HGS Pilot Guide 5600

pilot’s
guide
EMBRAER
170/190 Aircraft
HGS® Model 5600

Dual HGS
*523-0809447-3*
© Copyright 2007, Rockwell Collins, Inc.
All Rights Reserved, Printed in USA
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© COPYRIGHT 2006–2007 ROCKWELL COLLINS, INC. ALL RIGHTS
RESERVED.
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HGS® is a registered trademark of Rockwell Collins.
Printed in the United States of America.

© Copyright 2007 Rockwell Collins, Inc. All rights reserved.
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response@rockwellcollins.com
9701-1222 Rev 3 Aug 3/07 iii

Pilot’s Guide for the Embraer 170/190 HGS® Model 5600 Dual HGS
Table of Contents
Section 1: Introduction ..........................................................................1-1 2H
Section 2: System Description .............................................................. 2-1 3H
General .................................................................................................. 2-1 4H
HGS Line-Replaceable Units and Locations .......................................... 2-1 5H
LRU Functions and Interconnections................................................. 2-3 6H
Sensor Data Inputs ................................................................................ 2-8 7H
Power Sources..................................................................................... 2-108H
Operating and Monitoring the HGS...................................................... 2-10 9H
Combiner Operation ........................................................................ 2-11 10H
MCDU Operation ................................................................................. 2-16 1H
The Menu Page ............................................................................... 2-16 12H
The HGS Page ................................................................................ 2-17 13H
Runway Length................................................................................ 2-18 14H
Runway Elevation ............................................................................ 2-18 15H
Combiner Mode ............................................................................... 2-19 16H
How to Select Combiner Modes .................................................. 2-19 17H
HUD A3 Control ............................................................................... 2-19 18H
Flight Path Angle/Glideslope Reference .............................................. 2-20 19H
HGS Annunciations on Instrument Panel............................................. 2-20 20H
HGS Annunciations on the PFD ...................................................... 2-20 21H
EICAS Messages............................................................................. 2-26 2H
Section 3: HGS Display ........................................................................ 3-1 23H
Introduction ............................................................................................ 3-1 24H
HGS Display Description ....................................................................... 3-1 25H
Guidance Source ................................................................................... 3-2 26H
HGS Display Symbols............................................................................ 3-2 27H
Low-Visibility Takeoff Display................................................................. 3-4 28H
Low-Visibility Takeoff Monitor ............................................................ 3-6 29H
Climbout Display .................................................................................... 3-7 30H
Enroute Display...................................................................................... 3-9 31H
Combiner Alignment ........................................................................ 3-10 32H
Descent and ILS Intercept.................................................................... 3-12 3H
Final Approach..................................................................................... 3-14

34H
Guidance Source Selection ............................................................. 3-14 35H
Automatic Declutter ......................................................................... 3-15 36H
Final Approach: Flight Director............................................................. 3-16 37H
Final Approach: HUD A3...................................................................... 3-18 38H
HUD A3 Armed ................................................................................ 3-20 39H
HUD A3 Active................................................................................. 3-20 40H
HUD A3 Monitoring.......................................................................... 3-20 41H
Final Approach: Visual ......................................................................... 3-22 42H
Section 4: Operations ........................................................................... 4-1 43H
General .................................................................................................. 4-1 4H
Limitations.............................................................................................. 4-1 45H
9701-1222 Rev 3 Aug 3/07 i

Dual HGS Operations ............................................................................ 4-2 46H
Normal Procedures ................................................................................ 4-2 47H
Preflight.............................................................................................. 4-2 48H
Takeoff............................................................................................... 4-3 49H
Climb/Cruise ...................................................................................... 4-4 50H
Descent.............................................................................................. 4-5 51H
Approach and Landing....................................................................... 4-6 52H
Supplemental Procedures .................................................................... 4-10 53H
Takeoff............................................................................................. 4-10
54H
Flight Director Non-Precision Approach........................................... 4-10 5H
Visual Approach............................................................................... 4-11 56H
Windshear........................................................................................ 4-11
57H
Unusual Attitude .............................................................................. 4-13 58H
TCAS Resolution Advisory............................................................... 4-16 59H
Tailstrike Alerting ............................................................................. 4-20

60H
Non-Normal Procedures ...................................................................... 4-21 61H
Degraded Display ............................................................................ 4-21 62H
Degraded Capabilities.......................................................................... 4-22 63H
Section 5: Typical Flight Profile ............................................................ 5-1 64H
Low-Visibility Takeoff (HGS Guidance) .................................................. 5-2 65H
Initial Climb ............................................................................................ 5-4 6H
Level Turn .............................................................................................. 5-6 67H
Level Enroute Flight ............................................................................... 5-7 68H
Descent.................................................................................................. 5-8 69H
ILS Intercept on Approach ..................................................................... 5-9 70H
Approach: Flight Director ..................................................................... 5-10 71H
Approach: HUD A3–200 Feet .............................................................. 5-12 72H
Approach: HUD A3–25 Feet ................................................................ 5-14 73H
HUD A3 Rollout.................................................................................... 5-1574H
Approach: Visual .................................................................................. 5-16

75H
Flare Cue ............................................................................................. 5-17

76H
Section 6: Symbols ............................................................................... 6-1 7H
Overview ................................................................................................ 6-1 78H
ADI Symbols ...................................................................................... 6-2 79H
Airspeed Symbols .............................................................................. 6-3 80H
Roll Scale and Mode Annunciations .................................................. 6-4 81H
Altitude Symbols ................................................................................ 6-5 82H
Navigation and HSI Symbols ............................................................. 6-6 83H
Descriptions ........................................................................................... 6-8 84H
ADI Symbols ...................................................................................... 6-9 85H
Aircraft Reference.......................................................................... 6-9 86H
Zero-Degree Pitch Line ............................................................... 6-10 87H
Flight Path Symbol ...................................................................... 6-12 8H
Flight Path Slip/Skid Indicator...................................................... 6-13 89H
Speed Error Tape ........................................................................ 6-14 90H
Flight Path Acceleration............................................................... 6-15 91H
Glideslope Reference Line/Flight Path Reference Line ............... 6-16 92H
Guidance Cue.............................................................................. 6-17 93H
ii Aug 3/07 9701-1222 Rev 3

Flare Cue..................................................................................... 6-18

94H
HUD A3 Flare Command............................................................. 6-19 95H
Runway Lines.............................................................................. 6-20

96H
IDLE Message............................................................................. 6-21

97H
Approach Warning....................................................................... 6-2298H
Marker Beacons .......................................................................... 6-23

9H
Glideslope Deviation Line............................................................ 6-24 10H
Localizer Deviation Line .............................................................. 6-2410H
HGS Ground Roll Guidance Cue................................................. 6-25 102H
Ground Roll Reference................................................................ 6-25 103H
Ground Excessive Deviation ....................................................... 6-26 104H
Ground Localizer Deviation Scale and Pointer ............................ 6-27 105H
Deceleration Scale ...................................................................... 6-28

106H
TO Pitch Reference Line ............................................................. 6-29 107H
Pitch Scale (Normal) ................................................................... 6-30

108H
Pitch Scale (Compressed) with Pitch Chevrons .......................... 6-30 109H
Conformal Heading Scale and Index........................................... 6-32 10H
Conformal Selected Heading Bug ............................................... 6-33 1H
Conformal Selected Course Pointer ............................................ 6-34 12H
Conformal Localizer Track........................................................... 6-35 13H
Digital Airspeed Displays............................................................. 6-36 14H
Digital Airspeed ........................................................................... 6-36

15H
Digital Radio Altitude ................................................................... 6-37

16H
Digital Baro Altitude ..................................................................... 6-37

17H
Minimums Digital Readout (Decision Height) .............................. 6-37 18H
Minimums Annunciation .............................................................. 6-38 19H
TCAS Resolution Advisory .......................................................... 6-39 120H
Low Bank-Limit Arc ..................................................................... 6-39

12H
Angle of Attack Limit.................................................................... 6-39

12H
Unusual Attitude .......................................................................... 6-40

123H
Digital Runway Elevation............................................................. 6-40 124H
Digital Runway Length................................................................. 6-40 125H
Runway Remaining Readout....................................................... 6-41 126H
Combiner Alignment Message .................................................... 6-42 127H
Tailstrike Alerting: Takeoff and Approach.................................... 6-43 128H
Takeoff Warning Message........................................................... 6-44 129H
Windshear Caution and Warning................................................. 6-45 130H
Enhanced Ground Proximity Annunciations ................................ 6-46 13H
Airspeed Symbols............................................................................ 6-47

132H
Airspeed Tape ............................................................................. 6-47

13H
Digital Airspeed Odometer .......................................................... 6-47 134H
Selected Airspeed Bug ................................................................ 6-47 135H
Digital Selected Airspeed/Mach (with Airspeed Tape)................. 6-47 136H
Low-Speed Cue........................................................................... 6-48

137H
Stall Warning Cue (Vs) ................................................................ 6-48138H
9701-1222 Rev 3 Aug 3/07 iii

Airspeed Trend Vector................................................................. 6-49 139H
Maximum Operating Speed Tape (Vmo)....................................... 6-49 140H
Airspeed Reference Bugs............................................................ 6-49 14H
Digital Airspeed Reference Table ................................................ 6-49 142H
Digital Mach................................................................................. 6-50

143H
Digital Selected Airspeed/Mach (without Airspeed Tape)............ 6-51 14H
Roll Scale/Mode Annunciations Symbols......................................... 6-52 145H
Roll Scale and Pointer ................................................................. 6-52

146H
Roll Scale Slip/Skid Indicator....................................................... 6-53 147H
Flight Director Mode Annunciations............................................. 6-54 148H
Autopilot Status Annunciations .................................................... 6-57 149H
Pilot Flying Arrow......................................................................... 6-57

150H
Autothrottle Annunciations........................................................... 6-57 15H
HGS and FGCS Mode Annunciations ......................................... 6-58 152H
Altitude Symbols .............................................................................. 6-60

153H
Altitude Tape ............................................................................... 6-60

154H
Digital Altitude Odometer............................................................. 6-60 15H
Selected Altitude Bug .................................................................. 6-60

156H
Digital Selected Altitude............................................................... 6-61

157H
Baro Correction Readout ............................................................. 6-61 158H
Baro Minimums Bug .................................................................... 6-62 159H
Digital Vertical Speed .................................................................. 6-62

160H
Digital Selected Vertical Speed ................................................... 6-62 16H
VNAV Altitude Waypoint Constraint Readout .............................. 6-62 162H
Altitude Trend Vector................................................................... 6-63

163H
VNAV Target Altitude Bug ........................................................... 6-63 164H
Vertical Track Alert (VTA) Annunciation ...................................... 6-63 165H
HSI and Navigation Symbols ........................................................... 6-64 16H
Partial Compass Rose................................................................. 6-64 167H
Selected Heading Bug and Vector............................................... 6-65 168H
Track Angle Pointer ..................................................................... 6-65

169H
Digital Magnetic Heading............................................................. 6-65 170H
Lateral Deviation Indicator ........................................................... 6-6617H
To/From Indicator ........................................................................ 6-67

172H
To/From Indicator ........................................................................ 6-67

173H
Digital Selected Heading ............................................................. 6-68 174H
Selected Course Pointer.............................................................. 6-69 175H
Digital Selected Course/Desired Track........................................ 6-69 176H
Digital Ground Speed .................................................................. 6-7017H
Vertical Deviation Scale and Pointer ........................................... 6-71 178H
Wind Speed and Direction ........................................................... 6-72 179H
Navigation Source Annunciations................................................ 6-73 180H
DME Distance Readout ............................................................... 6-73 18H
FMS Distance Readout ............................................................... 6-74 182H
FMS Message ............................................................................. 6-74

183H
Digital RNP .................................................................................. 6-75

184H
iv Aug 3/07 9701-1222 Rev 3

Heading Source Annunciations ................................................... 6-75 185H
Failure Flags and Miscompares....................................................... 6-76 186H
Attitude Fault Annunciation.......................................................... 6-76 187H
Airspeed Fault Annunciation........................................................ 6-76 18H
Baro Altitude Fault Annunciation ................................................. 6-76 189H
Vertical Speed Fault Annunciation .............................................. 6-76 190H
Heading Fault Annunciation ........................................................ 6-76 19H
Radio Altitude Fault Annunciation ............................................... 6-76 192H
Lateral Fault Annunciation........................................................... 6-77 193H
Vertical Fault Annunciation.......................................................... 6-77 194H
TCAS Fault Annunciation ............................................................ 6-77 195H
Offside HGS Failure Annunciation............................................... 6-78 196H
Attitude Miscompare.................................................................... 6-78 197H
Airspeed Miscompare.................................................................. 6-78 198H
Baro Altitude Miscompare ........................................................... 6-78 19H
Heading Miscompare .................................................................. 6-78 20H
Localizer Miscompare ................................................................. 6-78 201H
Glideslope Miscompare ............................................................... 6-78 20H
Radio Altitude Miscompare.......................................................... 6-79 203H
Flight Path Miscompare............................................................... 6-79 204H
Data Source Annunciations ............................................................. 6-79 205H
Symbology on Combiner Displays ....................................................... 6-81 206H
Appendix A: Definitions, Abbreviations, and Acronyms ....................... A-1 207H
Definitions ..............................................................................................A-1 208H
Acronyms and Abbreviations .................................................................A-3 209H
9701-1222 Rev 3 Aug 3/07 v

List of Figures
Figure 2-1: Location of HGS LRUs............................................................. 2-2 210H
Figure 2-2: HGS Computer......................................................................... 2-3 21H
Figure 2-3: Overhead Unit .......................................................................... 2-4 21H
Figure 2-4: Left-Side Combiner .................................................................. 2-5 213H
Figure 2-5: Right-Side Combiner................................................................ 2-5 214H
Figure 2-6: HGS LRU Interconnections ...................................................... 2-7 215H
Figure 2-7: HGS Interface Block Diagram .................................................. 2-9 216H
Figure 2-8: Combiner Positions ................................................................ 2-12 217H
Figure 2-9: Combiner ............................................................................... 2-13

218H
Figure 2-10: Combiner Controls ............................................................... 2-14 219H
Figure 2-11: Combiner and Sun Visor ...................................................... 2-15 20H
Figure 2-12: Menu Page........................................................................... 2-16

21H
Figure 2-13: HGS Page on MCDU ........................................................... 2-17 2H
Figure 2-14: LVTO Annunciations on PFD ............................................... 2-21 23H
Figure 2-15: HUD A3 Annunciations on PFD ........................................... 2-23 24H
Figure 3-1: Symbology ............................................................................... 3-3 25H
Figure 3-2: Low-Visibility Takeoff Display................................................... 3-4 26H
Figure 3-3: Initial Climb............................................................................... 3-727H
Figure 3-4: Level Enroute Flight ................................................................. 3-9 28H
Figure 3-5: "ALIGN HUD" Message on Combiner Display ....................... 3-11 29H
Figure 3-6: ILS Intercept........................................................................... 3-13

230H
Figure 3-7: Flight Director Approach ........................................................ 3-17 231H
Figure 3-8: HUD A3 Approach.................................................................. 3-19 23H
Figure 3-9: Visual Approach ..................................................................... 3-22

23H
Figure 4-1: Windshear Message .............................................................. 4-12 234H
Figure 4-2: Unusual Attitude (excessive pitch) ......................................... 4-14 235H
Figure 4-3: Zenith and Nadir Symbols ...................................................... 4-14 236H
Figure 4-4: Unusual Attitude (excessive roll) ............................................ 4-15 237H
Figure 4-5: TCAS Safe/Unsafe Zones ...................................................... 4-16 238H
Figure 4-6: TCAS Resolution Advisories .................................................. 4-18 239H
Figure 4-7: TCAS Corrective Advisory ..................................................... 4-19 240H
Figure 4-8: Tailstrike Alerting–Takeoff...................................................... 4-20 241H
Figure 4-9: Tailstrike Alerting–approach................................................... 4-20 24H
Figure 5-1: Takeoff Ground Roll ................................................................. 5-3 243H
Figure 5-2: Initial Climb............................................................................... 5-524H
Figure 5-3: Level Turn ................................................................................ 5-6 245H
Figure 5-4: Level Enroute Flight ................................................................. 5-7 246H
Figure 5-5: Descent .................................................................................... 5-8247H
Figure 5-6: ILS Intercept on Approach ....................................................... 5-9 248H
Figure 5-7: Approach (Flight Director) ...................................................... 5-11 249H
Figure 5-8: HUD A3 Approach–200 Feet.................................................. 5-13 250H
Figure 5-9: HUD A3 Approach—25 Feet .................................................. 5-14 251H
Figure 5-10: HUD A3 Rollout.................................................................... 5-15 25H
vi Aug 3/07 9701-1222 Rev 3

Figure 5-11: Visual Approach................................................................... 5-16 253H
Figure 5-12: Flare..................................................................................... 5-17

254H
Figure 6-1: Flight Information Display Areas .............................................. 6-1 25H
Figure 6-2: ADI Symbols ............................................................................ 6-2 256H
Figure 6-3: Airspeed Symbols .................................................................... 6-3 257H
Figure 6-4: Roll Scale and Mode Annunciation Symbols............................ 6-4 258H
Figure 6-5: Altitude Symbols ...................................................................... 6-5 259H
Figure 6-6: Navigation and HSI Symbols ................................................... 6-6 260H
Figure 6-7: Flight Path Group Symbols ...................................................... 6-7 261H
Figure 6-8: In-Flight Symbology ................................................................. 6-8 26H
Figure 6-9: Aircraft Reference .................................................................... 6-9 263H
Figure 6-10: Zero-Degree Pitch Line ........................................................ 6-11 264H
Figure 6-11: Flight Path Symbol............................................................... 6-12 265H
Figure 6-12: Flight Path Slip/Skid Indicator .............................................. 6-13 26H
Figure 6-13: Speed Error Tape ................................................................ 6-14 267H
Figure 6-14: Flight Path Acceleration ....................................................... 6-15 268H
Figure 6-15: Glideslope Reference Line................................................... 6-16 269H
Figure 6-16: Guidance Cue ...................................................................... 6-17270H
Figure 6-17: Flare Cue ............................................................................. 6-18

271H
Figure 6-18: A3 Flare Command .............................................................. 6-19 27H
Figure 6-19: Runway Lines ...................................................................... 6-20273H
Figure 6-20: Idle Message........................................................................ 6-21

274H
Figure 6-21: Approach Warning ............................................................... 6-22 275H
Figure 6-22: Marker Beacon..................................................................... 6-23 276H
Figure 6-23: Localizer and Glideslope Deviation ...................................... 6-24 27H
Figure 6-24: HGS Ground Roll Guidance Cue/Ground Roll Reference.... 6-25 278H
Figure 6-25: Ground Excessive Deviation ................................................ 6-26 279H
Figure 6-26: Ground Localizer Deviation.................................................. 6-27 280H
Figure 6-27: Deceleration Scale ............................................................... 6-28 281H
Figure 6-28: TO Pitch Reference Line...................................................... 6-29 28H
Figure 6-29: Pitch Scale ........................................................................... 6-31

283H
Figure 6-30: Pitch Chevrons..................................................................... 6-31284H
Figure 6-31: Conformal Heading Scale and Index ................................... 6-32 285H
Figure 6-32: Conformal Selected Heading Bug........................................ 6-33 286H
Figure 6-33: Conformal Selected Course Pointer..................................... 6-34 287H
Figure 6-34: Conformal Localizer Track ................................................... 6-35 28H
Figure 6-35: Digital Airspeed.................................................................... 6-36

289H
Figure 6-36: Digital Altitude Information ................................................... 6-38 290H
Figure 6-37: Low Bank-Limit Arc .............................................................. 6-39 291H
Figure 6-38: AOA Limit............................................................................. 6-39

29H
Figure 6-39: Digital Runway Elevation and Length .................................. 6-40 293H
Figure 6-40: Runway Remaining Readout ............................................... 6-41 294H
Figure 6-41: “ALIGN HUD” Message........................................................ 6-42 295H
Figure 6-42: Tailstrike Alerting–Takeoff.................................................... 6-43 296H
Figure 6-43: Tailstrike Alerting–Approach ................................................ 6-43 297H
9701-1222 Rev 3 Aug 3/07 vii

Figure 6-44: Takeoff Warning................................................................... 6-44 298H
Figure 6-45: Windshear Annunciation ...................................................... 6-45 29H
Figure 6-46: Ground Proximity Annunciation............................................ 6-46 30H
Figure 6-47: Airspeed Tape...................................................................... 6-48 301H
Figure 6-48: Airspeed Information ............................................................ 6-50 302H
Figure 6-49: Digital Selected Airspeed/Mach (without Airspeed Tape) .... 6-51 30H
Figure 6-50: Roll Scale and Pointer.......................................................... 6-52 304H
Figure 6-51: Roll-Scale Slip/Skid Indicator ............................................... 6-53 305H
Figure 6-52: Flight Director Mode Annunciations ..................................... 6-54 306H
Figure 6-53: Autopilot, Autothrottle, HGS/FGCS Annunciations............... 6-58 307H
Figure 6-54: Altitude Tape Information ..................................................... 6-61 308H
Figure 6-55: Altitude Alerting Information ................................................. 6-63 309H
Figure 6-56: Partial Compass Rose ......................................................... 6-64 310H
Figure 6-57: Lateral Deviation Indicator.................................................... 6-66 31H
Figure 6-58: To/From Indicator................................................................. 6-67 312H
Figure 6-59: Digital Selected Heading ...................................................... 6-68 31H
Figure 6-60: Selected Course Pointer, Digital Selected Course/Desired

Track ................................................................................................. 6-69
314H
Figure 6-61: Digital Ground Speed........................................................... 6-70 315H
Figure 6-62: Vertical Deviation Scale and Pointer .................................... 6-71 316H
Figure 6-63: Wind Speed and Direction (polar version)............................ 6-72 317H
Figure 6-64: Navigation Data.................................................................... 6-74 318H
Figure 6-65: Failure Flags and Data Miscompare Indications .................. 6-77 319H
Figure 6-66: Data Source Annunciations.................................................. 6-80 320H
viii Aug 3/07 9701-1222 Rev 3

List of Tables
Table 1-1: Dual HGS Operation ................................................................. 1-1 321H
Table 3-1: Guidance Sources for HGS Display .......................................... 3-2 32H
Table 3-2: HGS Monitors and Resulting Annunciations ........................... 3-21 32H
Table 4-1: Takeoff ...................................................................................... 4-4324H
Table 4-2: Approach and Landing .............................................................. 4-8 325H
Table 4-3: Parameters................................................................................ 4-9 326H
Table 6-1: Lateral and Vertical Flight Director Mode Annunciations......... 6-55 327H
Table 6-2: Mode Annunciations................................................................ 6-59 328H
Table 6-3: Symbology on Combiner Displays .......................................... 6-81 329H
9701-1222 Rev 3 Aug 3/07 ix/x

Section 1: Introduction
This Pilot Guide is designed to acquaint you with the operation of the
Rockwell Collins Model 5600 Head-Up Guidance System (HGS®)
installed on the Embraer 170/190 aircraft family.
286H30
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 installed in the pilot side only) or
a dual HGS installation configuration. This pilot guide describes the dual
HGS configuration.
Table 1-1 indicates the flight operations and procedures supported by
287H31
the HGS. HGS guidance (takeoff, approach, and rollout) and tailstrike
advisories can be enabled or disabled by the operator. This selection
can be made by installing the appropriate Operational Program
Configuration file into the HGS Computer.
Table 1-1: Dual HGS Operation
Flight Operations Basic/Selectable

Low-visibility takeoff using HGS guidance Selectable
Enroute navigation Basic
Recovery procedures for TCAS and windshear alerts, Basic
unusual attitude
Visual approach (manual) Basic
Category I or II approach using guidance from Flight Basic
Guidance Control System
Category I, II, or III approach using HGS guidance Selectable
Recovery procedure for tailstrike advisories generated by Selectable
the HGS (landing and takeoff)
Landing rollout using HGS guidance Selectable
9701-1222 Rev 3 Aug 3/07 1-1

HGS symbology has been optimized for the full flight regime and
includes the presentation of inertial flight path and flight path
acceleration. 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.
NOTE: Figures in this pilot guide showing HGS symbology are provided
to support related text information. These figures present
symbology that may be encountered during actual flight.
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 system annunciations
available on the head-down displays.
• Section 3: HGS Display: Describes the use of the HGS display 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 Aug 3/07 9701-1222 Rev 3

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 Indicating and Crew Alerting System) that are
available to monitor takeoff and approach capability and HGS status.
HGS Line-Replaceable Units and Locations

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 Overhead Units that operate independently of each
other.
• Two Combiners that operate independently of each other; one for
the left side, one for the right side.
9701-1222 Rev 3 Aug 3/07 2-1

The two HGS Computers are located in the under-cockpit electronic

compartment. The Overhead Units are located overhead on the left and
right sides of the cockpit (Figure 2-1). The Combiners are attached to
28H3
the forward windscreen frame on the left and right sides of the cockpit.
HGS messages are displayed on the EICAS display. These messages
are described later in this section.
Overhead Unit
Overhead Unit
(under Trim Panel)
(under Trim Panel)
Combiner Combiner
Figure 2-1:
Location of HGS LRUs
2-2 Aug 3/07 9701-1222 Rev 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 2-2) receives signals from aircraft
289H3
sensors and generates symbology data that is dependent on the current

flight operation. This symbology data is transmitted to the Overhead Unit
in the form of digital signals.
The HC receives dual independent sources of aircraft sensor data.
The HC continuously evaluates hardware functions and software
execution using Built-In Test (BIT).
Figure 2-2:
HGS Computer
9701-1222 Rev 3 Aug 3/07 2-3

Overhead Unit (OHU): The OHU (Figure 2-3) generates flight

290H34
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 2-3:
Overhead Unit
2-4 Aug 3/07 9701-1222 Rev 3

Combiner: The Combiner supports a glass element that reflects the

symbology image projected from the OHU. This image is optically
combined with the pilots’ 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.
Figure 2-4:
Left-Side Combiner
The two Combiners are identical in their functions, but they are designed
as mirror images of each other (Figure 2-4 and Figure 2-5). The right-
291H35 29H36
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. Each pilot makes independent
selections for display brightness and may select either the manual or the
automatic mode of brightness control.
Figure 2-5:
Right-Side Combiner
9701-1222 Rev 3 Aug 3/07 2-5

Multipurpose Control and Display Unit (MCDU): Although the MCDU

is not produced by Rockwell Collins, 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 dual HGS installation, the left MCDU is connected to the left HGS
Computer while the right MCDU is connected to the right HGS
Computer. Some entries made at one MCDU are automatically repeated
on the second MCDU through a crosstalk bus.
293H
2-6 Aug 3/07 9701-1222 Rev 3

Figure 2-6 shows the general interconnect relationships in a dual HGS

37H
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.
Left Side #1 Right Side #2
Combiner
Overhead Unit
Aircraft Aircraft
Power Power
(+28 VDC) HGS Computer (+28 VDC)
Sensors Sensors Sensors Sensors

Left Right Left Right
HGS Intersystem Bus
(Crosstalk)
Figure 2-6:
HGS LRU Interconnections
9701-1222 Rev 3 Aug 3/07 2-7

Sensor Data Inputs

The HGS requires inputs from several redundant sensors and
equipment. The HGS receives data from aircraft equipment and sensors
and gives outputs consisting of a pilot display, flight data recorder
information, head-down display annunciations, and maintenance data.
Figure 2-7 shows the HGS interface in the dual HGS configuration.
294H38
2-8 Aug 3/07 9701-1222 Rev 3

Flight Director
EGPWS Portable 429
Data Load
EFIS Data Loader
FMA/AP 429
Navigation IRS 1 IRS 1
Air Data
DME 429 Overhead
RALT 1 RALT 1 G
FMS Unit
TCAS D
Marker Beacon
ASCB
429
ASCB Data MAU 1
MAU 1 Combiner
I/O 1
429 MAU 2
MAU 2
429 PFD
EICAS
429 FDR
RALT 2 RALT 2
MAU 2
429 IRS 2
IRS 2
429
MCDU 1 429
429
I/O 2
HGS Computer #1
Crosstalk
Bus
Portable 429 Data Load

Data Loader
429 IRS 2
IRS 2
429 RALT 2 Overhead

RALT 2
G Unit
D
ASCB
429 MAU 2
MAU 2 Combiner
I/O 1
429
MAU 1
MAU 1
429 PFD
EICAS
429 FDR
RALT 1 RALT 1
MAU 1
429
IRS 1 IRS 1
429
MCDU 2 429
429
I/O 2
HGS Computer #2
Figure 2-7:
HGS Interface Block Diagram
9701-1222 Rev 3 Aug 3/07 2-9

The HC processes sensor data using dual independent input/output

subsystems (Figure 2-7). These inputs consist of digital data from the
295H3
following sensors and equipment:

• Two Inertial Reference Systems for primary attitudes, heading, body
accelerations, body rates, vertical speed, and ground speed.
• Two Radar Altimeters for altitude.
• 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
(170/175/190/195).
Power Sources
Each HGS Computer and Overhead Unit (OHU) requires a 28 VDC
power source for operation. These LRUs receive their power through
individual circuit breakers in the offside circuit breaker panel. Each
Combiner receives its power from the corresponding OHU.
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 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.
2-10 Aug 3/07 9701-1222 Rev 3

Combiner Operation
This section describes Combiner positioning and the use of the
brightness control.
Combiner Positions
The Combiner has three defined positions; stow, operating, and
breakaway (Figure 2-8).
296H340
CAUTION: Do not force the combiner glass out of the stow or

breakaway positions. Always use the release lever
to prevent accidental damage to the combiner.
CAUTION: Put the cloth cover on the combiner glass when the
combiner is not in operation to prevent damage to
the glass.
CAUTION: Put the combiner glass in the stow position when the
combiner is not in operation to prevent injury to
persons or damage to the glass.
• 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 2-9) by the side and rotate the Combiner
297H341
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 2-9) and hold the Combiner
298H34
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.
9701-1222 Rev 3 Aug 3/07 2-11

• 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 forward to
remove pressure on the breakaway latch. Push the release lever
while pulling the Combiner arm aft until the Combiner glass returns
301H
to the operating position detent.
Stow Position
Operating Position
Breakaway Position
View Forward
Figure 2-8:
Combiner Positions
2-12 Aug 3/07 9701-1222 Rev 3

Release Lever
Combiner Arm
Figure 2-9:
Combiner
Combiner Alignment Detector (CAD): The CAD precisely monitors the

operating position of the Combiner glass. A slight out-of-alignment
condition causes the “ALIGN HUD” message to show on the Combiner
display (refer to “Combiner Alignment” in Section 3 for more details). If
this occurs, apply slight pressure either fore or aft on the Combiner arm
until the “ALIGN HUD” message is removed. If the “ALIGN HUD”
message remains, remove the Combiner for servicing.
9701-1222 Rev 3 Aug 3/07 2-13

Combiner Display Brightness Control

The Combiner Brightness Control is located on the upper portion of the
Combiner (Figure 2-10). The display intensity changes from zero to full
304H
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.
• Manual Brightness Mode (MAN): In manual brightness mode, the
Combiner display intensity remains at the level selected with the
control knob regardless of the changes in ambient light conditions.
• 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
(Figure 2-10), the OHU adjusts display brightness to maintain the
305H4
desired contrast ratio (perceived brightness). This adjustment is

automatic as the outside light conditions change.
Brightness Control
AUTO/MAN Knob
Release Lever Ambient Light Sensor
Figure 2-10:
Combiner Controls
NOTE: The illumination of the Combiner lightplate is controlled by the

overhead panel light control.
2-14 Aug 3/07 9701-1222 Rev 3

Combiner Glass Cover: This protective cloth cover should be installed

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 when the Combiner is not in use and stowed.
Combiner Sun Visor: This removable sun visor attaches to the front of
the Combiner glass (Figure 2-11). The sun visor can be left in place or
306H45
stored in a special storage shelf below the PFD on the instrument panel.
The sun visor does not affect the operation or the positions of the
Combiner.
Figure 2-11:
Combiner and Sun Visor
9701-1222 Rev 3 Aug 3/07 2-15

MCDU Operation
For the HGS, the flight crew uses the MCDU to enter runway data,
select symbology features, and select maintenance displays.
Maintenance technicians use the MCDU to manually perform
maintenance tests while the aircraft is on the ground.
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 2-12). The
307H46
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.
MENU Function Scratchpad Line

Key
Figure 2-12:
Menu Page
2-16 Aug 3/07 9701-1222 Rev 3

The HGS Page

Push the line-select key (LSK) next to the open, left-pointing arrow with
the text “HGS” (Figure 2-12) to access the HGS page on the MCDU
347H
display screen (Figure 2-13).

309H48
Pilots give input to and operate the HGS through the lines of text and
related LSKs that follow:
“RWY LENGTH”
“RWY ELEVATION”
“COMBINER MODE”
“HUD A3”
Maintenance technicians push the LSK next to the open, right-pointing
arrow with the text “MAINT” to do maintenance operations.
Figure 2-13:
HGS Page on MCDU
9701-1222 Rev 3 Aug 3/07 2-17

Runway Length
The HGS page (Figure 2-13) shows the runway length in feet or meters
310H49
below the data line, that reads “RWY LENGTH.” (The unit of measure for
runway length is OPC selectable). The Flight Management System
(FMS) should automatically set the value of the runway length. However,
if this value is incorrect or does not show on the HGS page, follow these
procedures to set the runway length manually:
1. Push the LSK next to the “RWY LENGTH” display.
2. Use the numeric keypad to enter the value for the runway length.
3. The new runway length shows on the Scratchpad Line. When the
correct value shows on the Scratchpad Line, push the LSK next to
the data line underneath “RWY LENGTH.”
4. To correct errors on the Scratchpad Line, push the “CLR” or “DEL”
keys at the bottom of the MCDU front panel.
5. The correct value shows in green numbers on the data line
underneath “RWY LENGTH.”
Runway Elevation
The HGS page (Figure 2-13) shows the runway elevation in feet below
31H50
the data line that reads “RWY ELEVATION.” The value of the runway
elevation will be automatically set by the FMS and represents the
elevation at the runway threshold. The elevation entered by the pilot or
used to confirm automatic entry can be either the touchdown zone or
threshold elevation. While these values may be slightly different due to
runway slope, either one is acceptable for HGS operations. However, if
the value is incorrect or does not show on the HGS page, follow the
procedures below to set the runway elevation manually:
1. Push the LSK next to the “RWY ELEVATION” display.
2. If the runway elevation is positive, use the numeric keypad to enter
the value for the runway elevation.
3. 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 to
enter the value for the runway elevation.
4. To correct errors on the Scratchpad Line, push the “CLR” or “DEL”
keys at the bottom of the MCDU front panel.
5. When the correct value shows on the Scratchpad Line, push the
LSK next to the data line underneath “RWY ELEVATION.”
6. The correct value shows in green numbers on the data line
underneath “RWY ELEVATION.”
2-18 Aug 3/07 9701-1222 Rev 3

Combiner Mode
On the HGS page (Figure 2-13), pilots can select one of three methods
312H5
to control the HGS display. The selected method shows in green, large-
size letters below 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
phase.
“DECLUTTER”: Pilots may manually declutter the Combiner display
during any phase of flight if the presentation of the tapes and HSI are not
critical.
“FULL”: Pilots may manually choose to maintain or restore the full
symbology on the Combiner display after an automatic or manual
removal of the tapes and HSI.
How to Select Combiner Modes

On the HGS page, push the LSK next to the data line below
“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.
HUD A3 Control
When the HGS A3 guidance function is enabled (by OPC selection), the
“HUD A3 On/Off” control appears on the HGS page. This control allows
the pilot to select either the HGS or the Flight Guidance Control System
as the source of approach guidance.
9701-1222 Rev 3 Aug 3/07 2-19

Flight Path Angle/Glideslope Reference

The Glideslope Reference Line for the HGS display is used for both low-
visibility approach and visual approach operations. The glideslope angle
is set automatically to -3.00 degrees during approach when the following
conditions exist:
• The Flight Path Angle (FPA) vertical mode is not selected
• Landing flap position is set to either 5 or Full
• Landing gear are down
If the glideslope angle for the landing runway is different than -3.00
degrees, the pilot will use the Flight Path Reference control on the Flight
Guidance Panel to adjust this value.
If the FPA vertical mode is active when the flap and gear conditions are
met, the Glideslope Reference angle will already be displayed as the
Flight Path Reference angle. This setting will not change and the pilot
will need to adjust the FPR control to the approach glideslope angle.
HGS Annunciations on Instrument Panel

The HGS Computer provides data to the Primus EPIC system, which
then drives the head-down display panels to indicate the HGS 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.
HGS Annunciations on the PFD

The PFD annunciations are described in this subsection.
Some annunciations and data related to HGS operations repeat on the
Primary Flight Displays (PFD) (Figure 2-14).
352H
2-20 Aug 3/07 9701-1222 Rev 3

Location of
Location of LVTO Active,
LVTO Armed Caution, and
Annunciation Warning
Annunciations
LVTO Warning
Annunciation
Runway
Remaining
Figure 2-14:
LVTO Annunciations on PFD
LVTO Armed (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 2-14). The annunciation is on the
35H
left side of the top mode line of the PFD. (At the same time, “LVTO” in
small-size letters flashes on the upper left part of the Combiner display
for 5 seconds and then is steady.)
LVTO Active (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. The annunciation flashes reverse video for
the first 5 seconds when LVTO capability is achieved and then is steady
on its usual background. (At the same time, “LVTO” in large-size letters
flashes on the upper right part of the Combiner display for 5 seconds
and then is steady.)
9701-1222 Rev 3 Aug 3/07 2-21

LVTO Caution (Amber): During low-visibility takeoff operations, the

annunciation “NO LVTO” in medium-size, amber letters shows on the
PFD to indicate that LVTO has lost capability below 40 knots or above
80 knots. This annunciation allows the pilot to decide either to abort the
takeoff at low speeds or continue the takeoff at speeds approaching V1.
The annunciation is on the right side of the top mode line of the PFD.
The annunciation flashes reverse video for the first 2 seconds on the
PFD and then is steady on its usual background. (At the same time, a
boxed “NO LVTO” in large-size letters flashes on the upper right part of
the Combiner display for 5 seconds and then is steady.)
LVTO Warning (Red): During low-visibility takeoff operations, the
annunciation “NO LVTO” in medium-size, red letters shows on the PFD
to indicate that LVTO has been lost between 40 and 80 knots. This
annunciation allows the pilot to abort the takeoff at reasonable ground
speeds. The annunciation is on the right side of the top mode line of the
PFD. The annunciation flashes reverse video for the first 5 seconds and
then is steady on its usual background. (At the same time, a boxed “NO
LVTO” in large-size letters flashes on the upper right part of the
Combiner display for 5 seconds and then is steady.)
LVTO WRN: During low-visibility takeoff operations, the annunciation
“LVTO WRN” (low-visibility takeoff operations warning) flashes in
medium-size, red letters in reverse video on the upper left side of the
ADI (Figure 2-14) at the same time as the annunciation “NO LVTO” in
354H
medium-size, red letters flashes reverse video on the right side of the
top mode line. (At the same time, “LVTO WRN” in large-size letters
shows in the center of the Combiner display, and a boxed “NO LVTO” in
large-size letters shows on the upper right part of the Combiner display.
The two Combiner symbols flash for 10 seconds and then are steady.)
NOTE: If either side detects an “LVTO WRN,” the warning shows on

both Combiner displays and both PFDs at the same time.
HUD A3 Armed (white): During HUD A3 approach operations, the

annunciation “HUD A3” in small-size, white letters shows on the PFD to
indicate that the HUD A3 guidance function is armed (Figure 2-15) The
35H
annunciation is on the left side of the top mode line of the PFD. If the
autopilot is still engaged when the aircraft passes through 650 feet radio
altitude, this annunciation flashes in reverse video to alert the pilot. The
autopilot must be disconnected prior to reaching 500 feet AGL to
continue the HGS A3 approach. (At the same time, the armed “HUD A3”
in small-size letters flashes on the upper left part of the Combiner
display for 5 seconds and then is steady.)
2-22 Aug 3/07 9701-1222 Rev 3

Location of Location of
A3 Approach A3 Approach
Armed Active, Caution,
Annunciation and Warning
Annunciations
Approach
Warning
Annunciation
Figure 2-15:
HUD A3 Annunciations on PFD
HUD A3 Active (green): During HUD A3 approach operations, the

annunciation “HUD A3” in medium size, green letters shows on the PFD
to indicate that the HUD A3 function is active and HGS guidance shows
on the Combiner display. The PFD annunciation is on the right side of
the top mode line on the PFD. The annunciation flashes reverse video
for the first 5 seconds after HUD A3 becomes active and then is steady
on its usual background. (At the same time, “HUD A3” in large-size
letters flashes on the upper right part of the Combiner display for
5 seconds and then is steady.)
HUD A3 Caution (amber): During HUD A3 approach operations and
when the aircraft is above 500 feet AGL, the annunciation “NO HUD A3”
in medium-size, amber letters shows on the PFD to indicate that the
HUD A3 guidance function is no longer available due to system or
sensor failures or data miscompares. The annunciation is on the right
side of the top mode line of the PFD. The annunciation flashes reverse
video for the first 2 seconds on the PFD and then is steady on the usual
background. (At the same time, “NO HUD A3” in large-size letters
flashes on the upper right part of the Combiner display for 5 seconds
and then is steady.)
9701-1222 Rev 3 Aug 3/07 2-23

During landing rollout operations with HGS guidance, this annunciation

shows on the PFD if a loss of rollout capability occurs.
HUD A3 Warning (red): During HUD A3 approach operations and when
the aircraft is below 500 feet AGL, the annunciation “NO HUD A3” in
medium-size, red letters shows on the PFD to indicate that the HUD A3
guidance function is longer available due to system or sensor failures or
data miscompares. The annunciation is on the right side of the top mode
line of the PFD. The annunciation flashes in reverse video for the first
5 seconds after loss of A3 capability and then is steady on the usual
background. (At the same time, a boxed “NO HUD A3” in large-size
letters flashes on the upper right part of the Combiner display for
5 seconds and then is steady.)
Approach Warning (red): During HUD A3 approach operations when
the aircraft is below 500 feet AGL, the annunciation “APPR WRN” in
medium-size, red letters shows on the upper left side of the ADI
(Figure 2-15) to indicate that the HUD A3 guidance function is no longer
356H
available. This condition can be caused by system failures, or the aircraft

approach attitude or position is outside the performance envelope
required for the approach and landing. The annunciation flashes for the
first 5 seconds and then is steady on the usual background. (At the
same time, “APPR WRN” in large-size letters flashes on the Combiner
display slightly above the Flight Path symbol for 10 seconds and then is
steady).
NOTE: If either side detects an “APPR WRN,” the warning shows on

both Combiner displays and both PFDs at the same time.
FLARE Armed (white): During HUD A3 approach operations, the

annunciation “FLARE” in small-size, white letters shows on the PFD to
indicate that the Flare maneuver is armed. The annunciation shows as
the armed vertical mode. (At the same time, “FLARE” shows in small-
size letters on the upper right part of the Combiner display.)
FLARE Active (green): During HUD A3 approach operations, the
annunciation “FLARE” in medium-size, green letters shows on the PFD
to indicate the start of the Flare maneuver. The annunciation shows as
the active vertical mode. The annunciation flashes for the first 2 seconds
and then is steady on the usual background. (At the same time, “FLARE”
shows in large-size letters in the upper right part of the Combiner
display.)
2-24 Aug 3/07 9701-1222 Rev 3

IDLE Active (green); During HUD A3 approach operations, the

annunciation “IDLE” in medium-size, green letters shows on the upper
left side of the ADI to indicate that the pilot should reduce the aircraft
thrust. (At the same time, “IDLE” shows below the Flight Path symbol
and moves with it on the Combiner display.)
RLOUT Armed (white): During HUD A3 approach operations, the
annunciation “RLOUT” in small-size, white letters shows on the PFD to
indicate that the landing rollout guidance is armed. The annunciation
shows as the armed lateral mode. (At the same time, “RLOUT” shows in
small-size letters on the upper right part of the Combiner display.)
RLOUT Active (green): During HUD A3 approach operations, the
annunciation “RLOUT” in medium-size, green letters shows on the PFD
to indicate that landing rollout operations are active. The annunciation
shows as the active lateral mode. The annunciation flashes for the first
2 seconds and then is steady on the usual background. (At the same
time, “RLOUT” shows in large-size letters in the upper right part of the
Combiner display.)
Runway Remaining (white letters with green or gray numbers):
During LVTO and HUD A3 landing rollout, the annunciation “RWY”
shows in the lower right side of the ADI as white, small-size letters. For
the distance in feet, “RWY” shows above small-size, green numbers; for
the distance in meters, “RWY” shows above small-size, gray numbers
followed by the letter “M.” The HGS Computer calculates the runway
remaining distance. (At the same time on the Combiner display, the
letters ”RWY” show above the distance in feet or meters; the symbol
shows below and to the right of the Ground Roll Reference symbol.)
9701-1222 Rev 3 Aug 3/07 2-25

EICAS Messages
HGS messages show on the EICAS display to provide system status
information to the crew. These messages are described below:
• “HUD 1 FAIL” or “HUD 2 FAIL”: This message shows in cyan text

when the HGS is not available on the side with the annunciation.
The HGS on the side without the annunciation may still be able to
provide guidance. An LRU failure can cause this condition.
• “HUD 1 LVTO NOT AVAIL” or “HUD 2 LVTO NOT AVAIL”: This
message shows in cyan text when HGS takeoff guidance is not
available on the side with the annunciation. The HGS on the side
without the annunciation may still be able to provide guidance. A
sensor failure, a miscompare between dual sensors, or an incorrect
setting of instruments can cause this condition.
• “HUD 1 A3 NOT AVAIL” or “HUD 2 A3 NOT AVAIL”: This
message shows in cyan text when HGS approach guidance is not
available on the side with the annunciation. The HGS on the side
without the annunciation may still be able to provide guidance. A
sensor failure, a miscompare between dual sensors, or an incorrect
setting of instruments can cause this condition.
• “HUD A3 Off”: This message shows in white text when a pilot
operates the MCDU HGS page control to turn off the HUD A3
guidance function.
2-26 Aug 3/07 9701-1222 Rev 3

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 and Airspeed
Tapes and HSI symbols. The display is determined by:
• Cockpit instrument settings: Flight director mode, flight path
reference setting.
• Aircraft situational status: In-air, on-ground, attitude, altitude,
ground speed, ILS capture; alert conditions from EGPWS and
TCAS.
• Aircraft configuration: Flap setting, gear position.
• MCDU/HGS 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
and Airspeed Tapes, and the HSI during any flight phase.
9701-1222 Rev 3 Aug 3/07 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
357H
various phases of flight.
Table 3-1: Guidance Sources for HGS Display
Flight Operation Guidance Source Displayed

Low-visibility takeoff HGS
Climb, enroute, descent FGCS
Approach, landing (Cat I or II) FGCS or HGS*
Approach, landing (Cat III) HGS
Landing rollout HGS
*Selection of the guidance source for this operation is made through the
HUD A3 On/Off control on the MCDU HGS page. Refer to Section 2 for
additional information.
HGS Display Symbols

Figure 3-1 shows many of the symbols available during standard flight
314H58
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 functional groups of the HGS display are indicated below and in
Figure 3-1:
315H9
1. Attitude Direction Indicator (ADI)

2. Horizontal Situation Indicator (HSI)
3. Altitude
3-2 Aug 3/07 9701-1222 Rev 3

4. Airspeed
5. Roll Scale
6. Navigation Data
7. Mode Annunciations
5 1
6 6
Figure 3-1:
Symbology
9701-1222 Rev 3 Aug 3/07 3-3

Low-Visibility Takeoff Display

The HGS display provides enhanced situational awareness during
takeoff (Figure 3-2), particularly during adverse conditions (e.g., low
360H
visibility, one engine out, 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. HGS LVTO Status
3
7
5
4
6
2
Figure 3-2:
Low-Visibility Takeoff Display
3-4 Aug 3/07 9701-1222 Rev 3

The Ground Localizer Scale and Pointer 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 Pointer, indicating
localizer deviation, is positioned relative to the zero (middle) mark of the
Scale. The scale is laterally aligned with the Conformal Selected Course
Pointer and is three times more sensitive than the standard CDI scale.
The Runway Remaining readout consists of up to two large numerals
appearing under the letters “RWY” to show thousands of feet (or meters)
remaining. The three smaller numerals to the right show hundreds of
feet remaining in 500-foot (100 meter) 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 (1,220 meters) or greater than
18,000 feet (5,486 meters) is entered on the MCDU, the Runway
Remaining value is considered invalid and is removed from the
Combiner display.
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 for departing
runway.
• Runway length set between 4,000 feet (1,220 meters) and 18,000
feet (5,486 meters).
• Heading and Selected Course are within 15° of each other.
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 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).
For example 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 symbol 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” or “FULL.”
9701-1222 Rev 3 Aug 3/07 3-5

An additional alert is provided by the Ground Excessive Deviation

symbol whenever lateral deviation is greater than 27 feet to indicate
excessive lateral displacement from the runway centerline. This symbol
is a triangle that can appear 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 is displayed until
361H
the pilot corrects the condition by following the Ground Roll Guidance
Cue.
Low-Visibility Takeoff Monitor

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” 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 a corresponding message on the PFD (Refer
to Section 2, “PFD Annuciations”).
Localizer #1and #2 failure and localizer #1 and #2 miscompare are
monitored throughout the low-visibility takeoff. If a failure is not resolved
before the aircraft accelerates above 40 knots, Ground Roll Guidance
will be lost through the remainder of the takeoff.
3-6 Aug 3/07 9701-1222 Rev 3

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
316H2
by positioning the Aircraft Reference Symbol over the TO Pitch

Reference Line. This satisfies the flight director vertical command. This
line is in view on the display until 3 seconds after the aircraft passes
through 50 feet or a new vertical mode is selected. Speed control is
achieved by observing the CAS value on the Airspeed Tape. The Speed
Error Tape (referenced to V2) is also displayed. The Flight Path
Acceleration symbol is useful in determining a positive climb gradient
and optimizing climb performance. The aircraft is accelerating when the
Flight Path Acceleration symbol is above the Flight Path wing and is
decelerating when the symbol is below the wing. 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 the aircraft is at

50 feet or a vertical mode change occurs.
Figure 3-3:
Initial Climb
9701-1222 Rev 3 Aug 3/07 3-7

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 pitch attitudes.
A Slip/Skid symbol is displayed below the Flight Path symbol during the
initial climb if one or more of the conditions occur:
1. Flight director mode is Takeoff.
2. Lateral acceleration exceeds 0.1g.
3. Flight director mode is Go Around and altitude AGL less than 1000
ft. The Flight Path Slip/Skid Indicator is then removed when altitude
AGL greater than 1500 ft.
The Flight Path Slip/Skid Indicator is provided in addition to the Roll
Scale Slip/Skid indicator to enhance the lateral control of the aircraft.
The Flight Director Guidance Cue is displayed at 50 feet AGL or change
of mode.
3-8 Aug 3/07 9701-1222 Rev 3

Enroute Display
Figure 3-4 shows a typical HGS display with the aircraft in straight and
317H6
level flight with no acceleration.

In Figure 3-4 the aircraft is level at 34,940 feet and Mach .780. Ground
318H64
speed is now 425 knots because of the 108-knot headwind indicated by

the wind arrow. The aircraft is being flown by the autopilot with LNAV
and ALT flight director modes selected.
During ILS/VOR operations, course deviation is displayed as a Course
Deviation Indicator (CDI) line within the HSI compass. For ILS and FMS
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 navigation source,
vertical deviation is displayed on the vertical deviation scale adjacent to
the altitude tape and lateral deviation is displayed by the CDI. 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.
Figure 3-4:
Level Enroute Flight
9701-1222 Rev 3 Aug 3/07 3-9

Combiner Alignment
During a 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 3-5). If “ALIGN HUD”
319H65
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.
3-10 Aug 3/07 9701-1222 Rev 3

Figure 3-5:
"ALIGN HUD" Message on Combiner Display
9701-1222 Rev 3 Aug 3/07 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.
Lateral deviation is displayed as a line 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 navigation source is VOR1 or VOR2, the lateral deviation is
Selected Course-VOR Bearing. When the pilots’ navigation source is
FMS1 or FMS2 (if Dual FMS installed), the lateral deviation is FMS
Cross Track Distance / FMS Lateral Scale Factor.
When the FGCS detects excessive localizer deviation during an ILS
approach, lateral deviation symbol flashes 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.
When ILS is selected and glideslope data is valid, the vertical deviation
pointer is displayed as a pointer against a vertical scale on the right side
of the display just inside and centered on the Altitude Tape (Figure 3-6).
36H
The scale replicates a conventional glideslope scale with ±1 and ±2

dots.
When the FGCS detects excessive vertical deviation during an ILS
approach, the lateral deviation symbol flashes until the excessive
deviation is no longer present. If the glideslope data is not computed, the
glideslope pointer is removed from the scale.
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 Aug 3/07 9701-1222 Rev 3

Figure 3-6:
ILS Intercept
9701-1222 Rev 3 Aug 3/07 3-13

Final Approach
The following sections describe the HGS symbology displayed during
the final approach segment with either flight director guidance (guidance
commands generated by the aircraft FGCS) or HUD A3 guidance
(guidance commands generated by the HGS Computer) used to position
the guidance cue on the Combiner display. Methods for selecting these
guidance sources and a description of the automatic HGS declutter
feature is provided below.
Guidance Source Selection
The source of guidance information to be displayed on the Combiner is
determined automatically by the HGS Computer with no manual inputs
required by the pilot. HUD A3 guidance commands are displayed if the
required cockpit configuration is established and sensor data required
for calculating HUD A3 guidance are valid. If the HGS Computer
determines that HUD A3 guidance cannot be generated due to system
or sensor failures, then NO HUD A3 is displayed and guidance is pulled.
However, when HUD A3 is set to “OFF” on the HGS page on the MCDU,
the HGS Computer will automatically select the Flight Director as the
guidance source. When the Flight Director is the source of guidance, a
CAT I or CAT II approach can still be made. If a decision height of 100
feet or greater is selected, then APPR 2 is displayed. This annunciation
indicates the capability of a CAT II approach. If a minimum decent
altitude is selected, as opposed to a decision height, then APPR 1 is
displayed. This annunciation indicates the capability of a CAT I
approach. Related annunciations appear on the flight-mode
annunciation area of the head-up and head-down displays to indicate
the guidance source.
The HGS Computer will be capable of generating A3 guidance
commands when the following conditions exist:
• HUD A3 selection on the MCDU HGS Page is set to ON.
• Valid data from all sensors supporting the HUD A3 functions.
• No sensor reversions (Captain on #1 sensors, F/O on #2 sensors).
• No internal HGS BIT faults.
• Runway length set on the MCDU HGS Page is between 4,000 feet
(1,220 meters) and 18,000 feet (5,486 meters).
• Navigation source set to ILS and both receivers tuned to same
frequency.
• Autopilot not engaged
• Minimums selector set to RA (both sides)
3-14 Aug 3/07 9701-1222 Rev 3

Automatic Declutter
When the Combiner Display Mode on the MCDU HGS page is set to
AUTO (refer to Section 2), the HGS display will automatically change
from the Full symbology format (with standard airspeed and altitude
tapes) to the Declutter format (tapes removed and speed/altitude data
presented in digital format). The Declutter format is useful during higher
crosswind conditions as it provides increased lateral display range of the
Flight Path symbol before it becomes non-conformal (ghosted). The
automatic declutter function is independent of the guidance source that
has been selected.
The automatic transition from the Full to Declutter display formats will
occur when the aircraft passes through 1,500 feet radio altitude on
approach and the following conditions exist:
• Combiner Display Mode set to AUTO.
• Flaps are set to landing positions 5 or Full.
• Landing gear is down.
In the event of a go-around following this transition, the Full display
presentation will be restored (vertical capture mode change to Go-
Around).
9701-1222 Rev 3 Aug 3/07 3-15

Final Approach: Flight Director

The aircraft may be flown automatically or manually for CAT I or CAT II
flight director approaches. To use these flight director commands (pitch
and roll) from the Flight Guidance Control System, the HUD A3 On/Off
control on the MCDU HGS page must be set to Off. These commands
position the HGS Guidance Cue symbol relative to the Flight Path
symbol. During approach, if the Combiner mode is set to AUTO on the
MCDU, the display will be automatically decluttered by removing the
Airspeed and Altitude Tapes and the HSI. Altitude and airspeed data are
then displayed as digital values near the Flight Path, and ILS data is also
displayed.
Decision height must be set as follows:
• 200 feet and above for CAT I
• From 200 feet to 100 feet for CAT II
Figure 3-7 shows the display for a flight director approach:
367H
• The Guidance Cue is derived from the FGCS and is removed from
the display at 50 feet for CAT II and 150 feet for CAT I.
• Flight director modes are displayed.
• Between 30 feet and 10 feet, Flare Cue symbols, consisting of two
plus signs (“+ +”), are displayed above the wings of the Flight
Path symbol to alert the pilot that the flare maneuver should be
initiated. However, no approach monitoring or flare guidance is
provided by the HGS.
NOTE: The Flare Cue indicates that flare should be initiated, but the
symbol does not provide any guidance to perform the flare
maneuver.
Flight director guidance is displayed when pitch and roll command inputs
to the HGS Computer are valid.
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).
3-16 Aug 3/07 9701-1222 Rev 3

Figure 3-7:
Flight Director Approach
9701-1222 Rev 3 Aug 3/07 3-17

Final Approach: HUD A3

The aircraft may be flown manually for CAT I, CAT II, or CAT III
approaches using the guidance generated by the HGS. To use the HGS
guidance, the HUD A3 On/Off control on the MCDU HGS page must be
set to On. During approach, if the Combiner mode is set to AUTO on the
MCDU, the display will be automatically decluttered by removing the
Airspeed and Altitude Tapes and the HSI. Altitude and airspeed data are
then displayed as digital values near the Flight Path, and ILS data is also
displayed.
Figure 3-8 shows the display for an HGS A3 approach with the following
368H
characteristics:
• The Guidance Cue is generated by the HGS and remains displayed
to touchdown.
• HUD A3 status information is displayed on the top flight mode
annunciation line of the display.
• Starting at an altitude of 100 feet, the Flare Command symbol,
consisting of a single plus sign (“+”), rises from the bottom of the
display and joins the Guidance Cue at the point where the flare
maneuver should be initiated (between 40 and 50 feet radio
altitude). The speed at which the Flare Command symbol rises
previews the rate at which the pilot is to flare the aircraft.
The IDLE message appears between 30 and 15 feet radio altitude to
indicate that the throttles should be retarded.
During a HUD A3 approach, the HGS can withstand the interruption of
the ILS signals (localizer or glideslope) for a short period of time while
still maintaining the HUD A3 approach capability. For the instance of an
ILS transmitter failure, the HGS can withstand a 7-second loss of the
localizer signal or a 5-second loss of the glideslope signal without
declaring an Approach Warn condition. This capability supports ICAO
airfield standards for loss of ILS durations before backup transmitters
are available. During the temporary loss of the ILS signal, the
corresponding display of raw ILS data (localizer or glideslope deviation
lines) is removed. A3 guidance is maintained through the use of inertial
information during the period when ILS data is not present.
3-18 Aug 3/07 9701-1222 Rev 3

Figure 3-8:
HUD A3 Approach
9701-1222 Rev 3 Aug 3/07 3-19

The following sections describe how the HUD A3 approach is armed and
engaged, and provides a summary of the HUD A3 monitoring function.
HUD A3 Armed
When the HGS determines that the A3 guidance is capable of being
generated, the HUD A3 arm message (small font) appears on the
Combiner display with a corresponding display in white letters on the
PFD. See Section 2 for additional information about this annunciation.
The HUD A3 guidance mode will be armed when the following
conditions occur:
• A3 guidance capability is valid (valid sensor data inputs).
• Vertical armed or engaged mode is Glideslope (GS).
HUD A3 Active
The HUD A3 guidance mode will become active when the following
conditions occur:
• HUD A3 armed.
• Vertical capture mode is Glideslope.
• Reference glideslope set between -2.5 and -3.0 degrees.
• Aircraft is between 500 and 1,500 feet AGL on approach.
• Approach flaps are set to position 5.
• Autopilot is disconnected.
HUD A3 Monitoring
During approach operations using the HUD A3 guidance information, the
HGS continuously verifies that the system status is capable of
supporting valid guidance calculations and the approach and flare
operation is conducted within acceptable performance limits. If either of
these monitoring functions detects a problem, appropriate annunciations
are provided to the pilot and, if necessary, the guidance cue is removed
from the Combiner display. The possible scenarios related to these
monitors and resulting annunciations are described in Table 3-2.
369H
NOTE: The A3 performance monitor is only active below 500 feet.
3-20 Aug 3/07 9701-1222 Rev 3

Table 3-2: HGS Monitors and Resulting Annunciations
A3 A3
Altitude Capability Performance Guidance Combiner
Monitor Monitor Cue Annunciation
Above Pass N/A Displayed “HUD A3”
500 feet
Fail N/A Removed “NO HUD A3”
Below Pass Fail Displayed “HUD A3”
500 feet and
“APPR WRN”
Fail Pass Removed “NO HUD A3”
and
“APPR WRN”
The capability monitor verifies the health of the HGS through internal
built-in tests and display path integrity checks. It also monitors the
validity of the data provided to the HGS from aircraft sensors and
performs comparisons of data provided by dual sensors (IRS, ADS,
Radio Altimeters, MAU data).
The performance monitor consists of an approach monitor and a flare
monitor to assure that the aircraft is being flown within defined limits to
support safe landings.
The approach monitor evaluates the state of the approach using the
following parameters:
• Airspeed error
• Localizer and glideslope deviations
• Crosstrack rate
The flare monitor evaluates the following parameters:
• Airspeed error
• Aircraft sink rate
• Lateral displacement from runway centerline
• Pitch rate
• Roll angle
• Crosstrack rate
• Guidance tracking
• Late flare initiation
• Long landing monitor (calculated touchdown distance from
threshold.)
9701-1222 Rev 3 Aug 3/07 3-21

Final Approach: Visual

For visual approaches, the HGS display is very nearly the same as the
flight director approach 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, the 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 3-9 shows the display format for the visual approach operation.
32H70
Flare and landing are accomplished using normal visual procedures.
Figure 3-9:
Visual Approach
3-22 Aug 3/07 9701-1222 Rev 3

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., ANAC, FAA, or
EASA) 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 operations. 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 HUDS 902 and FAA AC120-29A (Cat I and II approach).
• JAR HUDS 901 and FAA AC120-28D (Cat III and low-visibility
takeoff).
• JAR AWO Subpart 4 (Low-visibility takeoff).
Airborne equipment required for these operations is defined in the
Aircraft Flight Manual Supplement for HGS Operations.
Limitations
There are no added operational limitations for the aircraft as a result of
any operation with the HGS. However, low-visibility operations may be
restricted by an improperly configured aircraft or the lack of required
sensor and equipment inputs to the HGS.
9701-1222 Rev 3 Aug 3/07 4-1

Dual HGS Operations

The dual HGS system has been designed such that all procedures can
be performed from either pilot position. The Pilot Flying (PF) and Pilot
Not Flying (PNF) responsibilities can therefore be assigned to either the
Captain or First Officer as determined by the airline operating philosophy
and training program. For the Pilot Flying, the HGS display is used as a
primary source of flight information to conduct the specific operation.
The Pilot Not Flying monitors the flight information on the HGS and the
EICAS to verify engine and aircraft status. The HGS display provided to
the Pilot Not Flying has the added benefit of improved situational
awareness while this pilot is looking outside the aircraft as part of the
normal scan. Refer to the “Degraded Capabilities” description later in
this section for control transfer operations in the event of an HGS failure.
Normal Procedures
HGS-specific procedures provided in this section are supplementary to
established standard operating procedures for the aircraft.
For illustrations of HGS symbology associated with the following normal
procedures, refer to Section 5, “Typical Flight Profile.”
Preflight
HGS Combiner ................................................................................... Set
Lower the Combiner to its operating position and 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 “ALIGN HUD”
message is not displayed. If necessary, reposition the Combiner to
eliminate the “ALIGN HUD” message.
MCDU: HGS Page ...................................................................Set/Check
HGS takeoff parameters are entered (PNF) and verified (PF). The
proper operating configuration is established by the Captain.
Runway Length and Elevation ................................................... Set
Confirm the published runway length for the departing runway.
Confirm or select the runway elevation (either the touchdown zone
or threshold value) for possible return for landing at the active
runway.
Combiner Mode........................................................................... Set
Select or verify the AUTO mode for takeoff display.
Takeoff V-speeds ............................................................................... Set
4-2 Aug 3/07 9701-1222 Rev 3
Takeoff
NOTE: This section applies to 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 beam and traffic
allows for the proper execution of the procedure. Table 4-1 identifies the
371H
procedures for an HGS low-visibility takeoff in addition to standard

operating procedures.
CAUTION: Runway Remaining is a supplemental situational

awareness display decreasing in 500-foot (100-
meter) increments. the data displayed is not
intended to be used for performance monitoring
purposes.
9701-1222 Rev 3 Aug 3/07 4-3

Table 4-1: Takeoff
Pilot Flying (PF) Pilot Not Flying (PNF)

Taking the Runway
Taxi aircraft into position straddling Standard procedures.
runway centerline with the Aircraft
Reference symbol overlaying the
runway centerline at the furthest
distance that can be observed. Rolling
takeoffs should not be attempted
during LVTO operations. A rolling
takeoff in good visual conditions is at a
pilot’s discretion.
—Readjust Selected Course to align Verify Localizer deviation display is
the course mark with the runway centered.
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.
—Use standard call outs.
—Track runway centerline visually, —Monitor instruments.
augmenting with HGS guidance. —Monitor localizer deviation.
—Call out “STEER LEFT or RIGHT” as
necessary.
—At VR, rotate smoothly using the —Monitor instruments.
Aircraft Reference symbol and TO —Standard procedures.
Pitch Reference Line; transition to —Use standard call outs.
Flight Path and the Flight Director
Guidance Cue when displayed.
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.
4-4 Aug 3/07 9701-1222 Rev 3

Descent
HGS Combiner ................................................................................... Set
If the Combiner glass has been stowed, move it to the operating
position. Verify normal operation on the HGS display.
MCDU: HGS Page
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/Check
Confirm or enter the published runway length and elevation (either
the touchdown zone or threshold value) for the landing runway.
HUD A3 ......................................................................................... Set
Flight Path Reference/Glideslope Reference ...................... Set/Check
Enter and verify (if necessary), the Flight Path Angle (FPA) for the
landing runway.
The approach briefing prior to a manual CAT I, CAT II, or CAT III
approach should include a review of the approach procedure. 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.
9701-1222 Rev 3 Aug 3/07 4-5

Approach and Landing
CAUTION: When using HUD A3 guidance at restricted Type 1

ILS airfields, the pilot should be alert for possible
beam bending that could affect the longitudinal
touchdown position. at these types of facilities, the
pilot may need to visually adjust the low-altitude
vertical flight path to land at the proper position on
the runway.
The HGS may be used during all approach and landing operations. HGS
A3 guidance may be used for manual Cat I, II, or III approaches at
approved airfields. This guidance will be displayed during approach
when A3 capability is determined and when the HUD A3 control on the
MCDU is set to On. For approach operations where it is desired to view
flight director guidance from the FGCS, the HUD A3 control on the
MCDU should be selected to Off. Refer to “Supplemental Procedures”
for flight director, non-precision and visual approach operations later in
this section.
This section describes the setup and operations for approaches using
HUD A3 guidance.
HGS Combiner ................................................................................... Set
If the Combiner glass has been stowed, move it to the operating
position. Verify normal operation on the HGS display.
4-6 Aug 3/07 9701-1222 Rev 3

MCDU: HGS Page

Runway Length and Elevation . …………………………..Set/Check
Confirm or enter the published runway length and elevation (either
the touchdown zone or threshold value) for the landing runway.
Flight Path Reference/Glideslope Reference………… ........ Set/Check
Confirm value is between -2.5 and -3.0 degrees.
NAV Receivers……………………………………………………..Set to ILS
Display Control Panel 1……………………………………….Set to LOC 1
Display Control Panel 2……………………………………….Set to LOC 2
Course Selector 1 .………………………………Set to Runway Heading
Course Selector 2 .………………………………Set to Runway Heading
Slat/Flap Position……………………………………………………………5
Autopilot ……………………………………….Disengage above 500 feet
9701-1222 Rev 3 Aug 3/07 4-7

Table 4-2: Approach and Landing
Pilot Flying (PF) Pilot Not Flying (PNF)

—Verify that all system configuration requirements for the approach are met.
—Intercept localizer and glideslope. —Monitor localizer and glideslope
—Monitor display for HUD A3 capture.
annunciation.
—Track HGS guidance. —Monitor Guidance Cue on the HUD.
—Establish target airspeed prior to 500 —Monitor for loss of approach
feet. capability annunciation and flags.
—Disengage Autopilot prior to 500
feet.
—At 500 feet above TDZE: —Check altitude. Call out “500 FEET.”
—Track HGS guidance and maintain —Monitor for loss of HUD A3
target airspeed. annunciation or excessive deviation
alerts.
Below 500 feet: —Monitor approach parameters
—Track HGS guidance and airspeed relative to approach tolerances
accurately. (Table 4-3).
372H
—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 become —Monitor for DH and approach
available: performance.
—Call out visual cue (e.g., “Runway in
Sight”).
At or before DH: —Continue to monitor approach
—Determine that adequate landing performance.
cues are 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
—Track HGS guidance and flare Combiner with particular attention to
command to touchdown. Radio Altitude and sink rate.
Touchdown and rollout: —Monitor localizer deviation
—Perform normal touchdown. throughout rollout.
—Track rollout guidance using rudder
control to maintain centerline.
—Use normal procedures to
decelerate to taxi speed.
4-8 Aug 3/07 9701-1222 Rev 3

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.
37H
In the event any of the following limits are exceeded, the PNF will make
the corresponding call out to the Pilot Flying.
Table 4-3: Parameters
Parameter Limit PNF Call Out

Airspeed “Bug” speed ±5 knots “AIRSPEED”
(down to flare initiation)
Sink Rate Greater than 1000 fpm “SINK RATE”
(down to 50 feet)
Guidance Cue Half of the Guidance “GUIDANCE”
Cue out of Flight Path
Symbol
No flare, over flare, no throttle retard, long landing, “GO-AROUND”
excessive bank angle, or other hazard after flare
initiation.
9701-1222 Rev 3 Aug 3/07 4-9

Supplemental Procedures
Supplemental procedures consist of the following:
• Non-Precision Approach
• Visual Approach
• Windshear
• Unusual Attitude
• TCAS Resolution Advisory
• Tailstrike Advisory
Takeoff
When performing a takeoff without steering guidance (e.g., localizer not
available on departing runway), use the HGS “AUTO” or “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 Non-Precision Approach

When performing a 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 AUTO Combiner Mode be selected prior to
and during the approach capture phase. After final course capture, the
HGS display will then automatically change to the decluttered
presentation to complete the landing operation.
4-10 Aug 3/07 9701-1222 Rev 3

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.
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
327H4
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 for an approach in this situation is to
execute a missed approach with maximum power and follow the
Guidance Cue.
9701-1222 Rev 3 Aug 3/07 4-11

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.
Figure 4-1:
Windshear Message
4-12 Aug 3/07 9701-1222 Rev 3

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.
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
328H75
the UA attitude symbology in a manner similar to an Attitude Direction

Indicator (ADI). The UA Zero-Degree Pitch Line represents a zero-
degree pitch attitude and is parallel to the actual horizon. 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 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.
9701-1222 Rev 3 Aug 3/07 4-13

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 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 lines marked every 10° from ±10° to ±90°. A zenith
symbol (Figure 4-3) is displayed in addition to the pitch scale line at the
329H76
+ 90° point, and a nadir symbol (Figure 4-3) is displayed in addition to

30H7
the pitch scale line at the –90° point.
Zenith Nadir
Figure 4-3:
Zenith and Nadir Symbols
4-14 Aug 3/07 9701-1222 Rev 3

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 4-4). The UA Roll Scale tick marks indicate 10 degrees of bank
31H78
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 4-4:
Unusual Attitude (excessive roll)
9701-1222 Rev 3 Aug 3/07 4-15

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 4-5) that define the safe, or fly-to zone, as well as the unsafe, or
32H79
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 4-5:
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.
4-16 Aug 3/07 9701-1222 Rev 3

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 4-6). The position of the bracket is
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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 4-634H81
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 4-6. In this case, both
35H82
the top and the bottom are considered unsafe, and the advisory
command is to maneuver to position the Flight Path within the box.
9701-1222 Rev 3 Aug 3/07 4-17

Down Preventive Descend Corrective
Up and Down Preventive Combined Corrective
Up Preventive Climb Corrective
Figure 4-6:
TCAS Resolution Advisories
4-18 Aug 3/07 9701-1222 Rev 3

In Figure 4-7, a Corrective Advisory is displayed indicating that the pilot

36H8
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 4-7:
TCAS Corrective Advisory
9701-1222 Rev 3 Aug 3/07 4-19

Tailstrike Alerting
The HGS includes a tailstrike alerting function that is active during
takeoff and approach operations (Figure 4-8 and Figure 4-9). This
37H84 385H
function can be enabled or disabled by OPC selection as described in

Section 1.
Takeoff: The Tailstrike Pitch Limit symbol is displayed during liftoff,
rotation, and initial climb if the attitude of the aircraft is such that a
tailstrike is likely to occur. The Tailstrike Pitch Limit symbol is enabled
during the takeoff roll and uses pitch angle, pitch rate, and altitude to
provide sufficient warning for the pilot to recognize and prevent a
potential tailstrike. This symbol is used with the Aircraft Reference
symbol to show when the pitch limit is reached. This symbol is initially
displayed above the Aircraft Reference symbol and shows the pitch
margin to a tailstrike event.
Takeoff
Figure 4-8:
Tailstrike Alerting–Takeoff
Approach: On approach a potential tailstrike event due to an improperly

configured aircraft or low-altitude go-around operation shows as the
symbol “LDG ATT” on the Combiner display. This will be displayed
above the Zero-Degree Pitch Line and under the Aircraft Reference
symbol. The symbol will be displayed as long as the approach is in a
possible tailstrike configuration.
Approach
Figure 4-9:
Tailstrike Alerting–approach
4-20 Aug 3/07 9701-1222 Rev 3

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. 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.
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.
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 1 FAIL or HUD 2 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 placed in the stow position.
9701-1222 Rev 3 Aug 3/07 4-21

Degraded Capabilities
A degraded capability exists any time a condition occurs which
eliminates the use of the HGS for a specific purpose. This can be
because of a degraded display condition described above, some
additional sensor fault or miscompare cases, or because 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.
HGS Failure/Control Transfer: The dual HGS is designed such that if a
failure of one HGS occurs at an altitude greater than 500 feet during a
HUD A3 approach, the system will not display an Approach Warn
message as the aircraft descends below 500 feet. This provides the
capability of continuing the approach using the remaining operational
HGS and, depending on which HGS has failed, transferring control the
other pilot. To support crew awareness of a failed HGS, a “HUD 1 FAIL”
or “HUD 2 FAIL” message is displayed on the operational HGS
Combiner to indicate that the offside HGS has failed. For HGS failures
occurring below 500 feet an Approach Warn message is displayed and a
missed approach procedure must be performed.
NOTE: Transfer of control procedures are subject to airline operating

philosophy and operational approvals obtained from the
appropriate certification authority.
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 corrected 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.
4-22 Aug 3/07 9701-1222 Rev 3

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:
• Low-Visibility Takeoff (HGS Guidance)
• Initial Climb
• Level Turn
• Level Enroute Flight
• Descent
• ILS Intercept on Approach
• Approach: Flight Director
• Approach: HUD A3–200 Feet
• Approach: HUD A3–25 Feet
• HUD A3 Rollout
• Approach: Visual
• Flare: Visual
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 operations when HGS guidance
is provided to support this activity.
9701-1222 Rev 3 Aug 3/07 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 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. Set takeoff thrust 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
386H
knots with the Guidance Cue centered within the Ground Roll Reference
symbol and the Ground 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.
NOTE: Rolling takeoffs should not be attempted during LVTO

operations.
5-2 Aug 3/07 9701-1222 Rev 3

Figure 5-1:
Takeoff Ground Roll
9701-1222 Rev 3 Aug 3/07 5-3

Initial Climb
At liftoff, a number of changes take place on the display. The Flight Path
is displayed, with Flight Path Acceleration now positioned relative to the
Flight Path. At 50 feet and above the Flight Director Guidance Cue will
be displayed. This is particularly useful in determining a positive climb
rate 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 target airspeed. Radio Altitude
and the HSI are also displayed at liftoff. The amount of HSI visible is
dependent on the display compression as a result of the pitch attitude.
Figure 5-2 shows the minimum HSI display.
38H7
In Figure 5-2, the aircraft pitch attitude is approximately 13° and the
39H8
climb angle is approximately 8°. The Aircraft Reference symbol is just

below the TO Pitch 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 IRS, 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 appears and the TO Pitch Reference Line
is removed.
5-4 Aug 3/07 9701-1222 Rev 3

Figure 5-2:
Initial Climb
9701-1222 Rev 3 Aug 3/07 5-5

Level Turn
In a level turn, the pilot needs only to keep 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
340H89
the aircraft is in a level right turn of about 30°. The aircraft is currently
turning through a heading of 135° toward the selected heading of 140°.
The aircraft is at Mach .780 at 34,940 feet with altitude-hold set at flight
level 35,000 feet. The headwind of 108 knots results in a ground speed
of 425 knots.
Figure 5-3:
Level Turn
5-6 Aug 3/07 9701-1222 Rev 3


Straight and level flight without any acceleration is easily maintained with
the 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
341H90
Speed is now 425 knots as a result of the 108-knot headwind indicated

by the wind arrow. The aircraft is being flown by the autopilot with LNAV
and ALT modes selected. Autothrottle is engaged.
Figure 5-4:
9701-1222 Rev 3 Aug 3/07 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
342H91
control are again monitored with the Flight Path and Flight Path
Acceleration. The desired descent rate is controlled by positioning the
Flight Path symbol for a particular angle. 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 150° 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 Tapes 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 Aug 3/07 9701-1222 Rev 3

ILS Intercept on Approach

The conventional HSI/CDI display is used for all course deviation
indications whether ILS 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
34H92
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. The aircraft is level at 3940 feet (display
shows the glideslope has already been intercepted). The aircraft is
13.4 nautical miles from the DME station and the aircraft is decelerating
slightly to obtain the target airspeed of 170 knots.
Figure 5-6:
ILS Intercept on Approach
9701-1222 Rev 3 Aug 3/07 5-9

Approach: Flight Director

When the HUD A3 guidance is not active (for example when approach
mode is APPR1 or APPR2), the pitch and roll commands from the
aircraft Flight Guidance Control System are used to position the
Guidance Cue symbol. The HGS may be used to fly or monitor the
approach in this condition, if the appropriate certification authorities
approve this operation. The appearance of the HGS display for these
flight director approaches is nearly identical to the display shown during
HUD A3 approaches but does not include the warning annunciations
associated with the HUD A3 function.
In Figure 5-7, the aircraft has been configured for a coupled Cat II
34H9
autopilot approach operation, as indicated in the flight mode

annunciations at the top of the display. The aircraft is at 200 feet radio
altitude and the autopilot is maintaining the aircraft on the ILS. The pilot
monitoring the approach can observe that the Guidance Cue is centered
in the Flight Path symbol and Flight Path is established on the -3.0
Reference Glideslope line.
The airspeed is slightly low at this point in the approach and the pilot is
beginning to correct by advancing the throttles. The Flight Path
Acceleration symbol is positioned just above the left wing of the Flight
Path symbol indicating the aircraft is starting to accelerate. The Wind
Vector symbol is indicating a 10-knot headwind resulting in a ground
speed reading of 124 knots on the display.
The Guidance Cue will be removed at an altitude of 50 feet and the pilot
will complete the landing manually. The Flare Cue symbols (see
Figure 5-12) are displayed at an altitude of 30 feet to alert the pilot to
394H
begin the flare maneuver.
5-10 Aug 3/07 9701-1222 Rev 3

Figure 5-7:
Approach (Flight Director)
9701-1222 Rev 3 Aug 3/07 5-11

Approach: HUD A3–200 Feet

In Figure 5-8, the aircraft is established on the ILS and is on course. The
395H
position of the Flight Path and centered Guidance Cue is on the dashed
-3.0 degree Reference Glideslope line indicating a correct approach
angle to the runway. The aircraft is descending at 600 feet per second
through an altitude of 200 feet and is over the middle marker as
indicated by the boxed “M” on the display. Airspeed is one knot lower
than the selected airspeed of 125 knots and the Flight Path Acceleration
shows a speed correction in progress. The Combiner display is shown in
the decluttered format with localizer and glidelslope deviations shown as
vertical and horizontal lines around the Flight Path symbol.
The flight mode annunciations show that the approach mode is HUD A3
and the rollout and flare modes are available and armed.
A 10-knot headwind is indicated by the Wind Vector symbol and the
resulting ground speed is 114 knots.
The Runway Lines symbol is shown and is present between altitudes of
300 and 60 feet to provide the pilot with a sense of alignment and
ground closure in low-visibility conditions.
Below 500 feet on approach, any failure of the HUD A3 capability
monitor or the approach monitor will result in the display of the “APPR
WRN” annunciation just above the Flight Path symbol. This annunciation
shows at the same time on both Combiner displays and on the PFDs
(the upper right side of the ADI). The standard procedure in this event
(assuming the actual runway is not in sight) is to perform a missed
approach procedure and repeat the approach and landing.
5-12 Aug 3/07 9701-1222 Rev 3

Figure 5-8:
HUD A3 Approach–200 Feet
9701-1222 Rev 3 Aug 3/07 5-13

Approach: HUD A3–25 Feet

In Figure 5-9 the aircraft is descending through 45 feet Radio Altitude
396H
and the RA Minimums annunciation is displayed. The flare maneuver is

initiated (between 40 and 50 feet AGL) when the A3 Flare Command
symbol meets the center of the Guidance Cue (as shown). This also
coincides with the illumination of the “FLRE” annunciation on the F/O's
PFD. The A3 Flare Command and Guidance Cue then command the
Flight Path up through the flare maneuver, continuing until touchdown.
Airspeed is on target with only a one-knot airspeed error. The runway
edge lines are no longer displayed (below 60 feet) because the actual
runway must be in view by decision height. Glideslope deviation raw
data is also no longer displayed (below 70 feet) because the glideslope
deviation data becomes unreliable below this point and is no longer used
in the guidance computations. From decision height to touchdown, the
pilot tracks the HGS Guidance Cue while utilizing real world visual cues
to assist in assessing approach performance.
Figure 5-9:
HUD A3 Approach—25 Feet
5-14 Aug 3/07 9701-1222 Rev 3

HUD A3 Rollout
Following touchdown, symbols are changed or removed to support the
landing rollout operation (Figure 5-10). The target speed, selected
397H
altitude, and RA minimum information is removed and the Localizer Line

is replaced by the Ground Localizer Scale and Index symbols to indicate
deviations during rollout. The lateral mode at the top of the display now
shows RLOUT with the HUD A3 mode still displayed.
The Flight Path symbol changes to the Ground Roll Reference symbol
and lateral (rudder) guidance commands are now indicated by the
Ground Roll Guidance Cue. In the situation below, the aircraft is on the
localizer centerline (zero deviation) and is decelerating at a Lo
autobraking level through a ground speed of 80 knots. The approximate
length of remaining runway is 2,500 feet as indicated by the Runway
Remaining (“RWY”) symbol value. This information is advisory and is not
intended to be used for performance landings.
The Ground Roll Guidance Cue and Runway Remaining symbols are
removed when the ground speed decrease below 20 knots.
Figure 5-10:
HUD A3 Rollout
9701-1222 Rev 3 Aug 3/07 5-15

Approach: Visual
Figure 5-11 depicts the proper relationship of the HGS symbology and
345H98
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 low with a near-zero flight path
acceleration shown.
Figure 5-11:
Visual Approach
5-16 Aug 3/07 9701-1222 Rev 3

Flare Cue
In Figure 5-12, the aircraft is 30 feet above the runway and perfectly
346H9
aligned with the centerline and glideslope. Flare cues are displayed
(“+ +”) above each wing of the Flight Path symbol to indicate that the
flare maneuver should be started. The wind vector indicates a 10-knot
headwind.
NOTE: The Flare Cue indicates that flare should be initiated, but the
symbol does not provide any guidance to perform the flare
maneuver.
Figure 5-12:
Flare
9701-1222 Rev 3 Aug 3/07 5-17/18

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 6-1.349H0
Figure 6-2 through Figure 6-7 show some of the symbols that are found
350H41 351H402
in the display areas of Figure 6-1. 352H40
Figure 6-1:
Flight Information Display Areas
9701-1222 Rev 3 Aug 3/07 6-1

ADI Symbols
Refer to Figure 6-2 for the position of the symbols that follow:
35H40
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 Bug
10. Conformal Selected Course Pointer
8
1
9
6
5 2
4
10
3
Figure 6-2:
ADI Symbols
6-2 Aug 3/07 9701-1222 Rev 3

Airspeed Symbols
354H0
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. Digital Selected Airspeed/Mach
12. Final Segment Speed Bug
13. Flap Retraction Speed Bug
13
11
9
6
1
3 12
2
7
5
8
10
Figure 6-3:
Airspeed Symbols
9701-1222 Rev 3 Aug 3/07 6-3

Roll Scale and Mode Annunciations

35H406
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. Pilot Flying Arrow
11. HGS/FGCS Mode Annunciations
4 5 10 6 11 8
4
2
9
1
7
Figure 6-4:
Roll Scale and Mode Annunciation Symbols
6-4 Aug 3/07 9701-1222 Rev 3

Altitude Symbols
356H407
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
11. Baro Minimums Bug
12. Digital Selected Vertical Speed 9 8
4
1
3
10
5
11
6
12
Figure 6-5:
Altitude Symbols
9701-1222 Rev 3 Aug 3/07 6-5

Navigation and HSI Symbols

357H408
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 Mode
14. Vertical Deviation Scale and Pointer
15. Digital Magnetic Heading
14
15 6
2 4
9
3
1 8
7 12
13
5 11 10
Figure 6-6:
Navigation and HSI Symbols
6-6 Aug 3/07 9701-1222 Rev 3

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
358H409
the display.
1. Aircraft Reference symbol
2. Flight Path Symbol
3. Baro Altitude
4. Radio Altitude
5. Digital Airspeed
5
3
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.
9701-1222 Rev 3 Aug 3/07 6-7

Descriptions
HGS symbols and their relationships are described in the following
pages.
Symbology for flight path, speed error tape, flight path acceleration, pitch
scale, roll scale, etc. are common to all phases of flight. Figure 6-8 is an
359H410
example of in-flight symbology.
Figure 6-8:
In-Flight Symbology
6-8 Aug 3/07 9701-1222 Rev 3

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).
360H41
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
9701-1222 Rev 3 Aug 3/07 6-9

Zero-Degree Pitch Line

The Zero-Degree Pitch Line (Figure 6-10), sometimes referred to as the
361H42
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.
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.
6-10 Aug 3/07 9701-1222 Rev 3

Zero-Degree
Pitch Line
Figure 6-10:
Zero-Degree Pitch Line
9701-1222 Rev 3 Aug 3/07 6-11

Flight Path Symbol

The HGS Flight Path symbol is unique in that it displays both vertical
and lateral information not available on conventional head-down displays
(Figure 6-11). The Flight Path symbol is inertially derived and shows the
362H41
actual flight path vector of the aircraft. The pilot can maneuver and “fly”
the aircraft Flight Path to a 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 lateral position represents the azimuth of the ground track
referenced to the heading, and the vertical position represents the climb
or descent angle relative to the Horizon Line symbol. When transitioning
from the Ground Roll Reference symbol to the Flight Path symbol during
takeoff, a location blend will occur between the two symbols.
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
are -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 vertically or 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
36H41
symbol is no longer conformal with the real-world scene.
Flight Path Symbol “Ghosted”

Flight Path Symbol
Figure 6-11:
Flight Path Symbol
6-12 Aug 3/07 9701-1222 Rev 3

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 lateral
364H15
accelerations of the aircraft to enhance the pilot’s lateral control.

The Flight Path Slip/Skid Indicator shows on the display only during the
initial climb if one or more of the conditions 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 less
than 1000 ft. The Flight Path Slip/Skid Indicator is then removed
when altitude AGL greater than 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” in this Section.
Roll Scale
Slip/Skid
Indicator
Flight Path
Slip/Skid
Indicator
Figure 6-12:
Flight Path Slip/Skid Indicator
9701-1222 Rev 3 Aug 3/07 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
36H41
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 all phases of flight; however, it
is not displayed during go around or windshear, or in unusual attitude
situations.
Speed Error Tape
Figure 6-13:
Speed Error Tape
6-14 Aug 3/07 9701-1222 Rev 3

Flight Path Acceleration

The acceleration of the aircraft along the flight path is shown 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 air mass
(Figure 6-14). This symbol combines both inertial and air mass based
367H41
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 nor decelerating), the Flight Path Acceleration
symbol is positioned pointing to the Flight Path wing.
The Flight Path Acceleration symbol can be used in combination with the
Speed Error Tape to maintain target airspeed. For example, when the
Speed 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 Speed
Error Tape 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.
Flight Path Acceleration Symbol
Figure 6-14:
Flight Path Acceleration
9701-1222 Rev 3 Aug 3/07 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).
368H41
Numbers with a negative sign (“-”) show at both ends of the Glideslope
Reference Line to indicate the glideslope/flight path approach 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” in Section 2 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 Aug 3/07 9701-1222 Rev 3

Guidance Cue
The Guidance Cue symbol (Figure 6-16) functions in the same way as a
419H
conventional single cue flight director, but it is designed for control of the
flight path. The Guidance Cue is positioned relative to the Flight Path
symbol based on the pitch and roll commands from the guidance source
(either the Flight Guidance Control System (FGCS) or the HGS). For the
pilot, the objective is to capture the Guidance Cue inside the Flight Path
circle. The Guidance Cue symbol also includes small “wings” to indicate
the roll direction required to maintain lateral tracking.
Following liftoff, the Guidance Cue is not displayed and the pilot
maintains pitch control using the Aircraft Reference symbol and the TO
Pitch Reference Line. The Guidance Cue appears when the aircraft
reaches an altitude of 50 feet or when the flight director mode changes
from "TO" to any other mode.
Whenever the HUD A3 approach mode is active, the Guidance Cue is
controlled by independently derived pitch and roll command signals from
the HGS Computer. The HGS A3 guidance is designed for precise beam
tracking down to the flare altitude, after which it will command a flare
maneuver while continuing to track the localizer laterally. It is removed
from the display at touchdown and replaced by the Ground Roll
Guidance Cue used for rollout guidance. If the HGS determines that the
A3 guidance cannot be properly calculated, the Guidance Cue is
removed from the display and related mode annunciations or warning
messages are shown.
Figure 6-16:
Guidance Cue
9701-1222 Rev 3 Aug 3/07 6-17

Flare Cue
The Flare Cue is displayed as a pair of plus symbols (“+ +”),
positioned on each side and directly above the wings of the Flight Path
Symbol (Figure 6-17). The Flare Cue symbols begin flashing as the
371H420
aircraft descends through 30 feet Radio Altitude and continue flashing

until the aircraft descends through 10 feet. This cue is displayed when
the approach mode is not HUD A3.
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
6-18 Aug 3/07 9701-1222 Rev 3

HUD A3 Flare Command

In the HUD A3 mode, the Flare Command appears 2° – 3° below the
center of the HGS Guidance Cue as a cross, “+” when the aircraft
descends through 100 feet AGL (Figure 6-18). This symbol flashes for
421H
one second and rises in direct proportion to the anticipated flare pitch
rate until it is centered within the HGS Guidance Cue indicating flare
initiation (between 40 and 50 feet AGL). At flare initiation, the Flare
Command symbol and HGS Guidance Cue remain together providing
guidance through the flare maneuver to touchdown. The presence of the
Flare Command symbol indicates that HGS A3 flare guidance
processing is being executed properly and the pilot can perform the flare
maneuver by following the Guidance Cue upward on the display. Any
condition resulting in the inability of the HGS to provide the A3 flare
guidance results in; the removal of the symbol, the loss of the A3 status,
and an approach warning (“APCH WARN”). When flare initiation is
commanded, a green FLARE annunciation is displayed on the PFD as
the active vertical mode.
Figure 6-18:
A3 Flare Command
9701-1222 Rev 3 Aug 3/07 6-19

Runway Lines
During an A3 approach, Runway Line symbols are displayed between
300 and 60 feet above runway elevation (Figure 6-19). The runway
42H
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. Tic 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 symbol in a perspective view, similar to the appearance of
the real-world runway. The geometry of this perspective view is
calculated by the HGS and is dependent on attitude, altitude, and ILS
deviation data from the aircraft sensors and runway information (length,
elevation) entered on the MCDU. The HGS uses corrected data from the
IRS (GPS-corrected track angle) and performs calculations designed to
reduce other potential sources of alignment errors (e.g., errors in
published course, changes in magnetic variation). While small
conformality errors may remain, this symbol provides the pilot with a
good sense of ground closure and runway alignment during low-visibility
approaches.
Figure 6-19:
Runway Lines
6-20 Aug 3/07 9701-1222 Rev 3

IDLE Message
When performing a HUD A3 approach, part of the flare guidance also
includes a command for the pilot to reduce the aircraft thrust to idle for
touchdown. The characters “IDLE” indicate this being displayed directly
above the Digital Radio Altitude symbology (Figure 6-20).
423H
The IDLE message is displayed beginning at a radio altitude between 30

and 15 feet, determined by the aircraft’s airspeed relative to the selected
airspeed, continuing until touchdown. If the airspeed is greater than or
equal to the selected airspeed, then the IDLE message is displayed at
30 feet. If the airspeed is less than the selected airspeed, then the
altitude is decreased 2 feet for every 1 knot of airspeed below the
selected airspeed to a minimum of 15 feet.
Figure 6-20:
Idle Message
9701-1222 Rev 3 Aug 3/07 6-21

Approach Warning
During A3 approaches below 500 feet, an “APPR WRN” message may
be displayed just above the Flight Path symbol (Figure 6-21). This
42H
message shows on both Combiners. The Approach Warning is latched,

and cannot be re-engaged until the aircraft is above 500 feet. This
message is displayed if either of the following conditions exist:
1. Approach monitoring tolerances are exceeded
2. The A3 capability is lost
See Section 3, “HGS Display,” for more information.
Figure 6-21:
Approach Warning
6-22 Aug 3/07 9701-1222 Rev 3

Marker Beacons
An O, M, or I is displayed inside a box for the marker beacons. An “O”
shows for Outer Marker, “M” Middle Marker, and “I” for Inner Marker
(Figure 6-22).
425H
The symbol flashes while it shows on the Combiner display.
Marker Beacon
Figure 6-22:
Marker Beacon
9701-1222 Rev 3 Aug 3/07 6-23

Glideslope Deviation Line

The Glideslope Deviation Line is displayed during declutter mode as two
horizontal bars referenced to the Glideslope Reference Line
(Figure 6-23).
37H426
Glideslope deviation is indicated by the displacement of the symbol

above or below the Glideslope Reference Line during ILS approach. The
Glideslope Deviation Line is removed from the display below 70 feet.
The Glideslope Deviation Line flashes when the FGCS detects an
excessive glideslope deviation. Failure of valid glideslope data results in
the removal of the Glideslope Deviation Line and results in a boxed
“G/S.”
Localizer Deviation Line

The Localizer Deviation Line is displayed during declutter mode as
vertical bars referenced to the Conformal Localizer Track (Figure 6-23).
374H2
Localizer deviation is indicated by the displacement of the symbol (left or

right of the Conformal Localizer Track) during ILS operations.
The Localizer Deviation Line flashes when the FGCS detects an
excessive localizer deviation. Loss of valid localizer deviation causes the
Localizer Deviation Line to be removed. Failure of the tuned source
results in a boxed “LOC.”
Glideslope Localizer
Deviation Line Deviation Line
Figure 6-23:
Localizer and Glideslope Deviation
6-24 Aug 3/07 9701-1222 Rev 3

HGS Ground Roll Guidance Cue

The HGS Ground Roll Guidance Cue (Figure 6-24) provides HGS-
428H
derived lateral guidance commands relative to the Ground Roll

Reference symbol. This command provides for tracking the localizer
during low-visibility takeoff and landing rollout operations. After liftoff, the
Ground Roll Guidance Cue is removed from the display.
Ground Roll Reference

The Ground Roll Reference symbol provides a reference for the Ground
Roll Guidance Cue during low-visibility takeoff operations (Figure 6-24)
429H
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.
Ground Roll
Guidance Cue Aircraft
Reference
Ground Roll
Reference
Figure 6-24:
HGS Ground Roll Guidance Cue/Ground Roll Reference
9701-1222 Rev 3 Aug 3/07 6-25

Ground Excessive Deviation

The Ground Excessive Deviation symbol (Figure 6-25) provides runway
430H
lateral position awareness when the aircraft has deviated a distance

greater than 27 feet from the centerline. It is removed when lateral
position is reduced below 22 feet from centerline.
The ground command guidance function provides dynamic steering
commands that maintain the aircraft on the centerline or return it to the
centerline following an excursion.
To provide a stabilized recovery following a displacement from the
centerline, a steering command away from the centerline may be
temporarily displayed to prevent overshoot. Depending on position,
ground speed, lateral velocity, and turn rate of the aircraft, this command
may appear while the Ground Excessive Deviation symbol is displayed
and pointing in the opposite direction. In all cases, the steering
command should be followed to complete the centerline recovery
operation.
Ground Roll Ground Excessive

Reference Deviation
Figure 6-25:
Ground Excessive Deviation
6-26 Aug 3/07 9701-1222 Rev 3

Ground Localizer Deviation Scale and Pointer

The Ground Localizer Deviation Scale and Pointer is displayed when the
aircraft is on the ground and the pilot’s navigation source is ILS1 or ILS2
(Figure 6-26). The HGS Ground Localizer Deviation Scale is laterally
376H41
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 Pointer shows lateral deviation relative
to the zero (middle) mark on the scale, which aligns with the Selected
Course symbol. The index moves to show the aircraft’s lateral deviation
from the runway centerline.
Ground Localizer
Deviation Pointer
Ground Localizer
Deviation Scale
Figure 6-26:
Ground Localizer Deviation
9701-1222 Rev 3 Aug 3/07 6-27

Deceleration Scale
The Deceleration Scale (Figure 6-27), The Deceleration Scale
432H
(Figure 6-27),shows the inertial deceleration of the aircraft during rollout

43H
after landing or rejected takeoff and includes the effect of braking,

reverse thrust, runway friction, etc. The symbol shows when the aircraft
is on the ground and ground speed is greater than 50 knots. The
Deceleration Scale is removed from the display when the ground speed
is less than 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.
This scale is not part of the autobrake system and the values shown
may or may not equal autobrake settings.
Figure 6-27:
Deceleration Scale
6-28 Aug 3/07 9701-1222 Rev 3

TO Pitch Reference Line

When the flight director TO mode is active, the TO Pitch Reference Line
is displayed (Figure 6-28). This dashed line is positioned at a fixed pitch
378H4
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 and 3 seconds have passed.
Figure 6-28:
9701-1222 Rev 3 Aug 3/07 6-29

Pitch Scale (Normal)

The Pitch Scale (Figure 6-29), is displayed above and below the horizon
379H45
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. Solid lines are positive
values; dashed lines are negative values.
Refer to “Pitch Scale (Compressed) with Pitch Chevrons” for conditions
during extreme pitch attitudes (less than -20° and greater than +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 6-30) are included on the Pitch Scale to enhance
380H46
interpretation of extreme attitudes. Chevrons can be displayed without

UA symbology. Pitch chevrons point in the direction of level flight.
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.
6-30 Aug 3/07 9701-1222 Rev 3

Figure 6-29:
Pitch Scale
Extreme Pitch Up Extreme Pitch Down
Figure 6-30:
Pitch Chevrons
9701-1222 Rev 3 Aug 3/07 6-31

Conformal Heading Scale and Index

Conformal Heading (Figure 6-31) represented in 5° increments tick
381H47
marks and labeled 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° to fly over. The four cardinal headings of North,
South, East and West are labeled 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.
If heading data is invalid, the tick marks and heading values are
removed.
Index 5-Degree Tick Mark
Figure 6-31:
Conformal Heading Scale and Index
6-32 Aug 3/07 9701-1222 Rev 3

Conformal Selected Heading Bug

The Conformal Selected Heading Bug (Figure 6-32) shows on the Zero-
382H4
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 Bug is not displayed.
Conformal Selected
Heading Mark
Figure 6-32:
Conformal Selected Heading Bug
9701-1222 Rev 3 Aug 3/07 6-33

Conformal Selected Course Pointer

The Conformal Selected Course Pointer (Figure 6-33) is displayed below
38H49
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. The selected course symbol is replaced by the
Conformal Localizer Track when the Localizer Deviation Line is
displayed.
Figure 6-33:
6-34 Aug 3/07 9701-1222 Rev 3

Conformal Localizer Track

During ILS approaches with valid localizer data, the Conformal Localizer
Track symbol (Figure 6-34) is used in place of the Conformal Selected
40H
Course Pointer symbol on a decluttered display. The position of the

Conformal Localizer Track symbol is based on averaged ILS deviation
data and serves as the zero deviation index for the Localizer Line on the
display. This symbol is designed to compensate for errors up to 5
degrees due to incorrect settings of the selected course, errors in
published runway course or long-term changes in magnetic variations.
NOTE: The Conformal Localizer Track symbol only shows when the
display is decluttered, and the Localizer Deviation line shows on
the display.
Figure 6-34:
9701-1222 Rev 3 Aug 3/07 6-35

Digital Airspeed Displays

When the Airspeed Tape and its related symbols do not show on the
Combiner display, digital airspeed symbols give data.
Digital Airspeed
The Digital Airspeed value (Figure 6-35) is displayed below and to the
384H1
left of the Flight Path symbol and moves with the Flight Path symbol.
This symbol is only displayed when the Airspeed Tape is removed. If the
Flight Path symbol is not displayed, the Digital Airspeed is displayed
relative to the Aircraft Reference symbol.
The symbol flashes when the color of the airspeed value in the PFD
scale changes to red. This occurs during a low-airspeed condition, such
as stick shaker (stall warning), or a high-airspeed condition, such as Vmo.
When airspeed data is invalid, a boxed “IAS” is displayed.
Figure 6-35:
Digital Airspeed
6-36 Aug 3/07 9701-1222 Rev 3

Digital Radio Altitude

The Digital Radio Altitude value (Figure 6-36) is displayed below the
385H42
Flight Path symbol and moves with the Flight Path symbol. The Radio
Altitude value is displayed below 2500 feet. If the Flight Path symbol is
not displayed, the Radio Altitude is displayed relative to the Aircraft
Reference symbol.
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 6-36) is displayed in ten-foot
386H4
increments below and to the right of the Flight Path symbol. If the Flight
Path symbol is not displayed, the Baro Altitude is displayed relative to
the Aircraft Reference symbol.
Minimums Digital Readout (Decision Height)

The Minimums Digital Readout is the pilots’ selected decision height
(Figure 6-36) which can be shown as either “RA” (radio altitude) or
387H4
“BARO” (barometric altitude) with the value below the letters. The
symbol shows in the lower right corner of the display.
If a decision height has not been selected, the characters “OFF” show
below the letters “RA” or “BARO.” This symbol shows on the display for
only 5 seconds and is then removed.
When the Baro or Radio Altitude is invalid, the digital value and “RA” (or
“BARO”) labels are removed from the display.
9701-1222 Rev 3 Aug 3/07 6-37

Digital Baro
Altitude
Minimums
Annunciation
Digital Radio Minimums Digital

Altitude Readout
Figure 6-36:
Digital Altitude Information
Minimums Annunciation
The Minimums Annunciation symbol Figure 6-36 is displayed when the
38H45
aircraft passes through the selected decision height or minimum descent

altitude. The symbol consists of the characters “MIN” in a box located
below and to the right of the Flight Path symbol. The box alone is
displayed just prior to the selected decision height or altitude, and “MIN”
is flashed inside the box as the aircraft descends through the decision
height.
If the Flight Path symbol is not displayed, the minimum annunciation is
displayed relative to the Aircraft Reference symbol.
6-38 Aug 3/07 9701-1222 Rev 3

TCAS Resolution Advisory

For more details and illustrations, refer to “TCAS Resolution Advisory” in
Section 4, “Operations.”
Low Bank-Limit Arc

The Low Bank-Limit Arc (Figure 6-37) represents the range of the low
390H46
bank-angle limits when low bank-angle mode is selected. The symbol is

set above the Aircraft Reference symbol.
Figure 6-37:
Low Bank-Limit Arc
Angle of Attack Limit

The aircraft’s margin to stall warning is indicated by the Angle Of Attack
(AOA) Limit symbol (Figure 6-38). The distance between the AOA Limit
391H47
symbol and the Flight Path symbol represents the aircraft’s current angle
of attack relative to the critical angle of attack, or stall warning.
As the current angle of attack is increased, the AOA Limit symbol moves
down toward the Flight Path. 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. The AOA Limit symbol is
also displayed in windshear conditions.
The Angle Of Attack Limit symbol is designed to appear at an
appropriate time to give the pilot sufficient warning of an impending stall.
When flaps are set to zero, this symbol may appear earlier than the
amber Pitch Limit Indicator (PLI) symbol on the PFD. At all other flap
settings, this symbol will more closely emulate the PLI. This is to ensure
that the pilot is provided with satisfactory anticipatory information while
limiting the occurrences of this symbol during high altitude cruise
configurations.
Figure 6-38:
AOA Limit
9701-1222 Rev 3 Aug 3/07 6-39

Unusual Attitude
For more details and illustrations, refer to “Unusual Attitude” in
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 6-39).
39H48
The display consists of “ELV” followed by the runway elevation value

that is provided automatically by the FMS. The elevation value is at the
runway threshold. The runway elevation value can be over-written
through the MCDU HGS page and may be set using either the
touchdown zone or threshold elevation value.
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 6-39).
394H
The display consists of “LN” followed by the runway length value (in feet
or meters) 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 6-39:
Digital Runway Elevation and Length
6-40 Aug 3/07 9701-1222 Rev 3

Runway Remaining Readout

The Runway Remaining Readout shows below and to the right of the
Ground Roll Reference symbol during low-visibility takeoff and rollout
(RO) (Figure 6-40). The numbers that show below the letters “RWY” give
450H
distance remaining in 500-foot (or 100-meter). The calculation of the

Runway Remaining value is based on the runway length automatically
set by the FMS or entered on the MCDU HGS page and the calculated
distance to the end of the runway.
Runway Remaining
Readout
Figure 6-40:
Runway Remaining Readout
9701-1222 Rev 3 Aug 3/07 6-41

Combiner Alignment Message

An “ALIGN HUD” message is displayed to indicate that the HGS
Combiner is not properly aligned (Figure 6-41). For additional
395H41
information, refer to “Combiner Alignment” in Section 3, “HGS Display.”
Figure 6-41:
“ALIGN HUD” Message
6-42 Aug 3/07 9701-1222 Rev 3

Tailstrike Alerting: Takeoff and Approach

The HGS includes a tailstrike alerting function that is active during
takeoff and approach operations (Figure 6-42 and Figure 6-43). This
37H452 453H
function can be enabled or disabled by OPC selection as described in

Section 1.
Takeoff: The Tailstrike Pitch Limit symbol is displayed during liftoff,
rotation, and initial climb if the attitude of the aircraft is such that a
tailstrike is likely to occur. The Tailstrike Pitch Limit symbol is enabled
during the takeoff roll and uses pitch angle, pitch rate, and altitude to
provide sufficient warning for the pilot to recognize and prevent a
potential tailstrike. This symbol is used with the Aircraft Reference
symbol to show when the pitch limit is reached. This symbol is initially
displayed above the Aircraft Reference symbol and shows the pitch
margin to a tailstrike event.
Takeoff
Figure 6-42:
Tailstrike Alerting–Takeoff
Approach: On approach a potential tailstrike event due to an improperly

configured aircraft or low-altitude go-around operation shows as the
symbol “LDG ATT” on the Combiner display. This will be displayed
above the Zero-Degree Pitch Line and under the Aircraft Reference
symbol. The symbol will be displayed as long as the approach is in a
possible tailstrike configuration.
Approach
Figure 6-43:
Tailstrike Alerting–Approach
9701-1222 Rev 3 Aug 3/07 6-43

Takeoff Warning Message

The HGS shows a warning (“LVTO WRN”) when takeoff conditions do
not meet pre-set tolerances or if HGS faults are detected. The large-size
characters “LVTO WRN” shows below the Ground Roll Reference
symbol (Figure 6-44).
45H
The warning message initially flashes for 10 seconds and then is steady.
Figure 6-44:
Takeoff Warning
6-44 Aug 3/07 9701-1222 Rev 3

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).
Two levels of windshear alerts can be shown: Windshear Caution and
Windshear Warning.
Windshear Caution: In the case of a Windshear Caution (amber
“WSHEAR” on PFD), the Combiner flashes “WSHEAR” for 10 seconds
and then is steady while the condition remains. The symbol is below the
Roll Scale.
Windshear Warning: In the case of a Windshear Warning (red
“WSHEAR” on PFD,) the Combiner flashes “WSHEAR” inside a box
(Figure 6-45) for 10 seconds and then is steady while the condition
398H45
remains. The symbol shows below the Roll Scale. During the Windshear
Warning state, the Flight Director Guidance Cue on the Combiner
display is solid. For additional information, refer to “Windshear” in
Windshear Warning Solid Guidance Cue
Figure 6-45:
Windshear Annunciation
9701-1222 Rev 3 Aug 3/07 6-45

Enhanced Ground Proximity Annunciations

When EGPWS indicates Terrain Caution, “GND PROX” is displayed to
the right of and above the Aircraft Reference symbol.
When EGPWS indicates Terrain Warning, “PULL UP” is displayed inside
a box to the right of and above the Aircraft Reference symbol.
In both cases, the text flashes for the first 10 seconds and then is steady
(Figure 6-46).
40H56
(Terrain Warning)
(Terrain Caution)
Figure 6-46:
Ground Proximity Annunciation
6-46 Aug 3/07 9701-1222 Rev 3

Airspeed Symbols
Airspeed data is displayed (Figure 6-47 and Figure 6-48 in both analog
401H57 402H58
and digital format.
Airspeed Tape
The Airspeed Tape (Figure 6-47) is a vertical tape that scrolls above and
403H59
below the Airspeed Tape Reference Point, which is in the center of the
tape. Below 200 knots, tick marks are labeled 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.
Digital Airspeed Odometer

The Digital Airspeed Odometer (Figure 6-47) is on the left edge of the
40H6
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 numbers scroll up and down in one-
knot units. The symbol flashes when the color in the PFD scale changes
to red during a low-airspeed condition, such as stick shaker (stall
warning) and during high a high-speed condition, such as Vmo. This
readout is also referred to as computed airspeed (CAS).
Selected Airspeed Bug

The Selected Airspeed Bug (Figure 6-47) moves vertically along the left
405H61
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. The mark is set at the appropriate end
of the tape.
Digital Selected Airspeed/Mach (with Airspeed Tape)

The Digital Selected Airspeed/Mach is indicated as a digital readout
above the Airspeed Tape (Figure 6-47).
406H2
The Mach readout does not have a leading zero, and is preceded by a
decimal point. The Mach readout is followed by a small-size “M.”
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.
9701-1222 Rev 3 Aug 3/07 6-47

Low-Speed Cue
Before the Stall Warning Cue symbol shows on the display, this vertical
line (Figure 6-47) extends upward from the bottom left side of the
407H63
Airspeed Tape toward the odometer. As the checkerboard tape of the

Stall Warning Cue symbol “grows” upward, the Low-Speed Cue also
grows. The Low-Speed Cue can sometimes extend to the top of the
Airspeed Tape in extreme low speed conditions.
Stall Warning Cue (Vs)

Also known as a minimum operating speed, this symbol is indicated by a
checkerboard tape (Figure 6-47) that extends upward from the bottom
408H6
left side toward the odometer as the airspeed decreases toward stall
speed. The Stall Warning Cue can extend to the top of the Airspeed
Tape in extreme low speed conditions.
Digital Selected
Selected Airspeed Bug
Airspeed/Mach
Airspeed
Trend Vector
Low-Speed Cue
Digital
Airspeed
Odometer
Stall Warning Cue
Figure 6-47:
Airspeed Tape
6-48 Aug 3/07 9701-1222 Rev 3

Airspeed Trend Vector

The Airspeed Trend Vector is displayed as a variable length, vertical line
above or below the Airspeed Tape reference point (Figure 6-48). This 409H65
symbol shows when the airspeed is greater than 30 knots.

The Airspeed Trend Vector indicates the projected airspeed in 10
seconds if the current speed trend is maintained. The Airspeed Trend
Vector is a variable length line which originates from the Airspeed Scale
symbol reference point and travels up or down along the right side of the
vertical line portion of the Airspeed Scale. An Airspeed Trend Vector,
which extends up the Airspeed Scale indicates an increasing airspeed
trend (acceleration), while a vector, which extends down the Airspeed
Scale indicates a decreasing airspeed trend (deceleration).
Maximum Operating Speed Tape (Vmo)

The Maximum Operating Speed Tape (Figure 6-48) is indicated by the
410H6
lower end of Vmo (a checkerboard tape) that extends downward from the
top left side of the Airspeed Tape toward the odometer as the airspeed
increases toward maximum operating airspeed. This symbol is inhibited
on the ground; it can sometimes extend to the bottom of the Airspeed
Tape in extreme high-speed conditions.
Airspeed Reference Bugs

Takeoff and approach reference speeds (Figure 6-48), are indicated by
41H67
one or two characters to the right of a horizontal “T” symbol when the
reference speed is within the Airspeed Tape. The symbols are on the
right side of the Airspeed Tape.
For Takeoff: For Approach:
“1” Takeoff Decision Speed “RF” Reference Speed
“R” Takeoff Rotation Speed “AP” Approach Speed
“2” Takeoff Safety Speed “AC” Approach Climb Speed
“FS” Final Segment Speed “FS” Final Segment Speed
“F” Flap Retraction Speed “o” Ideal Flap Extension 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 6-48). 412H68
9701-1222 Rev 3 Aug 3/07 6-49

Digital Mach
Indicated as a decimal value “M,” this symbol (Figure 6-48) is displayed
413H69
below the Airspeed Tape. Mach is first displayed when the aircraft speed
is greater than 0.400 Mach and continues to 0.999 Mach. The value is
rounded to the nearest 0.001 Mach. The digital readout is replaced by
“- - -” if Mach is invalid.
Takeoff Safety Speed
Rotation Speed
Takeoff Decision Speed
Final Segment Speed
(on ground)
Flap
Retraction Speed
Maximum Operating
Speed Tape Airspeed Trend Vector
Final
Segment Speed
Takeoff
Safety Speed
Rotation Speed
Takeoff
Decision Speed
Digital Mach
(in flight)
Figure 6-48:
Airspeed Information
6-50 Aug 3/07 9701-1222 Rev 3

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 6-49),
41H70
gives the airspeed/Mach value.

The Digital Selected Airspeed (without Airspeed Tape) shows the small-
size characters “SPD” above the numbers that give the digital readout of
the selected airspeed.
The Digital Selected Mach shows the 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.
The CAS/MACH button selects this symbol; the data can be entered
automatically through FMS or entered manually. The source of the entry
can be verified on the FGCS control panel.
Digital Selected Airspeed
Digital Selected Mach
Figure 6-49:
Digital Selected Airspeed/Mach
(without Airspeed Tape)
9701-1222 Rev 3 Aug 3/07 6-51

Roll Scale/Mode Annunciations Symbols

Roll Scale and Pointer
The Roll Scale and Pointer (Figure 6-50) is positioned above the Aircraft
415H7
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.
Small triangles at each end of the scale identify ±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 6-50:
Roll Scale and Pointer
6-52 Aug 3/07 9701-1222 Rev 3

Roll Scale Slip/Skid Indicator

The aircraft’s slip/skid is indicated by the Slip/Skid Indicator symbol
displayed below the Roll Scale Pointer (Figure 6-51). The Slip/Skid
416H72
Indicator moves laterally with respect to the Roll Scale Pointer and is
dependent on the lateral acceleration of the aircraft. The Slip/Skid
symbol functions like a conventional Slip/Skid Indicator in that centering
the symbol directly under the Roll Scale Pointer 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
417H3
Slip/Skid Indicator,” for more details.

To support lateral control of the aircraft during such critical events, the
display gain of the Flight Path Slip/Skid symbol is twice that of the Roll
Scale Slip/Skid symbol.
Roll Scale
Slip/Skid
Indicator
Flight Path
Slip/Skid
Indicator
Figure 6-51:
Roll-Scale Slip/Skid Indicator
9701-1222 Rev 3 Aug 3/07 6-53

Flight Director Mode Annunciations

Flight director (FD) mode annunciations are located at the top right
portion of the display as shown in Figure 6-52. The lateral and vertical
419H7
capture modes are in large-size characters. The lateral arm mode is

displayed underneath the lateral capture mode and the vertical arm
mode is displayed underneath the vertical capture mode. The lateral and
vertical arm modes are in small-size characters.
When a lateral or vertical mode is changed or captured, the symbol
flashes for 5 seconds as it changes from armed to captured.
Vertical Capture Mode

Lateral Capture Mode
Lateral Arm Mode
Vertical Arm Mode
Figure 6-52:
Flight Director Mode Annunciations
6-54 Aug 3/07 9701-1222 Rev 3

Table 6-1, “Lateral, and Vertical Flight Director Mode Annunciations,”

420H75
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 Captured Mode Captured
Annunciation Mode Name Annunciation Mode Name
“ALIGN” Align “ALT” Altitude Hold
(Arm or Capture) (Capture only)
“APPV” VOR Approach “ASEL” Altitude Select
“APPV+” VOR Approach “D-ROT” De-Rotate
(Capture only) Onside (Arm or Capture)
“BC” Back Course “FLCH” Flight Level
(Arm or Capture) (Arm or Capture) Change
“HDG” Heading Select “FPA” Flight Path Angle
(Capture only) (Arm or Capture)
“LNAV” Lateral “GA” Go-Around
(Arm or Capture) Navigation (Capture only)
“LOC” Localizer “VGP” Vertical Glidepath
(Arm or Capture) (Arm or Capture)
“ROLL” Roll “GS” Glideslope
(Capture only) (Arm or Capture)
“TRACK) Track “OVSP” Overspeed
(Capture only) (Capture only)
“VOR” VOR “VPTH” Vertical
(Arm or Capture) Navigation Flight
Path
1
“RLOUT” Landing Rollout “TO” Takeoff
“VNAV” Vertical
(Arm or Capture) Navigation
“VNAV GS” Vertical
Navigation
Glideslope
1
Internally derived within the HGS.
Table 6-1 continued on next page.
476H
9701-1222 Rev 3 Aug 3/07 6-55

Table 6-1, continued

47H
FD Lateral Modes FD Vertical Modes

“VS” Vertical Speed
(Arm or Capture)
“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
1
“FLARE” A3 Flare
(Arm or Capture)
1
Internally derived within the HGS.
6-56 Aug 3/07 9701-1222 Rev 3

Autopilot Status Annunciations

An indication of the current autopilot (AP) status is displayed in the
upper left portion of the display (Figure 6-53), similar to the position on
421H78
the PFDs. The annunciation “AP” shows when autopilot is engaged. The
annunciation “TCS” shows when touch control steering is active.
If the autopilot becomes disengaged “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 6-53) between the Autopilot Status Annunciation and the Lateral
42H79
Capture Mode.
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.+
Autothrottle Annunciations
The Autothrottle annunciations show in the upper left portion of the
Combiner display (Figure 6-53).
423H80
When it is engaged, the Autothrottle status annunciation shows “AT”

above and to the left of the center of the Roll Scale. When the
Autothrottle is overridden, the characters “OVRD” replace “AT.” If the
Autothrottle becomes disengaged, the large-size characters “AT” flash. If
the Autothrottle becomes disengaged, it flashes for 5 seconds and is
then removed from the Combiner display.
The Autothrottle active mode annunciation flashes 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).
9701-1222 Rev 3 Aug 3/07 6-57

The Autothrottle armed mode annunciation shows in small-size

characters underneath the Autothrottle active mode annunciation. The
armed modes are “SPDT,” “RETD,” and “TO.”
HGS and FGCS Mode Annunciations

HGS and FGCS mode annunciations show on the Combiner display to
indicate the guidance mode. These annunciations show in the positions
indicated in (Figure 6-53) and include the annunciations in Table 6-2.
42H81 482H
Captured modes show on the top right side of the Combiner display in
large-size letters. flash for 5 seconds, and then are steady. Armed
modes show on the top left side of the Combiner display in small-size
letters, flash for 5 seconds, and then are steady. However, “NO
AUTOLAND,” “APPR 1,” and “APPR 2” show in large-size letters.
“STEEP” approach mode is on the top left side of the Combiner display
in both the arm and capture modes. When armed, “STEEP” shows in
small-size letters. When captured, “STEEP” shows in large-size letters,
flashes for 5 seconds, and then is steady. For caution, “STEEP” shows
in large-size letters for 5 seconds and then is removed from the display.
Steep Autothrottle Autopilot HGS/FGCS Mode

Approach Active Mode Status Annunciations
Annunciation
Pilot Flying Arrow

Autothrottle
Armed Mode
Autothrottle Status
Figure 6-53:
Autopilot, Autothrottle, HGS/FGCS Annunciations
6-58 Aug 3/07 9701-1222 Rev 3

Table 6-2: Mode Annunciations
FGCS Modes HGS Modes

“APPR 1” Approach 1 “LVTO” Low-Visibility
(Arm or Capture) (Arm or Capture) Takeoff
“APPR 1 ONLY” Approach 1 “NO LVTO” No Low-Visibility
(Arm only) (Caution) (Capture only) Takeoff (Caution)
“APPR 2” Approach 2 “NO LVTO” No Low-Visibility
(Arm or Capture) (Capture only) Takeoff (Warning)
“APPR 2 ONLY” Approach 2 “HUD A3” HGS Approach
(Arm only) (Caution) (Arm or Capture) Guidance/Rollout
“AUTOLAND 1” Autoland 1 “NO HUD A3” No HGS A3
(Arm or Capture) Approach (Capture only) (Caution)
“AUTOLAND 2” Autoland 2 ”NO HUD A3” No HGS A3
(Arm or Capture) Approach (Capture only) (Warning)
“NO AUTOLAND” No Autoland
(Arm only) Approach
“STEEP” Aircraft in steep
(Arm or Capture) approach
9701-1222 Rev 3 Aug 3/07 6-59

Altitude Symbols
The displayed altitude information comprises the following (Figure 6-54):
425H83
Altitude Tape
The Altitude Tape (Figure 6-54) displays a range above and below the
426H8
mid-scale with an altitude index at its center. The scale has two 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 6-54) shows along the left edge of
427H85
the Altitude Tape. The symbol gives the digital value of the baro-
corrected altitude in 20-foot units within the altitude odometer window.
The “tens” scroll up and down in 20-foot units that are in small-size
numbers. The values are calculated from the Air Data System (ADS).
Negative values are identified by a minus sign (“-”).
Selected Altitude Bug

This symbol is (Figure 6-54) set along the right edge of the Altitude
428H6
Tape when the tape’s range is within the selected altitude. The midpoint
of the symbol “points” to the selected altitude. If the selected altitude is
outside the tape’s range, the mark is set at the appropriate end of the
tape.
6-60 Aug 3/07 9701-1222 Rev 3

Digital Selected Altitude

This symbol (Figure 6-54) is set above the Altitude Tape and can show
429H87
in one of three values: 1) a digital value in 100-foot increments; 2) a

digital value in Flight Level; 3) a digital value in meters. The digital value
ranges from 0 to +41,000 feet.
Flight Level shows as characters “FL” that are followed by three
numbers that give the altitude of the Flight Level.
The Digital Selected Altitude in meters is given in numbers that are
followed by an “M.” The range in meters is 0-12,500.
During an altitude alert, the symbol flashes. If the Selected Altitude
becomes invalid, “- - - - -” replaces the digital value.
Baro Correction Readout

The Baro Correction Readout (Figure 6-54) shows below the Altitude
430H8
Tape in 1) inches of mercury in Hg; 2) HectoPascals (hPa); or 3)

standard (STD), depending on the Baro Setting. The units for inches of
mercury show as five characters with a decimal in the middle. The units
for HectoPascals show as numbers. The Baro Correction Readout STD
shows as “STD.” If the Baro Correction Readout is invalid, the digital
value is replaced by “- - - - -.”
Digital
Selected Altitude
Altitude Tape
Selected
Altitude Bug
Baro
Minimums Bug Digital
Altitude Odometer
Baro
Correction Readout
Digital Selected
Vertical Speed
Digital
Vertical Speed
Figure 6-54:
Altitude Tape Information
9701-1222 Rev 3 Aug 3/07 6-61

Baro Minimums Bug

The Bar Minimums Bug symbol provides an indication of the selected
minimum barometric altitude on the Altitude Tape. This symbol shows as
a “B” and is located in the lower left side of Altitude Tape (Figure 6-54).
489H
Digital Vertical Speed

The Digital Vertical Speed display is the IRS Vertical Speed. It is
displayed below the Altitude Tape (Figure 6-54).
432H90
The Digital Vertical Speed value is given in 100 feet/minute (fpm) units.
The symbol is identified by the characters “VS” above the vertical speed
value. Digital Vertical Speed is not displayed on the ground.
Digital Selected Vertical Speed

The Digital Selected Vertical Speed symbol provides a digital indication
of the selected vertical speed and is displayed in units of feet per minute.
This symbol shows below the Altitude Tape (Figure 6-54) and above the
491H
Digital Vertical Speed symbol.
VNAV Altitude Waypoint Constraint Readout

The VNAV Altitude Waypoint Constraint Readout provides the target
altitude and the altitude constraint information for the active waypoint.
The symbol is set to the left of the Digital Selected Altitude (Figure 6-55).
43H92
This symbol can have a horizontal bar above the readout indicating the
pilot should fly at or below the given altitude. A horizontal bar below the
readout indicates the pilot should fly at or above the given altitude. The
pilot should fly at the specified altitude if a horizontal bar is above and
below the readout. When the readout shows in Flight Level, the
characters “FL” precede.
6-62 Aug 3/07 9701-1222 Rev 3

Altitude Trend Vector

The Altitude Trend Vector (Figure 6-55) shows as a vertical bar above or
431H9
below the altitude index. The Altitude Trend Vector indicates the
projected altitude in 6 seconds if the current altitude trend is maintained.
The length of the symbol is proportional to the trend value derived using
current vertical speed (altitude rate).
VNAV Target Altitude Bug

The VNAV Target Altitude Bug provides an indication of the VNAV
Target Altitude on the Altitude Tape (Figure 6-55).
43H9
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.
Vertical Track Alert (VTA) Annunciation

The FMS vertical track alert is indicated by the characters “VTA” in the
upper right portion of the Combiner display (Figure 6-55) to the left of the
435H9
Altitude Tape. The symbol flashes for 5 seconds and then is steady.
VNAV Altitude
Waypoint Constraint
Readout
VTA Annunciation
Altitude Trend Vector
VNAV Target
Altitude Bug
Figure 6-55:
Altitude Alerting Information
9701-1222 Rev 3 Aug 3/07 6-63

HSI and Navigation Symbols

Partial Compass Rose
A conventional sectored Horizontal Situation Indicator (HSI)
(Figure 6-56) is positioned in the bottom center portion of the display
436H9
during Full Combiner Mode and during specified phases of Auto

Combiner Mode. This HSI display consists of an HSI spanning 210° with
tick marks every 10°. Each 30° tick mark is labeled in small-size
numbers 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 index, positioned above the center of the
HSI, represents the compass lubber line and points to the current
magnetic or true heading. If heading data are invalid, heading values are
removed.
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
minimal 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.
Index
Heading Scale
Figure 6-56:
Partial Compass Rose
6-64 Aug 3/07 9701-1222 Rev 3

Selected Heading Bug and Vector

The Selected Heading Bug (Figure 6-57) moves in an arc along the
497H
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
(“- - - - -”) is displayed in the appropriate direction.
Track Angle Pointer

The Track Angle Pointer (Figure 6-57) shows on the outside edge of the
498H
HSI as a triangle that points to the aircraft’s current magnetic track. The
symbol does not show when the track-angle is beyond the limits of the
HSI.
Digital Magnetic Heading

The current value of the magnetic heading is displayed above the index.
9701-1222 Rev 3 Aug 3/07 6-65

Lateral Deviation Indicator

The Lateral Deviation Indicator shows on the HSI as a conventional CDI
(Figure 6-57). Displacement of the Lateral Deviation Line with respect to
439H
its null position at the center of the CDI indicates the current lateral
deviation during ILS or VOR operations. When the pilot’s navigation
source is VOR1 or VOR2, the Lateral Deviation is Selected Course -
VOR Bearing. When the pilots’ navigation source is FMS1 or FMS2 (if
Dual FMS installed), the Lateral Deviation is FMS Cross Track Distance
/ FMS Lateral Scale Factor.
When the FGCS detects excessive localizer deviation during an ILS
approach, the Lateral Deviation Scale flashes 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.
If heading data is invalid, the Lateral Deviation Indicator, Track Angle
Pointer, Selected Heading Bug, and To/From Indicator are removed.
Track Angle Pointer

Digital Magnetic Heading
Selected
Heading Bug
Lateral Deviation
Selected Heading
Indicator
Vector
Figure 6-57:
Lateral Deviation Indicator
6-66 Aug 3/07 9701-1222 Rev 3

To/From Indicator
The To/From Indicator is displayed as a triangle below the Selected
Course mark in the HSI (Figure 6-58). A triangle pointing in the same
40H5
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 6-58:
To/From Indicator
9701-1222 Rev 3 Aug 3/07 6-67

Digital Selected Heading

Digital Selected Heading (Figure 6-59) shows the heading value in the
41H50
lower left portion of the display below the characters “HDG.” The range
of the Selected Heading is from 001 to 360, with a one-degree
resolution.
Figure 6-59:
6-68 Aug 3/07 9701-1222 Rev 3

Selected Course Pointer

The Selected Course Pointer moves inside the Heading Scale of the HSI
to point to the corresponding selected course value (Figure 6-60). The
42H50
reciprocal of the selected course is indicated by the tail of the Selected

Course Pointer so that either the head or the tail (a straight line) is
always in view. If the navigation source is FMS or FMS1 or 2, the symbol
represents FMS Desired Track.
Digital Selected Course/Desired Track

The Digital Selected Course is displayed in the lower right portion of the
display as the characters “CRS” placed above the value of the course in
numbers (Figure 6-60). The values range from “001” to “360” with one-
43H50
degree resolution. If the navigation 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 “- - -.”
Digital Selected Course

Selected Course Pointer (HSI)
Figure 6-60:
Selected Course Pointer, Digital Selected Course/Desired Track
9701-1222 Rev 3 Aug 3/07 6-69

Digital Ground Speed

The Digital Ground Speed is IRS-computed to give the aircraft’s ground
speed (Figure 6-61). The symbol is in the lower left part of the Combiner
4H50
display below and slightly right of the Airspeed Tape. The value of the
digital ground speed shows in numbers underneath “GSPD.” If data for
the ground speed is not valid or if the ground speed greater than 999
knots, then “- - -” replaces the numbers.
Figure 6-61:
Digital Ground Speed
6-70 Aug 3/07 9701-1222 Rev 3

Vertical Deviation Scale and Pointer

During ILS or FMS operations, vertical deviation is displayed as a
pointer against a vertical scale to the left of and centered on the Altitude
Tape (Figure 6-62). The Vertical Deviation Scale and Pointer replicates
45H0
the head-down display with ±1 and ±2 dots.

When the FGCS detects excessive glideslope deviation during an ILS
approach, the Vertical Deviation Pointer flashes until the excessive
deviation is no longer present. If the glideslope data is not computed, the
Vertical Deviation Pointer is removed from the scale. Failure of ILS
glideslope data results in removal of the pointer and scale and display of
the Glideslope fault annunciation (boxed “GS”).
During FMS operations, the Vertical Deviation Pointer represents the
FMS Vertical Deviation / FMS Vertical Scale Factor. Failure of the FMS
Vertical Deviation results in removal of the scale.
In ILS operations, the pointer is a rhomboid (or wedge) as shown in
Figure 6-62; in FMS operations, the pointer is a diamond. The horizontal
46H50
rectangle in the middle of the Vertical Deviation Scale is the reference

point for the pointer.
FMS ILS
Scale Scale
Figure 6-62:
Vertical Deviation Scale and Pointer
9701-1222 Rev 3 Aug 3/07 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 6-63). The wind speed is indicated by a digital value in
47H50
numbers positioned directly below the Wind Direction arrow. The wind
speed is displayed in one-knot increments and only when the aircraft is
in flight and the wind speed greater than 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 and two arrows. The “X” readout and its arrow are
above the “Y” readout and its arrow. Each digital readout shows its 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.)
Wind Speed and Direction
Figure 6-63:
Wind Speed and Direction (polar version)
6-72 Aug 3/07 9701-1222 Rev 3

Navigation Source Annunciations

Navigation Source Annunciations (Figure 6-64) indicate the source of
48H50
the navigation information being displayed. These annunciations are

displayed in the lower left portion of the display.
The possible Navigation Source Annunciations are:
• LOC1: Indicates the Pilot navigation source is ILS1.
• LOC2: Indicates the Pilot navigation source is ILS2.
• VOR1: Indicates the Pilot navigation source is VOR1.
• VOR2: Indicates the Pilot navigation source is VOR2.
• FMS: Indicates the Pilot navigation source is FMS when FMS
configuration is single.
• FMS1: Indicates the Pilot navigation source is FMS1 when FMS
configuration is dual.
• FMS2: Indicates the Pilot navigation 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 6-64). The source of
450H9
the distance readout is the pilot’s navigation source. If the current

navigation source is VOR1 or LOC1 or if the last navigation source was
VOR1 or LOC1, then the small-size characters “DME1” show above the
symbol. If the current navigation source is VOR2 or LOC2 or if the last
navigation 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.
9701-1222 Rev 3 Aug 3/07 6-73

FMS Distance Readout

The FMS Distance readout is displayed as a digital value followed by
“NM” in the lower left portion of the display (Figure 6-64). The source of
451H0
the FMS Distance Readout is “FMS” or “FMS1” or “FMS2,” one of which

shows as characters above the digital value. For values less
than 1.0 NM, the leading zero shows in the format x.x. For distances
less than 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 one NM.
For invalid Distance readout conditions, the digital value is replaced by
three dashes (“- - -”). The FMS Distance readout is not displayed on the
ground.
FMS Message
The FMS Message shows in the lower right portion of the display as an
indication of the status of the FMS (Figure 6-64). This symbol has the
452H1
following small-size characters:

“MSG” “OFFSET” “DR” “DGRAD
“WPT” “APPR” “TERM”
“MSG” flashes continuously as an alert; “WPT” flashes for 5 seconds
and then is steady. The other FMS messages are steady.
Heading Source DME Distance Readout
Navigation Source Digital RNP
FMS Distance Readout FMS Message
Figure 6-64:
Navigation Data
6-74 Aug 3/07 9701-1222 Rev 3

Digital RNP
The Digital Required Navigation Performance (RNP) (Figure 6-64) is
453H12
indicated by the characters “RNP” that are followed by numbers.

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 6-64). These annunciations are displayed in the lower
45H13
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. “MAG1” indicates that
the captain selected IRS#1 as the IRS source. “MAG2” indicates that the
captain selected IRS#2 as the IRS source or that the left pilot selected
IRS#2.
True heading is selected through the MCDU. “TRU1” indicates that the
captain selected IRS#1 as the IRS source. “TRU2” indicates that the
captain selected IRS#2.
9701-1222 Rev 3 Aug 3/07 6-75

Failure Flags and Miscompares

Failure flags are displayed for invalid sensor statuses and miscompares
between certain onside and offside 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 (Figure 6-65).
45H1
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 in the center left part of the display to
replace the Airspeed Tape.
Baro Altitude Fault Annunciation

Barometric Altitude failure is indicated by large-size, boxed characters
“ALT,” horizontally positioned in the center right part of the display to
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 in the lower right part of the display.
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 below the center of the
display.
6-76 Aug 3/07 9701-1222 Rev 3

Figure 6-65:
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” (LOC source) or “VNV” (FMS source), vertically aligned, that
replace the Vertical Deviation Scale and Index to the left of the Altitude
Tape.
TCAS Fault Annunciation

Large-size characters in the lower left portion of the display indicate
TCAS failure. Unlike the other fault annunciations that flash for ten
seconds and then are steady, the TCAS Fault annunciation flashes for
five seconds and then is steady. The TCAS Fault messages can be one
of the following:
“TCAS FAIL” “TCAS OFF” “TCAS RA FAIL”
“TA ONLY” “TCAS TEST”
9701-1222 Rev 3 Aug 3/07 6-77

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 6-65).
456H1
Offside HGS Failure Annunciation

When an HGS failure occurs, a “HUD 1 FAIL” or “HUD 2 FAIL” message
is indicated by small-size characters in the upper right corner of the
Combiner display. This annunciation alerts the pilot that the offside HGS
has failed. The message flashes for five seconds and then remains
steady.
Attitude Miscompare
Attitude miscompare is indicated by small-size, boxed characters
beneath the left side of the Roll Scale. The messages agree with the
conditions that follow:
• “PIT”: difference between left- and right-side pitch-angle values.
• “ROL”: difference between left- and right-side roll-angle values.
• “ATT”: Pitch and roll miscompares occur at the same time.
Airspeed Miscompare
Computed Airspeed miscompare is indicated by small-size, boxed “IAS,”
vertically positioned, at the top left portion of the Airspeed Tape.
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 is indicated by small-size, boxed characters
“LOC” in the lower right portion of the display (to right of HSI).
Glideslope Miscompare
Glideslope miscompare during approach is indicated by small-size
characters “GS” near the bottom of the Altitude Tape.
6-78 Aug 3/07 9701-1222 Rev 3

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.
Flight Path Miscompare

Flight Path miscompare is indicated by small-size, boxed characters
“FPV” to the left of the GS miscompare and the Altitude Tape.
Flags are provided for the following alternate data sources:
Data Source Annunciations

Data source flags (Figure 6-66) provide reversion information to cases to
457H16
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.
9701-1222 Rev 3 Aug 3/07 6-79

ADS Source IRS Source
Heading Source
Figure 6-66:
Data Source Annunciations
6-80 Aug 3/07 9701-1222 Rev 3

Symbology on Combiner Displays

Refer to Table 6-3 for an overview of all symbols and the MCDU
458H17
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 Tapes 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 6-3: Symbology on Combiner Displays
“●” = Symbol shows on Combiner display under appropriate conditions

“N/A” = Not enabled in this system configuration
“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 ● ●
Guidance Cue ● ●
Flare Cue ● ●
Flare Command ● ●
9701-1222 Rev 3 Aug 3/07 6-81

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
Runway Lines ● ●
Idle Message ● ●
Marker Beacons ● ●
Glideslope Deviation Line ● ●
Localizer Deviation Line ● ●
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 Localizer Track ● ●
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 ● ●
Angle-of-Attack Limit ● ●
6-82 Aug 3/07 9701-1222 Rev 3

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
Unusual Attitude ● ●
Digital Runway Elevation ● ● ●
Digital Runway Length ● ●
Runway Remaining Readout ●
Combiner Alignment Message ● ● ●
Tailstrike Alerting: Takeoff ● ● ●
Tailstrike Alerting: Approach ● ●
Warning Message: Takeoff LVTO
Warning Message: Approach ● ●

Windshear Caution and Warning ● ●
EGPWS Annunciations ● ●
Steep Approach ● ●
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 ●
Airspeed Trend Vector ● ●
9701-1222 Rev 3 Aug 3/07 6-83

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
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 ● ●
Altitude Symbols
Altitude Tape ● ●
Digital Altitude Odometer ● ●
Selected Altitude Bug ● ●
Digital Selected Altitude ● ● ●
Baro Correction Readout ● ●
Baro minimums Bug ●
Altitude Trend Vector ● ●
Digital Vertical Speed ● ●
Digital Selected Vertical Speed ● ● ●
VNAV Altitude Waypoint Constraint ●
Readout
VNAV Target Altitude Bug ●
Vertical Track Alert Annunciation ● ●
6-84 Aug 3/07 9701-1222 Rev 3

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

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 ● ● ●
Vertical Speed Fault Annunciation ● ● ●
Heading Fault Annunciation ● ● ●
Radio Altitude Fault Annunciation ● ● ●
9701-1222 Rev 3 Aug 3/07 6-85

On-Ground
“Declutter”
In-Flight
Display
Display
Display
Symbol
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 ● ●
Offside HGS Fail Annunciation ● ●
Ideal Flap Extension Speed ● ●
6-86 Aug 3/07 9701-1222 Rev 3

Appendix A:
Definitions, Abbreviations, and
Acronyms
Definitions
The following general avionics terms are defined relative to the HGS®.
Above Ground Level (AGL): Defined as the lesser of Radio Altitude or
Corrected Altitude.
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 120-29A): 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 ½ 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 120-29A): 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).
Category IIIa (FAA AC 120-28D): An instrument approach and landing
with a decision height lower than 30m (100 ft.), or no decision height,
and a runway visual range not less than 200m (700 ft.).
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).
9701-1222 Rev 3 Aug 3/07 A-1

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°.
A-2 Aug 3/07 9701-1222 Rev 3

Acronyms and Abbreviations

AC ....................................................................Advisory Circular
ADI ..................................................... Attitude Director Indicator
AGL ............................................................ Above Ground Level
ALT .................................................................................. Altitude
ANAC .................................... Agência Nacional de Aviacão Civil
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
DH ......................................................................Decision Height
DME .......................................... Distance Measuring Equipment
DTK .......................................................................Desired Track
EASA...................................... European Aviation Safety Agency
EFIS ................................... Electronic Flight Instrument System
EGPWS ...............Enhanced Ground Proximity Warning System
EICAS ....................Engine Indicating and Crew Alerting System
ELV ............................................................................... Elevation
FAA ........................................... Federal Aviation Administration
FD or F/D ..............................................................Flight Director
FGCS ....................................... Flight Guidance Control 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
IM ............................................................................Inner Marker
9701-1222 Rev 3 Aug 3/07 A-3

IMC ..................................Instrument Meteorological Conditions

IRS ..................................................... Inertial Reference System
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 .............................. Multipurpose 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
RNP ....................................... Required Navigation Performance
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 Safety Speed
VF ........................................................... Flap Retraction Speed
VFS ...........................................................Final Segment Speed
VMO .............................................Maximum Operating Airspeed
VR ...................................................................... Rotation Speed
VREF .............................................................. Reference Speed
A-4 Aug 3/07 9701-1222 Rev 3

VNAV ............................................................ Vertical Navigation

VOR .............................................. VHF Omni directional Range
VS ........................................................................Vertical Speed
9701-1222 Rev 3 Aug 3/07 A-5

*523-0809447-3*
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All Rights Reserved, Printed in USA

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HGS® Model 5600

SOFTWARE COPYRIGHT NOTICE

Printed in the United States of America.

Please submit comments regarding this manual to the Technical

9701-1222 Rev 3 Aug 3/07 iii

Section 1: Introduction ..........................................................................1-1 2H

Section 2: System Description .............................................................. 2-1 3H

General .................................................................................................. 2-1 4H

HGS Line-Replaceable Units and Locations .......................................... 2-1 5H

LRU Functions and Interconnections................................................. 2-3 6H

Sensor Data Inputs ................................................................................ 2-8 7H

Power Sources..................................................................................... 2-108H

Operating and Monitoring the HGS...................................................... 2-10 9H

Combiner Operation ........................................................................ 2-11 10H

MCDU Operation ................................................................................. 2-16 1H

The Menu Page ............................................................................... 2-16 12H

The HGS Page ................................................................................ 2-17 13H

Runway Length................................................................................ 2-18 14H

Runway Elevation ............................................................................ 2-18 15H

Combiner Mode ............................................................................... 2-19 16H

How to Select Combiner Modes .................................................. 2-19 17H

HUD A3 Control ............................................................................... 2-19 18H

Flight Path Angle/Glideslope Reference .............................................. 2-20 19H

HGS Annunciations on Instrument Panel............................................. 2-20 20H

HGS Annunciations on the PFD ...................................................... 2-20 21H

EICAS Messages............................................................................. 2-26 2H

Section 3: HGS Display ........................................................................ 3-1 23H

Introduction ............................................................................................ 3-1 24H

HGS Display Description ....................................................................... 3-1 25H

Guidance Source ................................................................................... 3-2 26H

HGS Display Symbols............................................................................ 3-2 27H

Low-Visibility Takeoff Display................................................................. 3-4 28H

Low-Visibility Takeoff Monitor ............................................................ 3-6 29H

Climbout Display .................................................................................... 3-7 30H

Enroute Display...................................................................................... 3-9 31H

Combiner Alignment ........................................................................ 3-10 32H

Descent and ILS Intercept.................................................................... 3-12 3H

Final Approach..................................................................................... 3-14

Guidance Source Selection ............................................................. 3-14 35H

Automatic Declutter ......................................................................... 3-15 36H

Final Approach: Flight Director............................................................. 3-16 37H

Final Approach: HUD A3...................................................................... 3-18 38H

HUD A3 Armed ................................................................................ 3-20 39H

HUD A3 Active................................................................................. 3-20 40H

HUD A3 Monitoring.......................................................................... 3-20 41H

Final Approach: Visual ......................................................................... 3-22 42H

Section 4: Operations ........................................................................... 4-1 43H

General .................................................................................................. 4-1 4H

Limitations.............................................................................................. 4-1 45H

9701-1222 Rev 3 Aug 3/07 i

Dual HGS Operations ............................................................................ 4-2 46H

Normal Procedures ................................................................................ 4-2 47H

Preflight.............................................................................................. 4-2 48H

Takeoff............................................................................................... 4-3 49H

Climb/Cruise ...................................................................................... 4-4 50H

Descent.............................................................................................. 4-5 51H

Approach and Landing....................................................................... 4-6 52H

Supplemental Procedures .................................................................... 4-10 53H

Flight Director Non-Precision Approach........................................... 4-10 5H

Visual Approach............................................................................... 4-11 56H

Unusual Attitude .............................................................................. 4-13 58H

TCAS Resolution Advisory............................................................... 4-16 59H

Tailstrike Alerting ............................................................................. 4-20