HGS Pilot's Guide

Head-Up
Guidance System
______________________________
®
HGS Model 5600
Pilot Guide
EMBRAER 170/190
June 2005
Registration Notice
®
HGS is a registered trademark of
Rockwell Collins Flight Dynamics
Proprietary Notice
The information contained in this document is proprietary, and shall not be

reproduced or disclosed in whole or in part without prior authorization from
Rockwell Collins Flight Dynamics.
© 2005 Rockwell Collins Flight Dynamics
Document # 9701-1211
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, OR 97224 USA
Or contact us at:
Tel: 503.443.3000
FAX: 503.443.3020
Email: [email protected]
Internet: www.flightdynamics.com
Table of Contents
Section 1: Introduction........................................................................... 1–1
Section 2: System Description................................................................ 2–1
General.................................................................................................. 2–1
HGS Line-Replaceable Units and Locations ........................................ 2–1
LRU Functions and Interconnections ................................................... 2–4
Sensor Data Inputs.............................................................................. 2–12
Power Sources .................................................................................... 2–14
Operating and Monitoring the HGS.................................................... 2–15
Combiner Operation ....................................................................... 2–16
MCDU Operation ............................................................................... 2–22
The Menu Page ............................................................................... 2–22
The HGS Page ................................................................................ 2–23
Runway Length............................................................................... 2–24
Runway Elevation........................................................................... 2–24
Combiner Mode .............................................................................. 2–25
How to Select Combiner Modes: ................................................ 2–25
Flight-Path Angle/Glideslope Reference ............................................ 2–26
HGS Annunciations on Instrument Panel ........................................... 2–27
PFD Annunciations for LVTO Operations (if enabled).................. 2–27
EICAS Messages ............................................................................ 2–30
Section 3: HGS Display .......................................................................... 3–1
Introduction .......................................................................................... 3–1
HGS Display Description ..................................................................... 3–1
Guidance Source................................................................................... 3–2
HGS Display Symbols .......................................................................... 3–2
Low-Visibility Takeoff Display............................................................ 3–4
Low-Visibility Takeoff Monitor ....................................................... 3–7
Climbout Display.................................................................................. 3–8
Enroute Display .................................................................................. 3–10
Descent and ILS Intercept................................................................... 3–12
Final Approach: Flight Director (CAT II) .......................................... 3–14
Final Approach: Visual....................................................................... 3–16
Combiner Alignment ...................................................................... 3–17
Section 4: Operations ............................................................................. 4–1
General.................................................................................................. 4–1
Limitations............................................................................................ 4–1
Single/Dual Procedure Differences....................................................... 4–2
Normal Procedures ............................................................................... 4–2
Preflight ............................................................................................ 4–2
Takeoff.............................................................................................. 4–3
Climb/Cruise..................................................................................... 4–5
9701-1211 Rev A June 2005 i
Model 5600 HGS® Pilot Guide Embraer 170/190
Descent.............................................................................................. 4–5
Approach and Landing...................................................................... 4–6
Supplemental Procedures...................................................................... 4–8
Takeoff (Steering Guidance Not Available) ..................................... 4–9
Flight Director or Non-Precision Approaches .................................. 4–9
Visual Approach ............................................................................... 4–9
Windshear ....................................................................................... 4–10
Unusual Attitude ............................................................................. 4–12
TCAS Resolution Advisory ............................................................ 4–15
Tailstrike Alerting........................................................................... 4–19
Non-Normal Procedures ..................................................................... 4–20
Degraded Display............................................................................ 4–20
Degraded Capabilities ..................................................................... 4–21
Section 5: Typical Flight Profile ............................................................ 5–1
Low-Visibility Takeoff (HGS Guidance) ............................................. 5–2
Initial Climb.......................................................................................... 5–4
Level Turn............................................................................................. 5–6
Level Enroute Flight ............................................................................. 5–7
Descent ................................................................................................. 5–8
ILS Intercept on Approach.................................................................... 5–9
Approach: Flight Director (Cat II) ...................................................... 5–10
Approach: Visual ................................................................................ 5–11
Flare .................................................................................................... 5–12
Landing Rollout .................................................................................. 5–13
Section 6: Symbols .................................................................................. 6–1
Overview............................................................................................... 6–1
ADI Symbols .................................................................................... 6–2
Airspeed Symbols ............................................................................. 6–3
Roll Scale and Mode Annunciations................................................. 6–4
Altitude Symbols .............................................................................. 6–5
Navigation and HSI Symbols............................................................ 6–6
Descriptions .......................................................................................... 6–8
ADI Symbols .................................................................................... 6–9
Aircraft Reference......................................................................... 6–9
Zero-Degree Pitch Line............................................................... 6–10
Flight Path Symbol ..................................................................... 6–12
Flight Path Slip/Skid Indicator.................................................... 6–13
Speed Error Tape ........................................................................ 6–14
Flight Path Acceleration.............................................................. 6–15
Glideslope Reference Line/Flight Path Reference Line.............. 6–16
Flight Director Guidance Cue ..................................................... 6–17
HGS Approach Guidance Cue .................................................... 6–18
Flare Command........................................................................... 6–19
Flare Cue..................................................................................... 6–20
ii June 2005 9701-1211 Rev A

Marker Beacons .......................................................................... 6–21

Glideslope Deviation Line .......................................................... 6–22
Localizer Deviation Line ............................................................ 6–22
Runway Lines ............................................................................. 6–24
Idle Message ............................................................................... 6–25
HGS Ground Roll Guidance Cue................................................ 6–26
Ground Roll Reference ............................................................... 6–26
Ground Excessive Deviation....................................................... 6–28
Ground Localizer Deviation Scale and Index ............................. 6–29
Deceleration Scale ...................................................................... 6–30
TO Pitch Reference Line ............................................................ 6–31
Pitch Scale (Normal)................................................................... 6–32
Pitch Scale (Compressed) with Pitch Chevrons.......................... 6–32
Conformal Heading Scale and Index .......................................... 6–34
Conformal Selected Heading Mark............................................. 6–35
Conformal Selected Course Pointer............................................ 6–36
Digital Airspeed.......................................................................... 6–37
Digital Altitude Displays ............................................................ 6–38
Digital Radio Altitude................................................................. 6–38
Digital Baro Altitude .................................................................. 6–38
Minimums Annunciation ............................................................ 6–38
Minimums Digital Readout (Decision Height) ........................... 6–39
TCAS Resolution Advisory ........................................................ 6–40
Low Bank Limit Arc................................................................... 6–40
Angle-of-Attack Limit ................................................................ 6–40
Unusual Attitude ......................................................................... 6–41
Digital Runway Elevation........................................................... 6–41
Digital Runway Length............................................................... 6–41
Runway Remaining Readout ...................................................... 6–42
Combiner Alignment Message ................................................... 6–43
Tailstrike Alerting: Takeoff and Approach................................. 6–44
Warning Message: Takeoff and Approach ................................. 6–45
Windshear Caution and Warning................................................ 6–46
Enhanced Ground Proximity Annunciations .............................. 6–47
Airspeed Symbols ........................................................................... 6–48
Airspeed Tape ............................................................................. 6–48
Digital Airspeed Odometer ......................................................... 6–48
Selected Airspeed Bug................................................................ 6–48
Digital Selected Airspeed/Mach (with Airspeed Tape) .............. 6–48
Low-Speed Cue........................................................................... 6–49
Stall Warning Cue (Vs) ............................................................... 6–49
Maximum Operating Speed Tape (Vmo) ..................................... 6–50
Airspeed Reference Bugs............................................................ 6–50
Digital Airspeed Reference Table............................................... 6–50
Digital Mach ............................................................................... 6–50
9701-1211 Rev A June 2005 iii
Airspeed Trend Vector................................................................ 6–50

Flap Retraction Speed Bug ......................................................... 6–51
Digital Selected Airspeed/Mach (without Airspeed Tape) ......... 6–52
Roll Scale/Mode Annunciations Symbols....................................... 6–54
Roll Scale and Pointer................................................................. 6–54
Roll Scale Slip/Skid Indicator..................................................... 6–55
Flight Director Lateral/Vertical Capture/Arm Modes................. 6–56
Autopilot Status Annunciations .................................................. 6–58
Pilot Flying Arrow ...................................................................... 6–58
Authrottle Annunciations............................................................ 6–59
Approach Mode Annunciations .................................................. 6–60
Altitude Symbols ............................................................................ 6–60
Altitude Tape .............................................................................. 6–60
Digital Altitude Odometer .......................................................... 6–60
Selected Altitude Bug ................................................................. 6–60
Digital Selected Altitude............................................................. 6–60
Baro Correction Readout ............................................................ 6–61
Altitude Trend Vector ................................................................. 6–61
Digital Vertical Speed................................................................. 6–62
VNAV Altitude Waypoint Constraint Readout .......................... 6–62
VNAV Target Altitude Bug........................................................ 6–62
Vertical Track Alert (VTA) Annunciation.................................. 6–63
HSI and Navigation Symbols.......................................................... 6–64
Horizontal Situation Indicator..................................................... 6–64
Selected Heading Bug and Vector .............................................. 6–65
Track Angle Pointer.................................................................... 6–65
Lateral Deviation Indicator ......................................................... 6–66
To/From Indicator....................................................................... 6–67
Digital Selected Heading ............................................................ 6–68
Selected Course Pointer .............................................................. 6–69
Digital Selected Course/Desired Track ....................................... 6–69
Digital Ground Speed ................................................................. 6–70
Vertical Deviation Scale and Pointer .......................................... 6–71
Wind Speed and Direction .......................................................... 6–72
Navigation Source Annunciations............................................... 6–74
DME Distance Readout .............................................................. 6–74
FMS Distance Readout ............................................................... 6–75
Digital RNP................................................................................. 6–76
Heading Source Annunciations................................................... 6–76
FMS Message.............................................................................. 6–77
Failure Flags and Miscompares ...................................................... 6–78
Attitude Fault Annunciation........................................................ 6–78
Airspeed Fault Annunciation ...................................................... 6–78
Baro Altitude Fault Annunciation............................................... 6–78
Vertical Speed Fault Annunciation ............................................. 6–78
iv June 2005 9701-1211 Rev A
Heading Fault Annunciation ....................................................... 6–78

Radio Altitude Fault Annunciation ............................................. 6–78
Lateral Fault Annunciation ......................................................... 6–79
Vertical Fault Annunciation........................................................ 6–79
TCAS Fault Annunciation .......................................................... 6–79
Attitude Miscompare .................................................................. 6–80
Airspeed Miscompare ................................................................. 6–80
Baro Altitude Miscompare.......................................................... 6–80
Heading Miscompare .................................................................. 6–80
Localizer Miscompare ................................................................ 6–80
Glideslope Miscompare .............................................................. 6–80
Radio Altitude Miscompare........................................................ 6–80
Flight Path Miscompare.............................................................. 6–81
Data Source Annunciations......................................................... 6–82
Symbology on Combiner Displays ..................................................... 6–84
Appendix A: Definitions and Abbreviations and Acronyms.............. A–1
Definitions ........................................................................................... A–1
Acronyms and Abbreviations .............................................................. A–3
9701-1211 Rev A June 2005 v

List of Figures
Figure 2–1: LRU Locations for Single-HGS Installation ......................... 2–2
Figure 2–2: LRU Locations for Dual-HGS Installation........................... 2–3
Figure 2–3: HGS Computer ...................................................................... 2–4
Figure 2–4: Overhead Unit ....................................................................... 2–5
Figure 2–5: Left-Side Combiner (#1) ....................................................... 2–6
Figure 2–6: Right-Side Combiner (#2) ..................................................... 2–7
Figure 2–7: MCDU................................................................................... 2–9
Figure 2–8: HGS-LRU Interconnections (Single HGS) ......................... 2–10
Figure 2–9: HGS-LRU Interconnections (Dual HGS)............................ 2–11
Figure 2–10: HGS Interface Block Diagram (Single HGS).................... 2–12
Figure 2–11: HGS Interface Block Diagram (Dual HGS) ...................... 2–13
Figure 2–12: Combiner Positions ........................................................... 2–17
Figure 2–13: Combiner (operating position)........................................... 2–19
Figure 2–14: Combiner Controls ............................................................ 2–21
Figure 2–15: Menu Page......................................................................... 2–22
Figure 2–16: HGS Page on MCDU ........................................................ 2–23
Figure 2–17: Armed LVTO on PFD ....................................................... 2–27
Figure 2–18: LVTO Warning Annunciation on PFD (single-HGS
Embraer 170 only) .......................................................................... 2–29
Figure 3–1: Symbology (example) ........................................................... 3–3
Figure 3–2: Low-Visibility Takeoff Display (example) ........................... 3–5
Figure 3–3: Initial Climb (example) ......................................................... 3–8
Figure 3–4: Level Enroute Flight (example)........................................... 3–10
Figure 3–5: ILS Intercept (example)....................................................... 3–13
Figure 3–6: Flight Director Approach (example) ................................... 3–14
Figure 3–7: Visual Approach (example)................................................. 3–16
Figure 3–8: “ALIGN HUD” Message on Combiner Display ................. 3–17
Figure 4–1: Windshear Message............................................................. 4–10
Figure 4–2: Unusual Attitude (excessive pitch)...................................... 4–13
Figure 4–3: Unusual Attitude (excessive roll) ........................................ 4–14
Figure 4–4: TCAS Safe/Unsafe Zones.................................................... 4–15
Figure 4–5: TCAS Resolution Advisories .............................................. 4–17
Figure 4–6: TCAS Corrective Advisory ................................................. 4–18
Figure 4–7: Tailstrike Alerting ............................................................... 4–19
Figure 5–1: Takeoff Ground Roll ............................................................. 5–3
Figure 5–2: Initial Climb .......................................................................... 5–5
Figure 5–3: Level Turn ............................................................................. 5–6
Figure 5–4: Level Enroute Flight.............................................................. 5–7
Figure 5–5: Descent .................................................................................. 5–8
Figure 5–6: ILS Intercept on Approach .................................................... 5–9
Figure 5–7: Approach (Flight Director on Cat II)................................... 5–10
Figure 5–8: Visual Approach.................................................................. 5–11
vi June 2005 9701-1211 Rev A
Figure 5–9: Flare..................................................................................... 5–12

Figure 5–10: Landing Rollout................................................................. 5–13
Figure 6–1: Flight Information Display Areas.......................................... 6–1
Figure 6–2: ADI Symbols......................................................................... 6–2
Figure 6–3: Airspeed Symbols ................................................................. 6–3
Figure 6–4: Roll Scale and Mode Annunciation Symbols........................ 6–4
Figure 6–5: Altitude Symbols................................................................... 6–5
Figure 6–6: Navigation and HSI Symbols ................................................ 6–6
Figure 6–7: Flight Path Group Symbols ................................................... 6–7
Figure 6–8 In-Flight Symbology (example) ............................................. 6–8
Figure 6–9: Aircraft Reference ................................................................. 6–9
Figure 6–10: Zero-Degree Pitch Line ..................................................... 6–10
Figure 6–11: Flight Path Symbol............................................................ 6–12
Figure 6–12: Flight Path Slip/Skid Indicator .......................................... 6–13
Figure 6–13: Speed Error Tape............................................................... 6–14
Figure 6–14: Flight Path Acceleration.................................................... 6–15
Figure 6–15: Glideslope Reference Line ................................................ 6–16
Figure 6–16 Guidance Cue ..................................................................... 6–17
Figure 6–17: Flare Cue ........................................................................... 6–20
Figure 6–18: Marker Beacon .................................................................. 6–21
Figure 6–19: Lateral and Vertical Deviation: Digital Modes ................. 6–23
Figure 6–20: Runway Lines.................................................................... 6–24
Figure 6–21: HGS Ground Roll Guidance Cue and Ground Roll Reference
........................................................................................................ 6–27
Figure 6–22: Ground Excessive Deviation ............................................. 6–28
Figure 6–23: Ground Localizer Deviation .............................................. 6–29
Figure 6–24: Deceleration Scale............................................................. 6–30
Figure 6–25: TO Pitch Reference Line ................................................... 6–31
Figure 6–26: Pitch Scale ......................................................................... 6–33
Figure 6–27: Pitch Chevrons .................................................................. 6–33
Figure 6–28: Conformal Heading Scale and Index................................. 6–34
Figure 6–29: Conformal Selected Heading Mark ................................... 6–35
Figure 6–30: Conformal Selected Course Pointer .................................. 6–36
Figure 6–31: Digital Airspeed ................................................................ 6–37
Figure 6–32: Digital Radio Altitude, Digital Baro Altitude, Minimums
Annunciation, Minimums Readout (Decision Height) ................... 6–39
Figure 6–33: Low Bank Limit Arc ......................................................... 6–40
Figure 6–34: AOA Limit ........................................................................ 6–40
Figure 6–35: Digital Runway Elevation and Length .............................. 6–41
Figure 6–36: Runway Remaining Readout............................................. 6–42
Figure 6–37: “ALIGN HUD” Message .................................................. 6–43
Figure 6–38: Tailstrike Alerting ............................................................. 6–44
Figure 6–39: Takeoff Warning ............................................................... 6–45
Figure 6–40: Windshear Annunciation (Warning example) ................... 6–46
Figure 6–41: Ground Proximity Annunciation (Warning example) ....... 6–47
9701-1211 Rev A June 2005 vii
Figure 6–42 Airspeed Tape, Digital Airspeed Odometer, Selected Airspeed

Bug, Digital Selected Airspeed/Mach, Low-Speed Cue, Stall Warning
Cue.................................................................................................. 6–49
Figure 6–43: Maximum Operating Speed Tape, Airspeed Reference Bugs,
Digital Airspeed Reference Table, Digital Mach, Airspeed Trend
Vector.............................................................................................. 6–51
Figure 6–44: Digital Selected Airspeed/Mach (without Airspeed Tape) 6–53
Figure 6–45: Roll Scale and Pointer ....................................................... 6–54
Figure 6–46: Roll-Scale Slip/Skid Indicator ........................................... 6–55
Figure 6–47: Flight Director Mode Annunciations................................. 6–56
Figure 6–48: Autopilot Status and Autothrottle Annunciations; Pilot Flying
Arrow .............................................................................................. 6–59
Figure 6–49: Altitude Tape, Digital Altitude Odometer, Selected Altitude
Bug, Digital Selected Altitude, Baro Correction Readout, Altitude
Trend Vector ................................................................................... 6–61
Figure 6–50: Digital Vertical Speed, VNAV Altitude Waypoint Constraint
Readout, VNAV Target Altitude Bug, VTA Annunciation ............ 6–63
Figure 6–51: Horizontal Situation Indicator ........................................... 6–65
Figure 6–52: Lateral Deviation Indicator................................................ 6–66
Figure 6–53: To/From Indicator ............................................................. 6–67
Figure 6–54: Digital Selected Heading ................................................... 6–68
Figure 6–55: Selected CoursePointer, Digital Selected Course/Desired
Track ............................................................................................... 6–69
Figure 6–56: Digital Ground Speed ........................................................ 6–70
Figure 6–57: Vertical Deviation Scale and Pointer................................. 6–71
Figure 6–58: Wind Speed and Direction (polar version) ........................ 6–73
Figure 6–59: Navigation Data................................................................. 6–75
Figure 6–60: Failure Flags and Data Miscompare Indications ............... 6–79
Figure 6–61: Data Source Annunciations ............................................... 6–83
viii June 2005 9701-1211 Rev A

List of Tables
Table 1–1: Single and Dual HGS Operations ........................................... 1–1
Table 3–1: Guidance Sources for HGS Display ....................................... 3–2
Table 4–1: Takeoff (for single-HGS Embraer 170 only).......................... 4–4
Table 4–2: Approach and Landing ........................................................... 4–6
Table 4–3: Parameters .............................................................................. 4–8
Table 6–1: Lateral and Vertical Flight Director Mode Annunciations ... 6–57
Table 6–2: Symbology on Combiner Displays ....................................... 6–84
9701-1211 Rev A June 2005 ix

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x June 2005 9701-1211 Rev A

Section 1:
Introduction
This Pilot Guide is designed to acquaint you with the operation of the
Rockwell Collins Flight Dynamics Model 5600 Head-Up Guidance System
(HGS®) installed on the Embraer 170/190 aircraft family.
The HGS is an electronic display system that generates and projects
information in the pilot’s forward field-of-view. The system displays
primary flight and navigation data that overlay the outside scene in an
accurate one-for-one relationship.
The Model 5600 HGS is designed to support either a single-HGS
installation configuration (with the HGS in the left-side pilot location only)
or a dual-HGS installation configuration. This pilot guide describes both of
these configurations and includes information specific to each when
required.
Table 1–1 indicates the functions provided by the HGS. In some cases,
functions may be enabled or disabled depending on operator decisions on
the use of the system. This selection can be made through the use of an
Operational Program Configuration file (OPC) which is downloaded into
the HGS Computer.
Table 1–1: Single and Dual HGS Operations
HGS Function Basic/Selectable

Low-visibility takeoff using HGS guidance Selectable
Category I and Category II approaches using Flight Basic
Director guidance
Manual Visual approach Basic
Enroute navigation Basic
Display of alerts and situational awareness Basic
information, including TCAS advisories, windshear
alerts and escape guidance, unusual attitude, and
tailstrike advisories
9701-1211 Rev A June 2005 1–1

HGS symbology has been optimized for the full flight regime and includes
the application of inertial flight path and flight path acceleration. The
aircraft Flight Guidance Control System (FGCS) provides guidance data
during all operations except for HGS-guided takeoff, which provides the
potential to avoid delayed takeoffs in reduced visibility conditions. The
unique head-up view of symbolic information allows for precise manual
control while enhancing situational awareness and energy management.
NOTE: Approved HGS operating procedures are the responsibility of

the operator and the appropriate regulatory agency and are
identified in the operations specification appropriate to the
operator. Conduct HGS operations in accordance with the
Airplane Flight Manual (AFM) HGS Supplement. Information
in the AFM has precedence over any conflicting information
contained in this guide.
Refer to the following sections for detailed information as needed:

• Section 1: Introduction.
• Section 2: System Description: Provides an overview of the HGS line-
replaceable units, their location, and general operation. In addition, this
section provides a description of the monitoring requirements of the
pilot not flying (PNF) for both the single and dual HGS.
• Section 3: HGS Display: Describes the use of the single and dual HGS
displays for all flight operations.
• Section 4: Operations: Provides recommended procedures and related
information for HGS flight operations.
• Section 5: Typical Flight Profile: Provides descriptions and
illustrations for each phase of a typical flight profile.
• Section 6: Symbols: Provides a description of the HGS display
elements (symbols) and their interrelationships.
• Appendix A: Abbreviations, Acronyms and Definitions: Provides a
definition of terms common to the HGS.
1–2 June 2005 9701-1211 Rev A

Section 2:
System Description
General
This section provides a general description of the Head-Up Guidance
System and its operation from the flight deck. It concludes with a
description of HGS annunciations on the PFD (Primary Flight Display) and
EICAS (Engine Indication and Crew Alert System) that are available to
monitor takeoff capability and HGS status.
This section also provides the differences between the single-HGS and the
dual-HGS installation configurations.
HGS Line-Replaceable Units and Locations

For single installations, the HGS consists of three Line-Replaceable Units
(LRUs):
• HGS Computer (HC)
• Overhead Unit (OHU)
• Combiner
For dual installations, the HGS consists of six LRUs:
• Two identical HGS Computers that operate independently but provide
identical symbology views to both pilots
• Two identical OHUs that operate independently of each other
• Two Combiners that operate independently of each other: one for the
left side, one for the right side.
9701-1211 Rev A June 2005 2–1

For the single-HGS installation, the Computer is located forward of the

forward baggage compartment, inside a compartment near the right side of
the nose-wheel well. The OHU is located overhead on the left side of the
cockpit (Figure 2–1); the Combiner is attached to the forward windscreen
frame on the left side of the cockpit. HGS messages are displayed on the
pilot’s PFD and EICAS display. These messages are described later in this
section.
Overhead Unit
(Under Head Liner)
Combiner
Figure 2–1:
LRU Locations for Single-HGS Installation
2–2 June 2005 9701-1211 Rev A

For the dual-HGS installation, the two Computers are located forward of the
forward baggage compartment, inside a compartment near the right side of
the nose-wheel well. The OHUs are located overhead on the left and right
sides of the cockpit (Figure 2–2); the Combiners are attached to the forward
windscreen frame on the left and right sides of the cockpit HGS messages
are displayed on the pilot’s PFD and EICAS Displays. These messages are
described later in this section.
Overhead Unit Overhead Unit
(Under Head Liner) (Under Head Liner)
Combiner Combiner
Figure 2–2:
LRU Locations for Dual-HGS Installation
9701-1211 Rev A June 2005 2–3

LRU Functions and Interconnections

The following paragraphs provide an overview of the operational functions
performed by each LRU.
HGS Computer (HC): The HC (Figure 2–3) receives signals from aircraft
sensors and generates a symbology set that is dependent on the current
flight operation. This symbology data is transmitted to the Overhead Unit in
the form of digital signals.
For both installation configurations, the HC(s) receive dual independent
sources of aircraft sensor data. Both MCDUs in the aircraft provide a
method for entering certain data required by the HGS. For single-HGS
installations, both MCDUs are connected to the single HC. For dual-HGS
installations, each MCDU is connected to a specific HC and a
communication bus between the two HCs transmit data to assure that both
MCDUs are displaying the same HGS data. This “crosstalk” bus also
provides other data that needs to be consistent between the two HCs.
Figure 2–3:
HGS Computer
2–4 June 2005 9701-1211 Rev A

The HGS Computer continuously evaluates hardware functions and

software execution using Built-In Test (BIT).
For systems with the takeoff function enabled, the HC monitors the takeoff
performance and the pilot’s centerline tracking accuracy; the HC then
transmits messages for display on the Combiner and the PFD.
Overhead Unit (OHU): The OHU (Figure 2–4) generates flight symbology
from a liquid crystal display (LCD) inside the OHU. The OHU relay lens
then projects the symbology onto the glass display of the Combiner.
The OHU also contains electronic circuitry that controls the intensity of the
projected symbology. The position of the OHU provides the spatial
relationship that permits various symbols, such as the artificial horizon, to
overlay the corresponding features of the outside scene.
Figure 2–4:
Overhead Unit
9701-1211 Rev A June 2005 2–5

Combiner: The Combiners support a glass element that reflects the

symbology image projected from the OHU. This image is optically
combined with the pilot’s view through the windscreen. The Combiner also
has a control to adjust the brightness of the symbology and to select a
manual or automatic mode of brightness control.
After installation, the Combiner does not need alignment or other
adjustments.
Figure 2–5:
Left-Side Combiner (#1)
2–6 June 2005 9701-1211 Rev A

For the dual-HGS installation, the two Combiners are identical in their
functions, but they are designed as mirror images of each other (Figure 2–5
and Figure 2–6). The right-side Combiner display shows symbology that is
projected from the right-side OHU, as the left-side Combiner display shows
symbology that is projected from the left-side OHU. The left-side Combiner
is also identified as Combiner #1, the right-side Combiner as Combiner #2.
Each pilot makes independent selections for display brightness and may
select either the manual or automatic mode of brightness control.
Figure 2–6:
Right-Side Combiner (#2)
9701-1211 Rev A June 2005 2–7

MCDU: Although the MCDU (Figure 2–7) is not produced by RCFD, it is

the data-entry and control point for the HGS. This pilot guide focuses only
upon MCDU operations that affect the HGS, such as runway length and
elevation data entry, selection of symbology functions, and selection of test
mode features.
For single-HGS installation, both MCDUs are connected to the HGS
Computer; entries made at one MCDU are automatically repeated on the
second MCDU.
For dual-HGS installation, each MCDU is connected to the HGS Computer
on its side; some entries made at one MCDU are automatically repeated on
the second MCDU through the crosstalk bus.
2–8 June 2005 9701-1211 Rev A

Figure 2–7:
MCDU
9701-1211 Rev A June 2005 2–9

Figure 2–8 shows the general interconnect relationships in a single-HGS

installation between each LRU and between aircraft sensors and systems for
the data and power required for HGS operations.
Sensor data and power sources are described in detail on the following
pages.
Combiner
Power
OHU
Aircraft
Power
HGS Computer
Sensors Sensors
Left Right
Figure 2–8:
HGS-LRU Interconnections (Single HGS)
2–10 June 2005 9701-1211 Rev A

Figure 2–9 shows the general interconnect relationships between each LRU
and between aircraft sensors and systems for the data and power required
for HGS operations.
Sensor data and power sources are described in detail on the following
pages.
Left Side Right Side
#1 #2
Combiner
Power Power
#1 #2
OHU
Aircraft Aircraft
Power #1 #2 Power
HGS
(28 VDC) Computer (28 VDC)
Sensors Sensors Sensors Sensors

Left Right Left Right
HGS Intersystem Bus
(Crosstalk)
Figure 2–9:
HGS-LRU Interconnections (Dual HGS)
9701-1211 Rev A June 2005 2–11

Sensor Data Inputs

In order to meet the safety requirements of a low-visibility takeoff guidance
system, the HGS requires inputs from several redundant sensors and
equipment (Figure 2–10).
Flight Director
EGPWS Portable 429
EFIS Data Load
Data Loader
FMA/AP
Navigation
Air Data 429 IRS 1
IRS 1
DME
FMS
TCAS 429
RALT 1 RALT 1 Overhead
Marker Beacon Unit
G
MAU Data D
ASCB
Combiner
429 MAU 1
MAU 1
I/O 1
429
MAU 2
PFD, EICAS, FDR
MAU 2
429
RALT 2 RALT 2
429 IRS 2
IRS 2
429
429
MCDU 1
429
429
MCDU 2
Video Raster (provision)
I/O 2
HGS Computer
Figure 2–10:
HGS Interface Block Diagram (Single HGS)
2–12 June 2005 9701-1211 Rev A

Portable 429
Data Load
Data Loader
429
IRS 1 IRS 1
RALT 1
429 Overhead
RALT 1 G Unit
D
ASCB
429
MAU 1
Combiner
MAU 1
I/O 1
MAU 2
429
429 PFD
MAU 2 EICAS
RALT 2 RALT 2 FDR
429 MAU 2
IRS 2 IRS 2
429
429 429
429
MCDU 1
I/O 2
HGS Computer #1
Crosstalk
Bus
Portable 429 Data Load

Data Loader
IRS 2
429 IRS 2
RALT 2
429 RALT 2 Overhead
G Unit
D
ASCB
429 MAU 2
Combiner
MAU 2
I/O 1
MAU 1
429
429 PFD
MAU 1 EICAS
FDR
RALT 1 RALT 1
429 MAU 1
IRS 1 IRS 1
429
429 429
429
MCDU 2
I/O 2
HGS Computer #2
Figure 2–11:
HGS Interface Block Diagram (Dual HGS)
9701-1211 Rev A June 2005 2–13

The HGS receives inputs through dual independent input/output subsystems

contained within the HGS Computer (Figure 2–10 and Figure 2–11). These
inputs consist of digital data from the following sensors and equipment:
• An Inertial Reference System for primary attitudes, heading, body
accelerations, body rates, vertical speed, ground speed
• A second IRS for comparison with onside data
• Two Radar Altimeters for altitude above ground data
• Two Honeywell PRIMUS EPIC™ Modular Avionics Units (MAUs) to
provide pilot-selected sources of air data, ILS data, Flight Director
commands, flight-mode data, FMS data, EGPWS data, TCAS data and
cockpit control settings.
In addition to the sensor inputs, program pin inputs are used to identify the
type of aircraft in which the HGS system is installed, aircraft configuration
inputs.
Power Sources
The Computer and the OHU each require a 28VDC power source for
operation. These two powered HGS LRUs receive their supply through
individual circuit breakers in the circuit breaker panel. (The Combiner
receives its power from the OHU.)
2–14 June 2005 9701-1211 Rev A

Operating and Monitoring the HGS

The HGS is operational when ground power or aircraft power is applied to
all LRUs. If the Combiner is in the stow or breakaway position, all
functions of the HGS remain operational, but the internal OHU LED power
is disabled to blank the display.
The remainder of this section describes the following:
• Mechanical and electrical operation of the Combiner (including the
adjustment of display brightness)
• Data entry and selection of symbology features using the MCDU
• HGS annunciations on the instrument panel.
9701-1211 Rev A June 2005 2–15

Combiner Operation
This section explains the Combiner operation and describes the stow,
operating, and breakaway positions.
Combiner Positions: The Combiner has three positions: stow, operating,
and breakaway (Figure 2–12). It contains a brightness control and an
alignment detector that precisely monitors the operating position.
2–16 June 2005 9701-1211 Rev A

Stow
Position
Operating
Position
Breakaway
Position
View Forward
Figure 2–12:
Combiner Positions
9701-1211 Rev A June 2005 2–17

CAUTION: TO PREVENT ACCIDENTAL DAMAGE TO THE

COMBINER, DO NOT FORCE THE COMBINER
GLASS OUT OF THE STOW OR BREAKAWAY
POSITIONS. ALWAYS USE THE RELEASE LEVER.
Stow Position: the position of the Combiner glass when not in use. The
Combiner glass should be protected by its cloth cover in the stow position.
To stow the Combiner glass from the operating position, first put the cloth
cover over the Combiner glass. Hold the Combiner arm (Figure 2–13) by
the side and rotate the Combiner glass up and aft from the operating
position to the stow position. When the Combiner glass is stowed, a latch
pin holds it tightly in place.
Operating Position: the position of the Combiner glass while in use. To
move the Combiner glass from the stow to the operating position, push the
release lever (Figure 2–13 and Figure 2–14) and hold the Combiner arm by
the side. Lower the Combiner glass until the Combiner glass snaps into the
operating position detent. Remove the cloth cover from the Combiner glass.
The Combiner stow switch automatically turns on the Overhead Unit
(OHU) power supply when the Combiner glass moves into the operating
position. The OHU then projects symbology onto the Combiner glass.
2–18 June 2005 9701-1211 Rev A

Release
Lever
Combiner
Arm
Figure 2–13:
Combiner (operating position)
Breakaway Position: the safety feature that allows the Combiner glass to
rotate toward the windshield during a sudden deceleration of the aircraft.
The breakaway position prevents head injury (due to Combiner contact)
during an aircraft high-G deceleration. The Combiner arm is latched into
the breakaway position to prevent its return to the operating position. To
release the Combiner glass from the breakaway position, slightly push the
Combiner (Figure 2–12) forward to remove pressure on the breakaway
latch. Push the release lever (Figure 2–13 and Figure 2–14) while pulling
the Combiner arm aft until the Combiner glass returns to the operating
position detent.
9701-1211 Rev A June 2005 2–19

Combiner Alignment Detector (CAD): The Combiner contains an

alignment detector that precisely monitors the operating position of the
Combiner (Figure 2–12). An out-of-alignment condition results in an
“ALIGN HUD” message being displayed on the Combiner (refer to
“Section 3: HGS Display” for details). If this occurs, apply slight pressure
either fore or aft on the Combiner until the “ALIGN HUD” message is
removed. If the message cannot be eliminated, the Combiner should be
removed for servicing.
Combiner Glass Cover: The Combiner is provided with a removable
protective cloth cover. Install the cloth cover on the glass prior to stowing
the Combiner or when the Combiner is removed for servicing. Slip the
cover pocket over the Combiner glass and secure the Velcro flap over the
glass. It is recommended the cloth cover remain on the glass anytime the
Combiner is not in use and stowed.
Combiner Sun Visor: The Combiner is provided with a removable sun
visor that attaches to the front of the Combiner glass. The sun visor can be
left in place or removed as desired. It can be stored in a special storage shelf
below the PFD on the instrument panel. The sun visor does not affect the
operation of the Combiner.
Combiner Display Brightness Control: The Combiner Brightness Control
and AUTO/MAN knob are located on the upper portion of the Combiner
(Figure 2–14). The display intensity changes from zero to full intensity in
four revolutions of the knob. The control knob is pushed in to select the
manual brightness control mode (MAN) or pulled out to select the
automatic brightness control mode (AUTO). Rotating the control knob
clockwise increases the Combiner display brightness, and rotating
counterclockwise decreases the display brightness.
2–20 June 2005 9701-1211 Rev A

Manual Brightness Mode (MAN): In manual brightness mode, the

Combiner display intensity remains at the level selected with the control
knob.
Automatic Brightness Mode (AUTO): In automatic brightness mode, the
Combiner display intensity is set to a brightness level with the control knob.
Using signals from an Ambient Light Sensor (ALS) (Figure 2–14), the
OHU adjusts display brightness to maintain the desired contrast ratio
(perceived brightness). This adjustment is automatic as the outside light
conditions change.
Brightness Control
AUTO/MAN Knob
Ambient Light
Release Lever Sensor
Figure 2–14:
Combiner Controls
NOTE: The illumination of the Combiner lightplate is controlled by

the overhead panel light control.
9701-1211 Rev A June 2005 2–21

MCDU Operation
For the HGS, the flight crew use the MCDU to enter runway data, select
symbology features, and select maintenance displays (while the aircraft is
on the ground). Maintenance technicians use the MCDU to manually
perform maintenance tests.
Because the flight crew is familiar with the general operation of the MCDU,
only the HGS-related settings are described in the following subsections.
The Menu Page

Push the “MENU” function key for the Menu Page (Figure 2–15). The page
is identified by the title “MENU” at the top of the page. The Menu function
key can be pushed at any time for access to the HGS page.
Scratchpad
“MENU”
Line
Figure 2–15:
Menu Page
2–22 June 2005 9701-1211 Rev A

The HGS Page

Push the line-select key (LSK) next to the open, left-pointing arrow with the
text “HGS” (Figure 2–15) to access the HGS Page on the MCDU display
screen (Figure 2–16).
Pilots give input to and operate the HGS through the lines of text and
related LSKs that follow:
“RWY LENGTH”
“RWY ELEVATION”
“COMBINER MODE
AUTO DECLUTTER FULL”
NOTE: For dual HGS only, “RWY LENGTH” and “RWY

ELEVATION” are repeated on both MCDUs.
Maintenance technicians push the LSK next to the open, right-pointing

arrow with the text “MAINT” to do maintenance operations.
Figure 2–16:
HGS Page on MCDU
9701-1211 Rev A June 2005 2–23
Runway Length
The HGS Page (Figure 2–16) gives the runway length in feet underneath the
data line that reads “RWY LENGTH.” (The value of runway length shows
in green numbers.) The value of the runway length should be automatically
set by the Flight Management System (FMS). However, if this value is
incorrect or does not show on the HGS Page, follow these procedures to set
the runway length manually:
1. Use the numeric keypad and start with the left-most number to enter the
value for the runway length. Values for the runway length must be
positive.
2. The new runway length shows on the Scratchpad Line.
3. To correct errors on the Scratchpad Line, use the “CLR” or “DEL”
keys at the bottom of the MCDU front panel.
4. When the correct value shows on the Scratchpad Line, push the LSK
next to the data line underneath “RWY LENGTH.”
5. The correct value shows in green numbers on the data line underneath
“RWY LENGTH.”
Runway Elevation
The HGS Page (Figure 2–16) gives the runway TDZE in feet underneath
the data line that reads “RWY ELEVATION.” (The value of runway
elevation shows in green numbers.) The value of the runway elevation
should be automatically set by the Flight Management System (FMS).
However, if this value is incorrect or does not show on the HGS Page,
follow these procedures to set the runway elevation manually:
1. If the runway elevation is positive, use the numeric keypad and start
with the left-most number to enter the value for the runway elevation.
2. If the runway elevation is negative, push the Plus/Minus (“+/-”) key in
the lower half of the MCDU front panel once. A negative sign (“-”)
then shows on the Scratchpad Line. Use the numeric keypad and start
with the left-most number to enter the value for the runway elevation.
3. To correct errors on the Scratchpad Line, push the “CLR” or “DEL”
keys at the bottom of the MCDU front panel.
4. When the correct value shows on the Scratchpad Line, push the LSK
next to the data line underneath “RWY ELEVATION.”
5. The correct value shows in green numbers on the data line underneath
“RWY ELEVATION.”
2–24 June 2005 9701-1211 Rev A
Combiner Mode
On the HGS Page (Figure 2–16), pilots can select one of three methods to
control the removal and re-appearance of the Airspeed and Altitude Tapes
and the HSI. The selected method shows in green, large-size letters
underneath the data line that reads “COMBINER MODE.”
The functions of the three Combiner Mode settings are:
“AUTO”: The HGS automatically removes the Airspeed and Altitude
Tapes and the Horizontal Situation Indicator (HSI) during the approach
operation.
“DECLUTTER”: Pilots may manually declutter the Combiner display
during any phase of flight if the presentation of the Tapes and compass are
not critical.
“FULL”: Pilots manually choose to restore the full symbology on the
Combiner display after an automatic or manual removal of the Tapes and
HSI.
How to Select Combiner Modes:

1. On the HGS Page, push the LSK next to the data line underneath
“COMBINER MODE” until the desired selection shows in green,
large-size letters. The selections show in this order on the data line:
“AUTO DECLUTTER FULL”
The entries that are not selected should show in white, small-size
letters.
9701-1211 Rev A June 2005 2–25

Flight-Path Angle/Glideslope Reference

Follow these procedures to select the flight-path angle or glideslope
reference:
1. Push the Flight Path Reference (“FPR”) pushbutton on the Flight
Guidance Panel (FGP) to show the Glideslope Reference Line on the
Combiner display and the Flight Path Reference Line on the PFD.
2. Adjust the Flight Path Angle Select (“FPA SEL”) knob on the FGP
until the correct glideslope/flight path angle shows on the PFD or on
the Combiner display.
2–26 June 2005 9701-1211 Rev A

HGS Annunciations on Instrument Panel

For single- and dual-HGS aircraft, the HGS Computer(s) provides data to
the Primus EPIC system, which then drives the head-down display panels to
indicate the HUD status, system status, and warning messages on the two
Primary Flight Displays (PFD). HGS failure indications are also
annunciated on the EICAS (Engine Indicating and Crew Alerting System)
display.
PFD Annunciations for LVTO Operations (if enabled)

The PNF monitors the takeoff using information and messages on the
Primary Flight Display (PFD). The PFD data and messages for the HGS
include the following:
Expanded Localizer: An expanded localizer is displayed on the PFDs
during low-visibility takeoff.
LVTO in White: During low-visibility takeoff operations, the annunciation
“LVTO” in small-size, white letters shows on the PFD to indicate that
LVTO is armed (Figure 2–17). The annunciation is on the left side of the
top mode line of the PFD.
Figure 2–17:
Armed LVTO on PFD
9701-1211 Rev A June 2005 2–27

LVTO in Green: During low-visibility takeoff operations, the annunciation

“LVTO” in medium-size, green letters shows on the PFD to indicate that
LVTO is active. The annunciation is on the right side of the top mode line
on the PFD with a green background. The annunciation flashes reverse
video for the first 5 seconds on the PFD and then is steady on its usual
background. “LVTO” shows on the upper right part of the Combiner
display; it also flashes on the Combiner display for the first 5 seconds and
then is steady.
LVTO in Amber: During low-visibility takeoff operations, the
annunciation “LVTO” in medium-size, amber letters shows on the PFD to
indicate that LVTO has lost capability but is recoverable below 40 knots.
The annunciation is on the right side of the top mode line of the PFD. The
annunciation flashes inverse video for the first 5 seconds on the PFD and
then is steady on its usual background. “NO LVTO” shows on the
Combiner display.
LVTO in Red: During low-visibility takeoff operations, the annunciation
“LVTO” in medium-size, red letters shows on the PFD to indicate that
LVTO has been lost for the remainder of the takeoff. The annunciation is on
the right side of the top mode line of the PFD. The annunciation flashes the
inverse video for the first 5 seconds on the PFD and then is steady on its
usual background. This loss of LVTO capability can be caused by:
• Takeoff Warning (LVTO) occurs OR
• 40 knots ≤ Ground Speed ≤ 80 knots AND
• Weight on Wheels AND
• HGS inactive AND
• Green or Amber or Red “LVTO” shows on PFD before HGS is
inactive.
LVTO WRN: The annunciation “LVTO WRN” (low-visibility takeoff
operations warning) shows in medium-size, red letters on the upper left
corner of the ADI (Figure 2–18). “LVTO WRN” shows on the Combiner
display.
2–28 June 2005 9701-1211 Rev A

LVTO Warning
Annunciation
Figure 2–18:
LVTO Warning Annunciation on PFD (single-HGS Embraer 170 only)
9701-1211 Rev A June 2005 2–29

EICAS Messages
HGS messages show in white on the EICAS display to provide system
status information to the crew. These messages are described below:
• HUD FAIL: On single-HGS installations, this message shows in cyan
text to indicate that the HGS is not available. This lack of availability is
due to an LRU failure or an electrical power failure.
• HUD FAIL 1, HUD FAIL 2: On dual-HGS installations, these
independent messages show in cyan text to indicate that the related
HGS is not available. This lack of availability an LRU failure or an
electrical power failure.
If the message is “HUD FAIL 1,” then the left HGS is not available. If
the message is “HUD FAIL 2,” then the right HGS is not available. The
independence of the two HGS subsystems allows one HUD to operate
if the other HUD has a failure. If both messages show, then neither
HUD is available.
• HUD LVTO NOT AVAIL: For aircraft with LVTO capability, this
message shows in cyan text to indicate that HGS takeoff guidance is
not available.
2–30 June 2005 9701-1211 Rev A

Section 3:
HGS Display
Introduction
This section describes the HGS displays during different phases of flight.
Refer to “Section 6: Symbols” for a more detailed description of the
individual symbols that form the display.
HGS Display Description

The content of the HGS display information is set automatically, except for
the pilot’s choice of displaying or removing the Altitude/Airspeed Tapes
and HSI symbols. The display is determined by:
• Cockpit instrument settings: Flight Director mode, flight path
reference setting
• Aircraft situtational status: In-air, on-ground, attitude, altitude,
ground speed, ILS capture; alert conditions from EGPWS and TCAS
• Aircraft configuration: Flap setting
• MCDU/HUD page selections: Combiner Mode, Maintenance (only
on-ground)
As described in “Section 2: System Description,” the Combiner Mode
selection on the MCDU allows the pilot to remove or restore the Altitude
Tape, the Airspeed Tape, and the HSI during any flight phase.
9701-1211 Rev A June 2005 3–1

Guidance Source
The HGS displays a guidance cue symbol that may be used to manually
control the aircraft or monitor the autopilot performance. The guidance cue
is controlled either by the Flight Director roll and pitch command inputs to
the HGS Computer or by guidance commands generated by the HGS
Computer itself. Table 3–1 indicates the source of guidance for various
phases of flight.
Table 3–1: Guidance Sources for HGS Display
Flight Operation Guidance Source

Low-Visibility Takeoff (guided) HGS
Takeoff (unguided) None
Climb, enroute, descent Flight Director
Approach, landing (Cat I/Cat II) Flight Director
Approach, landing (visual) None
HGS Display Symbols

Figure 3–1 shows many of the symbols that show during standard flight
conditions. Additional symbols for windshear alerting/guidance, TCAS
alerts, ground-proximity alerts, and tailstrike alerts are described in “Section
4: Operations” of this pilot guide.
Descriptions and graphics of HGS symbols are available in greater detail in
“Section 6: Symbols” of this pilot guide.
HGS symbology is very similar to the Primary Flight Display (PFD) to
facilitate the pilot’s transition from head-down instruments to head-up
symbology.
The numbers that follow refer to symbols in Figure 3–1:
1. Airspeed Reference Bugs
2. Airspeed Tape
3. Airspeed Trend Vector
4. Altitude Tape
5. Altitude Trend Vector
3–2 June 2005 9701-1211 Rev A
6a. Autothrottle Active Mode

6b. Autothrottle Armed Mode
6c. Autothrottle Status
7. Baro Correction Readout
8. Digital Airspeed Odometer
9. Digital Altitude Odometer
10. Digital Mach
11. Digital Selected Airspeed
12. Digital Selected Altitude
13. Digital Vertical Speed
14. Flight Director Lateral Arm Mode
15. Flight Director Vertical Active Mode
16. Lateral Deviation Indicator
17. Low Speed Cue
6a
6b
15
6c 14
20
3 12
11
22
18 21
9
2
8
5
17
1 4
26
29
10 7
13
24 28
23
16
27
19
Figure 3–1:
Symbology (example)
9701-1211 Rev A June 2005 3–3

18. Maximum Operating Speed Tape

19. Partial Compass Rose
20. Roll Scale and Pointer
21. Selected Airspeed Bug
22. Selected Altitude Bug
23. Selected Course Arrow
24. Selected Heading Bug
25. Speed Error Tape
26. Stall Warning Cue
27. To/From Indicator
28. Track Angle Pointer
29. Vertical Deviation Scale and Pointer
30. Conformal Heading Scale and Index
Low-Visibility Takeoff Display

NOTE: This symbology is available only for systems with this function
enabled.
The HGS display provides enhanced situational awareness during takeoff

(Figure 3–2), particularly during adverse conditions (e.g., engine out, low
visibility, etc.). Guidance provided during HGS low-visibility takeoff
operations has been certified as supplementary information to visual cues
from the physical runway.
The following symbols are displayed to enhance situational awareness:
1. Digital Airspeed Reference Table
2. Ground Localizer Deviation Scale and Pointer
3. TO Pitch Reference Line
4. Ground Roll Reference
5. HGS Ground Roll Guidance Cue
6. Runway Remaining
7. Ground Excessive Deviation
8. HUD Status
3–4 June 2005 9701-1211 Rev A

8 3
2 5
4
1
7
6
Figure 3–2:
Low-Visibility Takeoff Display (example)
The Ground Localizer Scale and Index provide localizer deviation
information any time the aircraft is on the ground and Nav Receiver #1 is
tuned to an ILS frequency. The Ground Localizer Index, indicating localizer
deviation, is positioned relative to the zero (middle) mark of the Scale.
The Runway Remaining readout consists of two large numerals appearing
under the letters “RWY” to show thousands of feet remaining. The three
smaller numerals to the right show hundreds of feet remaining in 500-foot
increments. As an aircraft passes through 9,999 feet remaining, the display
changes to “9,500” feet. Similarly, any value less than 500 feet is replaced
by a single zero.
If a runway length less than 4,000 feet or greater than 18,000 feet is entered
on the MCDU, the Runway Remaining value is removed from the
Combiner display.
9701-1211 Rev A June 2005 3–5

The low-visibility takeoff display and Ground Roll Guidance Cue are
automatically provided to the pilot when the following conditions have been
established:
• NAV1 and NAV2 receivers tuned to ILS frequency
• Runway length set between 4,000 and 18,000 feet (1,223–5,505 meters)
• Selected Course set to runway magnetic heading
For a low-visibility takeoff, the general operating procedure is to taxi the
aircraft into takeoff position over the runway centerline. The selected course
is adjusted as necessary to overlay the Selected Course symbol on the actual
runway centerline at the furthest point of visibility. Takeoff roll is started,
and the pilot uses rudder control to center the HGS Ground Roll Guidance
Cue in the Ground Roll Reference symbol (concentric circles). If the cue is
to the right of the Ground Roll Reference symbol, then the pilot needs to
apply right rudder to again center the two symbols. At liftoff, the Ground
Roll Reference is replaced by the Flight Path symbol.
In the event of a rejected takeoff, the pilot continues to follow the HGS
Ground Roll Guidance Cue until the aircraft comes to a stop.
To monitor the V-speed bugs during takeoff, it is necessary to display the
Altitude and Airspeed Tapes. These tapes will be automatically displayed
when the Combiner Mode selection is “AUTO.”
To monitor excessive lateral displacement from the runway centerline,
guidance is provided by the position and direction of the Ground Excessive
Deviation symbol whenever lateral deviation ≥ 22 feet. This symbol is a
triangle that can be set on either side of the Ground Roll Reference symbol.
The triangle points in the direction to correct the orientation of the aircraft.
For example, if the aircraft is right of the runway centerline, the triangle
shows on the right side of the Ground Roll Reference symbol but points
toward the left as the direction to steer the aircraft (Figure 3–2). The
Ground Excessive Deviation symbol shows until the pilot corrects the
condition.
3–6 June 2005 9701-1211 Rev A

Low-Visibility Takeoff Monitor

NOTE: The LVTO is available only on systems where this function is
enabled.
During a low-visibility takeoff, localizer deviation data from the #1 and #2

Navigation Receivers are monitored for failure and miscompare conditions.
A failure in the #1 localizer results in the display of the localizer failure flag
(boxed “LOC” in large-size characters), while a failure in the #2 localizer or
a miscompare between the #1 and #2 localizer deviations results in the
display of the localizer miscompare flag (boxed “LOC CMP” in small-size
characters). Both conditions result in the removal of the Ground Roll
Guidance Cue, a “NO LVTO” message on the Combiner display, and an
“LVTO WRN” message on the PFD (Figure 2–18).
Localizer #1and #2 failure and localizer #1 and #2 miscompare are
monitored throughout the low-visibility takeoff. If a failure or miscompare
is not corrected before the aircraft accelerates above 40 knots, Ground Roll
Guidance will be lost through the remainder of the takeoff.
9701-1211 Rev A June 2005 3–7

Climbout Display
After liftoff, and while the Flight Director is still in TO mode, the display
appears as shown in Figure 3–3. The correct pitch attitude is established by
positioning the Aircraft Reference Symbol over the TO Pitch Reference
Line. Speed control is achieved by observing the CAS value on the
Airspeed Tape. In the event of an engine failure, the Speed Error Tape
(referenced to V2) is displayed. The Flight Path Acceleration symbol is
useful in determining a positive climb gradient and optimizing climb
performance. When the desired pitch attitude and airspeed are achieved,
placing the Flight Path Acceleration at the “wing” of the Flight Path symbol
maintains the optimal initial climb performance.
NOTE: No Guidance Cue is displayed after takeoff until a new mode is

selected on Flight Director.
Figure 3–3:
Initial Climb (example)
3–8 June 2005 9701-1211 Rev A

The Digital Radio Altitude and the HSI symbols appear after liftoff.
However, the HSI symbology may be only partially displayed due to
display compression at high angles of attack.
A Slip/Skid symbol can show under the Flight Path symbol during the
initial climb under one or more of the conditions that follow:
1. If lateral acceleration exceeds 0.1g.
2. If Flight Director Mode is Takeoff
3. If Flight Director Mode is Go Around and altitude AGL < 1000 ft. The
Flight Path Slip/Skid Indicator is then removed when altitude
AGL > 1500 ft.
The Flight Path Slip/Skid Indicator is provided in addition to the Roll Scale
Slip/Skid symbol to enhance the lateral control of the aircraft during this
phase. The Flight Director Guidance Cue shows at 50 feet AGL or change
of mode. The Speed Error Tape shows at weight-off-wheels.
When the Flight Director mode changes from TO to a different mode
(usually VS), the Flight Director Guidance Cue and Speed Error Tape are
displayed (Figure 3–4).
9701-1211 Rev A June 2005 3–9

Enroute Display
Figure 3–4 shows a typical HGS display with the aircraft in straight and
level flight with no acceleration.
Figure 3–4:
Level Enroute Flight (example)
3–10 June 2005 9701-1211 Rev A

In Figure 3–4, the aircraft is level at 34,940 feet and Mach .780. Ground
Speed is now 425 knots as a result of the 108-knot left-quartering headwind
indicated by the wind arrow. The aircraft is being flown by the autopilot
with LNAV and ALT modes selected.
During ILS/VOR operations, course deviation is displayed as a Course
Deviation Indicator (CDI) line within the HSI compass. For ILS
approaches, glideslope data is presented on a vertical deviation scale
adjacent to the altitude tape while lateral (localizer) deviation continues to
be displayed by the CDI. If FMS is used as the NAV source, vertical
deviation is displayed on the vertical deviation scale adjacent to the altitude
tape and lateral deviation is displayed by the CDI. FGCS Flight Director
(armed and captured) modes, autopilot status, autothrottle modes, and the
Flight Director coupled arrow are indicated across the top of the display
similar to the head-down Primary Flight Display.
9701-1211 Rev A June 2005 3–11

Descent and ILS Intercept

During ILS or FMS operations, the conventional HSI/CDI display is used
for all course deviation indications whether localizer or VOR. When ILS is
selected and glideslope deviation data is valid, the vertical deviation pointer
is displayed (Figure 3–5). These displays enable the pilot to perform all
normal navigation functions.
Lateral deviation is displayed as a line that is perpendicular to a
conventional CDI within the HSI. Displacement of this line with respect to
its null position at the center of the CDI indicates the current lateral
deviation during ILS or VOR operations. When the pilot’s NAV Source is
VOR1 or VOR2, the Lateral Deviation is Selected Course-VOR Bearing.
When the pilot’s NAV Source is FMS1 or FMS2 (if Dual FMS Installed),
the Lateral Deviation is FMS Cross Track Distance / FMS Lateral Scale
Factor.
When the FGS detects excessive localizer deviation during an ILS
approach, Lateral Deviation flashes at the standard flash rate until the
excessive deviation is no longer present. Loss of valid Localizer, VOR
deviation, or FMS Lateral Deviation causes the CDI to be removed while
the scale remains displayed.
Vertical deviation is displayed as a pointer against a vertical scale on the
right side of the display just inside and centered on the Altitude Tape. The
scale replicates a conventional glideslope scale with ±1 and ±2 dots.
When the FGCS detects excessive vertical deviation during an ILS
approach, the deviation pointer flashes until the excessive deviation is no
longer present. If the glideslope data is not computed, the glideslope pointer
is removed from the scale. Failure of the ILS Receiver will result in
removal of the pointer and scale and display of the glideslope fault
annunciation (boxed “G/S”).
During an FMS approach, the glideslope pointer represents the FMS
Vertical Deviation/FMS Vertical Scale Factor. Failure of the FMS Vertical
Deviation removes the scale.
3–12 June 2005 9701-1211 Rev A

Figure 3–5:
ILS Intercept (example)
9701-1211 Rev A June 2005 3–13

Final Approach: Flight Director (CAT II)

The aircraft may be flown automatically or manually for CAT I or CAT II
Flight Director approaches. In both cases, the HGS Guidance Cue is driven
by the Flight Director. At 1,500 feet AGL on approach, if the MCDU
Combiner is selected in AUTO, the Airspeed/Altitude Tapes and HSI
symbology will be removed automatically from the display. Altitude and
airspeed data are then displayed as digital values, and ILS deviation data is
displayed in close proximity to the Flight Path group.
Figure 3–6 shows the display for a Flight Director approach:
• The Guidance Cue is derived from the FGCS and is removed from the
display at 50 feet Radio Altitude (CAT II) or 150 feet AGL (CAT I).
• Flight Director modes are displayed.
• No approach monitoring or flare guidance is provided by the HGS.
Between 55 feet and 10 feet, Flare Cue symbols, consisting of two plus
signs (“+ +”), show above the wings of the Flight Path symbol to
show pilots to flare but do not provide guidance.
Figure 3–6:
Flight Director Approach (example)
3–14 June 2005 9701-1211 Rev A

The HGS may be used during any conventional Flight Director approach
that is approved for the basic airplane or the operator’s Operations
Specification (e.g., a CAT I Flight Director ILS approach).
Flight Director guidance is displayed as long as the Flight Director pitch
and roll command inputs to the HGS Computer are valid.
9701-1211 Rev A June 2005 3–15

Final Approach: Visual

For visual approaches, the HGS display is very nearly the same as the Flight
Director approach format described in the preceding subsection. However,
the Guidance Cue and ILS deviation symbols are not included in the
display. The HGS display enhances the visual approach operation by
allowing the pilot to establish and maintain the aircraft on the proper glide
path to the runway without reference to a ground based landing system
(ILS, VASI, etc.). In a visual approach, Flight Path is used to control the
approach to the runway. This is particularly beneficial during night time
approaches or approaches with poor visual cues.
Figure 3–7 shows the display format for the visual approach operation.
Flare and landing are accomplished using normal visual procedures.
Note: The Flare Cue indicates that flare should be initiated, but the
symbol does not provide any guidance to perform the flare
maneuver.
Figure 3–7:
Visual Approach (example)
3–16 June 2005 9701-1211 Rev A

Combiner Alignment
During an Flight Director or visual approach, it is expected that the final
approach will be completed visually. The proper mechanical alignment of
the HGS Combiner glass is critical during visual operations. The
Combiner’s operating position is monitored by a Combiner Alignment
Detector (CAD) to determine if the Combiner glass is within allowable
position tolerances. If its position is out of tolerance, an “ALIGN HUD”
message shows on the Combiner display (Figure 3–8). If “ALIGN HUD”
shows, slightly push the Combiner arm forward and let it move back to the
detent position to remove the message. When positioned within tolerances
(“ALIGN HUD” not displayed), the Combiner glass should retain this
position reliably.
Note: Do not use the HGS if the “ALIGN HUD” message shows on
the Combiner display and the message cannot be eliminated.
Figure 3–8:
“ALIGN HUD” Message on Combiner Display
9701-1211 Rev A June 2005 3–17

Blank Page
3–18 June 2005 9701-1211 Rev A

Section 4:
Operations
This section provides recommended procedures for using the HGS for
aircraft operations.
Approved HGS operating procedures are the responsibility of the operator
and the appropriate regulatory agencies (e.g., the FAA, EASA/JAA, and
CTA) and are identified in the operations specification appropriate to the
operator.
Approval must be obtained from the appropriate regulatory authority prior
to conducting low-visibility takeoff. Once authorized, all operations must be
conducted in accordance with the operator’s approved operating procedures.
General
The HGS may be used throughout the full flight regime. Specifically, the
HGS is designed to meet the applicable airworthiness and performance
criteria of JAR HUDS902 and FAA AC 120-29A (Category I and II). The
HGS also meets applicable airworthiness and performance criteria for
takeoff operations in low-visibility conditions in accordance with the Joint
Airworthiness Requirements—All Weather Operations (JAR-AWO)
Subpart 4 (Directional Control for Takeoff in Low Visibility), JAR OPS 1
and applicable portions of FAA AC120-28D.
Airborne equipment required for these operations is defined in the Aircraft
Flight Manual Supplement.
Limitations
There are no added operational limitations for the aircraft as a result of any
operation with the HGS. However, a low-visibility takeoff operation may be
restricted by an improperly configured aircraft or the lack of required sensor
and equipment inputs to the HGS.
9701-1211 Rev A June 2005 4–1

Single/Dual Procedure Differences

The following sections provide a general description of HGS operating
procedures and crew responsibilities. These procedures are basically the
same for either a single- or dual-HGS installation. In the case of the dual-
HGS installation, both pilots have the advantage of including the HGS
display in their normal scan of instruments and outside view.
Normal Procedures
HGS-specific procedures provided in this section are supplementary to
established standard operating procedures for the aircraft. In the case of a
single-HGS installation, it is assumed that the left-seat pilot is the pilot
flying (PF) and the right-seat pilot is the pilot not flying (PNF). For dual-
HGS aircraft, either pilot may assume the pilot-flying responsibility,
assuming that the operator-training program supports this assignment.
Preflight
HGS Combiner .................................................................................Set
Lower the Combiner to its operating position and check to verify that
symbology is displayed. If no symbology is visible, check the HUD BRT
control knob. Set the control knob to the desired intensity and verify the
absence of the “ALIGN HUD” message. If necessary, reposition the
Combiner to eliminate the “ALIGN HUD” message.
MCDU ...................................................................................Set/Check
Verification of the proper operation of the MCDU displays can be
accomplished by performing an MDCU Test.
Runway Length and Elevation ................................................Set

Confirm or select the published runway length for the departing runway
(this is required for a low-visibility takeoff operation). Confirm or
select the TDZE for possible return for landing (for the expected
runway).
Combiner Mode .........................................................................Set

Select or verify the AUTO mode for takeoff display.
Takeoff V-speeds........................................................................Set
4–2 June 2005 9701-1211 Rev A

For illustrations of HGS symbology associated with the following normal

procedures, refer to “Section 5: Typical Flight Profile.”
Takeoff
NOTE: This section applies to HGS installations where LVTO
guidance is enabled and for operators who have obtained
operational approval to conduct HGS-guided takeoffs.
To maintain proficiency, it is recommended that the HGS low-visibility

takeoff procedures be used for takeoffs where conditions allow. This is
generally anytime the departing runway has a localizer available and traffic
allows for the proper execution of the procedure. Table 4–1 identifies the
procedures for an HGS low-visibility takeoff in addition to standard
operating procedures.
CAUTION: RUNWAY REMAINING IS A SUPPLEMENTAL

SITUATION AWARENESS DISPLAY DECREASING IN
500-FOOT INCREMENTS AVAILABLE IN LOW-
VISIBILITY TAKEOFF. THE DATA DISPLAYED IS
NOT INTENDED TO BE USED FOR PERFORMANCE
MONITORING PURPOSES.
9701-1211 Rev A June 2005 4–3

Table 4–1: Takeoff (for single-HGS Embraer 170 only)
Pilot Flying (PF) Pilot Not Flying (PNF)

Before Taking Runway
—Set Selected Course to the published runway Set both Nav Receivers to the
heading. ILS frequency.
—Verify “LOC1” (is indicated) as the Nav Source Standard procedures.
for the HGS display.
—Position Combiner glass and confirm proper
HGS operation.
Taking the Runway

Taxi aircraft into position straddling runway Standard procedures.
centerline with the Aircraft Reference symbol
overlaying the runway centerline at the furthest
distance that can be observed. A rolling takeoff is
not recommended.
—Readjust Selected Course to align the course Verify Localizer deviation
mark and Ground Localizer Scale symbols with display is centered.
the runway centerline.
—Verify display of Ground Roll Guidance Cue.
—Use the lowest display intensity necessary to
view both the runway markings and the
symbology.
—Call out “HGS SET.”
Takeoff Roll
—Initiate takeoff using standard procedures. —Standard procedures.
—Use standard call outs. —Use standard call outs.
Track runway centerline visually, augmenting —Monitor instruments.
with HGS guidance. —Monitor localizer deviation.
—Call out “STEER LEFT or
RIGHT” as necessary.
At VR, rotate smoothly using the Aircraft —Monitor instruments.
Reference symbol and TO Pitch Reference Line; —Standard procedures.
transition to Flight Path and the Flight Director —Use standard call outs.
Guidance Cue when displayed.
4–4 June 2005 9701-1211 Rev A

Climb/Cruise
Monitor and/or manually control the aircraft utilizing the HGS display. Use
standard operating procedures.
A particular advantage during operations in the vicinity of other aircraft is
the pilot’s ability to monitor flight information on the HGS while looking
out for traffic. The pilot should utilize the display of TCAS Resolution
Advisory information when presented on the Combiner.
Descent
HGS Combiner ................................................................................. Set
If the Combiner glass has been stowed, position it in the operating position.
Verify normal operation on the HGS display. Check for the absence of the
“ALIGN HUD” message and reposition Combiner glass as necessary.
Adjust display brightness, considering the current and expected ambient and
runway lighting conditions.
MCDU: HGS Page................................................................ Set/Check

HGS approach and landing parameters are entered (PNF) and verified (PF).
The proper operating configuration is established by the captain.
Runway Length and Elevation ................................................ Set

Confirm or enter the published length and TDZE for the landing
runway.
Flight Path Reference/Glideslope Reference .................................. Set

Enter the Verify and Set, if necessary, and the Flight-Path Angle (FPA) for
the landing runway.
The approach briefing prior to a manual CAT I or CAT II approach should
include a review of the approach procedure. For dual-HGS aircraft, this will
include a reminder that the PF will be primarily head-up throughout the
approach and the PNF will monitor both head-up and head-down
instruments in scans to monitor aircraft system status and performance. The
approach briefing should include a verbal review of the call outs,
particularly with respect to approach minimums, in addition to other
standard approach briefing items.
9701-1211 Rev A June 2005 4–5

Approach and Landing

The HGS may be used during all approach and landing operations. Profiles,
configurations, and speeds remain the same as for a similar head-down
approach. Normally, all maneuvering prior to the final approach will be
flown with he Altitude/Airspeed Tapes and HSI (Combiner Mode is
“AUTO” or “FULL”). Flight Director guidance is displayed if the
commands are valid and Flight Director is on. Refer to “Supplemental
Procedures” for non-precision and visual (VMC) approach operations later
in this section.
It is recommended that the HGS approach procedures be used, whenever
possible, to maintain proficiency. This reinforces crew coordination and
confidence in the system.
Table 4–2 identifies the procedures for a manual approach and landing that
are supplementary to standard operating procedures.
Table 4–2: Approach and Landing

—Verify that all system configuration requirements for the approach are met.
—Intercept localizer and glideslope. Monitor localizer and glideslope
—Monitor display for “APPR 1” or capture.
“APPR 2” annunciation.
—Track ILS with HGS guidance. —Monitor ILS tracking on head-up or
—Establish target airspeed prior to 500 head-down displays.
feet. —Monitor for loss of approach
—Monitor for loss of approach capability annunciation and flags.
capability annunciation and flags. —Call out “APPR 1” when appropriate.
—At 500 feet above TDZE: —Check altitude. Call out “500 FEET.”
—Check altitude. —Monitor for loss of “APPR 1” or
“APPR 2” annunciation or excessive
deviation alerts.
Table 4–2, continued on next page
4–6 June 2005 9701-1211 Rev A

Table 4–2, continued

Below 500 feet: —Monitor approach parameters relative
—Track ILS and airspeed accurately. to approach tolerances (Table 4–3).
—Monitor for annunciations and flags. —Call out any deviations as indicated.
—Follow approved procedures if —Set power when directed for go-
annunciations and flags are displayed. around.
—At altitude where landing cues —Monitor for DH and approach
become available: performance.
—Call out visual cue (e.g., “Runway in
Sight”).
At or before DH: —Continue to monitor approach
—Judge that adequate landing cues are performance.
available to assure a normal landing.
—If so, call out “LANDING”.
—If not, call out “GO-AROUND” and
execute normal go-around.
DH to touchdown: —Monitor flare maneuver on the HGS
—Perform flare maneuver as indicated or PFD with particular attention to
by Flare Cue symbol (“+ +”). Radio Altitude and sink rate.
Touchdown and rollout: Monitor localizer deviation head-down
—Perform normal touchdown. throughout rollout or assume head-up
—Use normal procedures to decelerate posture after touchdown as directed.
to taxi speed.
9701-1211 Rev A June 2005 4–7

From 500 feet above the TDZE to touchdown, the PNF will monitor the
parameters listed in Table 4–3, in addition to other standard procedures. In
the event any of the following limits are exceeded, the PNF will make the
corresponding call out to the captain.
Table 4–3: Parameters
Parameter Limit PNF Call Out

Airspeed “Bug” speed ±5 knots “AIRSPEED”
(down to flare initiation)
Localizer ±1/2 full scale on PFD “LOCALIZER”

expanded display
Glideslope ±1 dot (down to 100 feet) “GLIDESLOPE”
Sink Rate > 1000 fpm (down to 50 “SINK RATE”

feet)
No flare, over flare, no throttle retard, long landing, “GO-AROUND”
excessive bank angle, or other hazard after flare
initiation.
Supplemental Procedures
Supplemental procedures consist of the following:
• Takeoff (Steering Guidance Not Available)
• Flight Director or Non-Precision Approaches
• Visual Approach
• Windshear
• Unusual Attitude
• TCAS Resolution Advisory
• Tailstrike Advisory
4–8 June 2005 9701-1211 Rev A

Takeoff (Steering Guidance Not Available)

When performing a takeoff without steering guidance (e.g., localizer not
available on departing runway), use the HGS Full Combiner Mode on the
ground and standard operating procedures. No HGS unique procedures are
required. Use of the HGS display provides enhanced situational awareness,
particularly in the event of any abnormal operation (e.g., an engine out or a
windshear).
Flight Director or Non-Precision Approaches

When performing a Flight Director precision or non-precision approach and
landing, use the HGS approach display and follow standard operating
procedures. No HGS unique procedures are required.
It is recommended that the Altitude/Airspeed Tapes and HSI be used prior
to and during the approach capture phase. After final course capture, the
Altitude/Airspeed Tapes and HSI should be turned off (decluttered).
Visual Approach
When performing a visual approach, the HGS approach display may be
used following standard procedures. No HGS unique procedures are
required other than confirming/setting the runway data on the MCDU HGS
Page and entering the selected course value for the runway on the FGCS
control panel.
The HGS approach display is used to enhance situational awareness,
increase approach precision, and improve energy management when
operating in visual conditions. This is particularly useful during visual
approaches into airports without visual approach aids like a VASI. The
principle benefit from the HGS when used for a visual approach is that the
glidepath to the runway can be accurately controlled without use of ground-
based guidance signals. The HGS display of Reference Glideslope, when
positioned relative to the real world runway touchdown point and flown
using Flight Path, allows the pilot to track an inertial glideslope without
concern for undershooting or overshooting the runway due to poor visual
cues. Refer to “Section 5: Typical Flight Profile” for a description of the
visual approach display utilization.
9701-1211 Rev A June 2005 4–9

Windshear
When a windshear environment is detected by the EGPWS, the HGS
Combiner display shows a windshear alert message that corresponds to the
message on the PFD. These alerts are either a Windshear Caution
(“WSHEAR” on the HGS Combiner display) or a Windshear Warning
(boxed “WSHEAR” on the HGS Combiner display). Figure 4–1 shows the
Windshear Warning message.
Windshear recovery guidance (generated by the flight director) is presented
on the Combiner display when the vertical mode indicates “WSHR.” The
flight director WSHR mode is activated to provide maximum situational
awareness. If the recovery procedure occurs during a decreasing
performance condition (the Windshear Warning state), the Guidance Cue on
the HGS display is solid. The Speed Error tape on the Combiner display
does not show during recovery guidance.
The anticipated pilot response in this situation is to execute a missed
approach with maximum power and follow the Guidance Cue.
Figure 4–1:
Windshear Message
4–10 June 2005 9701-1211 Rev A

Additionally, the Flight Path symbol provides the pilot with instantaneous
inertial flight path information that makes it possible for the pilot to
determine the intensity of shearing winds as they begin to affect aircraft
performance.
Airspeed and ground speed information is similarly affected. Shearing
winds can often be detected when these values change in opposite
directions.
The integrated display of flight path, energy status, and environmental
conditions, preceding or in addition to windshear warning and guidance,
greatly enhances the pilot’s awareness of windshear conditions. This
combination also permits the pilot to make critical, time-sensitive decisions
to successfully avoid or escape a windshear.
No HGS unique procedures are required: operator-established windshear
procedures should be followed.
9701-1211 Rev A June 2005 4–11

Unusual Attitude
The HGS Unusual Attitude display is designed to aid the pilot in
recognition of and recovery from unusual attitude situations. The Unusual
Attitude (UA) symbology is automatically activated or deactivated based
upon the attitude of the aircraft. When activated, the UA display replaces
the currently selected operational mode symbology. Following recovery
from the unusual attitude, the previous Combiner display is restored.
The UA symbology is automatically activated under any of the following
conditions:
• Pitch angle less than -20° or greater than +30°
• Roll angle less than -65° or greater than +65°
The UA symbology automatically deactivates three seconds after the
aircraft’s pitch and/or roll attitude returns to their normal ranges. It is also
deactivated if either pitch angle or roll angle data becomes invalid. When
the UA symbology is deactivated, the previous Combiner display is
restored.
The UA symbology includes a large circle (UA Attitude Display Outline)
centered on the Combiner (Figure 4–2). The circle is intended to display the
UA attitude symbology in a manner similar to an Attitude Direction
Indicator (ADI). The UA Zero-Degree Pitch Line represents zero degrees
pitch attitude and is parallel to the actual horizon (showing roll attitude).
The UA Zero-Degree Pitch Line always remains within the outline (motion
limited in pitch) to provide a sufficient sky/ground indication (with the
Ground Lines) and to always show the closest direction to and the roll
orientation of the actual horizon. The Aircraft Reference symbol shows
above a portion of the UA Zero-Degree Pitch Line and UA Ground Lines
whenever the symbols coincide.
4–12 June 2005 9701-1211 Rev A

Figure 4–2:
Unusual Attitude (excessive pitch)
The three UA Ground Lines show the ground side of the UA Zero-Degree
Pitch Line that corresponds to the brown side on an ADI ball or EFIS
attitude display. The UA Ground Lines provide sky/ground differentiation
to aid in quick determination of the general attitude of the aircraft. The
Ground Lines move with the Zero-Degree Pitch Line and are angled to
simulate a perspective view as depicted on some attitude displays.
The UA Pitch Scale displays the aircraft’s pitch attitude. The pitch angle is
indicated by the position of the scale relative to the UA Aircraft Reference
symbol. The range of pitch angles is from – 90° through + 90° with
individual pitch indications (pitch lines) marked every 10° from ± 10° to
± 90°. A zenith symbol is displayed in addition to the pitch scale line at the
+ 90° point, and a nadir symbol is displayed in addition to the pitch scale
line at the – 90° point.
9701-1211 Rev A June 2005 4–13

The UA Roll Scale is positioned along the UA Attitude Display Outline,

and is similar to the “sky pointer” roll scale of a conventional ADI
(Figure 4–3) The UA Roll Scale tick marks indicate 10 degrees of bank
from –30° through +30°. The UA Roll Scale Pointer rotates about the UA
Aircraft Reference symbol to always point straight up in the Earth frame.
Figure 4–3:
Unusual Attitude (excessive roll)
4–14 June 2005 9701-1211 Rev A

TCAS Resolution Advisory

The Combiner display shows TCAS resolution advisories that correspond to
indications displayed on the PFD. These advisories alert the pilot to traffic
conflicts by indicating a potential threat (preventive advisory) or a threat
requiring immediate evasive action (corrective advisory). It does not show
TA (Traffic Advisory) information.
TCAS resolution advisory symbols are added to the existing HGS
Combiner display format. These symbols consist of boxes and brackets
(Figure 4–4) that define the safe, or fly-to zone, as well as the unsafe, or no-
fly zone. Whenever the Flight Path symbol is in the unsafe zone, the angled
lines that define this zone flash. If guidance information (Guidance Cue)
shows on the Combiner display when the TCAS symbology is activated, the
TCAS advisories should be followed as a higher priority procedure.
If data from the TCAS system is invalid, a boxed “TCAS FAIL” message
shows on the Combiner display. Refer to “Section 6: Symbols” for more
details.
Safe Zone Fly To Zone
Unsafe Zone Unsafe Zone
Figure 4–4:
TCAS Safe/Unsafe Zones
Navigation data is continuously displayed as well as the Guidance Cue, but
the vertical component of the guidance should be ignored in favor of the
TCAS Resolution Advisory. The display of TCAS advisories is dependent
on the display of the Flight Path symbol.
9701-1211 Rev A June 2005 4–15

Preventive Advisories. Preventive advisories do not require any action be

taken by the crew to alter the flight path of the aircraft, but the symbol
indicates an unsafe zone. The advisories are displayed as a double-line
bracket with two angled lines extending from the corners on the unsafe side
of the bracket (Figure 4–5). The position of the bracket is determined by the
vertical speed requirements output by TCAS and represents the vertical
Flight Path position that assures safe separation. If a down preventive-
bracket is displayed, then the Flight Path symbol should remain below the
bracket. An up preventive-bracket requires that the Flight Path symbol
remain above the bracket. Traffic avoidance is achieved by keeping the
Flight Path out of the unsafe zone. Figure 4–5 also shows that the HGS can
provide more than one preventive advisory.
Corrective Advisories. A corrective advisory, shown on the Combiner
display by a double-line box, is an indication of a traffic threat that requires
an immediate vertical evasive maneuver. The advisory command is to climb
or descend until the Flight Path is positioned within the box (fly-to zone) or
remains on the safe side of the box. The position of the box is determined
by the vertical speed requirements (500 fpm fly-to zone) output by TCAS
that corresponds to the green band on the head-down VSI.
Although it is not possible to have more than one Corrective Advisory
(separate boxes), if a Preventive symbol overlaps a Corrective symbol, or
two Preventive symbols overlap, the two symbols merge into a Combined
Corrective Advisory as shown in Figure 4–5. In this case both the top and
the bottom are considered unsafe, and the advisory command is to
maneuver to position the Flight Path within the box.
4–16 June 2005 9701-1211 Rev A

Down Preventive Descend Corrective
Up and Down Preventive Combined Corrective
Up Preventive Climb Corrective
Figure 4–5:
TCAS Resolution Advisories
9701-1211 Rev A June 2005 4–17

In Figure 4–6, a Corrective Advisory is displayed indicating that the pilot

must promptly and smoothly climb from the unsafe zone by placing the
Flight Path in (or above) the box. In this situation, the angled lines
extending from the bottom of the box flash until the Flight Path is
positioned within the safe zone.
Other TCAS Annunciations: Additional TCAS annunciations include
“TCAS OFF” TCAS Mode is off
“TCAS RA FAIL” RA fails while TCAS Mode is active
“TA ONLY” Only TCAS Advisory Mode is active
“TCAS TEST” TCAS is in Test Mode
Figure 4–6:
TCAS Corrective Advisory
4–18 June 2005 9701-1211 Rev A

Tailstrike Alerting
The HGS includes a tailstrike alerting function that is active during takeoff
and approach operations (Figure 4–7). For takeoff operation, a Tailstrike
Pitch Limit symbol is displayed during rotation and initial climb if the
attitude of the aircraft is such that a tailstrike is likely to occur.
On approach, an impending tailstrike event due to an improperly configured
aircraft or low-altitude go-around operation shows as the symbol “LDG
ATT” on the Combiner display.
Takeoff
Approach
Figure 4–7:
Tailstrike Alerting
9701-1211 Rev A June 2005 4–19

Non-Normal Procedures
HGS non-normal procedures are primarily related to an HGS degraded
display or degraded capabilities.
Use of the HGS during non-normal operations related to other systems (e.g.,
engine failure) is recommended to the extent that information is available
for display. Generally, during any non-normal operation where information
continues to be displayed, the source of that information is valid and the
continued use of the information for flight operations is appropriate using
normal crosscheck procedures. The unique properties associated with the
integrated display of attitude, airspeed, altitude, Flight Path, energy status
and environmental conditions greatly enhance the pilot’s awareness of flight
conditions. This combination also enhances the pilot’s ability to make
critical, time-sensitive decisions.
For dual-HGS aircraft, the independence of the two subsystems makes it
possible for one HGS to continue functioning at full capability even if the
other HGS is degraded or fails.
Degraded Display
A degraded display exists any time a symbol is not displayed as a result of a
fault condition. A fault condition can be due to a sensor failure, critical
symbol failure, or an HGS failure. Continued use of the display by the pilot
is dependent on the usefulness of the remaining symbology.
Sensor Failure. The failure of a sensor whose data shows on the Combiner
display results in the removal of all display information dependent on that
data. In many cases, the loss of a sensor or even a single input parameter
results in the loss of multiple symbols. For example, the loss of Vertical
Speed from the IRS results in the removal of the digital Vertical Speed data
and Flight Path and all its related symbols. A “VS” flag is displayed in this
case. Refer to “Failure Flags and Data Miscompare Indications” in “Section
6: Symbols” for more detail on failure annunciations.
For dual-HGS aircraft, a sensor failure from the sensor’s source is likely to
affect both HGS subsystems with the same degraded Combiner display. If
the sensor failure is related to only one HGS subsystem, the other HGS
subsystem should not be affected and will continue to show a complete
Combiner display.
4–20 June 2005 9701-1211 Rev A

Critical Symbol Failure. The HGS continuously monitors the placement of

several “critical symbols” on the Combiner display. This is done by
verifying the display data path in the HGS Computer. In the Overhead Unit,
display-positioning errors are detected. If an error occurs, the specific
symbol or, in some cases, the entire display is removed.
For dual-HGS aircraft, the verification of critical symbols is independent for
each HGS subsystem. If the critical symbol failure is related to only one
HGS subsystem, the other HGS subsystem should not be affected and will
continue to show a complete Combiner display.
HGS Failure. The HGS itself contains an extensive self-monitoring
capability. This Built-In Test (BIT) capability monitors the overall
functionality of the HGS components. If a fault is detected that affects the
ability to accurately display symbology, the entire Combiner display is
blanked. Concurrent to the display being blanked, or a result of any BIT-
detected failure, the EICAS indicates “HUD FAIL” in cyan. BIT-detected
failures are indicated only as long as the fault is detected. Consequently, it
is possible to observe a momentary interruption or fault indication followed
by normal operation. In the event that a prolonged fault occurs, use of the
HGS should be discontinued and the Combiner glass stowed.
For dual-HGS aircraft, a failure in one HGS subsystem should not affect the
other HGS subsystem.
Degraded Capabilities
A degraded capability exists any time a condition occurs which eliminates
the use of the HGS for a specific purpose (e.g., low-visibility takeoff or
approach). This can be as a result of a degraded display condition described
above, some additional sensor fault or miscompare cases, or as a result of an
improperly configured aircraft. In any case, use of the display is dependent
on the usefulness of the remaining symbology or its remaining display
capability and must be assessed by the pilot.
For dual-HGS aircraft, a degraded capability on one HGS subsystem does
not always affect the other HGS subsystem.
9701-1211 Rev A June 2005 4–21

Low-Visibility Takeoff Capability. Low-visibility takeoff capability may

be lost due to the aircraft being improperly configured, the failure of a
required sensor input, or failure of the HGS. If any of these conditions
cannot be met prior to or while positioning on the runway, then the HGS
low-visibility takeoff cannot be performed. If loss of capability occurs
during takeoff roll, the pilot may continue the takeoff using visual cues and
standard procedures.
VMC or FLIGHT DIRECTOR Approach. If it is not possible to
maintain a Combiner operating position that eliminates the “ALIGN HUD”
message from showing on the Combiner display, then the HGS must not be
used for approach.
For dual-HGS aircraft, an “ALIGN HUD” message on one HGS subsystem
does not affect the performance of the other HGS subsystem.
4–22 June 2005 9701-1211 Rev A

Section 5:
Typical Flight Profile
The HGS is designed for use during all phases of flight. This section of the
Pilot Guide provides representative symbology views during specific flight
phases and describes the use of the display at each phase.
The following flight phases are included in this section:
• Conventional or low-visibility takeoff
• Initial climb to the assigned cruising altitude
• Level turn to selected heading
• Level, enroute flight
• Descent
• ILS intercept on approach
• Approach: Flight Director (Cat II)
• Approach: Visual
• Flare
• Landing rollout
Flight operations using the HGS are entirely consistent with the basic flight
operations defined for the aircraft. The HGS provides a supplementary
display of primary flight information in a format very similar to the head-
down Primary Flight Display. The only unique aspect in using the HGS is
during low-visibility takeoff operations when HGS guidance is provided to
support this activity (for HGS systems where this feature has been enabled).
9701-1211 Rev A June 2005 5–1

Low-Visibility Takeoff (HGS Guidance)

For a low-visibility takeoff, the general operating procedure is to taxi the
aircraft into takeoff position over the runway centerline. Readjust the
selected course as necessary to overlay the Selected Course and Ground
Localizer Line symbols on the actual runway centerline. Given that all
requirements for the display of the HGS Guidance Cue are present, the
Guidance Cue is displayed in the center of the Ground Roll Reference
symbol. Advance power and using normal control inputs, visually track the
centerline while monitoring the Guidance Cue and Ground Localizer
Symbols. These can be especially beneficial in the event of an engine
failure during the takeoff roll to assist in maintaining lateral control while
either aborting or continuing the takeoff.
Figure 5–1 indicates a low-visibility takeoff, accelerating through 148 knots
with the Guidance Cue centered within the Ground Roll Reference symbol
and the localizer centered under the Selected Course on runway 31. The
remaining runway length is displayed as 2,500 feet. Target airspeed of
175 knots is set for the initial climb, 5,000 feet for the assigned altitude, and
an initial departure heading of 319° is selected. The Flight Director TO
mode is active.
5–2 June 2005 9701-1211 Rev A

Figure 5–1:
Takeoff Ground Roll
9701-1211 Rev A June 2005 5–3

Initial Climb
At rotation, a number of changes take place on the display. Flight Path is
displayed, with Flight Path Acceleration now positioned relative to Flight
Path. This is particularly useful in determining a positive climb gradient and
in optimizing climb performance. With power set as desired and the
appropriate airspeed achieved, placing the Flight Path symbol to null the
Flight Path acceleration will maintain airspeed. Radio Altitude and the HSI
are also displayed at rotation. The amount of HSI visible is dependent on
the display compression as a result of the pitch attitude.
In Figure 5–2, the aircraft pitch attitude is approximately 13° and the climb
angle is approximately 8°. The Aircraft Reference symbol is just below the
TOGA Reference Line, indicating that the pilot needs to pitch up slightly.
Because of the pitch attitude, the HSI is pushed down partially. Radio
Altitude is 150 feet while climbing out at 2650 FPM on the runway heading
of 280°. The current Baro Altitude is 290 feet with a target altitude of
5,000 feet and the Altitude Trend Vector indicating a little over 400 feet in
six seconds. The target airspeed is 175 knots which is one knot below the
current airspeed. The aircraft’s acceleration is zero, indicated by the
position of the Flight Path Acceleration (“>”). The wind, as determined by
the IRU, is straight off the nose at eight knots giving an indicated ground
speed of 168 knots.
Once the Flight Director mode changes from TO to another mode, the
Flight Director Guidance Cue and Speed Error Tape appear and the TOGA
Reference Line is removed.
5–4 June 2005 9701-1211 Rev A

Figure 5–2:
Initial Climb
9701-1211 Rev A June 2005 5–5

Level Turn
In a level turn, the pilot needs only to maintain the Flight Path symbol
centered on the horizon to maintain altitude. The target altitude is also
maintained by holding the selected altitude pointer inside the altitude scale
index.
In Figure 5–3, the autopilot recently acquired the assigned altitude and the
aircraft is in a level left turn of 30°. The aircraft is currently turning through
a heading of 135° toward the selected heading of 125° to intercept the 125°
radial FROM the VOR station. The aircraft is at Mach .780 at 34,940 feet
with altitude-hold set at Flight Level 35,000. The headwind of 108 knots
results in a ground speed of 425 knots.
Figure 5–3:
Level Turn
5–6 June 2005 9701-1211 Rev A

Level Enroute Flight

Straight and level flight without any acceleration is easily maintained with
Flight Path and Flight Path Acceleration. Holding the center of the Flight
Path symbol level on the horizon and the Flight Path Acceleration (“>”) on
the Flight Path wing will accomplish this.
In Figure 5–4, the aircraft is level at 34,940 feet and Mach .780. Ground
Speed is now 425 knots as a result of the 108-knot left-quartering headwind
indicated by the wind arrow. The aircraft is being flown by the autopilot
with LNAV and ALT modes selected.
Figure 5–4:
Level Enroute Flight
9701-1211 Rev A June 2005 5–7

Descent
Here the new target altitude is 15,000 feet and the aircraft is descending
through 19,840 feet (Figure 5–5). The descent profile and airspeed control
are again monitored with Flight Path and Flight Path Acceleration. The
desired descent rate is controlled by positioning the Flight Path symbol in
pitch. In this case, about a 4° descent angle is providing a -1950 FPM
vertical speed and the throttle has been adjusted to decelerate to the
290 knot target airspeed.
Due to the left quartering tailwind at this altitude, the aircraft is flying in a
slight left crab angle to track the 250° Desired Track. This crab angle is
evident by the lateral displacement of the Flight Path symbol relative to the
Aircraft Reference symbol. If the crab angle is great enough to cause the
Flight Path symbol to be limited by the airspeed or altitude scales or the
display field-of-view, then the Flight Path symbol becomes non-conformal
and is displayed “ghosted” as a dashed line symbol.
Figure 5–5:
Descent
5–8 June 2005 9701-1211 Rev A

ILS Intercept on Approach

The conventional HSI/CDI display is used for all course deviation
indications whether localizer or VOR. When an ILS is selected and
glideslope deviation is valid, the vertical deviation pointer is displayed.
These displays enable the pilot to perform all normal navigation functions.
In Figure 5–6, the autopilot is being used to fly about a 30° intercept
heading (130°) to the ILS course of 158°. The current assigned heading is
indicated by the digital Selected Heading value and the heading bugs on the
horizon and HSI. The ILS course is also indicated by the digital Selected
Course value and the course pointer on the HSI and below the horizon line.
When the conformal selected course pointer is selected outside the display
field of view (in this case, to the right at 158°), the pointer is positioned near
the end of the horizon line and ghosted to indicate it is non-conformal and
the closest direction to turn to it. The aircraft is level at 3940 feet
intercepting from below the glideslope. The aircraft is 13.4 nautical miles
from the (ILS) DME station and the aircraft is decelerating slightly to
obtain the target airspeed of 170 knots.
Figure 5–6:
ILS Intercept on Approach
9701-1211 Rev A June 2005 5–9

Approach: Flight Director (Cat II)

In Figure 5–7, the aircraft is completing the turn to the final approach
course and has captured the localizer and glideslope.
The HGS display which incorporates Flight Director guidance can be
effectively used to fly manual or coupled Cat I or Cat II approaches.
For an ILS approach:
• The guidance cue is positioned using Flight Director commands and is
removed from the display at 90 feet Radio Altitude (CAT II) or 150
feet AGL (CAT I).
• Flight Director modes are displayed.
• Altitude/Airspeed scales and HSI are removed at 1,500 feet
automatically (when Combiner Mode is set to Auto).
• No approach monitoring or flare guidance is provided by the HGS.
However, flare cues (“+ +”) are displayed for the visual flare.
Essentially, the HGS display may be used during any conventional Flight
Director approach that is approved for the basic airplane or the operator's
Operations Specification (e.g., a CAT I Flight Director ILS approach).
Figure 5–7:
Approach (Flight Director on Cat II)
5–10 June 2005 9701-1211 Rev A

Approach: Visual
Figure 5–8 depicts the proper relationship of the HGS symbology and the
runway for an on-glideslope position at 500 feet. Airspeed control is
maintained as in other approach operations. The Flight Path is well
positioned on the Reference Glideslope Line and over the touchdown zone
on the runway. Airspeed is slightly high with a near-zero flight path
acceleration shown.
Figure 5–8:
Visual Approach
9701-1211 Rev A June 2005 5–11

Flare
In Figure 5–9, the aircraft is at 30 feet above the touchdown zone elevation
and perfectly aligned with the centerline and glideslope. Flare cues are
displayed (“+…+”) above each wing of the Flight Path symbol) to indicate
to the pilot that the flare maneuver should be started. The wind vector
indicates a 10-knot headwind.
Figure 5–9:
Flare
5–12 June 2005 9701-1211 Rev A

Landing Rollout
Following touchdown, the display changes to remove unnecessary
symbology to assist with the landing rollout (Figure 5–10). This includes
changing the localizer symbol to the Ground Localizer Scale and Index. The
centerline and localizer are tracked while the aircraft is decelerated to exit
the runway. The Runway Remaining symbol is displayed as soon as the
aircraft touches down and is removed when the ground speed decreases
below 20 knots.
Figure 5–10:
Landing Rollout
9701-1211 Rev A June 2005 5–13

Blank Page
5–14 June 2005 9701-1211 Rev A

Section 6:
Symbols
Overview
The HGS provides an integrated display of air data, navigation, and attitude
information on the Combiner display.
HGS display elements are comprised of symbols, flags, and annunciations.
Symbol locations are defined as follows:
Fixed Symbols. These symbols are always displayed at the same location
and are generally located around the periphery of the Combiner in the areas
shown in Figure 6–1.
Figure 6–2 through Figure 6–6 show some of the symbols that are found in
the areas of Figure 6–1.
Mode Annunciations
Roll Scale
Airspeed ADI Altitude
NAV NAV
Data HSI Data
Figure 6–1:
Flight Information Display Areas
9701-1211 Rev A June 2005 6–1

ADI Symbols
Refer to Figure 6–2 for the position of the symbols that follow:
1. Aircraft Reference Symbol
2. Flight Path Symbol
3. Guidance Cue
4. Flight Path Acceleration
5. Zero-Degree Pitch Line
6. Pitch Scale
7. Conformal Heading Scale
8. Conformal Heading Scale Index
9. Conformal Selected Heading
10. Conformal Selected Course
5 7 8 1 9 2 10
6 4 3
Figure 6–2:
ADI Symbols
6–2 June 2005 9701-1211 Rev A

Airspeed Symbols
1. Airspeed Tape
2. Digital Airspeed Odometer
3. Selected Airspeed Bug
4. Low Speed Cue
5. Stall Warning Cue
6. Maximum Operating Speed Tape
7. Airspeed Reference Bugs
8. Digital Mach
9. Airspeed Trend Vector
10. Digital Ground Speed
11. Selected Airspeed
12. Final Segment Speed Bug
13. Flap Retraction Speed Bug
13
11 3
6 9
1
12
2
7
4
5
10
Figure 6–3:
Airspeed Symbols
9701-1211 Rev A June 2005 6–3

Roll Scale and Mode Annunciations

1. Roll Scale
2. Roll Scale Pointer
3. Roll Scale Slip/Skid Indicator
4. Autothrottle Annunciations
5. Autopilot Engaged
6. Lateral Capture Mode
7. Lateral Arm Mode
8. Vertical Capture Mode
9. Vertical Arm Mode
10. FD/AP Selected
11. HUD Status
4 5 10 11 6
7
8
9
2
3
Figure 6–4:
Roll Scale and Mode Annunciation Symbols
6–4 June 2005 9701-1211 Rev A

Altitude Symbols
1. Altitude Tape
2. Digital Altitude Odometer
3. Selected Altitude Bug
4. Digital Selected Altitude
5. Baro Correction Readout
6. Digital Vertical Speed
7. Altitude Trend Vector
8. VNAV Altitude Waypoint Constraint
9. Vertical Track Alert
10. VNAV Target Altitude Bug
9 8 1
10
5
6
Figure 6–5:
Altitude Symbols
9701-1211 Rev A June 2005 6–5

Navigation and HSI Symbols

1. Partial Compass Rose
2. Selected Heading Bug
3. Digital Selected Heading
4. Digital Selected Course
5. Lateral Deviation Indicator
6. Track Angle Pointer
7. Navigation Source
8. DME Distance
9. Wind Speed and Direction
10. Selected Course Pointer
11. To/From Indicator
12. Digital RNP
13. FMS Message
14. Vertical Deviation Scale and Pointer
14
7 3 1 2 6 4 8
12
13
5 11 10 9
Figure 6–6:
Navigation and HSI Symbols
6–6 June 2005 9701-1211 Rev A
Flight Path Group Symbols. These symbols are representative of many of

the flight variables for the HGS and are presented in a group (Figure 6–7)
with respect to the Flight Path Symbol in the ADI segment of the display.
1. Aircraft Reference symbol
2. Flight Path Symbol
3. Baro Altitude
4. Radio Altitude
5. Digital Airspeed
1 2
5
3
4
Figure 6–7:
Flight Path Group Symbols
NOTE: If the Flight Path symbol is removed (invalid), the remaining

symbols are positioned with respect to the Aircraft Reference
symbol.
9701-1211 Rev A June 2005 6–7

Descriptions
HGS symbols and their interrelationships are described in the following
pages.
Symbology for flight path, airspeed error tape, flight path acceleration, pitch
scale, roll scale, etc. are common to all phases of flight. Figure 6–8 is an
example of in-flight symbology.
Figure 6–8
In-Flight Symbology (example)
6–8 June 2005 9701-1211 Rev A

ADI Symbols
Aircraft Reference
The Aircraft Reference symbol, commonly referred to as the Boresight
symbol, represents the projected centerline of the aircraft (boresight). The
top center point of the symbol is the actual aircraft pitch attitude (Figure 6–
9).
The Aircraft Reference symbol is positioned at a fixed location 4° above the
display’s vertical center. Unlike other displayed symbols, it is not
dependent on any sensor or equipment inputs. The display is similar in
operation to the aircraft symbol on conventional attitude instruments and is
always present when the HGS is powered and operating normally.
Boresight
Aircraft
Reference
Symbol
Figure 6–9:
Aircraft Reference
9701-1211 Rev A June 2005 6–9

Zero-Degree Pitch Line

The Zero-Degree Pitch Line (Figure 6–10), sometimes referred to as the
Horizon Line, is displayed relative to the Aircraft Reference symbol and is
positioned based on the current aircraft pitch and roll attitude. The vertical
position of the Zero-Degree Pitch Line relative to the Aircraft Reference
symbol is the pitch attitude. When the Zero-Degree Pitch Line and the
Aircraft Reference symbol (apex of upper center point) overlay, the aircraft
is in a level (0°) pitch attitude. The roll attitude is displayed as the Zero-
Degree Pitch Line rolls left or right relative to the Aircraft Reference
symbol.
The Zero-Degree Pitch Line has a gap in its center to help in decluttering
the display during approach.
Zero-Degree
Pitch Line
Figure 6–10:
Zero-Degree Pitch Line
6–10 June 2005 9701-1211 Rev A

NOTE: The HGS displayed Zero-Degree Pitch Line represents the

aircraft’s “local level” attitude meaning that the Zero Degree
Pitch Line always indicates a 0° pitch attitude relative to the
Earth. Since the Zero-Degree Pitch Line symbol is on a flat
plane viewed from the pilot’s eye, the curvature of the Earth is
evident by the HGS Zero-Degree Pitch Line being positioned
above the real world horizon at altitude. The difference
between the HGS horizon and the Earth horizon is directly
proportional to the aircraft’s height (1–3° is not uncommon at
cruising altitudes) and should not be interpreted as an error in
display positioning.
9701-1211 Rev A June 2005 6–11

Flight Path Symbol

The Flight Path symbol is unique information not available on conventional
head-down displays (Figure 6–11). The Flight Path symbol is inertially
derived and shows the actual flight path vector of the aircraft. The pilot can
maneuver and “fly” the aircraft Flight Path to the desired point. For
example, if the pilot positions Flight Path above the Zero-Degree Pitch
Line, the aircraft is climbing; 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 Flight Path to overlay the runway touchdown point and the Flight
Path angle is -3°, then the aircraft is tracking a -3° approach angle to the
runway touchdown point.
The Flight Path symbol is displayed only in flight and has priority over all
other symbols except the Guidance Cue. If any portion of another symbol is
positioned anywhere inside the circular portion of the Flight Path symbol,
that portion is not displayed.
The Flight Path symbol can be limited laterally by other symbology (tapes)
or the display field-of-view. When this condition occurs, the Flight Path
symbol is “ghosted” in dashed lines instead of solid lines (Figure 6–11).
This ghosting indicates that the Flight Path symbol is no longer conformal
with the real-world scene.
“Ghosted”
Flight Path Symbol Flight Path Symbol
Figure 6–11:
Flight Path Symbol
6–12 June 2005 9701-1211 Rev A

Flight Path Slip/Skid Indicator

The aircraft’s slip/skid is indicated by two Slip/Skid symbols: one under the
Flight Path symbol and one under the Roll Scale Pointer (Figure 6–12).
Both Slip/Skid symbols move laterally with the lateral acceleration of the
aircraft to enhance lateral control.
The Flight Path Slip/Skid Indicator shows on the display only during the
initial climb under one or more of the conditions that follow:
1. If lateral acceleration exceeds 0.1g.
2. If Flight Director Mode is Takeoff
3. If Flight Director Mode is Go Around and altitude AGL < 1000 ft. The
Flight Path Slip/Skid Indicator is then removed when altitude
AGL > 1500 ft.
To support lateral control of the aircraft during such critical events, the
display gain of the Flight Path Slip/Skid symbol is almost twice that of the
Roll Scale Slip/Skid symbol.
For more details about the Roll Scale Slip/Skid Indicator, refer to “Roll
Scale Slip/Skid Indicator” on page 6–55.
Roll Scale
Slip/Skid
Indicator
Flight Path
Slip/Skid
Indicator
Figure 6–12:
Flight Path Slip/Skid Indicator
9701-1211 Rev A June 2005 6–13

Speed Error Tape

The Speed Error Tape displays the difference between the indicated
airspeed and the target speed.
The Speed Error Tape is positioned on the left wing of the Flight Path
symbol (Figure 6–13). If the airspeed is faster than the target speed, the
Speed Error Tape rises above the wing proportional to the speed error.
Likewise, if the airspeed is slower than the target 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 five knots of
airspeed error. The tape length is limited to 15 knots of error.
The Speed Error Tape is displayed during approach and takeoff; however, it
is not displayed when the Flight Director modes are GA and WSHR.
Speed Error
Tape
Figure 6–13:
Speed Error Tape
6–14 June 2005 9701-1211 Rev A

Flight Path Acceleration

The acceleration (or deceleration) of the aircraft along the flight path is
indicated by the Flight Path Acceleration symbol “ > ” and is an indication
of the total sum of all forces affecting the aircraft; including thrust, drag and
the airmass (Figure 6–14.) This symbol combines both inertial and airmass-
based accelerations and is useful as a throttle control indicator.
The symbol is positioned, in flight, to the left of the Flight Path symbol.
When the Flight Path Acceleration symbol is above the wing of the Flight
Path symbol, the aircraft is accelerating. When it is below the Flight Path
wing, the aircraft is decelerating. To maintain a steady-state airspeed
(neither accelerating or decelerating), the Flight Path Acceleration symbol is
positioned pointing to the Flight Path wing. When the Flight Path symbol is
not displayed, the Flight Path Acceleration symbol is positioned referenced
to the Aircraft Reference symbol.
The Flight Path Acceleration symbol can be used in combination with the
Airspeed Error symbol to maintain target airspeed. For example, when the
Airspeed Error tape is above the wing of the Flight Path symbol, the
throttles can be adjusted to bring the position of the Flight Path
Acceleration symbol below the wing of the Flight Path symbol by
approximately the same distance. As airspeed decreases and the Airspeed
Error symbol approaches the null position at the wing, the throttles can be
adjusted again so that the Flight Path Acceleration symbol rises to the wing
at approximately the same rate.

Symbol
Figure 6–14:
9701-1211 Rev A June 2005 6–15

Glideslope Reference Line/Flight Path Reference Line

The Glideslope Reference Line/Flight Path Reference Line is a dashed
horizontal line that shows enroute or during approach (Figure 6–15). Small-
size numbers with a negative sign (“-”) show at both ends of the Glideslope
Reference Line to give the glideslope/flight path angle.
During approach, the Glideslope Reference Line is set conformally below
the Zero-Degree Pitch Line at the same angle as the glideslope value that
was entered by the pilot. For example, if a 3.0-degree angle is entered, then
the Glideslope Reference line is positioned 3 degrees below the Zero-
Degree Pitch Line and laterally centered on the display.
If the FPR button is pushed, the Glideslope Reference Line centers itself on
the Flight Path symbol. The pilot uses the Flight Path Angle Select (“FPA
SEL”) knob to adjust the Glideslope Reference Line to the correct angle.
For approach, if the glideslope is not adjusted, it defaults to -3.0. (Refer to
“Flight-Path Angle/Glideslope Reference” on page 2–26 for more details on
these procedures.)
Because the Glideslope Reference Line is conformal, positioning the Flight
Path symbol over the Glideslope Reference symbol results in the aircraft
flying a descent angle equal to the glideslope value selected. During visual
approaches, by overlaying the Glideslope Reference on the runway
touchdown zone and then maintaining the Flight Path symbol on the
Glideslope Reference, a precise descent angle is maintained to the runway.
Figure 6–15:
Glideslope Reference Line
6–16 June 2005 9701-1211 Rev A

Flight Director Guidance Cue

The Guidance Cue symbol (Figure 6–16) functions in the same way as a
conventional single-cue flight director, but it is designed for control of
flight path. For the pilot, the objective is to capture the Guidance Cue inside
the Flight Path circle using pitch and roll control inputs.
When configured for a low-visibility takeoff, the HGS Ground-Roll
Guidance Cue (Figure 6–16) provides HGS-derived lateral guidance
commands relative to the Ground-Roll Reference symbol. This command
provides for tracking the localizer during the low-visibility takeoff roll
using rudder control inputs. After liftoff and the transition to “In-flight,” the
Ground-Roll Guidance Cue is removed from the display. During initial
climb up to 50 feet (while the Flight Director is in TO mode), the Guidance
Cue is not displayed and the pilot maintains pitch control using the Aircraft
Reference symbol and the TO Pitch Reference Line. The Flight Director-
derived Guidance Cue appears at 50 feet or when the Flight Director mode
changes from TO to any other mode or when altitude AGL > 50 feet.
The Guidance Cue is driven by pitch and roll signals from the Flight
Guidance System (FGS). The in-flight Guidance Cue has small “wings” on
each side of it which rotate to indicate the roll direction required to maintain
lateral tracking.
NOTE: When changing from ground roll to flight, the Guidance Cue
switches between sources (HGS to FGS), and a slight change in
position may be observed.
Flight Director-Derived HGS Ground-Roll

Guidance Cue Guidance Cue
Figure 6–16
Guidance Cue
9701-1211 Rev A June 2005 6–17

HGS Approach Guidance Cue

This symbol is not available at the time of the publication of this manual.
The HGS Approach Guidance Cue shows on the Combiner display during
approaches that include symbology for a HUD A3 Combiner display.
6–18 June 2005 9701-1211 Rev A

Flare Command
The Flare Command shows on the Combiner display during approaches that
include symbology for a HUD A3 Combiner display.
9701-1211 Rev A June 2005 6–19

Flare Cue
The Flare Cue is displayed as a pair of plus symbols (“+ +”), positioned
one on each side and directly above the wings of the Flight Path Symbol
(Figure 6–17). The Flare Cue symbols begin flashing as the aircraft
descends through 30 feet Radio Altitude and continue flashing until the
aircraft descends through 10 feet.
NOTE: The Flare Cue indicates that flare should be initiated but does
not provide any guidance to perform the flare maneuver.
Figure 6–17:
Flare Cue
6–20 June 2005 9701-1211 Rev A

Marker Beacons
Marker beacon passage during approach is annunciated by a small-size
character inside a box with an “O” for Outer Marker, “M” for Middle
Marker, and “I” for Inner Marker (Figure 6–18).
Marker Beacon
Figure 6–18:
Marker Beacon
9701-1211 Rev A June 2005 6–21

Glideslope Deviation Line

The Glideslope Deviation Line is displayed as two horizontal bars
referenced to the Glideslope Reference Line (Figure 6–19).
Glideslope Deviation is indicated by the displacement of the symbol above
or below the Glideslope Reference Line during ILS approach. The
Glideslope Deviation symbol is removed from the display below 70 feet
AGL.
Loss of valid Glideslope causes the Glideslope symbol to be removed.
The glideslope line flashes when the FGS detects an excessive glideslope
deviation. Failure of the ILS results in a boxed “G/S.”
Localizer Deviation Line

Localizer Deviation is displayed as vertical bars referenced to the Selected
Course mark (Figure 6–19).
Localizer Deviation is indicated by the displacement of the symbol (left or
right of the Selected Course mark) during ILS operations. The source and
gain of the Lateral Deviation are dependent on the type of operation.
The Localizer Deviation Line flashes when the FGS detects an excessive
localizer deviation. Loss of valid Localizer deviation causes the Lateral
Deviation symbol to be removed. Failure of the tuned source results in a
boxed “LOC.”
6–22 June 2005 9701-1211 Rev A

Glideslop
Deviation Line Localizer
Deviation
Figure 6–19:
Lateral and Vertical Deviation: Digital Modes
9701-1211 Rev A June 2005 6–23

Runway Lines
During approach, Runway Line symbols are displayed between 300 and 60
feet above runway elevation (Figure 6–20). The runway symbol consists of
an outline of the two sides of the runway scaled to a width of 200 feet and a
length of 8000 feet. Tick marks are displayed at the touchdown aimpoint
representing 1050 feet from the runway threshold.
The aircraft’s orientation to the runway is depicted by displaying the
Runway Line symbols in a perspective view, similar to the appearance of
the real-world runway. This is dependent on setting Selected Course for the
ILS approach as well as inputs from Pitch, Roll, Heading, Baro Corrected
Altitude, Localizer Deviation, Glideslope Deviation, Reference Glideslope
and Runway Elevation.
Conformity: Conformity of the symbolic runway to the real-world runway
is dependent on all of the above input signals, but is most predominantly
affected by heading errors. Heading errors can be attributed to the errors in
the published approach course, real runway heading, IRS magnetic heading
data and selected course errors, all affected by the natural deviation in the
local magnetic variation over time or Inertial errors. All are potential causes
for the symbolic runway not aligning perfectly to the real-world runway. It
is not essential that the symbolic runway be perfectly aligned but that it
provide a reasonable representation of the runway perspective when being
flown in low-visibility conditions. When being flown in visual conditions,
these errors can be significantly reduced or eliminated by adjusting the
selected course to overlay the far end of the real runway.
Figure 6–20:
Runway Lines
6–24 June 2005 9701-1211 Rev A

Idle Message
The Idle Message shows on the Combiner display during approaches that
include symbology for a HUD A3 Combiner display.
9701-1211 Rev A June 2005 6–25

HGS Ground Roll Guidance Cue

When configured for a low-visibility takeoff, the HGS Ground-Roll
Guidance Cue (Figure 6–21) provides HGS-derived lateral guidance
commands relative to the Ground Roll Reference symbol. This command
provides for tracking the localizer during the low-visibility takeoff roll
using rudder control inputs. After liftoff and the transition to “In-flight,” the
Ground-Roll Guidance Cue is removed from the display. During initial
climb (while the Flight Director is in TO mode), the Guidance Cue is not
displayed and the pilot maintains pitch control using the Aircraft Reference
symbol and the TO Pitch Reference Line. The Flight Director-derived
Guidance Cue appears when the Flight Director mode changes from TO to
any other mode.
The Guidance Cue is driven by pitch and roll signals from the Flight
Guidance System (FGS). The In-flight Guidance Cue has small “wings” on
each side of it which rotate to indicate the roll direction required to maintain
lateral tracking.
NOTE: When changing from ground roll to flight, the Guidance Cue
switches between sources (HGS to FGS), and a slight change in
position may be observed.
Ground Roll Reference

The Ground Roll Reference symbol provides a reference for the Ground
Roll Guidance Cue during low-visibility takeoff operations (Figure 6–21).
The symbol is positioned 1.5° below the Aircraft Reference symbol until
rotation. As the pitch attitude increases during takeoff rotation, the Ground
Roll Reference is held on the Zero-Degree Pitch Line until the aircraft is in
the air. At this point the Ground Roll Reference is replaced by the Flight
Path symbol.
At touchdown and during Rollout, the Ground Roll Reference symbol
replaces the Flight Path symbol.
6–26 June 2005 9701-1211 Rev A

Aircraft
Reference
Ground Guidance
Cue
Ground Roll
Reference
Figure 6–21:
HGS Ground Roll Guidance Cue and Ground Roll Reference
9701-1211 Rev A June 2005 6–27

Ground Excessive Deviation

During LVTO, the Ground Excessive Deviation symbol (Figure 6–22)
shows excessive lateral displacement from the localizer during an HGS-
guided takeoff. The symbol is a triangle that shows off the left or right wing
of the Ground Roll Reference symbol. The triangle points in the direction of
the required correction of the aircraft.
Ground Roll Ground
Reference Excessive
Deviation
Figure 6–22:
Ground Excessive Deviation
6–28 June 2005 9701-1211 Rev A

Ground Localizer Deviation Scale and Index

The Ground Localizer Deviation Scale and Index is displayed when the
aircraft is on the ground and the pilot’s NAV source is LOC1 or LOC2
(Figure 6–23). The HGS Ground Localizer Deviation Scale is laterally
aligned with the conformal Selected Course symbol, and the Scale has been
expanded so that it is three times more sensitive than the standard CDI
scale. The Ground Localizer Index shows lateral deviation relative to the
zero (middle) mark on the scale.
Ground Localizer
Deviation
Scale and Index
Figure 6–23:
Ground Localizer Deviation
9701-1211 Rev A June 2005 6–29

Deceleration Scale
The Deceleration Scale gives a linear scale of deceleration for an aircraft
during rollout (Figure 6–24). The symbol shows when the aircraft has
weight on wheels and ground speed > 50 knots. The Deceleration Scale is
removed from the display when the ground speed < 25 knots.
The symbol has three labels in small-size characters:
“LO” “MED” “HI”
Each label is next to a horizontal “T” symbol that is parallel to the vertical
path of the Flight Path Acceleration symbol. The marks and labels are fixed,
and the vertical movement of the Flight Path Acceleration symbol shows
the deceleration of the aircraft.
Figure 6–24:
Deceleration Scale
6–30 June 2005 9701-1211 Rev A

TO Pitch Reference Line

When the Flight Director TO mode is active, the TO Pitch Reference Line
is displayed (Figure 6–25). This dashed line is positioned at a fixed-pitch
angle (which is dependent on the flap setting), and it is used in combination
with the Aircraft Reference symbol to establish the correct aircraft pitch
attitude during takeoff. The TO Pitch Reference Line is displayed until the
aircraft reaches 50 feet AGL and 3 seconds have passed.
TO Pitch Reference
Line
Figure 6–25:
TO Pitch Reference Line
9701-1211 Rev A June 2005 6–31

Pitch Scale (Normal)

The Pitch Scale (Figure 6–26) is displayed above and below the horizon
line. It is scaled in five-degree increments from -20° to +25° and every ten
degrees between ± 30° and ±50°. At the ends of each pitch line is a vertical
tick mark pointing in the direction of the horizon line and labeled with its
corresponding pitch value. The pitch attitude is read against the Pitch Scale
by the Aircraft Reference symbol.
Refer to “Pitch Scale (Compressed) with Pitch Chevrons” for conditions
during extreme pitch attitudes (< -20° and > +30°).
Pitch Scale (Compressed) with Pitch Chevrons

When the aircraft attitude is such that the Zero-Degree Pitch Line or the
Flight Path symbol cannot be displayed conformally, the Pitch Scale is
compressed (display compression) to allow these symbols to remain on the
display. The proper positioning of these symbols is maintained relative to
one another, but the display is no longer conformal with the real world.
Display compression can also result in the removal of certain Pitch Scale
lines.
Chevrons (Figure 6–27) are included on the Pitch Scale to enhance
interpretation of attitude while in unusual attitude situations. A downward-
pointing chevron is placed with the tip on the 30°-pitch line and an upward-
pointing chevron is placed with the tip on the -20°-pitch line.
6–32 June 2005 9701-1211 Rev A

Figure 6–26:
Pitch Scale
Extreme Pitch Up Extreme Pitch Down
Figure 6–27:
Pitch Chevrons
9701-1211 Rev A June 2005 6–33

Conformal Heading Scale and Index

Conformal Heading (Figure 6–28), represented in 5° increments (tick
marks) and labeled as tens of degrees in small-size characters every 10°, is
displayed on the Zero-Degree Pitch Line. The heading information is
conformal with the real world so that 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 N, S, E, and W, respectively, and have the values of 00, 180
(18), 90 (09), and 270 (27).
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 vertically aligned with the Zero-
Degree Pitch Line. 5-Degree
Tick Mark
Index
Figure 6–28:
Conformal Heading Scale and Index
6–34 June 2005 9701-1211 Rev A

Conformal Selected Heading Mark

The Conformal Selected Heading Mark shows on the Zero-Degree Pitch
Line to point to the corresponding Selected Heading value. If the Selected
Heading value is outside the currently displayed heading scale on the Zero-
Degree Pitch Line, then the Conformal Selected Heading Mark is not
displayed.
Conformal Selected
Heading Mark
Figure 6–29:
Conformal Selected Heading Mark
9701-1211 Rev A June 2005 6–35

Conformal Selected Course Pointer

The Conformal Selected Course Pointer (Figure 6–30) is displayed below
the Conformal Heading Scale during all phases of flight and on the ground.
The Conformal Selected Course Pointer is surrounded by a 3-degree gap in
the Zero-Degree Pitch Line. If the Selected Course value is outside the
currently displayed heading scale on the Horizon, then the Conformal
Selected Course Pointer is ghosted to the side closest to the selected course.
Conformal Selected
Course Pointer
Figure 6–30:
Conformal Selected Course Pointer
6–36 June 2005 9701-1211 Rev A

Digital Airspeed
The Digital Airspeed value (Figure 6–31) is displayed below and to the left
of the Flight Path symbol. If the Flight Path symbol is not displayed, the
Digital Airspeed is displayed relative to the Aircraft Reference symbol. The
symbol shows a value up to three large-size numbers.
The symbol shows only when airspeed data is valid and the Airspeed Tape
does not show on the display.
Figure 6–31:
Digital Airspeed
9701-1211 Rev A June 2005 6–37

Digital Altitude Displays

When the Altitude Tape and its related symbols do not show on the
Combiner display, digital altitude symbols give data.
Digital Radio Altitude

The Digital Radio Altitude value (Figure 6–32) is displayed below the
Flight Path symbol. The Radio Altitude value is removed from the display
above 2500 feet. If the Flight Path symbol is not displayed, the Radio
Altitude is displayed relative to the Aircraft Reference symbol. The symbol
shows a value up to four large-size numbers; if the value is negative, a
minus sign (“-”) shows to the left of the numbers.
The digital value ranges from -20 to 2500. The digital value between -20
and 200 feet is displayed in five-foot increments. The digital value between
200 and 1500 feet is displayed in ten-foot increments. The digital value
above 1500 feet is displayed in 50-foot increments. Radio Altitude is not
displayed on the ground. When Radio Altitude is invalid, the digital value is
replaced by a boxed “RA.”
Digital Baro Altitude

The Digital Baro Altitude value (Figure 6–32) is displayed in ten-foot
increments below and to the right of the Flight Path symbol, and is only
displayed in flight. If the Flight Path symbol is not displayed, the Baro
Altitude is displayed relative to the Aircraft Reference symbol. The symbol
shows a value up to five large-size numbers that are followed by a large-
size “B”; if the value is negative, a minus sign (“-”) shows to the left of the
numbers.
Minimums Annunciation
The Minimums Annunciation symbol (Figure 6–32) is displayed when the
aircraft passes through the selected decision height or minimum descent
altitude. The symbol consists of large-size characters “MIN” in a box
located below and to the right of the Flight Path symbol. If the Flight Path
symbol is not displayed, the Radio Altitude is displayed relative to the
Aircraft Reference symbol. The symbol flashes for three seconds and then
is steady; the symbol is removed from the display at touchdown.
6–38 June 2005 9701-1211 Rev A

Minimums Digital Readout (Decision Height)

The Minimums Digital Readout is the pilot’s selected decision height
(Figure 6–32), which can be shown as either small-size letters “RA” (radio
altitude) or “BARO” (barometric altitude) with the value in small-size
numbers below the letters. The symbol shows in the lower right corner of
the display.
If a decision height has not been selected, the small-size characters “OFF”
show below the letters “RA” or “BARO.”
The resolution is 1 foot when the RA Minimum range is 0–990 feet. The
resolution is 1 foot when the Baro Minimum is 0–16,000 feet. When the
Baro or Radio Altitude is invalid, the digital value and “RA” (or “BARO”)
label are removed from the display.
Minimums
Annunciation
Minimums
Digital
Readout
Digital Radio Digital

Altitude Baro Altitude
Figure 6–32:
Digital Radio Altitude, Digital Baro Altitude,
Minimums Annunciation, Minimums Readout (Decision Height)
9701-1211 Rev A June 2005 6–39

TCAS Resolution Advisory

For more details and illustrations, refer to “TCAS Resolution Advisory” in
“Section 4: Operations” on page 4–15.
Low Bank Limit Arc

The Low Bank Limit Arc (Figure 6–33) represents the range of the low
bank-angle limits when low bank angle is active.
Figure 6–33:
Low Bank Limit Arc
Angle-of-Attack Limit
The aircraft’s margin to stall warning is indicated by the Angle-Of-Attack
(AOA) symbol (Figure 6–34). The distance between the AOA Limit symbol
and the Flight Path symbol represents the aircraft’s angle-of-attack relative
to stall warning.
The AOA symbol is displayed when the Computed Airspeed is less than the
top of the bar on the Low-Speed Awareness Cue at anytime when
Windshear alerts show on the Combiner display. When the AOA Limit
symbol is positioned at the Flight Path symbol (boxed ends set on Flight
Path wings) the aircraft is at the stall warning angle of attack. It remains in
this position as long as the stick shaker is active.
Figure 6–34:
AOA Limit
6–40 June 2005 9701-1211 Rev A

Unusual Attitude
For more details and illustrations, refer to “Unusual Attitude” in “Section 4:
Operations” on page 4–12.
Digital Runway Elevation

The Digital Runway Elevation is displayed in the lower left portion of the
display for a period of five seconds after its value is changed (Figure 6–35).
The display consists of the small-size characters “ELV” followed by the
runway-elevation value that is provided automatically by the FMS. The
value can also be over-written through the MCDU.
Digital Runway Length

The Digital Runway Length is displayed in the lower left portion of the
display for a period of five seconds after its value is changed (Figure 6–35).
The display consists of the small-size characters “LN” followed by the
runway-length value that is provided automatically by the FMS. The value
can also be over-written through the MCDU.
If the value entered as the length is outside an acceptable range, the symbol
flashes continuously.
Runway
Elevation
Runway
Length
Figure 6–35:
Digital Runway Elevation and Length
9701-1211 Rev A June 2005 6–41

Runway Remaining Readout

The Runway Remaining Readout is displayed during low-visibility takeoff
(Figure 6–36). The large-size numbers that show below the large-size letters
“RWY” give thousands of feet (meters) remaining, and the three small-size
numbers to the right show hundreds of feet (meters) remaining in 500-foot
(100-meter) increments. The calculation of the Runway Remaining value is
based on the runway length automatically set by the FMS or entered on the
MCDU.
Runway Remaining
Readout
Figure 6–36:
Runway Remaining Readout
6–42 June 2005 9701-1211 Rev A

Combiner Alignment Message

An “ALIGN HUD” message is displayed to indicate that the HGS
Combiner is not properly aligned when operating in the FLIGHT
DIRECTOR or VMC approach modes (Figure 6–37). For additional
information, refer to “Combiner Alignment” on page 3–17 in “Section 3:
HGS Display.”
Figure 6–37:
“ALIGN HUD” Message
9701-1211 Rev A June 2005 6–43

Tailstrike Alerting: Takeoff and Approach

The HGS includes a tailstrike alerting function that is active during takeoff
and approach operations (Figure 4–7).
Takeoff: the Tailstrike Pitch Limit symbol is displayed during rotation and
initial climb if the attitude of the aircraft is such that a tailstrike is likely to
occur.
Approach: an impending tailstrike event due to an improperly configured
aircraft or low-altitude go-around operation shows as the symbol “LDG
ATT” on the Combiner display.
Takeoff
Approach
Figure 6–38:
Tailstrike Alerting
6–44 June 2005 9701-1211 Rev A

Warning Message: Takeoff and Approach

The HGS includes warnings when takeoff or approach conditions do not
meet pre-set tolerances or if HGS faults are detected.
Both Takeoff and Approach Warning messages flash for 10 seconds and
then are steady.
Takeoff: in aircraft with LVTO, the large-size characters “LVTO WRN”
show to the left of and above the Flight Path symbol (Figure 6–39). In
aircraft with LVTO and on the ground, the large-size characters “LVTO
WRN” show to the left of and below the Ground Roll Reference. If neither
the Flight Path symbol nor the Ground Roll Reference shows on the
Combiner display, “LVTO WRN” shows to the left of and very slightly
above the Aircraft Reference symbol.
Approach: in aircraft with HUD A3 capability, the large-size characters
“APPR WRN” show to the left of and above the Flight Path symbol. If the
Flight Path symbol does not show on the Combiner display, “APPR WRN”
shows to the left of and very slightly above the Aircraft Reference symbol.
NOTE: HUD A3 capability is not available at the date of publication

for this manual.
Figure 6–39:
Takeoff Warning
9701-1211 Rev A June 2005 6–45

Windshear Caution and Warning

Windshear alerting messages are displayed on the HGS in a manner similar
to the messages presented on the head-down display (PFD). These messages
are generated from inputs received from the Enhanced Ground Proximity
Warning System (EGPWS).
The EGPWS generates two levels of windshear alerts: Windshear Caution
(first level, indicating increasing performance shears) and Windshear
Warning (second level, indicating decreasing performance shears).
Windshear Caution: In the case of a Windshear Caution (amber
“WSHEAR” on PFD), the Combiner flashes “WSHEAR” in large-size
characters for 10 seconds and then is steady until the conditions improve.
The symbol is set underneath the Roll Scale.
Windshear Warning: In the case of a Windshear Warning (red
“WSHEAR” on PFD), the Combiner flashes “WSHEAR” in large-size
letters inside a box (Figure 6–40) for 10 seconds and then is steady until the
conditions improve. The symbol is set underneath the Roll Scale. During
the Windshear Warning state, the Guidance Cue on the Combiner display is
solid. For additional information, refer to “Windshear Alerts” on page 4–10
in “Section 4: Operations.”
Windshear
Warning
Solid
Guidance Cue
Figure 6–40:
Windshear Annunciation (Warning example)
6–46 June 2005 9701-1211 Rev A

Enhanced Ground Proximity Annunciations

When EGPWS indicates Terrain Caution, “GND PROX” in large-size
letters inside a box is displayed to the right of and above the Aircraft
Reference symbol.
When EGPWS indicates Terrain Warning, “PULL UP” in large-size letters
inside a box is displayed to the right of and above the Aircraft Reference
symbol.
In both cases, the text within the box flashes for the first 10 seconds and
then is steady (Figure 6–41).
Figure 6–41:
Ground Proximity Annunciation (Warning example)
9701-1211 Rev A June 2005 6–47

Airspeed Symbols
Airspeed data is displayed (Figure 6–42 and Figure 6–43) in both analog
and digital format.
Airspeed Tape
The Airspeed Tape (Figure 6–42) is a vertical tape that scrolls in a 42-knot
range above and below the Airspeed Tape Reference Point, which is in the
center of the tape. Below 200 knots, tick marks are labeled with small-size
numbers every 10 knots; above 200 knots, tick marks are labeled every 20
knots. The computed airspeed shows at the left edge of the Airspeed Tape
Reference Point. The computed airspeed gives an analog value between 30
and 695 knots.
Digital Airspeed Odometer

The Digital Airspeed Odometer (Figure 6–42) is on the left edge of the
Airspeed Tape. The symbol gives values from 30 to 655 knots within a “T”-
shaped box with a “notch” on the right edge that points to the Airspeed
Tape reference point. The Digital Airspeed shows up to three places (ones,
tens, and hundreds) that are given in large-size numbers. The “ones” scroll
up and down in one-knot units. This symbol is also referred to as computed
airspeed (CAS).
Selected Airspeed Bug

The Selected Airspeed Bug (Figure 6–42) moves vertically along the right
side of the Airspeed Tape to indicate the selected airspeed. When the
selected airspeed is outside the display limits of the Airspeed Tape, one-half
of the Selected Airspeed Bug is stationary at the limit that is nearest in
value to the selected airspeed.
Digital Selected Airspeed/Mach (with Airspeed Tape)

Indicated as a digital readout in small-size numbers above the Airspeed
Tape, Digital Selected Airspeed/Mach (Figure 6–42) may be any value that
ranges from 0 knots to 999 knots (for Mach, 0.40–0.99).
The Mach readout is in small-size numbers, does not have a leading zero,
and is preceded by a decimal point. The Mach readout is followed by a
small-size “M.”
6–48 June 2005 9701-1211 Rev A

The Digital Selected Airspeed/Mach readout is replaced by “- - -” if

airspeed is invalid.
This symbol is selected by the CAS/MACH button; the data can be entered
automatically through FMS or entered manually. The source of the entry
can be verified on the AFCS Guidance Control Panel.
Low-Speed Cue
Before the Minimum Operating Speed symbol shows on the display, this
vertical line (Figure 6–42) extends upward from the bottom left side of the
Airspeed Tape toward the CAS. As the checkerboard tape of the Minimum
Operating Speed symbol “grows” upward, the Low-Speed Cue also grows.
Stall Warning Cue (Vs)

Also known as a minimum operating speed, this symbol is indicated by a
checkerboard tape (Figure 6–42) that extends upward from the bottom left
side toward the CAS as the airspeed decreases toward stall speed. This
symbol is inhibited on the ground.
Digital
Selected
Airspeed/
Mach Selected
Airspeed
Bug
Low-Speed
Cue Digital
Airspeed
Odometer
Stall Warning
Cue
Figure 6–42
Airspeed Tape, Digital Airspeed Odometer, Selected Airspeed Bug,
Digital Selected Airspeed/Mach, Low-Speed Cue, Stall Warning Cue
9701-1211 Rev A June 2005 6–49

Maximum Operating Speed Tape (Vmo)

The Maximum Operating Speed Tape (Figure 6–43) is indicated by the
lower end of a Vmo Thermometer (a checkerboard tape) that extends
downward from the top left side of the Airspeed Tape toward the CAS as
the airspeed increases toward maximum operating airspeed. This symbol is
inhibited on the ground.
Airspeed Reference Bugs

Takeoff and Approach Speeds (Figure 6–43) are indicated by one or two
characters next to a horizontal “T” symbol when the reference speed is
within the Airspeed Tape.
For Takeoff: For Approach:

V1 Takeoff Decision Speed VRF Reference Speed
VR Takeoff Rotation Speed VAP Approach Speed
V2 Takeoff Safety Speed VAC Approach Climb Speed
VFS Final Segment Speed VFS Final Segment Speed
Digital Airspeed Reference Table

When the aircraft is on the ground, the current takeoff speed settings are
displayed in the lower part of the Airspeed Tape (Figure 6–43).
Digital Mach
Indicated as a decimal value of three small-size numbers followed by a
small-size character “M,” this symbol (Figure 6–43) is displayed below the
Airspeed Tape. Mach is first displayed when the aircraft > 0.450 Mach and
continues to 0.999 Mach, but the symbol is removed when Mach < 0.400.
The value is rounded to the nearest .001 Mach. The digital readout is
replaced by “- - -” if Mach is invalid.
Airspeed Trend Vector

Displayed as a variable length, vertical line above or below the Airspeed
Tape reference point, the Airspeed Trend Vector gives the predicted
airspeed in 10 seconds (Figure 6–43). This symbol shows when the
speed > 30 knots.
6–50 June 2005 9701-1211 Rev A

Takeoff
Safety Speed
Rotation Speed
Takeoff
Decision Speed
Final (on ground)

Segment Speed
Maximum Flap
Operating Retraction Speed
Speed Tape
Final
Segment Speed
Airspeed
Trend Vector Takeoff
Safety Speed
Rotation
Speed
Takeoff
Decision Speed
(in flight) Digital

Mach
Figure 6–43:
Maximum Operating Speed Tape, Airspeed Reference Bugs, Digital
Airspeed Reference Table, Digital Mach, Airspeed Trend Vector
Flap Retraction Speed Bug

On the right edge of the Airspeed Tape, the Flap Retraction Speed Bug
(Figure 6–43) indicates when to retract flaps. The symbol shows as the
small-size character “F” that is next to a horizontal “T” symbol. This
symbol shows automatically on the Combiner display when it shows on the
PFD.
9701-1211 Rev A June 2005 6–51

Digital Selected Airspeed/Mach (without Airspeed Tape)

When the Airspeed Tape does not show on the Combiner display (i.e.,
during Declutter), the Digital Selected Airspeed/Mach (Figure 6–44) gives
the airspeed/Mach value, which ranges from 0 knots to 999 knots (for
Mach, 0.40–0.99).
The Digital Selected Airspeed (without Airspeed Tape) shows the small-
size characters “SPD” above the small-size numbers that give the digital
readout of the selected airspeed.
The Digital Selected Mach shows the small-size character “M” above the
small-size numbers that give the digital readout of the selected Mach. The
readout does not have a leading zero, and the readout is preceded by a
decimal point.
The digital readout for airspeed/mach is replaced by “- - -” if airspeed is
invalid.
This symbol is selected by the CAS/MACH button; the data can be entered
automatically through FMS or entered manually. The source of the entry
can be verified on the AFCS Guidance Control Panel.
6–52 June 2005 9701-1211 Rev A

Digital Digital
Selected Airspeed Selected Mach
Figure 6–44:
Digital Selected Airspeed/Mach
(without Airspeed Tape)
9701-1211 Rev A June 2005 6–53

Roll Scale/Mode Annunciations Symbols

Roll Scale and Pointer
The Roll Scale and Pointer (Figure 6–45) is positioned above the Aircraft
Reference symbol. The Roll Scale provides a scale for aircraft roll. The
scale has tick marks at ± 10, ± 20, and ± 30 along the Roll Scale. The ± 30
degree tick marks are twice as long as the ± 10, ± 20 degree tick marks.
There are triangles located at 0 and ± 45 degrees. The Roll Scale is similar
to the “Sky Pointer” on a conventional ADI. The pointer points to the
corresponding roll attitude on the scale.
Figure 6–45:
Roll Scale and Pointer
6–54 June 2005 9701-1211 Rev A

Roll Scale Slip/Skid Indicator

The aircraft’s slip/skid is indicated by the Slip/Skid symbol displayed as
part of the Roll Scale Pointer (Figure 6–46). 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 symbol functions like a conventional Slip/Skid indicator in that
positioning the Slip/Skid symbol directly under the Roll Scale Pointer, by
applying the appropriate rudder input, nulls the lateral acceleration.
During certain events, the Flight Path symbol shows a Slip/Skid Indicator
symbol for increased awareness. Refer to Figure 6–12, “Flight Path
Slip/Skid Indicator,” on page 6–13 for more details.
To support lateral control of the aircraft during such critical events, the
display gain of the Flight Path Slip/Skid symbols is almost twice that of the
Roll Scale Slip/Skid symbol.
Roll Scale
Slip/Skid
Indicator
Flight Path
Slip/Skid
Indicator
Figure 6–46:
Roll-Scale Slip/Skid Indicator
9701-1211 Rev A June 2005 6–55

Flight Director Lateral/Vertical Capture/Arm Modes

Flight Director (FD) Mode annunciations are located at the top right portion
of the display with the lateral capture modes close to the center and the
vertical capture modes to the right of the lateral modes (Figure 6–47). The
lateral and vertical capture modes are in large-size characters. The lateral
arm mode is displayed underneath the lateral capture mode but above the
Roll Scale. The vertical arm mode is displayed underneath the vertical
capture mode but above the Roll Scale. The lateral and vertical arm modes
are in small-size characters.
Vertical Capture
Mode
Lateral Capture Vertical Arm

Mode Mode
Lateral Arm
Mode
Figure 6–47:
Flight Director Mode Annunciations
6–56 June 2005 9701-1211 Rev A

Table 6–1 lists the vertical and lateral Flight Director mode annunciations
that can be displayed.
Table 6–1: Lateral and Vertical Flight Director Mode Annunciations
FD Lateral Modes FD Vertical Modes

Mode Engaged Mode Mode Engaged
Annunciation Name Annunciation Mode Name
“LVTO” Low-Visibility “FLARE” Flare
(Arm or Capture) Takeoff (Arm or Capture)
“NO LVTO” No Low-Visibility “ALT” Altitude Hold
(Capture only) Takeoff (Capture only)
“RLOUT” Rollout “ASEL” Altitude Select
(Arm or Capture) (Capture only)
“NO RLOUT” No Rollout “D-ROT” De-Rotate
“ALIGN” Align “FLCH” Flight Level
(Capture only) (Arm or Capture) Change
“APPV” VOR Approach “FPA” Flight Path
(Arm or Capture) (Arm or Capture) Angle
“APPV+” VOR Approach “GA” Go-Around
(Capture only) Onside (Capture only)
“BC” Back Course “VGP” Vertical
(Arm or Capture) (Arm or Capture) Glidespath
“HDG” Heading Select “GS” Glideslope
(Capture only) (Arm or Capture)
“LNAV” Lateral Navigation “OVSP” Overspeed
“LOC” Localizer “VPTH” Vertical
(Arm or Capture) (Arm or Capture) Navigation
Flight Path
“ROLL” Roll “TO” Takeoff
(Capture only) (Capture only)
9701-1211 Rev A June 2005 6–57

Table 6–1: Lateral and Vertical Flight Director Mode Annunciations, cont.
FD Lateral Modes FD Vertical Modes

Mode Engaged Mode Mode Engaged
Annunciation Name Annunciation Mode Name
“TRACK” Track “VNAV” Vertical
(Capture only) (Arm or Capture) Navigation
“VOR” VHF “VS” Vertical Speed
(Arm or Capture) Omnidirectional (Arm or Capture)
Radio Range
“VOR+” VOR Onside ‘VNAV GS” Vertical
(Capture only) (Arm only) Navigation
“WSHR” Windshear
(Capture only)
“VFLCH” Vertical Flight
(Arm or Capture) Level Change
“VASEL” Vertical Altitude
(Arm or Capture) Select
“VALT” Vertical Altitude
(Arm or Capture) Hold
Autopilot Status Annunciations

An indication of the current autopilot (AP) status is displayed in the upper
left portion of the display (Figure 6–48), similar to the position on the
PFDs. The annunciation “AP” shows in large-size letters when autopilot is
engaged. The annunciation “TCS” shows in large-size letters when TCS is
active.
If the Autopilot is damaged, “AP” flashes. If the Autopilot becomes
disengaged < 5 seconds, “AP” flashes for 5 seconds and is then removed
from the Combiner display.
Pilot Flying Arrow

The Pilot Flying Arrow is displayed at the center top of the display
(Figure 6–48) between the Autopilot Status Annunciation and the Lateral
Capture Mode.
6–58 June 2005 9701-1211 Rev A

The Pilot Flying Arrow points in the direction of the Flight Director that is
coupled to the autopilot. If a left arrow (←) shows, the autopilot is
connected to the left Flight Director; if a right arrow (→) shows, the
autopilot is connected to the right Flight Director.
Authrottle Annunciations
The Autothrottle annunciations show in the upper left portion of the
Combiner display (Figure 6–48).
When it is engaged, the Autothrottle status annunciation shows in large-size
characters “AT” above and to the left of the center of the Roll Scale. When
the Autothrottle is overridden, the large-size characters “OVRD” replace
“AT.” If the Autothrottle becomes disengaged, the large-size characters
“AT” flash. If the Autothrottle becomes disengaged < 5 seconds, it flashes
for 5 seconds and is then removed from the Combiner display.
The Autothrottle active mode annunciation flashes in large-size characters
for five seconds and then is steady. This symbol is set in the upper left
portion of the Combiner display. The active modes are:
“HOLD” “LIM” “TO” “RETD”
“SPDE” “SPDT” “GA”
(The active Retard Mode flashes as “RETD” for only 2 seconds and then is
steady.)
The Autothrottle armed mode annunciation shows in small-size characters
underneath the Autothrottle active mode annunciation. The armed modes
are “”SPDT,” “RETD,” and “TO.”
Autothrottle Autopilot
Active Mode Status
Autothrottle
Pilot Flying Arrow
Armed Mode
Autothrottle Status
Figure 6–48:
Autopilot Status and Autothrottle Annunciations; Pilot Flying Arrow
9701-1211 Rev A June 2005 6–59

Approach Mode Annunciations

The Approach Mode Annunciations show on the Combiner display during
approaches that include symbology for a HUD A3 Combiner display.
Altitude Symbols
The displayed altitude information comprises the following (Figure 6–49)
Altitude Tape
The Altitude Tape (Figure 6–49) displays a 550-foot range above and below
the mid-scale with an altitude index at its center. The overall range of the
Altitude Tape is -1000 to 60,000 feet with tick marks every 100 feet. There
are single-line chevrons on the Altitude Tape every 500 feet and double-line
chevrons every 1000 feet.
Digital Altitude Odometer

The Digital Altitude Odometer (Figure 6–49) shows along the right edge of
the Airspeed Tape. The symbol gives the digital value of the baro corrected
altitude in 20-foot increments within the altitude odometer window. The
digital altitude shows up to three places (ten thousands, one thousands, and
hundreds) that are in large-size numbers. The “tens” scroll up and down in
20-knot units that are in small-size numbers. The values are calculated from
the Air Data System (ADS). The odometer shows metric values, when
selected.
Selected Altitude Bug

This symbol is the “bow tie” (Figure 6–49) positioned along the Altitude
Tape when within the scale’s range is within the selected altitude. If the
selected altitude is outside the scale’s range, the mark is positioned at the
appropriate end of the scale.
Digital Selected Altitude

This symbol (Figure 6–49) shows as a digital value in 100-foot increments
directly above the Altitude Tape. The digital value ranges from 0 to
+41,000 feet. The ten thousands, thousands, and hundreds are given in
large-size numbers; small-size zeroes show for the tens and ones. If the
Selected Altitude becomes invalid, “- - - - -” replaces the digital value. The
symbol is also available in metric.
6–60 June 2005 9701-1211 Rev A

Baro Correction Readout

The Baro Correction Readiout (Figure 6–49) shows below the Altitude
Tape in 1) inches of mercury; 2) HectoPascals (HPA); or 3) standard,
depending on the Baro Setting. The units for inches of mercury show as five
small-size characters with a decimal in the middle. The units for
HectoPascals show as small-size numbers. The Baro Correction Readout
STD shows as “STD” in small-size characters. The range of “IN” is 15.50
to 32.50 and “HPA” is 500 to 9999. If the baro setting is invalid, the digital
value is replaced by “- - - -” for inches of mercury and “- - - -” for HPA.
Altitude Trend Vector

The Altitude Trend Vector (Figure 6–49) shows as a vertical bar above or a
vertical bar below the altitude index. The length of the symbol is
proportional to the trend value derived using current vertical speed (altitude
rate), with the tip indicating the predicted altitude in six seconds.
Digital
Selected
Altitude
Selected
Altitude Bug
Digital
Altitude
Altitude Odometer
Trend Vector
Baro
Correction
Readout
Figure 6–49:
Altitude Tape, Digital Altitude Odometer, Selected Altitude Bug,
Digital Selected Altitude, Baro Correction Readout,
Altitude Trend Vector
9701-1211 Rev A June 2005 6–61

Digital Vertical Speed

The Digital Vertical Speed display is the IRS Vertical Speed. It is displayed
in a fixed location below the Altitude Tape (Figure 6–50).
The Digital Vertical Speed value is expressed in 50 feet/minute (fpm)
increments for vertical speeds < 1000 fpm and in 100 fpm increments for
vertical speeds > 100 fpm. The symbol is identified by the small-size
characters “VS” above the vertical speed value. Digital Vertical Speed is
not displayed on the ground.
VNAV Altitude Waypoint Constraint Readout

The VNAV Altitude Waypoint Constraint Readout provides the altitude
constraint information for the active waypoint.
The value for this symbol shows in up to five small-size numbers with a
horizontal line above and a horizontal line below the numbers (Figure 6–
50). Negative values are indicated by a minus (“-”).
When the readout shows in Flight Level, the lines are removed and the
small-size characters “FL” precede up to three small-size numbers. “FLxxx”
is the appearance of the symbol. If the value ≤ 0, then “FL000” shows on
the Combiner display.
This symbol is a repeater display of the PFD on the Combiner display.
VNAV Target Altitude Bug

The VNAV Target Altitude Bug provides an indication of the VNAV
Target Altitude on the Altitude Tape (Figure 6–50).
The symbol shows as the small-size character “V” that is next to a
horizontal “T” symbol. The “T” portion of the symbol touches the left edge
of the Altitude Tape.
6–62 June 2005 9701-1211 Rev A

Vertical Track Alert (VTA) Annunciation

The FMS vertical track alert is indicated by small-size characters “VTA” in
the upper right portion of the Combiner display (Figure 6–50). The symbol
flashes for 5 seconds and then is steady.
VNAV Altitude
Waypoint
Constraint
Readout
VTA
Annunciation
Digital
VNAV Target Vertical Speed
Altitude Bug
Figure 6–50:
Digital Vertical Speed, VNAV Altitude Waypoint Constraint Readout,
VNAV Target Altitude Bug, VTA Annunciation
9701-1211 Rev A June 2005 6–63

HSI and Navigation Symbols

Horizontal Situation Indicator
A conventional sectored Horizontal Situation Indicator (HSI) (Figure 6–51)
is positioned in the bottom center portion of the display during Full
Combiner Mode and during specified phases of Auto Combiner Mode. This
HSI display consists of a HSI spanning 210° with tick marks every 10°.
Each 30° tick mark is labeled in small-size characters with its corresponding
value in tens of degrees (e.g., label 12 is 120°). Cardinal headings are
labeled with the characters “N”, “S”, “E”, and “W”. A downward-pointing
triangle, positioned above the center of the HSI, represents the compass
lubber line and points to the current magnetic or true heading.
The HSI is displayed in full until either pitch or flight path angle causes 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
and its associated symbology are “pushed” down until only a small portion
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 associated symbols are “pulled” back up
on the display. This movement of the HSI symbology allows the Zero-
Degree Pitch Line and Flight Path symbol to be positioned where the HSI is
normally displayed without overlaying symbology.
6–64 June 2005 9701-1211 Rev A

Selected
Heading
Index
Bug
Heading Track Angle

Scale Pointer
Figure 6–51:
Horizontal Situation Indicator
Selected Heading Bug and Vector

The Selected Heading Bug (Figure 6–51) moves in an arc along the outside
edge of the HSI and points to the corresponding Selected Heading value.. If
the Selected Heading value is beyond the currently displayed heading scale
on the HSI, then the Selected Heading Vector (“- - - - -”) shows .
Track Angle Pointer

The Track Angle Pointer (Figure 6–51) shows on the outside edge of the
HSI as a triangle that points to the aircraft’s current magnetic track.
9701-1211 Rev A June 2005 6–65

Lateral Deviation Indicator

The Lateral Deviation Indicator shows on the HSI as a conventional CDI
(Figure 6–52). Displacement of the Lateral Deviation Line with respect to
its null position at the center of the CDI indicates the current lateral
deviation during ILS or VOR operations. When the pilot’s NAV Source is
VOR1 or VOR2, the Lateral Deviation is Selected Course - VOR Bearing.
When the pilot’s NAV Source is FMS1 or FMS2 (if Dual FMS Installed),
the Lateral Deviation is FMS Cross Track Distance / FMS Lateral Scale
Factor.
When the FGS detects excessive localizer deviation during an ILS
approach, Lateral Deviation flashes at the standard flash rate until the
excessive deviation is no longer present. Loss of valid Localizer, VOR
deviation, or FMS Lateral Deviation causes the CDI to be removed while
the scale remains displayed.
Figure 6–52:
6–66 June 2005 9701-1211 Rev A

To/From Indicator
The To/From Indicator is displayed as a triangle below the Selected Course
mark in the HSI (Figure 6–53). A triangle pointing in the same direction as
Selected Course indicates bearing “To” the VOR station or the FMS
Waypoint. A triangle pointing away from Selected Course indicates a
bearing “From” the VOR station or the FMS Waypoint.
To/From
Indicator
Figure 6–53:
To/From Indicator
9701-1211 Rev A June 2005 6–67

Digital Selected Heading

Digital Selected Heading (Figure 6–54) shows the heading value in small-
size numbers in the lower left portion of the display below the small-size
characters “HDG.” The range of the Selected Heading is from 001 to 360,
with a one-degree resolution.
Digital
Selected Heading
Figure 6–54:
Digital Selected Heading
6–68 June 2005 9701-1211 Rev A

Selected Course Pointer

The Selected Course Pointer (HSI) moves inside the Heading Scale of the
HSI to point to the corresponding selected course value (Figure 6–55). The
reciprocal of the selected course is indicated by the tail of the Selected
Course Pointer so that either the head or the tail is always in view. If the
NAV Source is FMS or FMS1 or 2, the symbol represents FMS Desired
Track.
Digital Selected Course/Desired Track

The Digital Selected Course displayed in the lower right portion of the
display as the small-size characters “CRS” placed above the value of the
course in small-size numbers (Figure 6–55). The values range from “001”
to “360” with one degree resolution. If the NAV source is FMS or FMS1 or
2, then “CRS” is replaced by “DTK,” and the readout represents FMS
Desired Track.
If Selected Course, True Track or Magnetic Variation is invalid, then the
Selected Course/Desired Track value is replaced by “- - -.”
Selected Course
Pointer (HSI)
Digital
Selected
Course
Figure 6–55:
Selected CoursePointer,
Digital Selected Course/Desired Track
9701-1211 Rev A June 2005 6–69

Digital Ground Speed

The Digital Ground Speed is IRS-computed to give the aircraft’s ground
speed (Figure 6–56). The symbol is in the lower left part of the Combiner
display below and slightly right of the Airspeed Tape. The value of the
digital ground speed shows in small-size numbers underneath “GSPD” in
small-size characters. If data for the ground speed are not valid or if the
ground speed > 999 knots, then “- - -” replaces the symbol.
Figure 6–56:
Digital Ground Speed
6–70 June 2005 9701-1211 Rev A

Vertical Deviation Scale and Pointer

During ILS or FMS operations, Glideslope Deviation is displayed as a
pointer against a vertical scale to the left of and centered on the Altitude
Tape (Figure 6–57). The scale replicates a conventional Glideslope scale
with ±1 and ±2 dots.
When the FGS detects excessive glideslope deviation during an ILS
approach, the glideslope deviation pointer flashes until the excessive
deviation is no longer present. If the Glideslope data is not computed, the
Glideslope pointer is removed from the scale. Failure of the ILS Receiver
results in removal of the pointer and scale and display of the Glideslope
fault annunciation (boxed “GS”).
During FMS operations, the pointer represents the FMS Vertical Deviation /
FMS Vertical Scale Factor. Failure of the FMS Vertical Deviation results in
removal of the scale.
Vertical Deviation
Scale and Pointer
Figure 6–57:
Vertical Deviation Scale and Pointer
9701-1211 Rev A June 2005 6–71

Wind Speed and Direction

The current Wind Speed and Direction obtained from the IRS can show in
either polar or Cartesian format, which can be selected through the MCDU.
The polar format is displayed in the lower right portion of the display
(Figure 6–58) The Wind Speed is indicated by a digital value in small-size
numbers positioned directly below the Wind Direction arrow. The wind
speed is displayed in one-knot increments and only when the aircraft I sin
flight and the wind speed > 6 knots.
The Wind Direction is referenced to the aircraft’s heading. A Wind
Direction arrow pointing straight up (the 12 o’clock position) represents a
direct tail wind. A Wind Direction arrow pointing to the right (the 3 o’clock
position) represents a direct left crosswind.
The Cartesian format shows in the lower right portion of the display as two
digital readouts with small-size numbers and two arrows with a length that
is half the length of the arrow in the polar format. The “X” readout and its
arrow are above the “Y” readout and its arrow. Each digital readout shows it
value in one-knot increments. Each arrow points in the direction of the wind
for its axis. (The Cartesian format is not shown as an illustration.)
6–72 June 2005 9701-1211 Rev A

Wind Speed
and Direction
Figure 6–58:
Wind Speed and Direction (polar version)
9701-1211 Rev A June 2005 6–73

Navigation Source Annunciations

The source of the navigation information being displayed is indicated by the
Navigation Source Annunciation (Figure 6–59). These annunciations are
displayed as large-size characters in a fixed location in the lower left portion
of the display.
The possible Navigation Source Annunciations are:
• LOC1: Indicates the Pilot NAV Source is LOC1.
• LOC2: Indicates the Pilot NAV Source is LOC2.
• VOR1: Indicates the Pilot NAV Source is VOR1.
• VOR2: Indicates the Pilot NAV Source is VOR2.
• FMS: Indicates the Pilot NAV Source is FMS when FMS configuration
is single.
• FMS1: Indicates the Pilot NAV Source is FMS1 when FMS
configuration is dual.
• FMS2: Indicates the Pilot NAV Source is FMS2 when FMS
configuration is dual.
DME Distance Readout

The DME Distance Readout is displayed as a digital value followed by
“NM” in the lower right portion of the display (Figure 6–59). The source of
the distance readout is the pilot’s NAV source. If the current NAV Source is
VOR1 or LOC1 or if the last NAV Source was VOR1 or LOC1, then the
small-size characters “DME1” show above the symbol. If the current NAV
Source is VOR2 or LOC2 or if the last NAV Source was VOR2 or LOC2,
then the small-size characters “DME2” show above the symbol. When the
Hold Annunciation is set, the digital value and “NM” are followed by “H”.
For invalid distance readout conditions, the digital value is replaced by
three dashes (“- - -”). The DME Distance Readout is not displayed on the
ground.
6–74 June 2005 9701-1211 Rev A

FMS Distance Readout

The FMS Distance readout is displayed in small-size characters as a digital
value followed by “NM” in the lower left portion of the display (Figure 6–
59). The source of the FMS Distance Readout is “FMS” or “FMS1” or
“FMS2,” one of which shows as large-size characters above the digital
value. For values < 1.0 NM, the leading zero shows in the format x.x. For
values < 100 NM, the format is xx.x. For values ≥ 100 NM, the format is
xxx. For values ≥ 1000 NM, the format is xxxx. For distances < 99.9 NM,
the FMS Distance is rounded to the nearest 0.1 NM; for distances from 100
to 9999 NM, the FMS distance is rounded to the nearest 1 NM.
For invalid Distance readout conditions, the digital value is replaced by
three dashes (“- - -”). The FMS Distance readout is not displayed on the
ground.
Heading
Source
Navigation DME
Source Distance
Readout
FMS
Distance Digital RNP
Readout
FMS Message
Figure 6–59:
Navigation Data
9701-1211 Rev A June 2005 6–75

Digital RNP
The Digital Required Navigation Performance (RNP) (Figure 6–59) is
indicated by the small-size characters “RNP” that are followed by small-
size numbers in the format “xx.x” for values < 100 and ≥ 10, with the
values rounded to the nearest 0.1. The format is “x.xx” for values < 19, with
values rounded to the nearest .01.
For invalid Digital RNP conditions, the digital value is replaced by three
dashes (“- - -”). The symbol is not displayed on the ground.
Heading Source Annunciations

The source of the current heading display is indicated by the Heading
Source (Figure 6–59). These annunciations are displayed as small-size
characters in a fixed location in the lower left portion of the Combiner
display and near the top of the HSI. The four annunciations are:
“MAG1” “MAG2” “TRU1” “TRU2”
Magnetic heading is selected through the MCDU. For single-HGS
installations, “MAG1” indicates that both pilots selected IRS#1 as the IRS
source. “MAG2” indicates that both pilots selected IRS#2 as the IRS source
or that the left pilot selected IRS#2.
For single-HGS installations, true heading is selected through the MCDU.
“TRU1” indicates that both pilots selected IRS#1 as the IRS source or that
the left pilot selected IRS#1. “TRU2” indicates that both pilots selected
IRS#2 as the IRS source or that the left pilot selected IRS#2.
For dual-HGS installations, each pilot can select a heading source; the
heading sources do not have to be the same. The Combiner display for each
pilot shows the heading source that was selected by that pilot.
6–76 June 2005 9701-1211 Rev A

FMS Message
The FMS Message shows in the lower right portion of the display as an
indication of the status of the FMS (Figure 6–59). These small-size
characters flash as an alert:
“MSG” “OFFSET” “DR” “DGRAD
“WPT” “APPR” “TERM”
Heading
Source
Navigation DME
Source Distance
Readout
FMS
Distance Digital RNP
Readout
FMS Message
Figure 6–59:
Navigation Data
9701-1211 Rev A June 2005 6–77

Failure Flags and Miscompares

Failure flags are displayed for invalid sensor statuses and miscompares
between certain similar parameters. These are generally indicated by boxed
annunciations for the affected parameters, and in the case of a failure, the
removal of all symbols related to the fault. The failure flags flash for ten
seconds and then are steady.
Flags are provided for the following failures:
Attitude Fault Annunciation

IRS Pitch or Roll (Attitude) failure is indicated by large-size, boxed
characters “ATT” in the top center portion of the display and the removal of
all attitude information.
Airspeed Fault Annunciation

Computed Airspeed failure is indicated by large-size, boxed characters
“IAS,” horizontally positioned.
Baro Altitude Fault Annunciation

Barometric Altitude failure is indicated by large-size, boxed characters
“ALT,” horizontally positioned, that replace the Altitude Tape or the Digital
Altitude readout.
Vertical Speed Fault Annunciation

Vertical Speed failure is indicated by large-size, boxed characters “VS” that
replace the Vertical Speed data.
Heading Fault Annunciation

IRS Heading failure is indicated by large-size, boxed characters “HDG” in
the lower center portion of the display and the removal of all heading data.
Radio Altitude Fault Annunciation

Radio Altitude failure is indicated by large-size, boxed characters “RA” that
replace the digital Radio Altitude readout.
6–78 June 2005 9701-1211 Rev A

Figure 6–60:
Failure Flags and Data Miscompare Indications
Lateral Fault Annunciation

Lateral Deviation failure is indicated by large-size, boxed characters
“LOC,” “VOR,” or “LNV,” corresponding to the selected navigation
source, in the lower center portion of the display.
Vertical Fault Annunciation

Glideslope Deviation failure is indicated by large-size boxed characters
“G/S,” vertically aligned, that replace the Vertical Deviation Scale and
Index.
TCAS Fault Annunciation

TCAS failure is indicated by large-size, boxed characters “TCAS FAIL” in
the lower left portion of the display.
9701-1211 Rev A June 2005 6–79

A data miscompare 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. The
miscompare symbols flash for five seconds and then are steady (Figure 6–
60).
Flags are provided for the following miscompares:
Attitude Miscompare
Attitude miscompare is indicated by small-size, boxed characters “ATT”
beneath the left side of the Roll Scale.
Airspeed Miscompare
Computed Airspeed miscompare is indicated by small-size boxed “IAS,”
vertically positioned, at the top left portion of the airspeed scale.
Baro Altitude Miscompare

Barometric Altitude Miscompare is indicated by small-size, boxed
characters “ALT,” vertically positioned, at the top right portion of the
Altitude Tape.
Heading Miscompare
Heading miscompare is indicated by small-size, boxed characters “HDG”
above and to right of HSI.
Localizer Miscompare
Localizer miscompare during approach is indicated by small-size, boxed
characters “LOC” in the lower right portion of the display.
Glideslope Miscompare
Glideslope miscompare is indicated by small-size characters “GS” near the
bottom of the Altitude Tape.
Radio Altitude Miscompare

Radio Altitude miscompare is indicated by small-size boxed characters
“RA” in the center of the display but above the Radio Altitude readout.
6–80 June 2005 9701-1211 Rev A

Flight Path Miscompare

Flight Path miscompare is indicated by small-size, boxed characters “FPA”
to the left of the GS miscompare and the Altitude Tape.
Figure 6–60:
Failure Flags and Data Miscompare Indications
9701-1211 Rev A June 2005 6–81

Flags are provided for the following alternate data sources:
Data Source Annunciations

Data source flags are provided in a few cases to annunciate the source of
displayed data when an alternate data source has been selected through the
MCDU or the Reversionary Panel.
Alternate Source Annunciations: Two separate annunciations indicate an
alternate data source: Inertial Reference System (IRS) and Air Data System
(ADS). Under normal circumstances, the annunciation is not displayed. The
source selection indicators appear if a Reversion Selection has been made.
• IRS Source selection is indicated by “IRS1” or “IRS2” in the upper
left portion of the display. “IRS1” indicates that IRS#1 both pilots
selected IRS#1 as the IRS source. “IRS2” indicates that the left pilot
selected IRS#2 as the IRS source.
• ADS Source selection is indicated by “ADS1,” “ADS2,” or “ADS3” in
the upper left portion of the display. “ADS1” indicates that both pilots
selected ADS#1 as the ADS source. “ADS2” indicates that both pilots
selected ADS#2 as the ADS source or that the left pilot selected
ADS#2. “ADS3” indicates that both pilots selected ADS#3 as the ADS
source or that the left pilot selected ADS#3.
6–82 June 2005 9701-1211 Rev A

ADS
Source
IRS
Source
Heading
Source
Figure 6–61:
Data Source Annunciations
9701-1211 Rev A June 2005 6–83

Symbology on Combiner Displays

Refer to Table 6–2 for an overview of all symbols and the MCDU
selections in which they can show on the Combiner display. Some symbols
may show only during specified conditions (i.e., pilot or sensor input) even
when a specified Combiner display is selected on the MCDU.
The “Auto” and “Full” Combiner displays are essentially identical.
However, the “Auto” Combiner display automatically removes
(“declutters”) the Airspeed and Altitude Scales as well as the HSI during
approach. The automatic decluttering is based upon flap position, Flight
Director Vertical Capture Mode of Go Around, Unusual Attitude, or weight
on wheels.
Table 6–2: Symbology on Combiner Displays

“●” = Symbol shows on Combiner display under appropriate conditions
“N/A” = Not available at time of publication of this manual
“LVTO” = Low-visibility takeoff only
“Auto”/“Full”
On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
ADI Symbols
Aircraft Reference ● ● ●
Zero-Degree Pitch Line ● ● ●
Flight Path Symbol ● ●
Flight-Path Symbol Slip/Skid ● ●
Indicator
Speed Error Tape ● ●
Flight Path Acceleration ● ● ●
Glideslope Reference Line ● ●
Flight Director Guidance Cue ● ●
HGS Approach Guidance Cue N/A N/A N/A
Flare Command N/A N/A N/A
6–84 June 2005 9701-1211 Rev A

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
Flare Cue ● ●
Marker Beacons ● ●
Glideslope Deviation Line ● ●
Localizer Deviation Line ● ●
Runway Lines ● ●
Idle Message N/A N/A N/A
HGS Ground Roll Guidance Cue LVTO
Ground Roll Reference LVTO
Ground Excessive Deviation LVTO
Ground Localizer Deviation Scale ●
and Pointer
Deceleration Scale ●
TO Pitch Reference Line ● ● ●
Pitch Scale ● ● ●
Pitch Chevrons ● ● ●
Conformal Heading Scale and ● ● ●
Index
Conformal Selected Heading Bug ● ● ●
Conformal Selected Course Pointer ● ● ●
Digital Airspeed ● ●
Digital Radio Altitude ● ●
Digital Baro Altitude ● ●
Minimums Digital Readout ● ● ●
Minimums Annunciation ● ●
TCAS Resolution Advisory ● ●
Low Bank Limit Arc ● ●
9701-1211 Rev A June 2005 6–85

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
Angle-of-Attack Limit ● ●
Unusual Attitude ● ●
Digital Runway Elevation ● ● ●
Digital Runway Length ● ●
Runway Remaining Readout LVTO LVTO LVTO
Combiner Alignment Message ● ● ●
Tailstrike Alerting: Takeoff ● ● ●
Tailstrike Alerting: Approach ● ●
Warning Message: Takeoff LVTO
Warning Message: Approach N/A N/A
Windshear Caution and Warning ● ●
EGPWS Annunciations ● ●
Airspeed Symbols
Airspeed Tape ● ●
Digital Airspeed Odometer ● ●
Selected Airspeed Bug ● ●
Digital Selected Airspeed/Mach ● ●
(with Airspeed Tape)
Digital Selected Airspeed/Mach ●
(without Airspeed Tape)
Low Speed Cue ● ●
Stall Warning Cue ● ●
Maximum Operating Speed Tape ●
Airspeed Reference Bugs ● ●
Digital Airspeed Reference Table ● ●
Digital Mach ●
6–86 June 2005 9701-1211 Rev A

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
Airspeed Trend Vector ● ●

Flap Retraction Speed Bug ●
Roll Scale/Mode Annunciations

Roll Scale and Pointer ● ● ●
Roll Scale Slip/Skid Indicator ● ● ●
Lateral Capture Modes ● ● ●
Lateral Arm Modes ● ● ●
Vertical Capture Modes ● ● ●
Vertical Arm Modes ● ● ●
Autopilot Status Annunciations ● ●
Autothrottle Annunciations ● ● ●
Approach Mode Annunciations N/A N/A
Altitude Symbols
Altitude Tape ● ●
Digital Altitude Odometer ● ●
Selected Altitude Bug ● ●
Digital Selected Altitude ● ● ●
Baro Correction Readout ● ●
Altitude Trend Vector ● ●
Digital Vertical Speed ● ●
VNAV Altitude Waypoint ●
Constraint Readout
VNAV Target Altitude Bug ●
Vertical Track Alert Annunciation ●
9701-1211 Rev A June 2005 6–87

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
HSI and Navigation Symbols

Horizontal Situation Indicator ●
Selected Heading Bug and Vector ●
Track Angle Pointer ●
Lateral Deviation Indicator ●
To/From Indicator ●
Digital Selected Heading ● ● ●
Selected Course Pointer ● ● ●
Digital Selected Course/Desired ● ● ●
Track
Digital Ground Speed ● ● ●
Vertical Deviation Scale and ●
Pointer
Wind Speed and Direction ● ●
Navigation Source Annunciations ● ● ●
DME Distance Readout ● ● ●
FMS Distance Readout ● ● ●
Heading Source Annunciations ● ● ●
Digital RNP ● ● ●
Alternate Source Annunciations ● ● ●
FMS Message ● ● ●
Failure Flags, Miscompares
Attitude Fault Annunciation ● ● ●
Airspeed Fault Annunciation ● ● ●
Altitude Fault Annunciation ● ● ●
6–88 June 2005 9701-1211 Rev A

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
Vertical Speed Fault Annunciation ● ● ●

Heading Fault Annunciation ● ● ●
Radio Altitude Fault Annunciation ● ● ●
Lateral Fault Annunciation ● ● ●
Vertical Fault Annunciation ● ●
TCAS Annunciations ● ● ●
Attitude Miscompare ● ● ●
Airspeed Miscompare ● ● ●
Altitude Miscompare ● ● ●
Heading Miscompare ● ● ●
Localizer Miscompare ● ● ●
Glideslope Miscompare ● ● ●
Radio Altitude Miscompare ● ●
Flight Path Miscompare ● ●
9701-1211 Rev A June 2005 6–89

Blank Page
6–90 June 2005 9701-1211 Rev A

Appendix A:
Definitions and
Abbreviations and Acronyms
Definitions
The following general avionics terms are defined relative to the HGS®. For
text in italics, refer to other definitions.
Above Ground Level (AGL): Defined as the lesser of Radio Altitude or
Corrected Altitude.
Aircraft in Flight: Aircraft in flight equals Weight on Wheels = in air.
Aircraft on Ground: Aircraft on Ground equals Weight on Wheels.
Aircraft Rotation: Aircraft Rotation equals Aircraft in Flight.
Boxed: A “box” shape that shows around a warning or a failure on the
Combiner display. Identified in manual instructions by the word “boxed”
followed by the warning or failure in quotation marks.
Category I (FAA AC 120-29): An instrument approach procedure to
minima of not less than a Decision Height (DH) of 200 feet (60 meters) and
visibility of not less than 1/2 mile or a RVR of 2400 feet (700 meters). This
category is 1800 feet (500 meters) RVR with operative touchdown zone and
runway centerline lights.
Category II (FAA AC 120-29): An instrument approach procedure that
provides approaches to minima of less than DH 200 feet (60 meters) and
RVR 2400 to as low as DH 100 feet (30 meters) and RVR 1200 feet (350
meters).
Conformal: When an HGS symbol aligns with its real-world counterpart
(i.e., at lower altitudes), the zero-degree pitch line overlays the earth’s
horizon.
Corrected Altitude: Corrected Altitude is the difference between Baro
Altitude and the Runway Elevation (i.e., TDZE).
9701-1211 Rev A June 2005 A–1

Decision Height (DH) (FAA AC 120-28D): A specified height at which a

missed approach must be initiated.
FCS Glideslope Capture: FCS Glideslope Capture occurs when FCS has
indicated capture has occurred.
Symbology: Letters, numbers, and other data that show on the Combiner
display.
Track Error: The difference between aircraft magnetic track angle and
selected course.
Unusual Attitude: An unusual attitude occurs when the aircraft pitch
attitude is greater than +30° or -20° or the roll attitude is greater than 65°.
Wheel Touch: Wheel touch occurs when the Wheel Height is less than 6
feet and a deceleration parameter (derived from longitudinal and normal
acceleration values) exceeds a defined threshold value.
Weight on Wheels: Weight on Wheels equals Wheel Touch state or Radio
Altitude less than 10 feet, pitch rate less than 0 degree per second, or pitch
angle less than 2°.
A–2 June 2005 9701-1211 Rev A

Acronyms and Abbreviations

AC ..............................................Advisory Circular or Alternating Current
ADI ................................................................... Attitude Director Indicator
AGL ........................................................................... Above Ground Level
ALT ................................................................................................Altitude
AOA ................................................................................. Angle Of Attack
AP ................................................................................................ Autopilot
ATT ................................................................................................Attitude
AWO ......................................................................All Weather Operations
Baro or B ...................................................................................Barometric
BC ........................................................................................... Back Course
BIT ..........................................................................................Built-In-Test
BRT ................................................................................ Bright/Brightness
CAD ............................................................ Combiner Alignment Detector
CAS ....................................................... Calibrated or Computed Airspeed
CDI ...................................................................Course Deviation Indicator
CLR .................................................................................................... Clear
CMP ......................................................................................... Comparison
CRS ................................................................................................. Course
CRT ............................................................................... Cathode Ray Tube
CTA .............................................................. Centro Tecnico Aeroespacial
DC ........................................................................................Direct Current
DH .....................................................................................Decision Height
DME ..........................................................Distance Measuring Equipment
DTK ...................................................................................... Desired Track
EFIS ................................................... Electronic Flight Instrument System
EGPWS ...............................Enhanced Ground Proximity Warning System
ELV .............................................................................................. Elevation
FAA ......................................................... Federal Aviation Administration
FD or F/D ............................................................................ Flight Director
FGS ....................................................................... Flight Guidance System
FMS .................................................................Flight Management System
FPM ................................................................................... Feet Per Minute
GA ............................................................................................ Go-Around
GS .................................................................. Ground Speed or Glideslope
G/S ............................................................................................. Glideslope
HC ......................................................................................HGS Computer
HDG ............................................................................................... Heading
HGS .................................................................. Head-up Guidance System
HSI ............................................................... Horizontal Situation Indicator
HUD ................................................................................Head-Up Display
IAS .................................................................................Indicated Airspeed
ILS ...................................................................Instrument Landing System
9701-1211 Rev A June 2005 A–3

IM ...........................................................................................Inner Marker
IMC ................................................ Instrument Meteorological Conditions
IRS ......................................................................Inertial Reference System
IRU ......................................................................... Inertial Reference Unit
JAA .................................................................... Joint Aviation Authorities
JAR ................................................................ Joint Aviation Requirements
LCD ......................................................................... Liquid crystal Display
LED ...........................................................................Light Emitting Diode
LIM .....................................................................................................Limit
LN .................................................................................................... Length
LNAV ............................................................................ Lateral Navigation
LOC ..............................................................................................Localizer
LRU ......................................................................... Line Replaceable Unit
MAG .............................................................................................Magnetic
MCDU ..........................................Multi-Purpose Control and Display Unit
MM ......................................................................................Middle Marker
N/A ..................................................................................... Not Applicable
NAV .......................................................................................... Navigation
NM ...................................................................................... Nautical Miles
OHU ................................................................................... OverHead Unit
OM ........................................................................................ Outer Marker
PF .............................................................................................Pilot Flying
PFD ......................................................................... Primary Flight Display
PNF .................................................................................... Pilot Not Flying
RA ................................................. Radio Altitude or Resolution Advisory
Rev. ................................................................................................Revision
RWY .............................................................................................. Runway
SEL .................................................................................................... Select
SPD .................................................................................................... Speed
TCAS ..................................................Traffic Collision Avoidance System
TDZ ...............................................................................Touch Down Zone
TDZE .............................................................Touch Down Zone Elevation
TO ................................................................................................... Takeoff
VAC ........................................................................Approach Climb Speed
VAP .................................................................................. Approach Speed
VASI ........................................................Visual Approach Slope Indicator
VDC ..............................................................................................Volts DC
VHF .......................................................................... Very High Frequency
VMC ...................................................... Visual Meteorological Conditions
V1 ......................................................................... Takeoff Decision Speed
V2 ..............................................................................Takeoff Climb Speed
VMO ........................................................... Maximum Operating Airspeed
VR ....................................................................................... Rotation speed
VREF .................................................................................Reference speed
VNAV ......................................................................... Vertical Navigation
A–4 June 2005 9701-1211 Rev A
VOR ...............................................................VHF Omnidirectional Range

VS ........................................................................................ Vertical Speed
9701-1211 Rev A June 2005 A–5

Blank Page
A–6 June 2005 9701-1211 Rev A

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The information contained in this document is proprietary, and shall not be

© 2005 Rockwell Collins Flight Dynamics

We welcome your comments concerning this manual. Although every effort

ii June 2005 9701-1211 Rev A

Marker Beacons .......................................................................... 6–21

Airspeed Trend Vector................................................................ 6–50

Heading Fault Annunciation ....................................................... 6–78

9701-1211 Rev A June 2005 v

Figure 5–9: Flare..................................................................................... 5–12

Figure 6–42 Airspeed Tape, Digital Airspeed Odometer, Selected Airspeed

viii June 2005 9701-1211 Rev A

9701-1211 Rev A June 2005 ix

x June 2005 9701-1211 Rev A

Table 1–1: Single and Dual HGS Operations

HGS Function Basic/Selectable

9701-1211 Rev A June 2005 1–1

NOTE: Approved HGS operating procedures are the responsibility of

Refer to the following sections for detailed information as needed:

1–2 June 2005 9701-1211 Rev A

HGS Line-Replaceable Units and Locations

9701-1211 Rev A June 2005 2–1

For the single-HGS installation, the Computer is located forward of the

2–2 June 2005 9701-1211 Rev A

9701-1211 Rev A June 2005 2–3

LRU Functions and Interconnections

2–4 June 2005 9701-1211 Rev A

The HGS Computer continuously evaluates hardware functions and

9701-1211 Rev A June 2005 2–5

Combiner: The Combiners support a glass element that reflects the

2–6 June 2005 9701-1211 Rev A

9701-1211 Rev A June 2005 2–7

MCDU: Although the MCDU (Figure 2–7) is not produced by RCFD, it is

2–8 June 2005 9701-1211 Rev A

9701-1211 Rev A June 2005 2–9

Figure 2–8 shows the general interconnect relationships in a single-HGS

2–10 June 2005 9701-1211 Rev A

Left Side Right Side

Sensors Sensors Sensors Sensors

9701-1211 Rev A June 2005 2–11

Sensor Data Inputs

2–12 June 2005 9701-1211 Rev A

Portable 429 Data Load

9701-1211 Rev A June 2005 2–13

The HGS receives inputs through dual independent input/output subsystems

2–14 June 2005 9701-1211 Rev A

Operating and Monitoring the HGS

9701-1211 Rev A June 2005 2–15

2–16 June 2005 9701-1211 Rev A

9701-1211 Rev A June 2005 2–17

CAUTION: TO PREVENT ACCIDENTAL DAMAGE TO THE

2–18 June 2005 9701-1211 Rev A

9701-1211 Rev A June 2005 2–19

Combiner Alignment Detector (CAD): The Combiner contains an

2–20 June 2005 9701-1211 Rev A

Manual Brightness Mode (MAN): In manual brightness mode, the

NOTE: The illumination of the Combiner lightplate is controlled by

9701-1211 Rev A June 2005 2–21

The Menu Page

2–22 June 2005 9701-1211 Rev A