustrations are presented in six subsections in the order listed: Primary Mode Symbology. Describes symbols used by Primary Mode. Approach Mode Symbology. Describes symbols used in AIII, IMC, and VMC Approach Modes. Low Visibility Takeoff and Rollout Guidance Symbology. Describes the Ground Localizer Line. Non-Normal Situation Symbology. Describes landing attitude, limits and warnings, and failure flags. Non-Conformal Display Characteristics. Describes how HGS software displays certain symbols in a non-conformal manner depending on mode of operation and aircraft attitude. HGS Modes/Symbology Matrix. Lists all symbols and the HGS modes in which they can be displayed.
How to Use the Symbology Section

Many symbols are common to both Primary and approach modes. Common symbols are repeated in the Primary Mode Symbology and Approach Mode Symbology subsections. Symbols are grouped under each subsection according to attitude, airspeed, altitude, navigation, and flight path. This method helps to quickly locate desired symbol descriptions and illustrations. Use the HGS Modes/Symbology Matrix at the end of this section as a quick overview of symbology and relevant HGS modes in which each symbol can be displayed.
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Primary Mode Symbology

Primary Mode symbols are similar to the EFIS Primary Flight Display and are displayed from takeoff to landing. Symbol descriptions and illustrations are grouped in the following order: Attitude Airspeed Altitude Navigation Flight Path
NOTE: Symbology illustrations used in this section show appearance, location, and relationship with associated symbololgy. Other symbols have been removed to aid quick identification and location on the HGS display of the referenced symbol.
Primary Mode: Attitude Symbol Group

See Figures 4-1, 4-2, and 4-3. The Primary Mode Attitude Symbol Group has the symbols listed in Table 4-1: Table 4-1: Primary Mode: The Attitude Symbol Group
Symbol Aircraft Reference Roll Scale and Pointer Magnetic Heading Zero-Degree Pitch Line Pitch Scale Magnetic Heading Scale (tic marks) Magnetic Heading Index HSI Heading Scale Slip/Skid Indicator Low Vis Takeoff PRI Mode Flight
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Aircraft Reference: The Aircraft Reference Symbol (Boresight symbol), represents the projected centerline of the aircraft (boresight). The vertex of the upper outline is the actual boresight point. The Aircraft Reference symbol is positioned at a fixed location on the display and, unlike other displayed symbols, it is not dependent on any sensor or equipment inputs. Its function is similar to the aircraft symbol on conventional attitude instruments and is always present when the HGS is powered and in normal operation. Roll Scale and Pointer: The Roll Scale and Pointer is positioned above the Aircraft Reference symbol. The scale has tic marks at 10 increments between 0 to 30. Tic marks at 45 and 60 are also added to the Roll Scale when the aircraft exceeds 35 and 50, respectively. The Roll Scale is similar to the "Sky Pointer" on a conventional ADI. The pointer points to the corresponding roll attitude on the scale. Aircraft Reference Symbol Roll Scale and Pointer
Vertex (Boresight Point)
Figure 4-1: Primary Mode: Attitude Symbol Group

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Magnetic Heading: The aircraft's current Magnetic Heading is displayed directly below the Roll Scale Pointer and is preceded by the alpha letter "H". Magnetic Heading is expressed to the nearest one degree with a heading of 0o being displayed as "H 000". Zero-Degree Pitch Line: The Zero-Degree Pitch Line is displayed relative to the Aircraft Reference symbol and is positioned based on the current aircraft pitch attitude. When the Aircraft Reference Symbol overlays the Zero-Degree Pitch Line, the aircraft is in a level pitch attitude. Because the vertex of the Aircraft Reference symbol represents the extended centerline of the aircraft (boresight), the Zero-Degree Pitch Line is conformal with the real world horizon relative to the aircraft pitch and roll attitude. NOTE: The Zero-Degree Pitch Line represents the aircrafts pitch attitude relative to the earth. The pilot sees the Zero-Degree Pitch Line on a flat plane. The curvature of the earth shows because the Zero-Degree Pitch Line is set above the real world horizon at altitude. The distance between the HGS ZeroDegree Pitch Line and the earth horizon is proportional to the aircrafts altitude and should not be interpreted as an error in display positioning. At approximately 2500 feet AGL, the Zero-Degree Pitch Line will align with the earths horizon.
Pitch Scale: The Pitch Scale displays in five degree increments from -20o to +25o and in ten degree increments between 30o and 90o. At the ends of each pitch line is a vertical tic mark pointed in the direction of the ZeroDegree Pitch Line and labeled with its related scale (e.g., 5, -5, and so on). Vertical attitude is determined by noting where the scale is positioned in relation to the Aircraft Reference Symbol. When the aircraft attitude is approximately 25o, the Zero-Degree Pitch Line and the Flight Path symbol will not be displayed conformally. The Pitch Scale is compressed to allow these symbols to remain on the display. The position of these symbols is maintained relative to one another, but the display is no longer conformal with the real world. When display compression occurs, certain Vertical Scale lines are removed. See Unusual Attitude description and illustration later in this section.
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Magnetic Heading
Pitch Scale
Zero-Degree Pitch Line Figure 4-2: Primary Mode: Attitude Symbol Group
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Magnetic Heading Scale (Tic Marks): The Magnetic Heading Scale is displayed on the Zero-Degree Pitch Line. The scale is marked every 5o (tic marks) and labeled every 10o. Magnetic Heading is conformal with the real world. For example: a point on the earth underlying the "13" mark on the Heading scale would take a heading of 130 degrees to fly over. The four Cardinal headings of North, South, East and West are expressed as 00, 18, 09 and 27 respectively. Magnetic Heading Index: At the center of the Zero-Degree Pitch Line is a downward pointing triangle called the Heading Index. This points to the actual Magnetic Heading of the aircraft (where the nose is pointing) and is positioned directly below (or above) the Aircraft Reference symbol. HSI: A conventional-sectored HSI is positioned in the bottom center area of the display. The HSI display consists of a partial Magnetic Heading compass rose spanning 210o with tic marks every 10o. Each 30o tic mark is labeled with its corresponding value in tens of degrees (a label 31 is 310o). Cardinal headings are labeled with the characters "N", "S", "E", and "W". A downward pointing triangle, positioned above the center of the compass rose, represents the Compass Lubber Line and the current Magnetic heading. The HSI remains displayed until either pitch or flight path angle cause the Zero-Degree Pitch Line or the Flight Path symbol to reach a display limit above the HSI. Further increases in pitch or flight path angle push the HSI and its related symbology down until only a small part of the HSI is visible. As the pitch or flight path angle decreases, and the Zero-Degree Pitch Line or Flight Path Symbol moves back toward the center of the display, the HSI and related symbols are "pulled" back up on the display. Slip/Skid Indicator: The Slip/Skid indicator is located as part of the Roll Scale Pointer. The bottom portion of the Roll Scale Pointer moves laterally with respect to the top triangle portion of the pointer and is dependent on the lateral acceleration of the aircraft. The slip/skid indicator functions like a conventional slip/skid indicator.
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Magnetic Heading Index
Slip/Skid Indicator
HSI Magnetic Heading Scale Figure 4-3: Primary Mode: Attitude Symbol Group
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Primary Mode: Airspeed Symbol Group

See Figures 4-4 and 4-5. Table 4-2 lists the Airspeed Symbol group. Table 4-2: Primary Mode: The Airspeed Symbol Group
Symbol Computed Airspeed Scale and Index Selected Airspeed Wind Speed and Direction Selected Airspeed Mark Airspeed Odometer Max. Allowable Airspeed Tape Airspeed Trend Vector Ground Speed Low Vis Takeoff PRI Mode Flight
Computed Airspeed Scale and Index: The Computed Airspeed Scale (CAS) displays a 40 knot range with an airspeed index at its center. The overall range of the Airspeed Scale is 30 to 450 knots with tic marks every 10 knots, labeled every 20 knots. Selected Airspeed: Selected Airspeed is displayed directly above the Airspeed Scale. Airspeed values between 55 and 400 knots are selected on the HGS RASU. A RASU setting less than 55 knots displays as " - - - " (dashes). See Speed Error Tape in the Flight Path Symbol Group. Wind Speed and Direction: The current wind speed and direction, derived from the IRU, is displayed in the upper right corner of the display. Wind Speed is displayed directly below the Wind Direction arrow. The Wind Direction arrow is referenced to the aircraft's heading and indicates the direction from which the wind is blowing. For example, a Wind Direction arrow pointing straight up (the 12 o'clock position) identifies a direct tail wind. A Wind Direction arrow pointing to the right (the 3 o'clock position) identifies a direct left crosswind. The IRU-based Wind Speed and Direction are displayed when the aircraft is in flight and the wind speed exceeds six knots. They are both removed when the wind speed drops below 4 knots.
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Selected Airspeed
Wind Speed and Direction
Airspeed Index
Computed Airspeed Scale
Figure 4-4: Primary Mode: Airspeed Symbol Group
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Selected Airspeed Mark: The Selected Airspeed travels vertically along the right side of the Computed Airspeed Scale. When Selected Airspeed is equal to Computed Airspeed, the Selected Airspeed Mark is positioned to point inside the Airspeed Index. Airspeed Odometer: Computed Airspeed is displayed within an airspeed odometer window in 1 knot increments. Maximum Allowable Airspeed Tape: Maximum Allowable Airspeed is indicated by a checkerboard tape growing downward from the top of the Airspeed Scale. The limit that the tape represents is a function of the following: aircraft Vmo, flap position, and landing gear configuration. Airspeed Trend Vector: The Airspeed Trend Vector is displayed as a variable-length line either above or below the Airspeed Index. The length of the symbol is proportional to the trend value. The position of the tic mark on the Airspeed Scale indicates the predicted airspeed in 10 seconds. The Airspeed Trend Vector is displayed when the airspeed trend exceeds 4.5 knots and is removed when the trend is less than 3.5 knots or computed airspeed is less than 30 knots. Ground Speed: Ground Speed is displayed directly below the Airspeed Scale. Ground Speed is shown with the letters "GS" positioned above the number.
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Maximum Allowable Airspeed Tape Airspeed Trend Vector
Airspeed Odometer Selected Airspeed Mark Ground Speed
Figure 4-5: Primary Mode: Computed Airspeed Scale and Associated Symbology
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Primary Mode: Altitude Symbol Group

See Figures 4-6 and 4-7. Table 4-3 lists the Altitude Symbol group:
Table 4-3: Primary Mode: The Altitude Symbol Group

Symbol Barometric Altitude Scale and Index Selected Altitude Selected Altitude Mark Barometric Altitude Odometer Altitude Trend Vector Radio Altitude Decision Height Message Vertical Speed PRI Mode Flight Low Vis Takeoff
Barometric Altitude Scale and Index: Barometric (Baro) Altitude is displayed relative to a vertical scale along the right edge of the display. The Altitude Scale displays a 500 foot range with an Altitude Index at its center. The overall range of the Altitude Scale is -2000 to 50,000 feet with tic marks every 100 feet, labeled every 200 feet. Selected Altitude: Selected Altitude is displayed in 100 foot increments directly above the Altitude Scale and, as pointed to by the Selected Altitude Mark positioned along the Altitude Scale when within the scale's range. The selected altitude value is set on the Altitude Preselect Controller. Selected Altitude Mark: The Selected Altitude Mark travels vertically along the left side of the Altitude Scale. When Selected Altitude is equal to barometric-corrected altitude, the Selected Altitude Mark is positioned to point inside the Altitude Index.
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Selected Altitude Altitude Index Barometric Altitude Scale
Selected Altitude Mark
Figure 4-6: Primary Mode: Altitude Symbol Group
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Barometric Altitude Odometer: Current Barometric Altitude is displayed inside an altitude odometer window at the center of the Barometric Altitude Scale. It is displayed in 20 foot increments. An "X" shows the absence of the most significant digit when the altitude is less than 10,000 feet. Altitude Trend Vector: The Altitude Trend Vector displays as a variable length line either above or below the Altitude Index. The length of the symbol is proportional to the trend value derived using vertical speed. The tic mark indicates the predicted altitude in 6 seconds. It is displayed when the altitude trend exceeds 45 feet and removed when the trend is less than 35 feet. Radio Altitude: Radio Altitude is displayed directly below the Flight Path symbol when Radio Altitude is less than or equal to 1500 feet. If the Flight Path Symbol is not displayed, the Radio Altitude is displayed relative to the Aircraft Reference symbol. It is displayed in ten foot increments between 50 and 1500 feet, five foot increments between 10 and 50 feet, and one foot increments between -20 and 10 feet. Decision Height Message: A Decision Height (DH) message is displayed to the left of Radio Altitude when the selected decision height (altitude) has been reached. Decision height is selected using the Captain's ADI. When decision height has been reached, "DH" flashes for 3 seconds and then remains steady. Vertical Speed: Vertical Speed is displayed in a fixed location in the lower right corner of the display. Vertical Speed is displayed in 50 feet/minute increments and has a range of 9900 feet/minute.
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Altitude Trend Vector
Decision Height Message
Radio Altitude
Barometric Altitude Odometer Vertical Speed
Figure 4-7: Primary Mode: Barometric Altitude Scale and Associated Symbology
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Primary Mode: Navigation Symbol Group

See Figures 4-8, 4-9, 4-10, and 4-11. Table 4-4 lists the Navigation Symbol Group. Table 4-4: Primary Mode: Navigation Symbol Group
Symbol Flt. Dir. Mode Annunciations Autopilot/TCS Annunciations Conformal Selelected Heading Mark Selected Heading Mark (HSI) Selected Heading Conformal Selected Course Mark Selected Course Mark (HSI) Selected Course Navigation Source Annunciations VOR TO/FROM Pointer (CDI) Lateral Deviation (CDI) Glideslope Deviation Distance Measuring Equipment (DME) HGS Approach Status AIII Marker Beacons Low Vis Takeoff PRI Mode Flight
Flight Director Modes: The active Flight Director Modes are annunciated at the top of the display with the lateral modes on the left and the vertical modes on the right. When a mode is activated, the corresponding mode annunciation will flash for five seconds and then remain steady. Table 4-5 lists the lateral and vertical Flight Director Mode annunciations displayed.
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Table 4-5: Primary Mode: Flight Director Mode Annunciations

Lateral Modes Mode Annunciation HDG SEL LOC AZ BC LNAV VOR VOR APP WINGS LV Captured Mode Name Heading Select Localizer Azimuth Back Course Lateral Navigation Vor VOR Approach Wings Level Vertical Modes Mode Annunciation EL GA ALT GS IAS VS PITCH VNAV Captured Mode Name Elevation Go-Around Altitude Hold Glideslope Indicated Airspeed Vertical Speed Pitch Hold Vertical NAV
Flight Director Modes
Lateral
Vertical
Figure 4-8: Primary Mode: Navigation Symbol Group (Flight Director Modes)
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Autopilot/Touch Control Steering (TCS) Annunciations: This Autopilot (AP) symbol provides an annunciation of the AFCS Autopilot Status. This is indicated by the letters "AP" displayed in the upper left corner of the Combiner. When Touch Control Steering (TCS) is active, the letters "AP" are replaced with the letters "TCS". The TCS annunciation will flash at or below 800 feet AGL when the HGS AIII Mode is active. Conformal Selected Heading Mark: A Selected Heading Mark is displayed on the Zero-Degree Pitch Line pointing to the related Selected Heading. If the Selected Heading is outside the currently-displayed heading scale on the Zero-Degree Pitch Line, then the Selected Heading mark is not displayed. Selected Heading Mark (HSI): A Selected Heading mark is displayed on the HSI pointing to the related Selected Heading. If the Selected Heading is outside the currently displayed heading scale on the HSI, then the Selected Heading mark is not displayed. Selected Heading: Selected Heading is displayed in the lower left corner of the display after the letters "HDG". A selected heading of 0o is displayed as "000". Conformal Selected Course Mark. A Conformal Selected Course Mark is displayed below the Zero-Degree Pitch Line pointing to the related Selected Course. It is selected on the Remote Course and Heading Control Panel in the Glareshield. The Conformal Selected Course Mark is surrounded by a 3o space in the Zero-Degree Pitch Line. If the Selected Course is outside the currently displayed Heading Scale on the Zero-Degree Pitch Line, then the Conformal Selected Course mark is "ghosted" to the side closest to the Selected Course. See Non-Conformal Display Characteristics later in this section. Selected Course Mark (HSI): A Selected Course Mark is displayed at the head of the Course Deviation Indicator (CDI) inside the HSI. If the Selected Course is outside the currently displayed heading scale on the HSI, then the Selected Course mark is not displayed. The reciprocal of the Selected Course is indicated by the tail of the CDI when in view. Selected Course: Selected Course is continuously displayed in the lower left corner of the display. The Selected Course setting is preceded by the letters "CRS for identification purposes. A selected course of 0o is displayed as "000".
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Conformal Selected Course Mark
Autopilot/Touch Control Steering (TCS) Selected Heading
Conformal Selected Heading Mark Selected Heading Mark Selected Course Mark
Selected Course Figure 4-9: Primary Mode: Navigation Symbol Group
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Navigation Source Annunciations: The Navigation Source is in the lower left corner of the display. Source selection is made on the Flight Guidance Controller. The possible Navigation Source annunciations are listed in Table 4-6. Table 4-6: Primary Mode: Navigation Source Annunciations
Annunciation ILS 1 ILS 2 MLS 1 MLS 2 VOR 1 VOR 2 RNV 1 Description #1 GS/LOC Receiver tuned and displayed on left side EFIS. #2GS/LOC Receiver tuned and displayed on left side EFIS. #1 MLS Receiver tuned and selected to display on left side EFIS. #2 MLS Receiver tuned and selected to display on left side EFIS. #1 NAV Receiver tuned to VOR (ILS #1 not tuned) and selected to display on left side EFIS. #2 NAV Receiver tuned to VOR (ILS #2 not tuned) and selected to display on left side EFIS. FMS is Nav Source Selected to display on left side of EFIS.
Lateral Deviation (CDI): Lateral Deviation is displayed on the HSI as a conventional Course Deviation Indicator (CDI). Displacement of the CDI with respect to its null position at the center of the 2 dot scale is the indication of the current lateral deviation during ILS, VOR, MLS or RNAV operations. VOR TO/FROM Pointer (CDI): VOR TO/FROM is displayed just inside the Selected Course mark. When pointing in the same direction as Selected Course, it indicates a "TO" condition; pointing away from Selected Course it indicates a "FROM" condition. The TO/FROM indicator is only displayed when the selected Nav source is VOR and while VOR deviation is valid. Glideslope Deviation: In the Primary mode, during ILS or MLS operations, Glideslope Deviation is displayed as a pointer against a vertical scale on the right side of the display just inside and centered on the Altitude Scale. Displacement of the Glideslope Deviation Pointer from its null position at the center of the 2 dot scale, indicates the current vertical deviation during ILS, MLS, or RNAV.
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Glideslope Deviation Pointer Lateral Deviation (CDI) Navigation Source Annunciation
Glideslope Deviation Scale VOR TO/FROM Pointer
Figure 4-10: Primary Mode: Navigation Symbol Group
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Distance Measuring Equipment (DME) Distance: Distance Measuring Equipment (DME) distance is displayed after the letters "DME" in the lower right corner of the display. The DME distance is displayed in 0.1 nautical mile increments between 0 and 99.9 miles, and in one nautical mile increments above 99.9 miles. HGS Approach Status AIII: The AIII symbol indicates that the AIII Mode meets all the requirements of an AIII approach and is available for selection. Marker Beacons: Flying over a marker beacon is annunciated by the characters "OM", "MM", and "IM" for the Outer Marker, Middle Marker and Inner Marker, respectively. They are displayed individually to the left of the Aircraft Reference symbol.
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Marker Beacons
HGS Approach Status AIII
Distance Measuring Equipment (DME) Distance
Figure 4-11: Primary Mode: Navigation Symbol Group
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Primary Mode: Flight Path Symbol Group

See Figures 4-12, 4-13 and 4-14. Table 4-7 lists the Flight Path Symbols (FPS) that move as a group. Table 4-7: Primary Mode: Flight Path Symbol Group
Symbol Flight Path Symbol (FPS) Flight Path Acceleration Speed Error Tape Flight Director-Derived Guidance Cue Flight Path Slip/Skid Indicator Flare Cue Low Vis Takeoff PRI Mode Flight
Flight Path Symbol (FPS): The Flight Path Symbol (FPS) is unique information not normally available on conventional head-down displays. The FPS displays the actual flight path vector of the aircraft. The gull wings of the FPS are angled downward 30 to the horizontal so that in a 30o level turn, the 30o angle overlays the Zero-Degree Pitch Line. The FPS is inertially-derived and gives an immediate indication of where the aircraft is going. The pilot can maneuver the aircraft and "fly" the FPS to the desired point. For example, if the FPS is above the Zero-Degree Pitch Line, the aircraft is climbing. If it is below the Zero-Degree Pitch Line, the aircraft is descending. The Flight Path angle is indicated by the position of the center of the Flight Path circle relative to the Pitch Scale. If the pilot positions the FPS to overlay the runway touchdown point and the Flight Path angle is -3o, then the aircraft is tracking a -3o approach angle to the runway touchdown point. The FPS is only displayed in flight and has priority over all other symbols except the Guidance Cue and Flare Command symbology. Any part of any other symbol that is within the circular portion of the FPS is not displayed.
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The FPS can be limited laterally, either by other symbology (Airspeed and Altitude Scales) or by the display field-of-view. When this occurs the FPS is "ghosted", meaning it is displayed as dashed lines rather than solid lines. This indicates that the FPS is no longer conformal with the real world scene. See Non-Conformal Display Characteristics later in this section for additional information.
Flight Path Symbol (FPS)
Figure 4-12: Primary Mode: Flight Path Symbol Group
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Flight Path Acceleration: The inertial acceleration (or deceleration) of the aircraft along the flight path is indicated by the Flight Path Acceleration symbol. It is an indication of the total sum of all forces affecting the aircraft including thrust, drag and the air mass through which the aircraft is moving. It represents the current energy state of the airplane. Therefore, it should not be thought of as a throttle indicator or command, however it can be used very effectively to control speed or flight path angle. The Flight Path Acceleration symbol is positioned, in flight, to the left of the FPS. When Flight Path Acceleration is above the "wing" of the FPS, the aircraft is accelerating. When it is below the FPS wing, the aircraft is decelerating. When it is positioned directly level with the FPS wing, the aircraft is in a steady state (neither accelerating nor decelerating). When either the aircraft is not in flight, or the FPS is not displayed, then the Flight Path Acceleration Symbol is positioned with respect to the Aircraft Reference symbol. NOTE: To avoid confusion in the control of aircraft thrust, the Flight Path Acceleration symbol is removed from the display when the HGS detects a low level, decreasing-performance windshear below 400 feet AGL. Speed Error Tape: The Speed Error Tape displays the difference between the indicated airspeed and the airspeed selected on the HGS Remote Airspeed Select Unit (RASU). The Speed Error Tape is positioned on the left wing of the Flight Path Symbol. If the airspeed is faster than the selected air speed, the Speed Error Tape rises above the wing. If the airspeed is slower than the selected air speed, the Speed Error Tape falls below the wing. Each one-degree of Speed Error Tape length (about the diameter of the Flight Path circle) represents approximately five knots of airspeed error. The tape length is limited to 15 knots of error. On the RASU, the lowest numerical setting that can be entered and used for the Speed Error Tape is 55 knots. If the control knob is rotated counterclockwise to the mechanical stop, the value is less than 55 knots and Selected Airspeed is displayed as " - - - " (dashes). In this case, the Speed Error Tape is removed from the display.
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Speed Error Tape
Flight Path Acceleration
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Flight Director-Derived Guidance Cue: The Guidance Cue can be thought of as a "Flight Path Director". It functions in the same way as a conventional single cue flight director. The objective is to capture the Guidance Cue inside the Flight Path circle using pitch and roll control inputs. The Guidance Cue is controlled by the pitch and roll command signals from the Automatic Flight Control System (AFCS). Flight Path Slip/Skid: The Flight Path Slip/Skid Indicator is located just below the Flight Path Symbol and moves laterally with respect to the Flight Path Symbol, dependent on the lateral acceleration of the aircraft. This symbol is the same shape as the Aircraft Slip/Skid Indicator. The Flight Path Slip/Skid Indicator is displayed only if the Flight Path Symbol is displayed and is active from aircraft rotation until altitude is greater than or equal to 1500 feet AGL. Also, if a go-around is initiated below 1000 feet AGL, the Flight Path Slip/Skid Indicator is displayed while altitude is less than 1500 feet AGL. Flare Cue: A Flare Cue reminds the pilot to visually flare the aircraft. The Flare Cue is a pair of plus symbols; one showing on each side and directly above the wings of the Flight Path Symbol. The Flare Cue starts to flash as the aircraft descends through 55 feet Radio Altitude, and continues flashing until the aircraft descends through 10 feet. NOTE: The Flare Cue is fixed to the Flight Path symbol and is not used to command or provide guidance for the Flare maneuver.
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Flare Cue
Flight Director-Derived Guidance Cue Flight Path Slip/Skid
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Approach Mode Symbology

Many symbols are common to all HGS modes. Common Symbol descriptions and illustrations are duplicated in both the Primary Mode Symbology and Approach Mode Symbology parts of this section. Because AIII is the recommended approach mode, it is the focus of the approach mode symbol descriptions and illustrations that follow. Symbols for AIII, IMC, and VMC approach modes are described and illustrated in the following order: Attitude Airspeed Altitude Navigation Flight Path
Approach Modes: Attitude Symbol Group

See Figures 4-15, 4-16, 4-17, 4-18 and 4-19. The Attitude Symbol Group has the symbols listed in Table 4-8: Table 4-8: Approach Modes: The Attitude Symbol Group
Symbol Aircraft Reference Roll Scale and Pointer Magnetic Heading Zero-Degree Pitch Line Pitch Scale Magnetic Heading Scale (tic marks) Magnetic Heading Index Slip/Skid Indicator AIII Mode Approach Rollout IMC Mode VMC Mode
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Aircraft Reference: The Aircraft Reference Symbol (Boresight symbol) represents the projected centerline of the aircraft (boresight). The vertex of the upper outline is the actual boresight point. The Aircraft Reference symbol is positioned at a fixed location on the display and, unlike other displayed symbols, it is not dependent on any sensor or equipment inputs. Its function is similar to the aircraft symbol on conventional attitude instruments and is always present when the HGS is powered and in normal operation.
Aircraft Reference Symbol
Vertex (Boresight Point)
Figure 4-15: Approach Modes: Attitude Symbol Group
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Roll Scale and Pointer: The Roll Scale and Pointer is positioned above the Aircraft Reference symbol. The scale has tic marks at 10o increments between 0o to 30o. Tic marks at 45o and 60o are also added to the Roll Scale when the aircraft exceeds 35o and 50o, respectively. The Roll Scale is similar to the "Sky Pointer" on a conventional ADI. The pointer points to the corresponding roll attitude on the scale. Magnetic Heading: The aircraft's current Magnetic Heading is displayed directly below the Roll Scale Pointer and is preceded by the alpha letter "H". Magnetic Heading is expressed to the nearest one degree with a heading of 0o being displayed as "H 000". Zero-Degree Pitch Line: The Zero-Degree Pitch Line is displayed relative to the Aircraft Reference symbol and is positioned based on the current aircraft pitch attitude. When the aircraft reference symbol overlays the Zero-Degree Pitch Line, the aircraft is in a level pitch attitude. The roll attitude is displayed as the Zero-Degree Pitch Line rolled left or right relative to the Boresight symbol. Because the vertex of the Aircraft Reference symbol represents the extended centerline of the aircraft (boresight), the Zero-Degree Pitch Line is conformal with the real world horizon relative to the aircraft pitch and roll attitude. NOTE: The Zero-Degree Pitch Line represents the aircrafts pitch attitude relative to the earth. The pilot sees the Zero-Degree Pitch Line on a flat plane. The curvature of the earth shows because the Zero-Degree Pitch Line is set above the real-world horizon at altitude. The distance between the HGS ZeroDegree Pitch Line and the earth horizon is proportional to the aircrafts altitude and should not be interpreted as an error in display positioning. At approximately 2500 feet AGL, the Zero-Degree Pitch Line will align with the earths horizon. Pitch Scale: The Pitch Scale displays in five degree increments from -20o to +25o and in ten degree increments between 30o and 90o. At the ends of each pitch line is a vertical tic mark pointed in the direction of the Zero-Degree Pitch Line and labeled with its related scale, e.g., 5, -5, and so on. Vertical attitude is determined by noting where the scale is positioned in relation to the Aircraft Reference Symbol.
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When the aircraft attitude is approximately 25o, the Zero-Degree Pitch Line and the Flight Path symbol will not be displayed conformally. The Pitch Scale is compressed to allow these symbols to remain on the display. The position of these symbols is maintained relative to one another, but the display is no longer conformal with the real world. When display compression occurs, certain Vertical Scale lines are removed. See Unusual Attitude description and illustration later in this section. Roll Scale and Pointer Magnetic Heading
Pitch Scale
Zero-Degree Pitch Line
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Conformal Heading Scale (Tic Marks): The Magnetic Heading Scale is displayed on the Zero-Degree Pitch Line. The scale is marked every 5o (tic marks) and labeled every 10o. Magnetic Heading is conformal with the real world. For example: a point on the earth underlying the "30" mark on the Heading scale would take a heading of 300 degrees to fly over. The four Cardinal headings of North, South, East, and West are expressed as 00, 18, 09 and 27, respectively. Magnetic Heading Index. At the center of the Zero-Degree Pitch Line is a downward pointing triangle called the Heading Index. This points to the actual Magnetic Heading of the aircraft (where the nose is pointing) and is positioned directly below (or above) the Aircraft Reference symbol. Slip/Skid Indicator: The Slip/Skid indicator is located as part of the Roll Scale Pointer. The bottom portion of the Roll Scale Pointer moves laterally with respect to the top triangle portion of the pointer and is dependent on the lateral acceleration of the aircraft. The slip/skid indicator functions like a conventional slip/skid indicator.
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Slip/Skid Indicator
Conformal Heading Scale
Magnetic Heading Index
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Approach Modes: Airspeed Symbol Group

See Figures 4-18. Table 4-19 lists the Airspeed Symbol group. Table 4-9: Approach Modes: The Airspeed Symbol Group
Symbol Selected Airspeed Airspeed Ground Speed Wind Speed and Direction AIII Approach Rollout IMC Mode VMC Mode
Selected Airspeed: Selected Airspeed is displayed in the upper left corner of the display under the alpha characters AS. Airspeed values between 55 and 400 knots are selected on the HGS RASU. A RASU setting less than 55 knots displays as " - - - " (dashes). See Speed Error Tape in Flight Path Symbol Group for related information. Airspeed: The Airspeed moves relative to the Flight Path Symbol (FPS). Airspeed is positioned just to the left and beneath the FPS. Ground Speed: Ground Speed is displayed in the lower left corner of the display under the alpha characters GS. Wind Speed and Direction: The current Wind Speed and Direction, derived from the IRU, is displayed in the upper right corner of the display. Wind Speed is displayed directly below the Wind Direction arrow. The Wind Direction is referenced to the aircraft's heading. A Wind Direction arrow pointing straight up (the 12 o'clock position) identifies a direct tail wind. A Wind Direction arrow pointing to the right (the 3 o'clock position) identifies a direct left crosswind. Wind Speed and Direction are displayed when the aircraft is in flight and the Wind Speed exceeds six knots. They are both removed when the Wind Speed drops below 4 knots.
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Wind Speed and Direction
Selected Airspeed Airspeed
Ground Speed
Figure 4-18: Approach Modes: Airspeed Symbol Group
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Approach Modes: Altitude Symbol Group

See Figure 4-19. Table 4-10 lists the Altitude Symbol group: Table 4-10: Approach Modes: The Altitude Symbol Group Symbol Barometric Altitude Radio Altitude Vertical Speed Decision Height Message AIII Mode Approach Rollout IMC Mode VMC Mode
Barometric Altitude: The Barometric Altitude symbol moves relative to the Flight Path Symbol (FPS). Barometric Altitude is positioned just to the right and beneath the FPS and followed by the letter "B". Radio Altitude: The Radio Altitude is displayed in ten foot increments between 50 and 1500 feet, five foot increments between 10 and 50 feet and one foot increments between -20 and 10 feet. Radio Altitude is positioned below the FPS. Vertical Speed: Vertical Speed is displayed down and to the right of the Flight Path Symbol (FPS). It is followed by the alpha characters VS. The Vertical Speed value is expressed in 50 feet/minute increments and has a range of 9900 feet/minute. Decision Height Message: A Decision Height (DH) message is displayed to the left of Radio Altitude when the selected decision height (altitude) has been reached. Selection is made on the Captain's ADI. When activated, "DH" flashes for 3 seconds and then remains steady.
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Barometric Altitude Vertical Speed Radio Altitude
Decision Height Message
Figure 4-19: Approach Modes: Altitude Symbol Group
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Approach Modes: Navigation Symbol Group

See Figures 4-20, 4-21, 4-22, and 4-23. Table 4-11 lists the Navigation Symbol Group. Table 4-11: Approach Modes: Navigation Symbol Group
Symbol Flight Director Mode Annunciations Mode Annuncations Autopilot/TCS Annunciations Conformal Selected Heading Mark Marker Beacons Selected Heading Conformal Selected Course Mark Selected Course Navigation Source Annunciations VOR TO/FROM Annunciation Runway Elevation Lateral Deviation Line Glideslope Deviation Line Distance Measuring Equipment (DME) HGS Approach Status AIII Runway Edgelines NOTES: AIII Mode Approach Rollout IMC Mode VMC Mode
1 2
1 Does not display ILS1. 2 Displays for five seconds after activation or entry of runway elevation.
Flight Director Mode Annunciations: Flight Director Mode annunciations are displayed at the top of the display with the lateral modes on the left and the vertical modes on the right. Only captured modes are annunciated on the display. When a mode is captured, the corresponding mode annunciation will flash for five seconds and then remain steady. Table 4-12 lists the lateral and vertical Flight Director Mode annunciations displayed.
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Table 4-12: Approach Modes: Flight Director Mode Annunciations

Lateral Modes Mode Annunciation HDG SEL LOC AZ BC LNAV VOR VOR APP WINGS LV Captured Mode Name Heading Select Localizer Azimuth Back Course Lateral Navigation Vor VOR Approach Wings Level Vertical Modes Mode Annunciation EL GA ALT GS IAS VS PITCH VNAV Captured Mode Name Elevation Go-Around Altitude Hold Glideslope Indicated Airspeed Vertical Speed Pitch Hold Vertical NAV
Flight Director Modes
Lateral
Vertical
Figure 4-20: Approach Modes: Navigation Symbol Group
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HGS Mode Annunciations: The current approach mode is displayed in the upper right corner just above the Wind Speed and Direction symbols. Available approach modes are AIII, IMC, or VMC. Autopilot/Touch Control Steering (TCS): This Autopilot (AP) symbol provides an annunciation of the AFCS Autopilot Status. This is indicated by the letters "AP" displayed in the upper left corner of the Combiner. When Touch Control Steering (TCS) is active, the letters "AP" are replaced with the letters "TCS". Conformal Selected Heading Mark: A Conformal Selected Heading Mark is displayed on the Zero-Degree Pitch Line pointing to the related Selected Heading. If the Selected Heading is outside the currently displayed heading scale on the Zero-Degree Pitch Line, then the Selected Heading mark is not displayed. Marker Beacons: Flying over a Marker Beacon is annunciated by the characters "OM", "MM", and "IM" for the Outer Marker, Middle Marker and Inner Marker, respectively. They are displayed individually to the left of the Aircraft Reference symbol. Selected Heading. Selected Heading is displayed in the lower left corner of the display after the letters "HDG". It is displayed only for five seconds after selection. The Selected Heading is preceded by the alpha characters HDG for identification purposes. A selected heading of 0o is displayed as "000".
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Autopilot/Touch Control Steering (TCS) Marker Beacons
Conformal Selected Heading Mark
Selected Heading
HGS Mode Annunciations
Figure 4-21: Approach Modes: Navigation Symbol Group
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Conformal Selected Course Mark: A Conformal Selected Course Mark is displayed below the Zero-Degree Pitch Line pointing to the related Selected Course. It is selected on the Remote Course and Heading Control Panel in the Glareshield. The Conformal Selected Course Mark is surrounded by a 3o space in the Zero-Degree Pitch Line. If the Selected Course is outside the currently displayed Heading Scale on the Zero-Degree Pitch Line, then the Conformal Selected Course mark is "ghosted" to the side closest to the Selected Course. See Non-Conformal Display Characteristics later in this section. Selected Course: Selected Course is continuously displayed in the lower left corner of the display. It is displayed only for five seconds after selection. The Selected Course setting is preceded by the alpha characters "CRS for identification purposes. A selected course of 0 is displayed as "000". Navigation Source Annunciations: The Navigation Source is in the lower left corner of the display in all approach modes except "VMC". Selection of the source is made on the Flight Guidance Controller. The possible Navigation Source annunciations are listed in Table 4-13. Table 4-13: Approach Modes: Navigation Source Annunciations
Annunciation ILS 1 ILS 2 MLS 1 MLS 2 VOR 1 VOR 2 RNV 1 Description #1 GS/LOC Receiver tuned and displayed on left side EFIS. #2 GS/LOC Receiver tuned and displayed on left side EFIS. #1 MLS Receiver tuned and selected to display on left side EFIS. #2 MLS Receiver tuned and selected to display on left side EFIS. #1 NAV Receiver tuned to VOR (ILS #1 not tuned) and selected to display on left side EFIS. #2 NAV Receiver tuned to VOR (ILS #2 not tuned) and selected to display on left side EFIS. FMS is Nav Source Selected to display on left side EFIS.
VOR TO/FROM Annunciation: In the "IMC" mode, the VOR TO or FROM is annunciated by displaying either "TO" or "FROM" directly below the "VOR" Navigation Source Annunciation. This is also true in the AIII mode, but only if the Captain's Nav is tuned to a VOR frequency after the AIII mode is entered. This will also result in the loss of the AIII status ("NO AIII"). VOR TO/FROM shows in AIII and IMC Modes.
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Conformal Selected Course Mark
Selected Course
Navigation Source Annunciations VOR TO/FROM Annunciation Figure 4-22: Approach Modes: Navigation Symbol Group
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Runway Elevation: Runway Elevation is displayed on the Combiner directly above the DME data for a period of five seconds after either of the following conditions: 1. The "AIII" mode is selected, or; 2. The Runway Elevation value is changed during an AIII mode operation. The display consists of the characters "ELV" followed by the runway elevation entered on the HGS HCP "ELV" line. Runway Elevation shows in AIII Mode only. Lateral Deviation Line: Lateral Deviation is displayed as two vertical bars referenced to the Selected Course mark. Lateral Deviation is indicated by the displacement of the symbol, left or right of the Selected Course mark during ILS (LOC) or LOC, VOR, MLS or RNAV operations. Localizer Deviation results in a 0.25o (1/5th of a dot on the HSI) deviation error when the localizer deviation line is displaced to either edge of the Zero-Degree Pitch Line around the Selected Course mark gap. The Lateral Deviation Line shows in AIII and IMC Modes. Glideslope Deviation Line: Glideslope Deviation is displayed as two horizontal bars referenced to the Glideslope Reference Line. Glideslope Deviation is indicated by the displacement of the symbol above or below the Glideslope Reference Line during ILS (LOC) or MLS operations. The Glideslope Deviation symbol is removed from the display below 70 feet. The Glideslope Deviation Line shows in AIII and IMC Modes. Distance Measuring Equipment (DME) Distance: Distance Measuring Equipment (DME) distance is displayed after the letters "DME" in the lower right corner of the display. The DME distance is displayed in 0.1 nautical mile increments between 0 and 99.9 miles, and in one nautical mile increments above 99.9 miles. HGS Approach Status AIII: The AIII symbol indicates that the AIII Mode meets all the requirements of an AIII approach and is available for selection. Runway Edgelines: Runway Edgelines are displayed between 300 feet AGL and 60 feet AGL. The aircrafts orientation to the runway is shown with the runway symbols in perspective to the real world runway. The
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lateral position of the Runway Edgelines is set by the Selected Course Control. HGS Approach Status AIII
Runway Edgelines
Lateral Deviation Line
Runway Elevation
Glideslope Deviation Line
Distance Measuring Equipment (DME) Distance Figure 4-23: Approach Modes: Navigation Symbol Group
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Approach Modes: Flight Path Symbol Group

See Figures 4-24, 4-25, 4-26, 4-27, 4-28, and 4-29. Table 4-14 lists the Flight Path Symbols that move as a group. Table 4-14: Approach Modes: Flight Path Symbol Group
Symbol Flight Path Symbol (FPS) Flight Path Acceleration Speed Error Tape HGS-Derived Guidance Cue Flight Director-Derived Guidance Cue Glideslope Reference Line Flight Path Slip/Skid Indicator IDLE Message Flare Command Flare Cue AIII Mode Approach Rollout IMC Mode VMC Mode
Flight Path Symbol (FPS): The Flight Path Symbol (FPS) is unique information not normally available on conventional head-down displays. The FPS displays the actual flight path vector of the aircraft. The gull wings of the FPS are angled downward 30o to the horizontal so that in a 30o level turn, the 30o angle overlays the Zero-Degree Pitch Line. The FPS is inertially-derived and gives an immediate indication of where the aircraft is going. The pilot can maneuver the aircraft and "fly" the FPS to the desired point. For example, if the FPS is above the Zero-Degree Pitch Line, the aircraft is climbing. If it is below the Zero-Degree Pitch Line, the aircraft is descending. The Flight Path angle is indicated by the position of the center of the Flight Path circle relative to the Pitch Scale. If the pilot positions the FPS to overlay the runway touchdown point and the Flight Path angle is -3o, then the aircraft is tracking a -3o approach angle to the runway touchdown point.
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The FPS is only displayed in flight and has priority over all other symbols except the Guidance Cue and Flare Command symbology. Any part of any other symbol that is within the circular portion of the FPS is not displayed. The FPS can be limited laterally, either by other symbology (Airspeed and Altitude Scales) or by the display field-of-view. When this occurs, the FPS is "ghosted", meaning it is displayed as dashed lines rather than solid lines. This indicates that the FPS is no longer conformal with the real world scene. See Non-Conformal Display Characteristics later in this section for additional information.
Flight Path Symbol
Figure 4-24: Approach Modes: Flight Path Symbol Group
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HGS-Derived Guidance Cue: The Guidance Cue can be thought of as a "Flight Path Director". It functions in the same way as a conventional single cue flight director. The objective is to capture the Guidance Cue inside the Flight Path circle using pitch and roll control inputs. When the HGS "AIII" approach mode is active, the Guidance Cue is controlled by the HGS Computer. It is designed for very fine tracking of the localizer and glideslope down to flare, after which it will command a flare maneuver while continuing to track the localizer laterally. It is removed from the display at touchdown. If the HGS is not AIII capable ("NO AIII" after the AIII mode is entered), then the Guidance Cue is removed from the display if the aircraft descends below 150 feet AGL. If any of the parameters used in the calculation of the Guidance Cue are invalid, the Guidance Cue is removed immediately. The HGS-Derived Guidance Cue is used in AIII Mode only. Flight Director-Derived Guidance Cue. The Flight Director Guidance Guidance Cue can be thought of as a "Flight Path Director". It functions in the same way as a conventional single cue flight director. The objective is to capture the Guidance Cue inside the Flight Path circle using pitch and roll control inputs. The Flight Director-Derived Guidance Cue is controlled by the pitch and roll command signals from the Automatic Flight Control System (AFCS). The Flight Director-Derived Guidance Cue is used in IMC Approach Mode. Flight Path Slip/Skid Indicator: The Flight Path Slip/Skid indicator is located on the display as part of the Roll Scale Pointer. The bottom portion of the Roll Scale Pointer moves laterally with respect to the top triangle portion of the pointer and is dependent on the lateral acceleration of the aircraft. The slip/skid indicator functions like a conventional slip/skid indicator.
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Guidance Cue HGS and Flight Director Flight Path Slip/Skid
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Flight Path Acceleration: The inertial acceleration (or deceleration) of the aircraft along the flight path is indicated by the Flight Path Acceleration symbol. It is an indication of the total sum of all forces affecting the aircraft including thrust, drag and the air mass through which the aircraft is moving. It represents the current energy state of the airplane. Therefore, it should not be thought of as a throttle indicator or command, however it can be used very effectively to control speed or flight path angle. The Flight Path Acceleration symbol is positioned, in flight, to the left of the FPS. When Flight Path Acceleration is above the "wing" of the FPS, the aircraft is accelerating. When it is below the FPS wing, the aircraft is decelerating. When it is positioned directly level with the FPS wing, the aircraft is in a steady state (neither accelerating nor decelerating). When either the aircraft is not in flight, or the FPS is not displayed, then the Flight Path Acceleration Symbol is positioned with respect to the Aircraft Reference symbol. NOTE: To avoid confusion in the control of aircraft thrust, the Flight Path Acceleration symbol is removed from the display when the HGS detects a low level, decreasing-performance windshear below 400 feet AGL. Speed Error Tape: The Speed Error Tape displays the difference between the indicated airspeed and the airspeed selected on the HGS Remote Airspeed Select Unit (RASU). The Speed Error Tape is positioned on the left wing of the Flight Path symbol. If the airspeed is faster than the selected air speed, the Speed Error Tape rises above the wing. If the airspeed is slower than the selected air speed, the Speed Error Tape falls below the wing. Each one-degree of Speed Error Tape length (about the diameter of the Flight Path circle) represents approximately five knots of airspeed error. The tape length is limited to 15 knots of error. On the RASU, the lowest numerical setting that can be entered and used for the Speed Error Tape is 55 knots. If the control knob is rotated counterclockwise to the mechanical stop, the value is less than 55 knots and Selected Airspeed is displayed as " - - - " (dashes). In this case, the Speed Error Tape is removed from the display.
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Speed Error Tape
Flight Path Acceleration
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Glideslope Reference Line: The Glideslope Reference Line is a conformal display of the glideslope angle entered on the HGS Control Panel (HCP). It is displayed as a series of dashed lines positioned below the Zero-Degree Pitch Line. If a -3.00 degree angle is entered, then the Glideslope Reference Line is positioned 3 degrees below the Zero-Degree Pitch Line and centered on the display. At the outside ends of the Glideslope Reference Line is a number that shows the selected glideslope angle. Because the Glideslope Reference Line is a conformal display, positioning the Flight Path Symbol over the Glideslope Reference Line results in the aircraft flying a descent angle equal to the selected glideslope. During visual approaches, by overlaying the Glideslope Reference Line on the runway touchdown zone and then maintaining the Flight Path Symbol on the Glideslope Reference Line. The selected descent angle is maintained to the runway. When VMC mode is selected, the Reference Glideslope Line is automatically reset to -3.00 degrees. If a different glideslope angle is desired while performing a VMC approach, this must be selected after the mode is selected.
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Glideslope Reference Line
Figure 4-27: Approach Modes: Glideslope Reference Line
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IDLE Message: The IDLE message is displayed to remind the pilot to reduce the aircraft thrust to idle for touchdown. The "IDLE" message is displayed directly below the Flight Path and Radio Altitude symbology. The IDLE message is displayed at three feet Radio Altitude. The IDLE message shows in AIII mode only. Flare Command: At flare initiation height in AIII Mode, a Flare Command is displayed as a plus ( + ) symbol positioned approximately 3 below the Guidance Cue. The Flare Command symbol flashes and rises toward the Guidance Cue at a rate directly related to the aircraft descent rate until the Flare Cue embeds itself in the Guidance Cue. The Flare Command then becomes the Guidance Cue. The pilot will follow the Guidance Cue to perform the flare maneuver through touchdown. Loss of the AIII flare guidance results in the loss of AIII status and an approach warning (APCH WARN) message. The Flare Command shows in AIII Mode only. Flare Cue: A Flare Cue reminds the pilot to visually flare the aircraft. The Flare Cue is a pair of plus symbols; one showing on each side and directly above the wings of the Flight Path symbol. The Flare Cue starts to flash as the aircraft descends through 55 feet Radio Altitude, and continues flashing until the aircraft descends through 10 feet. NOTE: The Flare Cue is fixed to the Flight Path symbol and is not used to command or provide guidance for the Flare maneuver. The Flare Cue shows in Primary, IMC, and VMC Modes.
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Flare Command IDLE Message
Figure 4-28: Approach Modes: AIII Mode IDLE Message and Flare Command
Flare Cue
Figure 4-29: Approach Modes: Flare Cue Message

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Low Visibility Takeoff and Rollout Guidance Symbology

See Figure 4-30. Table 4-14 shows the modes in which the Ground Localizer Line can be displayed. Table 4-14: Low Visibility Takeoff and Rollout Guidance Symbol
Symbol Ground Localizer Line PRI Mode AIII Mode Low Vis Flight Approach Rollout IMC Mode Takeoff VMC Mode
Ground Localizer Line: The Ground Localizer Line is displayed to assist in centerline tracking on takeoff and landing rollout. The Ground Localizer Line is displayed when: the aircraft is on the ground, and #1 and #2 VHF Nav Receivers must be tuned to an ILS frequency that is valid and selected for display.
The Ground Localizer Line is positioned and is referenced to the Selected Course Mark. It is displayed as a continuous vertical bar.
Ground Localizer Line
Figure 4-30: Ground Localizer Line

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Non-Normal Situation Symbology

This section describes symbology that is only seen in non-normal situations. These symbols are described in the following subsections: Landing Attitude (LDG ATT) Message Limits and Warning Messages Failure Flags
Landing Attitude (LDG ATT) Message

See Figure 4-31. Table 4-15 shows the HGS modes in which the Landing Attitude Message can be displayed. Table 4-15: Landing Attitude (LDG ATT) Message
Symbol "LDG ATT" Message PRI Mode AIII Mode Low Vis Flight Approach Rollout IMC Mode Takeoff VMC Mode
The Landing Attitude (LDG ATT) message (see Figure 4-31) provides a warning of a potential tailstrike during an approach for a DHC8-300 aircraft. The characters "LDG ATT" are displayed below the Aircraft Reference symbol when the aircraft is below 500 feet radio altitude, and when either the pitch angle exceeds six degrees or when the pitch angle is invalid.
Landing Attitude Message
Figure 4-31: LDG ATT Message

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Limits and Warning Messages

Table 4-16 lists the HGS limits and warning messages. Table 4-16: Limits and Warning Messages
Symbol ALIGN HUD Message APCH WARN Message NO AIII Status Message Unusual Attitude PRI Mode AIII Mode Low Vis Flight Approach Rollout IMC Mode Takeoff VMC Mode
ALIGN HUD: An "ALIGN HUD" message (see Figure 4-32) is displayed to indicate that the HGS Combiner is not properly aligned for a VMC approach. For additional information, refer to subsection VMC Approach Mode in Section 3: Modes of Operation. ALIGN HUD shows in VMC Mode only. NOTE: If the "ALIGN HUD" message cannot be removed, do not use the HGS in VMC mode.
ALIGN HUD Message
Figure 4-32: ALIGN HUD Message

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Approach Warning (APCH WARN): During AIII approaches an APCH WARN message is displayed below 500 feet when either of the following occur: no AIII status, or approach tolerances are exceeded.
APCH WARN is centered over the Aircraft Reference symbol. See Figure 4-33. See the "Modes Of Operation" section or the "Appendix" for more information. NO AIII Status: Once AIII mode has been selected, a loss of Category III capability causes a boxed NO AIII message to be displayed on the combiner. NO AIII flashes for 5 seconds and then remains steady. The MODE display line on the HCP changes from AIII to NO AIII. The NO AIII annunciation continues to display on both the combiner and HCP until either another HGS mode is selected, or until Category III capability is regained. Approach Warning Message
Figure 4-33: Approach Warning
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Unusual Attitude: A chevron shows on the Pitch Scale to enhance interpretation of attitude while in unusual attitude situations. A downward pointing chevron is placed between the 30o to 50o vertical marks and an upward pointing chevron is placed between the -20o to -40o vertical marks. See Figure 4-34. Also see Non-Conformal Display Characteristics later in this section. When the aircraft exceeds +30o or -20o, the Zero-Degree Pitch Line and Pitch Scale are no longer conformal. See Non-Conformal Display Characteristics later in this section.
Figure 4-34: Unusual Attitude
Unusual Attitude Chevron
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Failure Flags
Failure Flags are displayed for invalid sensor status and miscompares between certain similar parameters. These are generally indicated by boxed annunciations of the affected parameters, and in the case of a failure, the removal of all symbols related to the fault. In some cases, the HGS removes related symbols as a result of other symbols being removed due to a failure. Flags associated with a miscompare of similar data results in the display of a flag without the removal of the related symbols. In this case, the flag indicates that the applicable data should be verified by crosschecks with other cockpit displays. Table 4-17 lists the sensor status flags that can be displayed by the HGS. See Figure 4-35 for display locations. Table 4-17: Sensor Failure Flags
Flags Attitude Altitude Miscompare Heading Heading Miscompare Airspeed Altitude Selected Altitude Selected Airspeed Radio Altitude Lateral Deviation Localizer Miscompare Flight Director Vertical Speed PRI Mode AIII Mode Flight Approach Rollout IMC Low Vis Mode Takeoff VMC Mode
Pitch or Roll (Attitude) failure is indicated by the boxed characters ATT FAIL information. Pitch or Roll Attitude miscompare is indicated by the boxed characters ATT in the top right center area of the display.
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Heading failure is indicated by the boxed characters HDG FAIL in the lower center area of the display and the removal of all heading data. In Primary mode, this flag is positioned in the center of the HSI. Heading miscompare is indicated by the boxed characters HDG in the lower right center of the display. In the Primary mode, this is just above and right of the HSI Heading Index. Airspeed failure is indicated by the boxed characters SPD replacing the Speed Tape or Airspeed on the display. Altitude failure is indicated by the boxed characters ALT replacing the Altitude Tape or the Altitude on the display. Selected Altitude failure is indicated by the characters "SEL ALT" replacing the Selected Altitude data. Selected Airspeed failure is indicated by the characters "SEL SPD" replacing the Selected Airspeed data. Radio Altitude failure is indicated by the boxed characters "RA" replacing the Radio Altitude data. Lateral Deviation failure is indicated by a box displayed around the Navigation Source Annunciation (for example, boxed VOR), and the removal of the Course Deviation Indicator (CDI) display. Localizer miscompare (during reduced visibility takeoff) between Localizer #1 and Localizer #2 or the failure of Localizer #2, is indicated by the removal of the Localizer display. In addition, the characters "LOCCMP" are shown in place of the Conformal Selected Course Mark. Once airborne, this comparison is no longer done. Flight Director failure is indicated by the characters "FD FAIL" replacing the Flight Director vertical and lateral modes at the top of the display. Vertical Speed causes vertical speed information to be removed and the boxed characters VS to be displayed in the lower right of the display.
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Figure 4-35: Failure Flags
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Non-Conformal Display Characteristics

HGS software displays certain symbols in a non-conformal manner depending on aircraft attitude and HGS mode of operation.
Exclusion Window
Generally, critical flight path symbols have display priority over other symbols. Such critical symbols will blank; that is, write over symbols of a lower display priority. The Flight Path Symbol is one of these symbols. For example, when it moves over the Zero-Degree Pitch line, it causes a portion of the Zero-Degree Pitch Line to be excluded from the display (not display). The excluded part of the Zero-Degree Pitch line is defined by the size of the invisible rectangular box around the Flight Path Symbol, and the portion of the box that touches the Zero-Degree Pitch Line.
Clipped Symbols
Symbols are also clipped when the aircraft attitude causes the HGS to position certain symbols outside the display boundary. This occurs to the HSI when either pitch or flight path angle cause the Zero-Degree Pitch line or the Flight Path Symbol to reach its display limit above the HSI. As the pitch or flight path angle increases further, the HSI is pushed down off the bottom of the Combiner display. See description of HSI Symbol in this section for detailed data.
Limited and Ghosted Symbols

The HGS limits some symbols to always remain inside the Combiner display boundaries set by the HGS. Depending on the symbol, it may be ghosted. For example, if the aircraft attitude is such that the Flight Path Symbol is no longer conformal to the real world, it is ghosted (comprised of dashed lines). The ghosted symbol is displayed at the edge of the combiner display (see Figure 4-36) to indicate in which direction the pilot needs to fly the aircraft to acquire the conformal display. Once a symbol is ghosted, it will remain ghosted until it moves back inside its limit.
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Display Compression
When the aircraft attitude is such that the Zero-Degree Pitch Line or the Flight Path symbol can not be displayed conformally, the Pitch Scale is compressed to allow these symbols to remain on the display. The position of these symbols is maintained relative to one another, but the display is no longer conformal with the real world. When the pitch attitude is approximately 25o, display compression occurs and some Vertical Scale lines are removed. See Unusual Attitude description and illustration earlier in this section.
Figure 4-36: Ghosted Flight Path Symbol
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HGS Modes/Symbology Matrix

Table 4-18 lists symbols associated with the categories defined above. The table shows in which HGS modes a symbol can be displayed. Symbols are described (presented in this section) in the order listed in this table. Table 4-18: HGS Modes/Symbology Matrix (page 1 of 5)
Flags Attitude Symbology Aircraft Reference Roll Scale and Pointer Magnetic Heading Zero-Degree Pitch Line Pitch Scale Magnetic Heading Scale (tic marks) Magnetic Heading Index HSI Heading Scale Slip/Skid Indicator Airspeed Symbology Computed Airspeed Scale and Index Selected Airspeed Wind Speed and Direction Selected Airspeed Mark Airspeed Odometer Max. Allowable Airspeed Tape Airspeed Trend Vector Ground Speed PRI Mode AIII Mode Low Vis Flight Approach Rollout IMC Mode Takeoff VMC Mode
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Table 4-18.
Flags
HGS Modes/Symbology Matrix (page 2 of 5)

PRI Mode AIII Mode Low Vis Flight Approach Rollout IMC Mode Takeoff VMC Mode
Altitude Symbology Barometric Altitude Scale and Index Selected Altitude Barometric Altitude Odometer Altitude Trend Vector Selected Altitude Mark Radio Altitude Vertical Speed Navigation Symbolology Flt. Dir. Mode Annunciations Autopilot/TCS Annunciations Conformal Selected Heading Mark Sel Hdg. Mark (HSI) Selected Heading Conformal Selected Course Mark Sel Course Mark (HSI) Selected Course Navigation Source Annunciations VOR TO/FROM Pointer (CDI) Lateral Deviation (CDI)
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Table 4-18.
Flags

Navigation Symbology Continued Glideslope Deviation Distance Measuring Equipment (DME) HGS Approach Status AIII Flight Path Symbology Flight Path Symbol (FPS) Flight Path Acceleration Speed Error Tape Flight Director-Derived Guidance Cue Flight Path Slip/Skid Indicator Approach Mode Symbology Mode Annunciations HGS-Derived Guidance Cue Lateral Deviation Line Glideslope Reference Line Glideslope Deviation Line VOR TO/FROM Annunciation Runway Elevation Barometric Altitude Airspeed Vertical Speed Radio Altitude
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Table 4-18.
Flags

Approach Mode Symbology Continued Marker Beacons Decision Height Message Runway Edgelines IDLE Message Flare Command Flare Cue Lo Vis. T/O & RO. Gdnc. Sym. Ground Localizer Line Non-Normal Situation Symbology "LDG ATT" Message3 ALIGN HUD Message "APCH WARN" Message NO AIII Message Unusual Attitude Failure Flags HGS Approach Status "AIII" Attitude Flag Attitude Miscompare Flag IRU Heading Flag Heading Miscompare Flag Airspeed Flag Altitude Flag Selected Altitude Flag Selected Airspeed Flag
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Table 4-18.
Flags

Failure Flags Continued Radio Altitude Flag Lateral Deviation Flag Localizer Miscompare Flag Flight Director Flag Vertical Speed NOTES:
1 Does not display ILS1. 2 Displays for five seconds after activation or entry of runway elevation. 3 -300 aircraft only
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SECTION 5: TYPICAL FLIGHT PROFILE

A typical flight profile for the HGS includes these phases of flight (see Figure 5-1): During takeoff in PRI mode, including operations at or below normal takeoff minimums (with regulatory approval). During the climb to the assigned cruising altitude in PRI mode. The pilot can use Flight Path and Flight Path Acceleration to optimize the aircrafts performance, and to simultaneously monitor the flight's progress and monitor for other traffic. While enroute for navigation in PRI mode. During the descent in PRI mode, using Flight Path to establish the appropriate glide path and airspeed control. Again, the pilot can also use the HGS to monitor for other traffic and do normal terminal area maneuvers. Once established on the ILS approach (ILS captured), using AIII mode for precise manually flown approach and landing guidance capable of operations to CAT IIIa minimums. The IMC mode is used for AFCS guidance for CAT II. CAT1, and non-precision approaches (VOR). The VMC mode is used for visual approaches to get a precise visual approach path to the runway touchdown zone.
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Figure 5-1: Typical Flight Profile
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This section begins by describing Primary Mode profiles from takeoff to landing. The section concludes with profiles for AIII, IMC, and VMC approach operations. Descriptions and illustrations are provided for each of the following flight profiles: Takeoff Ground Roll Initial Climb Climbing Turn Level Flight Level Turn Descent Descending Turn ILS Intercept ILS Capture AIII Approach AIII Approach 300 Feet AIII Approach 50 Feet AIII Approach Flare/Touchdown Rollout IMC Approach VMC Approach
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Takeoff Ground Roll

To use the HGS for Takeoff Ground Roll, the pilot does the following: 1. 2. Selects PRI mode for takeoff. For low visibility operations, and to display the Ground Localizer symbol: 3. #1 and #2 VHF Nav Receivers must be tuned to an ILS frequency that is valid and selected for display. Sets the selected course. Selects ILS source.
Taxis the aircraft into takeoff position over the runway centerline, readjusts the selected course (as necessary) to align the selected course and ground localizer line on the actual centerline. Advances power, uses normal control inputs while visually tracking the centerline and monitoring the Ground Localizer symbol referenced to boresight symbol. Should an engine fail during the takeoff roll in low visibility, this gives a lateral navigation display to assist in successfully aborting or continuing the takeoff.
4.
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In Figure 5-2 below: The aircraft is accelerating through 44 knots. The localizer is centered on runway 28. The pilot has set the target airspeed of 104 knots for the initial climb to 6000 feet and an initial departure heading of 330.
Figure 5-2: Takeoff Ground Roll
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Initial Climb
At rotation, these display changes occur: Flight Path and Flight Path Acceleration come into view. With the power set and the aircraft at the selected airspeed, the pilot can maintain a constant airspeed by pitching the airplane up to the Flight Path Acceleration symbol. The pilot can also set the HGS to follow the Flight Director commands. Radio Altitude and the HSI display. The amount of the HSI that is visible depends on the pitch attitude. The Flight Path Slip/Skid Indicator comes into view just below the Flight Path Symbol and is removed from view as the aircraft ascends through 500 AGL.
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In Figure 5-3 below: The aircraft pitch attitude is about 12 and the climb angle is about 8. Flight Path overlays the Flight Director Guidance Cue, indicating the pilot is tracking the Flight Director in the Go-Around mode. The pitch attitude has partially "pushed" the HSI down. Radio Altitude is 150 ft while climbing out at 1600 FPM on the runway heading of 280. The Baro Altitude is 180 ft with a target altitude of 6000 feet. The Altitude Trend Vector indicates a little more than 300 ft in six seconds. The target airspeed is 104 knots, one knot below the current airspeed. The position of the Flight Path Acceleration (caret) indicates the aircraft is still accelerating slightly. The IRU determines the wind is straight off the nose at eight knots, giving an indicated ground speed of 96 knots.
Figure 5-3: Initial Climb
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Climbing Turn
During a climbing turn, the pilot keeps the Flight Director Guidance Cue centered in the Flight Path symbol as necessary. In Figure 5-4 below the pilot and aircraft are doing the following: The aircraft is banked 20 in a right coordinated climbing turn. The aircraft is turning through a heading of 310 to rollout on the 330 heading. The pilot has tuned the VOR and set the course intercept the 330 radial TO the station. The aircraft is climbing through 2040 feet to the assigned altitude of 6000 feet. The aircraft is accelerating slightly through 155 knots to the target speed of 160 knots.
Figure 5-4: Climbing Turn
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Level Flight
Flight Path and Flight Path Acceleration allow the pilot to easily maintain straight, and level unaccelerated flight. To do this, the pilot keeps the Flight Path symbol level on the Zero-Degree Pitch Line and the Flight Path Acceleration (caret) on the Flight Path wing. In Figure 5-6 the pilot and aircraft are doing the following: The aircraft is level at 12,000 feet and 215 knots. The pilot has set the airspeed on the RASU to less than 55 knots. Thus, the RASU displays dashes, the selected airspeed pointer is no longer on the airspeed scale, and the Speed Error Tape is no longer on the Flight Path wing. The wind arrow indicates a 21-knot right-quartering headwind, resulting in a Ground Speed of 196 knots. Autopilot is flying the aircraft, tracking a course 250 FROM the VOR and in altitude hold.
Figure 5-5: Level Flight
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Level Turn
To maintain altitude in a level turn, the pilot keeps the Flight Path symbol centered on the horizon. In a 30 bank level turn, the angled portion of the Flight Path symbol overlays the Zero-Degree Pitch line. The pilot can also maintain the selected altitude by keeping the Selected Altitude Pointer inside the Altitude Scale Index. In Figure 5-5 the aircraft is doing the following: In a level left turn of 20 requiring a little left rudder to coordinate. Turning through a heading of 280 toward the selected heading of 235 to intercept the 250 radial FROM the VOR station.
Accelerating through 185 knots to the target speed of 215 knots. The airspeed trend vector indicates that the airspeed will be about 195 knots in 10 seconds.
Figure 5-6: Level Turn
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Descent
During a descent, the pilot continues to keep the Guidance Cue centered in the Flight Path symbol as necessary. In Figure 5-7 the pilot and aircraft are doing the following: The new target altitude is 5000 feet and the aircraft is descending through 9840 feet. Flight Path and Flight Path Acceleration are monitoring the descent profile and airspeed control. The HGS positions the pitch of the Flight Path symbol to control the descent rate. A 5 descent angle gives a vertical speed of -1450 FPM. A left quartering tailwind forces the aircraft to fly in a slight left crab angle to track the 250 VOR radial. The lateral displacement of the Flight Path symbol relative to the Aircraft Reference symbol indicates the crab angle.
Figure 5-7: Descent
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Descending Turn
At high descent (or ascent) angles, the display may "compress" in pitch to allow the Zero-Degree Pitch Line or Flight Path symbology to remain visible. In Figure 5-8, the high descent rate and negative pitch attitude cause the pitch scale to compress.
Figure 5-8: Descending Turn Flight Path is still correctly positioned relative to the symbolic attitude, but the pitch scale lines and Flight Path are no longer conformal to the real world. The aircraft's pitch attitude and descent angle are about -11 with the aircraft in a 30 right turn. Several factors accentuate the high descent rate: the altitude rate depicted in the altitude scale, the Altitude Trend Vector, the Vertical Speed, the aircraft's acceleration without added thrust.
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ILS Intercept
In PRI mode, the pilot uses the conventional HSI/CDI display for all course deviation indications without regard to the source of the navigation data (ILS, VOR, MLS or FMS). When the pilot selects ILS or MLS, the glideslope scale and deviation pointer display, let the pilot to do all normal navigation functions. In Figure 5-9, the pilot and aircraft are doing the following: The autopilot is flying the aircraft on a 28 intercept heading (130) to the ILS course of 158. The Selected Heading and the heading bugs on the Zero-Degree Pitch Line and HSI indicate the current assigned heading. The Selected Course and course pointer (on the HSI and below the Zero-Degree Pitch Line) indicate the ILS course. If the ILS course is outside the display field of view (158 in this example), the pointer is "ghosted" on the right end of the Zero-Degree Pitch Line. The ghosting indicates the pointer is non-conformal and the position indicates the closest direction to turn. The aircraft is level at 2970 feet, intercepting from below the glideslope. The aircraft is 13.4 nautical miles from the DME station and the aircraft is decelerating slightly to obtain the target airspeed of 140 knots.
Figure 5-9: ILS Intercept

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ILS Capture
Before an ILS capture, the HGS shows it is capable of performing an AIII approach by showing "AIII" on the right side of the HCPs STBY display line. At ILS capture, the HGS is AIII capable if the aircraft and conditions satisfy Aircraft On Course (AOC) logic and all required systems are operating properly (AIII capable). The HGS automatically annunciates when AIII mode becomes available. These annunciations include "AIII" flashing in the upper right corner of the Combiner and "AIII" showing on the left side of the HCP STBY line. At this point the pilot has three options: Select AIII mode by pushing the MODE pushbutton. Delay the AIII mode selection to any time prior to 500 feet above the TDZE. If the aircraft flies below 500 feet above the TDZE, and there are no other changes, "AIII" reverts to "AIII" on the right side of the STBY line as before ILS capture (capable but not selectable). Push the HCP STBY pushbutton to position the IMC mode in standby, display "AIII" on the right, and extinguish the flashing "AIII". The pilot can select the AIII mode by pushing the MODE pushbutton above 500 feet.
In Figure 5-10, the aircraft is just completing the turn to the final approach course and has captured the localizer and glideslope, thus the HGS displays the flashing "AIII".
Figure 5-10: ILS Capture

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AIII Approach
These sections present information on using the HGS for an AIII approach. AIII Approach Beginning the Approach AIII Approach 300 Feet AIII Approach 50 Feet AIII Approach Flare/Touchdown AIII Rollout
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AIII Approach Beginning the Approach

In Figure 5-11 the pilot and aircraft are doing the following: The aircraft is established on the ILS approach and the pilot has selected the AIII mode on the HCP. The aircraft is on the localizer and slightly above the glideslope. The aircraft is descending at 500 FPM through 1800 feet and is over the Outer Marker (OM) at 5.8 miles. The aircraft is decelerating through 135 knots to the target speed of 130.
The HGS displays the Selected Course, Selected Heading and Runway Elevation for five seconds after the pilot selects the mode or changes the value.
Figure 5-11: AIII Approach
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At the point Figure 5-11 shows, the HGS displays Localizer Deviation as vertical bars laterally positioned relative to the Selected Course pointer and Glideslope Deviation as horizontal bars vertically positioned relative to the Reference Glideslope line. When centered, these bars create a cross in the center of the display with the Flight Path and HGS Guidance Cue in the middle. In AIII mode, the Guidance Cue gives pitch and roll commands derived by the HGS and gives guidance all the way to touchdown. AIII mode includes an Approach Monitor function that is active from 500 feet to touchdown. This monitor triggers the "APCH WARN" message in the event of a system fault (i.e., sensor, equipment or HGS failure) or if the aircraft exceeds a performance monitor limit. Performance monitoring is related to the pilots ability to track the ILS and flare guidance, and to the projected touchdown being within the required touchdown limits, including excessive lateral and vertical position, airspeed, sink rate, crosstrack rate and long landing.
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AIII Approach 300 Feet

In Figure 5-12, the aircraft is descending through 300 feet radio altitude, on speed and track. The HGS draws the two runway edge lines, which represent the real world runway, with perspective, referencing them to the Selected Course pointer on the Zero-Degree Pitch Line. If the real world runway were visible, the two would closely overlay.
Figure 5-12: AIII Approach 300 Feet
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The environmental conditions for nominal CAT IIIa operations are usually stable, so the HGS symbology is stable. The pilot then: Centers and maintains the Flight Path symbol over the cue to track the HGS Guidance Cue, and subsequently the ILS. Monitors raw localizer and glideslope data relative to their null positions to help minimize deviations and anticipate corrections. Controls airspeed by maintaining the Flight Path Acceleration symbol aligned off the Flight Path wing.
These relationships allow the pilot to easily identify any deviations in the ILS tracking or any airspeed error. The "AIII" in the Combiners upper-right corner shows the selected mode and approach status. This AIII status message remains as long as all required parameters and conditions are valid for a CAT IIIa approach. If a condition develops that invalidates a required parameter, the HGS replaces the "AIII" annunciation with "NO AIII". Below 500 feet, the HGS will also display an "APCH WARN" message. Normal CAT IIIa procedures require a go-around if either of these situations occur below 500 feet.
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AIII Approach 50 Feet

In Figure 5-13, the pilot and aircraft are doing the following: The aircraft is descending through 50 feet radio altitude and the HGS is displaying the Decision Height annunciation. The HGS is displaying the AIII Flare Command, but the flare maneuver is not yet commanding the Flight Path up. The AIII Flare Command shows as a " + " (plus) symbol in the center of the Flight Path Guidance Cue. This symbol initially shows at about 65 feet. At a variable altitude between 50 and 30 feet, the combined HGS Guidance Cue and Flare Command begin to command the flare maneuver, continuing until touchdown. Airspeed error is one knot. The runway edge lines no longer show below 60 feet. This allows the pilot to make the decision to land on visual cues only at DH with no influence from synthetic inputs. Glideslope deviation raw data no longer shows (below 70 feet) because the glideslope deviation data becomes unreliable below this point and the HGS no longer uses it for guidance computations. The HGS is in Glideslope extension to accurately give touchdown guidance.
From decision height to touchdown, the pilot should track the HGS Guidance Cue while using real world visual cues to assist in assessing approach performance. The right seat pilot should monitor the approach, head down, through touchdown.
Figure 5-13: AIII Approach 50 Feet

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AIII Approach Flare/Touchdown

A flare maneuver transitions the aircraft from the approach attitude to the touchdown attitude. An aircraft must meet position and performance requirements for CAT IIIa landings. These requirements include tracking the runway localizer and establishing an acceptable touchdown sink rate while refraining from floating down the runway. The computed touchdown is designed to firmly establish the aircraft on the ground within the acceptable touchdown footprint, while tracking the runway centerline. In Figure 5-14, the pilot and aircraft are doing the following: The pilot has flared the aircraft into the landing attitude. The Radio altitude is only one foot and the HGS is displaying the "IDLE" message. The aircraft is decelerating through 90 knots. The aircraft is over the touchdown point on the runway and on the centerline.
To reduce the longitudinal touchdown distance, the HGS displays an "IDLE" command at about 3 feet directing the pilot to reduce thrust to idle.
Figure 5-14: AIII Approach Flare/Touchdown

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AIII Rollout
To assist with the landing rollout, the HGS changes the display and removes unnecessary symbology after touchdown. These changes include removing the localizer symbol, replacing it with the Ground Localizer Line. The HGS displays the localizer deviation while the aircraft decelerates.
Figure 5-15: Rollout
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IMC Approach
The IMC mode allows the pilot to fly an AFCS approach using the same approach display format as the HGS AIII approach mode. In the IMC Mode, the Guidance Cue is controlled by the Flight Director. For an IMC ILS approach, the display information is the same as in the AIII mode except: The HGS derives the guidance cue from the AFCS and removes it from the display at 80 feet; The HGS displays Flight Director modes; The HGS annunciates the IMC mode; The HGS does not provide approach monitoring or flare guidance. However, the HGS displays flare cue ( + + ) for the visual flare.
The pilot may use the IMC mode during any conventional Flight Director approach that is approved for the basic airplane or the operators Operations Specification (e.g., a CAT I Flight Director approach).
Figure 5-16: IMC Approach

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Visual Approach
The HGS VMC mode enhances situational awareness during a visual approach. This is particularly useful during visual approaches into airports without visual approach aids like a VASI. For a visual approach, the HGS allows the pilot to accurately control the glidepath to the runway without using ground based guidance signals. The Reference Glideslope displays relative to the real world runway touchdown point. The pilot uses Flight Path on the touchdown point to fly the aircraft, causing the aircraft to track an inertial based glideslope. The pilot is given accurate descent path data to prevent undershooting or overshooting the runway due to poor visual cues or depth perception. NOTE: The Combiner must be in the proper position to conformally display the symbolic image. If either the stow or breakaway mechanics misalign, the Combiner displays the "ALIGN HUD" message. Try these techniques to remove "ALIGN HUD": Push the Combiner forward slightly out of its normal position and allow it to return on its own to the operating (detent) position. Gently apply pressure either fore or aft on the Combiner until the HGS removes the "ALIGN HUD" message.
NOTE: If the "ALIGN HUD" message cannot be removed, do not use the HGS in the VMC mode. The sections listed below provide information related to using the HGS VMC mode. Establishing the Intercept Point Intercepting the Touchdown Zone Reaching Glidepath Position at 500 Feet Accomplishing Flare and Landing
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Establishing the Intercept Point

In Figure 5-17, the pilot is maneuvering the aircraft to establish the intercept point. The aircraft is in a descending left turn to align with the runway.
Figure 5-17: VMC Mode Approach
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Intercepting the Touchdown Zone

Figure 5-18 shows the HGS Combiner display after the aircraft aligns laterally with the runway and the pilot levels the aircraft to intercept the appropriate glideslope angle. The HGS indicates when the aircraft intercepts the appropriate glideslope angle by showing the Glideslope Reference Line (dash line) intersect the touchdown zone (TDZ) on the runway.
Figure 5-18: VMC Mode Intercepting the Touchdown Zone If the Glideslope Reference Line is short of the TDZ, the pilot maintains a higher flight path angle until they intersect. If the Glideslope Reference Line is beyond the TDZ, the pilot places the Flight Path symbol short of the TDZ to increase the descent until the dash line and TDZ align. Once the pilot establishes the Glideslope Reference Line on the runway, the pilot maintains the appropriate glidepath by making small corrections to keep the Flight Path on the TDZ.
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Reaching Glidepath Position at 500 Feet

Figure 5-19 shows the appropriate relationship between VMC symbology and the runway for an on-glidepath position at 500 feet. The pilot maintains airspeed control the same as during other approach operations.
Figure 5-19: VMC Mode Glidepath Position at 500 Feet
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Accomplishing Flare and Landing

Pilots use normal visual cues and landing procedures to accomplish flare and landing in the VMC mode. Between 55 feet and 10 feet, the HGS displays Flare Cue symbols consisting of two " + " (plus) above the Flight Path symbol wings (Figure 5-20). These symbols do not provide guidance; they are shown as a reminder for the pilot to flare the aircraft.
Figure 5-20: VMC Mode Flare and Landing
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APPENDIX A: REFERENCE INFORMATION

This appendix presents information related to the topics listed below. HGS Interface Right Side Monitoring Requirements AIII Status Approach Monitoring Built-In Tests HGS Test HCP Display Test
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HGS Interface
The sections listed below present information related to the HGS interface. HGS Interface Block Diagram HGS Interconnect Sensor and Equipment Inputs
HGS Interface Block Diagram

The HGS interface block diagram is shown in Figure A-1.
ASCB FGC #1 DADC #1 DME #1 DISTANCE DH TRIP ASCB FGC #2 DADC #2 DME #2 AHRU #2 FLAP IND. PSEU IRU #1 FMS #1 DISTANCE ATTITUDE DATA FLAP POSITION LANDING GEAR INERTIAL DATA ARINC 429 (F) ARINC 429 (F) ARINC 429 (S) AP/FD DATA AIR DATA AP/FD DATA AIR DATA
PILOTS DISPLAY UNIT
DRIVE ELECTRONICS UNIT
HGS COMPUTER
VHF NAVIGATION RECEIVER #1 GLIDESLOPE DEVIATION
INNER MARKER ALTITUDE RADIO ALTIMETER #1 ALTITUDE RADIO ALTIMETER #2 INSTRUMENT REMOTE SELECTED COURSE CONTROLLER
OVERHEAD UNIT
G
VHF NAVIGATION RECEIVER #2 REMOTE AIRSPEED SELECT UNIT THROTTLE GA SWITCH HGS CONTROL PANEL GLIDESLOPE DEVIATION SELECTED AIRSPEED GO-AROUND HCP MODE HCP MODE DATA ARINC 429 (HF) ARINC 429 (LF)
R
FLARE
COMBINER
X, Y DEFLECTION, STATUS STATUS
Figure A-1: HGS Interface Block Diagram

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HGS Interconnect
The HGS interconnect consists of video signals between the HC, DEU, and OHU. The HC also communicates bidirectionally with the HCP relative to HGS modes, functions, data entry and system status. The HC receives video feedback signals and LRU status (Built-In-Test) data, and gives outputs to the HGS Annunciator Panel.
Sensor and Equipment Inputs

The HGS requires inputs from redundant sensor and equipment systems to meet the requirements of a fail passive CAT IIIa approach and landing system. The HGS receives these inputs through dual independent input/ output subsystems contained within the HGS Computer. These inputs consist of digital and analog data and associated status signals from these sensors and equipment: An Inertial Reference System (IRS) for primary attitudes, headings, body accelerations, body rates, inertial vertical speed, ground speed and environmental data, An Attitude and Heading Reference System (AHRS) for secondary attitudes and heading, Dual Digital Air Data Computers (DADC) for altitude and airspeed data, Dual VHF Navigation. Receivers for VOR, ILS and Marker Beacon data, Dual Radio Altimeter Systems for altitude above ground data, Dual Automatic Flight Control Systems (AFCS) for Flight Director command signals, modes and status, Dual Distance measuring Equipment (DME) for station slant range distance through the DADC, Instrument Remote Controller (IRC) for selected course and heading parameters, EFIS #1 for Decision Height, RNAV with GPS output for GS Compare.
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Below is a list of parameters the HGS uses or displays that the pilot can select manually. Use the Flight Guidance Controller (FGC) or power lever GA switches to select AFCS modes. Use the Captain's EADI (EFIS) to enter the Decision Height. Use the Altitude Preselect Controller to enter the Selected Altitude. Use the Captains Altimeter to set the Baro Altitude.
Right Side Monitoring Requirements

CAT IIIa low-visibility operations require a high degree of safety. The HGS helps the Pilot and First Officer (F/O) assess the approach to the runway and the performance of the HGS and associated systems. The HGS also gives the F/O an expanded localizer scale on the EADI, and the HGS Annunciator Panel. The sections listed below present information related to right side interface. Expanded Localizer HGS Annunciator Panel
Expanded Localizer
HGS low visibility operations require the expanded localizer to allow the F/O to monitor lateral deviations during an AIII approach. The scaling represents the limit for lateral deviation when the pointer is just going out of view on either side of the scale.
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HGS Annunciator Panel

The HGS Annunciator Panel gives the F/O three annunciations related to AIII mode operations (see Figure A-2): AIII When the pilot selects AIII mode on the HCP, the green "AIII" light comes on. If this light goes off, the HGS removes the AIII indicators on the Combiner and HCP. The conditions that cause the loss of the AIII status are associated with the loss or failure of required sensor or equipment inputs to the HGS, or HGS internal Built-in Test faults. APCH WARN The red "APCH WARN" (Approach Warning) light comes on when the aircraft is less than 500 feet above the TDZE and the HGS is not able to give the correct guidance for landing. "APCH WARN" indicates the pilot should not continue the approach. The APCH WARN light comes on simultaneously with the APCH WARN message on the Combiner under these conditions: The approach monitor determines there is an out-of-tolerance condition; The HGS has lost AIII capability (see AIII Status); The Autopilot is engaged below 500 feet. FLARE The green "FLARE" light comes on when AIII Flare Command is inside the HGS Guidance cue. The FLARE light alerts the F/O to monitor the flare maneuver.
Figure A-2: HGS Annunciator Panel

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AIII Status
The HGS does the following to show it has the ability to perform an AIII approach: Displays AIII on the right side of the HCP STBY line prior to Aircraft On Course (AOC), or; Displays "AIII" on the left side of the HCP STBY line as an available mode after AOC, or; Displays "AIII" after the pilot selects the AIII mode.
Operational conditions also determine the requirements for AIII status. These reqirements are grouped as follows: Aircraft on ground (see Definitions); Aircraft in flight (see Definitions) prior to AOC;
After AOC, the HGS display and guidance algorithm for AIII approach and landing must meet additional requirements and tighter comparison tolerances. The conditions the HGS must meet to achieve AIII capability at AOC are listed below: The IRS must be in the NAV mode; #1 and #2 VHF Nav Receivers must be tuned to the ILS frequency with LOC selected as the Nav source prior to (at) ILS capture; #1 and #2 Baro Altimeters must agree within 50 feet; Selected Course must be set within 15 of the final approach course; The TDZE must be properly set on the HCP (see note below), and; The Reference Glideslope on the HCP must be set between 2.50 and 3.00.
NOTE: Set the TDZE within 75 feet of the actual runway elevation. Failure to do this results in a loss of AIII and the approach warning at an altitude where Baro Altitude minus runway elevation is greater than -75 feet.
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Approach Monitoring
The HC contains an independent processor called the System Monitor. The System Monitor has three functions: Determine the status of the systems required for an AIII approach; Make sure HGS symbology is positioned accurately (Critical Symbol Monitoring, see Built-In Tests); Make sure the approach is flown successfully (Approach Monitoring).
When it detects a system failure or out of tolerance approach condition, the System Monitor causes the loss of the AIII status and/or the annunciation of the Approach Warning (APCH WARN). The Approach Monitor is active whenever the HGS AIII mode is in use and the aircraft altitude is less than 500 feet AGL. The Approach Monitor functions as both a tracking monitor and flare monitor. The tracking monitor evaluates the state of the approach relative to: Airspeed error; Localizer deviation; Glideslope deviation, and; Crosstrack rate. The aircraft sink rate; Lateral displacement from the centerline of the runway; Pitch rate; Airspeed error; Crosstrack rate; Late flare initiation; Flare guidance tracking; Roll angle, and; Touchdown distance from the threshold (long landing).
The flare monitor evaluates:
The System Monitor automatically starts a functional test of the Approach Monitor when the system is AIII capable and the aircraft systems and conditions satisfy Aircraft On Course (AOC) logic. If the HGS fails this test, it loses AIII status.
Model 2800
Built-In Tests
The HGS contains extensive self-test hardware and software which continuously evaluate the HGSs operational status. When the Built-In Test (BIT) detects a fault in portions of the HC, DEU or OHU, the HGS blanks the Combiner to prevent the display of misleading data. The HCP FAULT light comes on as an additional indication of a BIT-detected fault. The HGS shows these faults in a two-digit number and displays them on the HCP while in TEST. The section below contains data related to HGS BIT.
Background BITs
The HC continuously performs BIT functions in the background as it does normal display and guidance calculations. The HGS does all tests in approximately two seconds during system power up and an operator initiated test (see HGS TEST). The background tests done as a function of BIT include: Critical Symbol Monitor - verifies certain critical symbols are positioned properly by comparing the display output back to expected aircraft sensor input values. Window Comparator Test - verifies video deflection signals against references for deflection position monitoring. Power Supply Monitors - verifies required power supply voltages. CRT Deflection Circuitry - monitors CRT operation. Input Converters - verifies HGS Computer and HCP input converters. Processors - verifies basic arithmetic and logical functions of each processor and its activity. Processor Memory - verifies all processor RAM and program memory. Program Execution - verifies proper execution of the software programs. Combiner Alignment - determines the proper alignment of the Combiner when in the normal position.
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HGS Test
HGS Test functions apply primarily to maintenance activities. Therefore, flight crews are not required to use HGS Test during normal operations. The sections listed below give data related to HGS Test because the operator initiates the function from the cockpit and the pilot can do the function in flight under certain conditions. NOTE: An operator-initiated test may clear a fault by resetting the HGS, returning the system to normal operation. HGS Test Parameters HGS Test Start HGS Test Menu
HGS Test Parameters

HGS Test is available while the aircraft is on the ground or in flight above 800 feet AGL, except when AIII mode is active. The HGS exits Test if the aircraft descends through 800 feet. The HGS ignores the TEST pushbutton while the aircraft flys below 800 feet or AIII mode is active.
HGS Test Start

To start an HGS Test: 1. Push the HCP TEST pushbutton, and see that the light in the upper-left corner of the pushbutton comes on. The HGS automatically exits from these functions if they are active: 2. Elevation data entry; Glideslope data entry; Clear function.
The HGS initially does all BIT functions. This test blanks the Combiner display and causes the HCP FAULT light to come on until the system passes all the tests (approximately two seconds if normal). The HGS Annunciator APCH WARN light comes on briefly and goes out; then the HGS Annunciator AIII and FLARE lights come on briefly, then go out. If the BIT fails, the HCP FAULT light stays on and a fault code is shown on the HCP STBY display line. Additionally, on the fault, the Combiner display could also remain blank. If BIT detects more than one fault, the HC displays all fault codes in two-second intervals, repeating until all the faults are cleared.
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3.
Record any fault code data for maintenance action. If there are no faults, "TEST" shows on the MODE display line and the HGS TEST MENU (Figure A-3) shows on the Combiner.
The cursor (>) indicates the current selection. Use the HCPs BRT+ (up) and DIM- (down) pushbuttons to move the cursor to a menu item. Push the ENTER pushbutton to select the menu item. In data displays, an arrow indicates additional data is available for viewing. The arrows point up and/or down next to the data fields. Use the BRT+ and DIM- pushbuttons to scroll the displays. To manually exit the Test function, push the TEST pushbutton.
Figure A-3: HGS TEST MENU * Only displayed on the ground A brief explanation of each menu option follows. HGS Capability Recorded Faults Sensor Data Existing Faults Aircraft Identification HGS Test Display
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HGS Capability
The HGS Capability menu option gives a fast method of determining whether the HGS is AIII capable and, if not, why not. The HGS uses the same AIII mode/status logic for displaying the AIII capability status that it uses during normal operation. Use this display to identify the cause (or causes) of AIII incapability just prior to making an approach, or after a missed approach. Figure A-4 shows an example of the HGS Capability Faults page.
Figure A-4: HGS Capability Faults In Figure A-4, the HGS Capability Faults page lists two faults that prevent AIII capability: The magnetic heading sources (IRU and AHRS) do not compare within tolerances. The Barometric altitudes from the DADC's do not compare within tolerances.
Removal of these conditions would result in AIII capability. When the system determines it is capable of an AIII approach, the HGS displays "AIII" in the capability column and "NO CAPABILITY FAULTS DETECTED" in place of the number of faults beneath the table.
Model 2800
Recorded Faults
The HC records faults related to aircraft equipment and sensors and HGS BIT detected faults. The HGS recorded faults function starts at 40 knots and ends when the aircraft slows to less than 40 knots. The HC records these related faults: an HGS fault code; a loss of AIII capability; a "NO AIII" or "APCH WARN" indication (a flight deck effect).
The Recorded Faults menu option gives access to all recorded faults, which the HC stores in non-volatile memory. Selecting RECORDED FAULTS from the HGS Test Menu changes the Combiner display to the Recorded Fault Display. On the Recorded Fault Display, flight leg #1 is the most recently used flight leg. The Recorded Fault does not display faults for a flight leg in progress. While in flight, the most recent leg available for review will be for the previous flight. The Recorded Faults Display includes this data: Flight legs numbered from the most recent (#1) to the oldest still available from non-volatile memory (#127). A/C (Aircraft) ID# the unique aircraft identification number the HC uses to tag the flight recorded data to the specific aircraft the faults occurred on. Use the AIRCRAFT IDENTIFICATION option on the HGS Test Menu to enter this number. xxx LEGS - identifies the number of flight legs currently stored in the fault recording non-volatile memory. EFFECT - The approach Flight Deck Effect resulting from the fault. FAULT - indicates the LRU and type of fault detected. xxx FAULTS - indicates the total number of faults stored in the fault recording non-volatile memory for the flight leg shown.
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Figure A-5 shows the Recorded Fault Display for aircraft #803.
Figure A-5: Recorded Fault Display This display lists several faults from the last flight leg: The aircraft exceeded the localizer limit during the last approach; A #2 radio altimeter fault caused a loss of AIII and APCH WARN (must have occurred below 500 feet to get approach warning); The autopilot was still engaged below 500 feet, causing an approach warning prior to AOC; An IRU/AHRS pitch miscompare was detected, resulting in the loss of AIII capability.
The operator can view four additional faults for this flight leg by using the DIM- pushbutton to scroll up the display. Nine other flight legs are also available for review. The HGS non-volatile memory can store at least 61 flight legs, each containing a maximum of 126 faults. Once the memory is full, the HC writes the latest data over the oldest data.
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Sensor Data
Select SENSOR DATA from the HGS Test Menu to display Sensor Data pages on the Combiner. These pages provide the current value and status of each signal the HC receives from aircraft sensors and other equipment. Figure A-6 shows the initial Sensor Menu display.
Figure A-6: Sensor Menu The cursor (>) indicates the current selection. Use the HCPs BRT+ (up) and DIM- (down) pushbuttons to move the cursor to a menu item. Push the ENTER pushbutton to select the menu item.
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Figure A-7 shows an IRU/AHRS data page:
Figure A-7: IRU/AHRS Data Page The items in the left column show the signal type for the related row of data. The data in column #1 is from the #1 sensor, and the data in column #2 is the data from the #2 sensor. Column #1 lists single source data. The display shows the data and status for each signal based on the current signal. The arrow next to the data field shows additional data is available for viewing. The arrow points in the direction the cursor must move to view the additional data. Use the BRT+ and DIM- pushbuttons to scroll through the displays.
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Existing Faults
Select EXISTING FAULTS from the HGS Test Menu to show the faults the HGS currently detects. The Existing Faults display gives a list of these faults. The Existing Faults display gives this data: the LRU identified as the source; the signal and the type of failure detected;
the total number of existing faults (indicated at the bottom). A fault that clears shows for two seconds before being removed from the display. This helps the operator identify intermittent faults. The Existing Faults display shows faults in the order detected, with the most recent one on top. If the HGS has not detected a fault, this display shows "NO DETECTED FAULTS." Figure A-8 is an Existing Faults display example.
Figure A-8: Existing Faults Display
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Aircraft Identification
Selecting AIRCRAFT IDENTIFICATION from the HGS Test Menu shows the Aircraft Identification display. This display allows the operator to enter a unique aircraft identification number (up to four digits) for HGS Fault Recording data. Enter a number that uniquely identifies the specific aircraft in which the HC is currently installed. With this number, the HC tags each flight leg with the related aircraft ID number. This allows an operator to track stored fault data and its relative source even if the HC is moved from aircraft to aircraft, or is removed from service. Figure A-9 shows an Aircraft Identification display.
Figure A-9: Aircraft Identification Display
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HGS Test Display

The HGS TEST DISPLAY is only available on the ground. HGS Test Menu shows a test display of all the symbology the Combiner display may show while the HGS is in Primary Mode and the aircraft is in the air. Figure A-10 shows a real time HGS Test display and includes all symbols whose related inputs have a valid status. When the operator selects HGS Test Display, the Combiner shows the word TEST in the upper right corner.
Figure A-10: HGS Test Display
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HCP Display Test

The HCP display test is a test of the HCP display area and pushbutton lights (Figure A-11). Push and hold the TEST pushbutton for more than four seconds: The HCP TEST pushbutton light comes on and stays on while the test mode is in use. The HCP MODE display line comes on for two seconds. The HCP MODE line goes off and the STBY display line comes on for two seconds. The HCP STBY line goes off and the ELV display line and pushbutton light come on for two seconds. The HCP ELV display line and pushbutton light goes off and the G/S display line light, CLR light and FAULT light come on for two seconds.
NOTE: The HCP test sequence continues until the HCP TEST pushbutton is pushed a second time.
Figure A-11: HCP Display Test
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APPENDIX B: LASEREF III/IV INTERTIAL REFERENCE SYSTEM

This appendix summarizes the operation of the Honeywell LASEREF III/IV inertial reference system (IRS). This IRS calculates aircraft position, velocity, heading, and altitude. The IRS digital outputs include: Primary attitude Body linear accelerations Body angular rates Inertial velocity vectors Magnetic and true north reference Present position data Wind data Inertial altitude Internal altitude rate
All IRSs contain an inertial reference unit (IRU), an IRU mounting rack, and a mode select unit (MSU). Each IRS requires a dedicated +24 VDC backup battery input. A typical installation interfaces with the following equipment (Figure B-1): Flight guidance system (FGS) Flight Management system (FMS) Micro air data computer (MADC) Electronic flight instrument system (EFIS)
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LASEREF III/IV IRS ATTITUDE DATA FMS/FMC NAVIGATION DATA INITIALIZATION ALTITUDE ALTITUDE RATE TRUE AIRSPEED IRU HEADING ALTITUDE GROUNDSPEED
Model 2800
MICRO ADC (MADC)
ANNUNCIATOR SIGNALS MODE SELECTION
HGS
MSU
Figure B-1: LASEREF III/IV Interface Diagram
Inertial Reference Unit (IRU)

The IRU is the main electronics assembly of the IRS. It contains an inertial sensor assembly, microprocessors, power supplies, and aircraft electronic interfaces. Accelerometers and laser gyros in the inertial sensor assembly measure accelerations and angular rates of the aircraft. The IRU microprocessors compute parameters for flight control and display instruments. The power supplies receive AC and DC power from the aircraft and backup battery. They supply power to the IRS, and switch to primary AC, primary DC, or backup battery power. The aircraft electronic interfaces convert ARINC and avionics standard communications bus (ASCB) inputs for use by the IRS. The electronic interfaces also output IRS data in ARINC and ASCB formats that are used by the associated aircraft equipment. A fault ball indicator and a manual INTERFACE TEST switch are mounted on the front of the IRU. They are visible when the IRU is mounted in an avionics rack.
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Mode Select Unit (MSU)

Operators use the six-annunciator MSUs (Figure B-2) to select IRU modes, display status indications, and initiate remote tests. Mode Select Test Switch Annunciator Switch
Figure B-2: Six-Annunciator MSU
Mode Select Switch

The four-position Mode Select Switch selects basic modes and submodes of operation. Modes and submodes are selected by setting the MSU Mode Select Switch as follows. OFFTOALIGN (Alignment) This sequence puts the IRU into the power-on/built-in test equipment (BITE) submode. When BITE is complete, the IRU enters the alignment (ALIGN) mode. The IRU remains in the ALIGN mode until the mode switch is set to OFF, NAV, or ATT. On any IRS with a six-annunciator MSU, the NAV RDY annunciator lights when the alignment is complete. OFFTONAV This sequence puts the IRU into the poweron/BITE submode, goes to the ALIGN mode, and when alignment is complete, goes to the NAV mode. OFFTOALIGNTOOFF or OFFTONAVTOOFF (With Two Identical Incorrect Initialization Entries) This sequence puts the IRU into the align mode after the power-on/BITE submode is completed. If the pilot sets the mode select switch to OFF after entering the same erroneous initialization data twice, the IRU ignores the entries and does not store the erroneous data as the last known position. Instead, the IRU retains position data from the last NAV mode as its last known position.
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ALIGNTONAV This sequence puts the IRU into the NAV mode from the ALIGN mode when the alignment is completed. NAVTOALIGN This sequence enters IRU into the ALIGN downmode from the NAV mode. NAVTOALIGNTONAV This sequence puts the IRU into the ALIGN downmode from the NAV mode and, after 30 seconds, automatically re-enters the NAV mode when the downmode alignment is completed. ALIGNTOATT or NAVTOATT After a two-second delay, this sequence puts the IRU into the erect attitude submode for 20 seconds. During this time the MSU ALIGN annunciator lights, then the IRU enters the attitude mode. ATTTOALIGN or ATTTONAV After setting the mode select switch to ATT mode, the operator has two seconds to select or reject another mode. If the mode switch has been set to ATT for more than two seconds, the IRU will remain in the attitude mode even if the operator resets the mode switch to ALIGN or NAV. The operator must first set the mode select switch to OFF for at least three seconds before selecting ALIGN or NAV modes. ATT, NAV, or ALIGNTOOFF After a three-second delay, the IRU enters the power-off submode for approximately seven seconds. At the end of ten seconds, the IRU enters the OFF mode. ATT, NAV, or ALIGNTOOFFTOALIGN, NAV, or ATT If the operator sets the mode switch to OFF for three seconds, then resets it to ALIGN, NAV, or ATT before the ten-second power-down procedure is complete, the IRU will complete the power-down procedure and restart the power-on procedures.
Annunciators
The six-annunciator MSU contains the following annunciators. ALIGN indicates the IRU is in the alignment mode. A flashing ALIGN annunciator indicates an incorrect latitude/longitude entry or excessive aircraft movement during alignment. FAULT indicates an IRS fault. NAV RDY (Navigation Ready) indicates the alignment is complete. NO AIR indicates the cooling airflow is inadequate to cool the IRU. ON BATT (Battery) indicates the backup battery power is being used.

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BATT FAIL indicates the backup battery power is inadequate to sustain IRS operation during backup battery operation.
TEST Switch
Pushing the MSU TEST switch starts the IRU test mode.
Power-on and Alignment Operation

The steps below provide the power-on alignment procedure.
CAUTION:
ALIGNING THE IRU AT LATITUDES ABOVE 78 CAN DEGRADE NAVIGATION PERFORMANCE.
1. 2.
Make sure the MSU mode select switch is set to OFF. Set the aircraft circuit breakers for the IRU to the ON position.
CAUTION:
IF THE AIRCRAFT MOVES DURING THE PROCEDURE, THE IRS DOES NOT COMPLETE POWER-ON ALIGNMENT. VERIFY THE AIRCRAFT REMAINS STATIONARY DURING ALIGNMENT.
3 4.
Make sure the aircraft is stationary. To align the IRU below 78 latitude, set the MSU mode select switch to ALIGN or NAV. To align the IRU above 78 latitude, set the mode select switch to ALIGN. Initialize the IRU through the FMS. Wait for the alignment to complete. Make sure the ALIGN annunciator is not on, and the NAV RDY annunciator comes on. Move the select switch to NAV. Make sure that both the ALIGN and NAV RDY annunciators go off.
5. 6. 7. 8. 9.
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IRU End of Flight Accuracy Check

If large IRS position or groundspeed errors are suspected, perform an endof-flight accuracy check. Replace the IRU ONLY as required by the chart shown in Figure B-3. This check is not intended to ensure a level of navigation performance, but to provide a means (in addition to BITE) to identify IRUs that may have been degraded.
Using the table below, does the radial position error rate require replacement of the IRU? YES YES NO Was the residual ground speed greater than 21 knots? NO YES Was the residual ground speed greater than 15 knots on two consecutive flights? NO Replace the IRU and refer to the Aircraft Installation Manual
NAV TIME:
Return to Service
The total time the IRU has been in NAV mode, after alignment and position initialization, until the IRU position is taken to compute position error. This includes ground time in NAVE mode.
Figure B-3: IRU Replacement Criteria Consecutive flights are one flight leg immediately following another with a full power-down cycle in between. End of flight accuracy checks are not performed on flights of less than 60 minutes. If more than one IRU has large errors, incorrect position data may have been entered.
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Remove the IRU according to the criteria in Table B-1. Table B-1: IRU Removal Criteria
After flight with time in NAV of: 1-2 hours 2-3 hours 3-5 hours 5-8 hours 8-14 hours 14-18 hours Radial position error rate for single flight is greater than: 7.0 NM/hr 5.4 NM/hr 4.7 NM/hr 4.0 NM/hr 3.2 NM/hr 2.0 NM/hr Radial position error rate for two consecutive flights is greater than: 5.0 NM/hr 3.8 NM/hr 3.3 NM/hr 2.9 NM/hr 2.0 NM/hr 2.0 NM/hr
NOTE: Allow IRU to go through a full nominal power-down before pulling (one minute after the MSU displays the OFF command.)
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APPENDIX C: DEFINITIONS, ABBREVIATIONS, ACRONYMS

Definitions
These definitions are terms used by the HGS. They are provided for informational purposes to assist pilots to better understand how and when certain HGS functions occur. Aircraft in Flight for purposes of the HGS, the aircraft is in flight from the time Aircraft Rotation occurs until Aircraft Touchdown or Aircraft on Ground. Aircraft on Course (AOC) for purposes of the HGS, Aircraft On Course occurs when: Both VHF Nav's are tuned to an ILS frequency; Either glideslope and localizer are captured; Track error is less than 15.
Aircraft on Ground for purposes of the HGS, Aircraft on Ground occurs when ground speed is less than 40 knots and radio altitude is less than 20 ft. Aircraft Rotation for purposes of the HGS, Aircraft Rotation occurs when pitch is greater than 3 or radio altitude is greater than five feet and the aircraft was previously on the ground. Aircraft Touchdown for purposes of the HGS, Aircraft Touchdown occurs when "wheel touch" is satisfied. This occurs when the greater of #1 or #2 calibrated airspeed becomes less than 65 knots and the aircraft is decelerating. Corrected Altitude for purposes of the HGS, Corrected Altitude is the difference between Barometric Corrected Altitude and the HCP runway elevation.
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Glideslope Capture for purposes of the HGS, Glideslope Capture occurs when glideslope deviation is less than 90 A (approximately 1 dot) for at least five seconds. Localizer Capture for purposes of the HGS, Localizer Capture occurs when localizer deviation is less than 20 A (approximately 1/4 dot) for at least five seconds. Low Visibility Takeoff for purposes of the HGS, a Low Visibility Takeoff occurs when: the HGS is in Primary mode; the aircraft is on the ground; #1 and #2 VHF Nav Receivers are tuned to an ILS frequency; Localizer Deviation from either Nav is less than 60 A (approx. 1 dot); Selected Course is within 10 of the Magnetic Heading.
Track Error for purposes of the HGS, Track Error is the difference between the aircraft magnetic track angle and selected course.
Abbreviations and Acronyms

The following are definitions of abbreviations and acronyms used in this publication.
A/C .................................................................................................. Aircraft AC .................................................................................Alternating Current AFCS .......................................................Automatic Flight Control System AGL............................................................................ Above Ground Level AHRS ..................................................Attitude Heading Reference System AIII or AIII ..................... Approach III (CAT IIIa approach mode or status) ALT .................................................................................................Altitude AOC .............................................................................. Aircraft On Course APCH WARN ............................................................... Approach Warning APP............................................................................................... Approach ARINC...................................................................Aeronautical Radio, Inc. ATT .................................................................................................Attitude AZ...................................................................................................Azimuth Baro or B ....................................................................................Barometric BC............................................................................................ Back Course BIT .......................................................................................... Built-In-Test BRT ..................................................................................Bright/Brightness CAD ............................................................ Combiner Alignment Detector CAS ........................................................ Calibrated or Computed Airspeed
C2 September 2001 97011089 Rev A
Model 2800
CAT ............................................................................................... Category CDI ....................................................................Course Deviation Indicator CLR ..................................................................................................... Clear CRS .................................................................................................. Course CRT ................................................................................ Cathode Ray Tube DADC................................................................ Digital Air Data Computer DEU..........................................................................Drive Electronics Unit DH ......................................................................................Decision Height DME ...........................................................Distance Measuring Equipment EADI................................................. Electronic Attitude Director Indicator EFIS.................................................... Electronic Flight Instrument System ELV or EL .................................................................................... Elevation FD......................................................................................... Flight Director FGC ...................................................................Flight Guidance Controller FMS ..................................................................Flight Management System F/O............................................................................................First Officer FPM .................................................................................... Feet Per Minute FT ..........................................................................................................Feet GA ............................................................................................. Go-Around GPS.................................................................... Global Positioning System GS................................................................... Ground Speed or Glideslope G/S.................................................................. Glideslope (HCP Reference) HC .......................................................................................HGS Computer HCP ...............................................................................HGS Control Panel HDG or H ....................................................................................... Heading HGS ................................................................... Head-up Guidance System HSI................................................................ Horizontal Situation Indicator HUD .................................................................................Head-Up Display IAS..................................................................................Indicated Airspeed ID............................................................................................ Identification ILS ....................................................................Instrument Landing System IM ............................................................................................Inner Marker IMC ................................................. Instrument Meteorological Conditions IRC ............................................................... Instrument Remote Controller IRS.......................................................................Inertial Reference System IRU -........................................................................ Inertial Reference Unit LNAV -...........................................................................Lateral Navigation LOC ...............................................................................................Localizer LOCCMP....................................................... Localizer Comparison (fault) LRU .......................................................................... Line Replaceable Unit MLS.................................................................Microwave Landing System MM ...................................................................................... Middle Marker NAV ........................................................................................... Navigation NORM ............................................................................................. Normal OHU ..................................................................................... Overhead Unit
9701-1089 Rev A September 2001 C3
Model 2800
OM ......................................................................................... Outer Marker PDU ............................................. Pilot Display Unit (OHU and Combiner) PFD.......................................................................... Primary Flight Display PRI...................................................................................... Primary (mode) RA/RALT/RAD ALT........................................................... Radio Altitude RAM.................................................................... Random Access Memory RASU ............................................................ Remote Airspeed Select Unit RVR.......................................................................... Runway Visual Range SEL..................................................................................................... Select SPD..................................................................................................... Speed STBY...............................................................................................Standby TCS......................................................................... Touch Control Steering TDZ ................................................................................Touch Down Zone TDZE..............................................................Touch Down Zone Elevation VAL.....................................................................................................Valid VASI.........................................................Visual Approach Slope Indicator VERT...............................................................................................Vertical VHF ........................................................................... Very High Frequency VMC...........................................Visual Meteorological Conditions (mode) VOR ...............................................................VHF Omnidirectional Range VS......................................................................................... Vertical Speed A................................................................................................ Microamp
C4
September 2001
97011089 Rev A

HGS 2800 Pilot Manual

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HGS 2800 Pilot Manual

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Head-Up Guidance System

HGS Pilot Guide

Registration Notice HGS is a registered trademark of Rockwell Collins Flight Dynamics

2001 Rockwell Collins Flight Dynamics Document # 9701-1089 Revision A

SECTION 2: HGS DESCRIPTION

Overhead Unit (OHU)

Pilot Display Unit (PDU)

HGS Control Panel (HCP)

Remote Airspeed Select Unit (RASU)

Drive Electronic Unit (DEU)

HGS Computer Figure 2-1: HGS LRUs

Figure 2-2: HGS Combiner Location

Combiner Display Brightness

Combiner Stow and Breakaway

HGS Control Panel

HGS Remote Airspeed Select Unit

Figure 2-6: HGS Remote Airspeed Select Unit Location

HGS Annunciator Panel

Figure 2-8: HGS Annunciator Panel Location

Figure 2-10: HGS Computer

HGS Drive Electronics Unit

Figure 2-11: HGS Drive Electronics Unit

HGS Overhead Unit

Figure 2-13: HGS Overhead Unit

SECTION 3: HGS MODES OF OPERATION

Figure 3-2: HGS Primary Mode Symbology (Typical)

Typical Applications in PRI Mode

Figure 3-3: HGS Primary Mode Symbology On Ground (Typical)

Low Visibility Takeoff in PRI Mode

Enroute Display in PRI Mode

Figure 3-4: Enroute Display in PRI Mode (Typical)

AIII Approach Mode

AIII Mode Requirements and Conditions

AIII Mode Status Annunciations

Figure 3-6: HCP AIII Mode Status

AIII Mode Selection

The following will occur:

AIII Mode Approach Monitors

Figure 3-8: HCP Display After AIII Capability Loss

Figure 3-9: HGS NO AIII and Approach Warning (Typical)

IMC Approach Mode

Figure 3-10: IMC Approach Mode Symbology (Typical)

VMC Approach Mode

Figure 3-11: VMC Approach Mode Symbology (Typical)

SECTION 4: HGS SYMBOLOGY

How to Use the Symbology Section

Primary Mode Symbology

Primary Mode: Attitude Symbol Group

Vertex (Boresight Point)

Figure 4-1: Primary Mode: Attitude Symbol Group

Magnetic Heading Index

Primary Mode: Airspeed Symbol Group

Wind Speed and Direction

Computed Airspeed Scale

Figure 4-4: Primary Mode: Airspeed Symbol Group

Maximum Allowable Airspeed Tape Airspeed Trend Vector

Airspeed Odometer Selected Airspeed Mark Ground Speed

Primary Mode: Altitude Symbol Group

Table 4-3: Primary Mode: The Altitude Symbol Group

Selected Altitude Altitude Index Barometric Altitude Scale

Selected Altitude Mark

Figure 4-6: Primary Mode: Altitude Symbol Group

Altitude Trend Vector