HGS Model 5600 Pilot Guide

Transcription

1 Head-Up Guidance System HGS Model 5600 Pilot Guide Dual HGS Installation Embraer 170/190

2 Registration Notice HGS is a registered trademark of Rockwell Collins. Proprietary Notice The information contained in this document is proprietary, and it shall not be reproduced or disclosed in whole or in part without prior authorization from Rockwell Collins Rockwell Collins Document # Revision 3H1HB Warning Information Subject to Export Control Laws The technical data contained in this document is controlled for export under the Export Administration Regulations (EAR), 15 CFR Parts Violations of these laws may be subject to fines and penalties under the Export Administration Act. We welcome your comments concerning this manual. Although every effort has been made to keep it free of errors, some may occur. When reporting a specific problem, please describe it and include the document number, the paragraph or figure description, and the page number. Mail your comments to: Customer Support Publications Rockwell Collins SW 72nd Avenue Portland, Oregon USA Or contact us at: Tel: FAX: custservepubs@rockwellcollins.com

3 Table of Contents Section 1: Introduction... 2H1-1 Section 2: System Description... 3H2-1 General... 4H2-1 HGS Line Replaceable Units and Locations... 5H2-1 LRU Functions and Interconnections... 6H2-3 Sensor Data Inputs... 7H2-8 Power Sources... 8H2-10 Operating and Monitoring the HGS... 9H2-10 Combiner Operation... 10H2-11 MCDU Operation... 11H2-17 The Menu Page... 12H2-17 The HGS Page... 13H2-18 Runway Length... 14H2-19 Runway Elevation... 15H2-19 Combiner Mode... 16H2-20 How to Select Combiner Modes... 17H2-20 HUD A3 Control... 18H2-20 Flight Path Angle/Glideslope Reference... 19H2-21 HGS Annunciations on Instrument Panel... 20H2-21 HGS Annunciations on the PFD... 21H2-22 EICAS Messages... 22H2-25 Section 3: HGS Display... 23H3-1 Introduction... 24H3-1 HGS Display Description... 25H3-1 Guidance Source... 26H3-2 HGS Display Symbols... 27H3-2 Low-Visibility Takeoff Display... 28H3-4 Low-Visibility Takeoff Monitor... 29H3-6 Climbout Display... 30H3-7 Enroute Display... 31H3-9 Combiner Alignment... 32H3-10 Descent and ILS Intercept... 33H3-12 Final Approach... 34H3-14 Guidance Source Selection... 35H3-14 Automatic Declutter... 36H3-15 Final Approach: Flight Director... 37H3-16 Final Approach: HUD A H3-18 HUD A3 Armed... 39H3-20 HUD A3 Active... 40H3-20 HUD A3 Monitoring... 41H3-20 Final Approach: Visual... 42H3-22 Section 4: Operations... 43H4-1 General... 44H4-1 Limitations... 45H Rev B December 21, 2006 i

4 Dual HGS Operations... 46H4-2 Normal Procedures... 47H4-2 Preflight... 48H4-2 Takeoff... 49H4-3 Climb/Cruise... 50H4-4 Descent... 51H4-5 Approach and Landing... 52H4-6 Supplemental Procedures... 53H4-10 Takeoff... 54H4-10 Flight Director Non-Precision Approach... 55H4-10 Visual Approach... 56H4-11 Windshear... 57H4-11 Unusual Attitude... 58H4-13 TCAS Resolution Advisory... 59H4-16 Tailstrike Alerting... 60H4-20 Non-Normal Procedures... 61H4-21 Degraded Display... 62H4-21 Degraded Capabilities... 63H4-22 Section 5: Typical Flight Profile... 64H5-1 Low-Visibility Takeoff (HGS Guidance)... 65H5-2 Initial Climb... 66H5-4 Level Turn... 67H5-6 Level Enroute Flight... 68H5-7 Descent... 69H5-8 ILS Intercept on Approach... 70H5-9 Approach: Flight Director... 71H5-10 Approach: HUD A3 200 Feet... 72H5-12 Approach: HUD A3 25 Feet... 73H5-14 HUD A3 Rollout... 74H5-15 Approach: Visual... 75H5-16 Flare Cue... 76H5-17 Section 6: Symbols... 77H6-1 Overview... 78H6-1 ADI Symbols... 79H6-2 Airspeed Symbols... 80H6-3 Roll Scale and Mode Annunciations... 81H6-4 Altitude Symbols... 82H6-5 Navigation and HSI Symbols... 83H6-6 Descriptions... 84H6-8 ADI Symbols... 85H6-9 Aircraft Reference... 86H6-9 Zero Degree Pitch Line... 87H6-10 Flight Path Symbol... 88H6-12 Flight Path Slip/Skid Indicator... 89H6-13 Speed Error Tape... 90H6-14 Flight Path Acceleration... 91H6-15 Glideslope Reference Line/Flight Path Reference Line... 92H6-16 Flight Guidance Cue... 93H6-17 ii December 21, Rev B

5 Flare Cue... 94H6-18 HUD A3 Flare Command... 95H6-19 Runway Lines... 96H6-20 IDLE Message... 97H6-21 Approach Warning... 98H6-22 Marker Beacons... 99H6-23 Glideslope Deviation Line H6-24 Localizer Deviation Line H6-24 HGS Ground Roll Guidance Cue H6-25 Ground Roll Reference H6-25 Ground Excessive Deviation H6-26 Ground Localizer Deviation Scale and Pointer H6-27 Deceleration Scale H6-28 TO Pitch Reference Line H6-29 Pitch Scale (Normal) H6-30 Pitch Scale (Compressed) with Pitch Chevrons H6-30 Conformal Heading Scale and Index H6-32 Conformal Selected Heading Bug H6-33 Conformal Selected Course Pointer H6-34 Conformal Localizer Track H6-35 Digital Airspeed Displays H6-36 Digital Airspeed H6-36 Digital Radio Altitude H6-37 Digital Baro Altitude H6-37 Minimums Digital Readout (Decision Height) H6-37 Minimums Annunciation H6-38 TCAS Resolution Advisory H6-39 Low Bank Limit Arc H6-39 Angle of Attack Limit H6-39 Unusual Attitude H6-40 Digital Runway Elevation H6-40 Digital Runway Length H6-40 Runway Remaining Readout H6-41 Combiner Alignment Message H6-42 Tailstrike Alerting: Takeoff and Approach H6-43 Takeoff Warning Message H6-44 Windshear Caution and Warning H6-45 Enhanced Ground Proximity Annunciations H6-46 Airspeed Symbols H6-47 Airspeed Tape H6-47 Digital Airspeed Odometer H6-47 Selected Airspeed Bug H6-47 Digital Selected Airspeed/Mach (with Airspeed Tape) H6-47 Low-Speed Cue H6-48 Stall Warning Cue (V s ) H Rev B December 21, 2006 iii

6 Airspeed Trend Vector H6-49 Maximum Operating Speed Tape (V mo ) H6-49 Airspeed Reference Bugs H6-49 Digital Airspeed Reference Table H6-49 Digital Mach H6-50 Digital Selected Airspeed/Mach (without Airspeed Tape) H6-51 Roll Scale/Mode Annunciations Symbols H6-52 Roll Scale and Pointer H6-52 Roll Scale Slip/Skid Indicator H6-53 Flight Director Mode Annunciations H6-54 Autopilot Status Annunciations H6-57 Pilot Flying Arrow H6-57 Autothrottle Annunciations H6-57 Approach Mode Annunciations H6-58 Altitude Symbols H6-59 Altitude Tape H6-59 Digital Altitude Odometer H6-59 Selected Altitude Bug H6-59 Digital Selected Altitude H6-60 Baro Correction Readout H6-60 Baro Minimums Bug H6-61 Altitude Trend Vector H6-61 Digital Vertical Speed H6-61 VNAV Altitude Waypoint Constraint Readout H6-61 Digital Selected Vertical Speed H6-61 VNAV Target Altitude Bug H6-62 Vertical Track Alert (VTA) Annunciation H6-62 HSI and Navigation Symbols H6-63 Partial Compass Rose H6-63 Selected Heading Bug and Vector H6-64 Track Angle Pointer H6-64 Digital Magnetic Heading H6-64 Lateral Deviation Indicator H6-65 To/From Indicator H6-66 To/From Indicator H6-66 Digital Selected Heading H6-67 Selected Course Pointer H6-68 Digital Selected Course/Desired Track H6-68 Digital Ground Speed H6-69 Vertical Deviation Scale and Pointer H6-70 Wind Speed and Direction H6-71 Navigation Source Annunciations H6-72 DME Distance Readout H6-72 FMS Distance Readout H6-73 FMS Message H6-73 Digital RNP H6-74 iv December 21, Rev B

7 Heading Source Annunciations H6-74 Failure Flags and Miscompares H6-75 Attitude Fault Annunciation H6-75 Airspeed Fault Annunciation H6-75 Baro Altitude Fault Annunciation H6-75 Vertical Speed Fault Annunciation H6-75 Heading Fault Annunciation H6-75 Radio Altitude Fault Annunciation H6-76 Lateral Fault Annunciation H6-76 Vertical Fault Annunciation H6-76 TCAS Fault Annunciation H6-77 Offside HGS Failure Annunciation H6-77 Attitude Miscompare H6-77 Airspeed Miscompare H6-77 Baro Altitude Miscompare H6-77 Heading Miscompare H6-78 Localizer Miscompare H6-78 Glideslope Miscompare H6-78 Radio Altitude Miscompare H6-78 Flight Path Miscompare H6-78 Data Source Annunciations H6-78 Symbology on Combiner Displays H6-80 Appendix A: Definitions, Abbreviations, and Acronyms HA-1 Definitions HA-1 Acronyms and Abbreviations HA Rev B December 21, 2006 v

8 List of Figures Figure 2-1: Location of HGS LRUs H2-2 Figure 2-2: HGS Computer H2-3 Figure 2-3: Overhead Unit H2-4 Figure 2-4: Left-Side Combiner H2-5 Figure 2-5: Right-Side Combiner H2-5 Figure 2-6: HGS LRU Interconnections H2-7 Figure 2-7: HGS Interface Block Diagram H2-9 Figure 2-8: Combiner Positions H2-13 Figure 2-9: Combiner H2-14 Figure 2-10: Combiner Controls H2-15 Figure 2-11: Combiner and Sun Visor H2-16 Figure 2-12: Menu Page H2-17 Figure 2-13: HGS Page on MCDU H2-18 Figure 2-14: LVTO Annunciations on PFD H2-22 Figure 2-15: HUD A3 Annunciations on PFD H2-24 Figure 3-1: Symbology H3-3 Figure 3-2: Low-Visibility Takeoff Display H3-4 Figure 3-3: Initial Climb H3-7 Figure 3-4: Level Enroute Flight H3-9 Figure 3-5: "ALIGN HUD" Message on Combiner Display H3-11 Figure 3-6: ILS Intercept H3-13 Figure 3-7: Flight Director Approach H3-17 Figure 3-8: HUD A3 Approach H3-19 Figure 3-9: Visual Approach H3-22 Figure 4-1: Windshear Message H4-12 Figure 4-2: Unusual Attitude (excessive pitch) H4-14 Figure 4-3: Zenith and Nadir Symbols H4-14 Figure 4-4: Unusual Attitude (excessive roll) H4-15 Figure 4-5: TCAS Safe/Unsafe Zones H4-16 Figure 4-6: TCAS Resolution Advisories H4-18 Figure 4-7: TCAS Corrective Advisory H4-19 Figure 4-8: Tailstrike Alerting Takeoff H4-20 Figure 4-9: Tailstrike Alerting approach H4-20 Figure 5-1: Takeoff Ground Roll H5-3 Figure 5-2: Initial Climb H5-5 Figure 5-3: Level Turn H5-6 Figure 5-4: Level Enroute Flight H5-7 Figure 5-5: Descent H5-8 Figure 5-6: ILS Intercept on Approach H5-9 Figure 5-7: Approach (Flight Director) H5-11 Figure 5-8: HUD A3 Approach 200 Feet H5-13 Figure 5-9: HUD A3 Approach 25 Feet H5-14 Figure 5-10: HUD A3 Rollout H5-15 vi December 21, Rev B

9 Figure 5-11: Visual Approach H5-16 Figure 5-12: Flare H5-17 Figure 6-1: Flight Information Display Areas H6-1 Figure 6-2: ADI Symbols H6-2 Figure 6-3: Airspeed Symbols H6-3 Figure 6-4: Roll Scale and Mode Annunciation Symbols H6-4 Figure 6-5: Altitude Symbols H6-5 Figure 6-6: Navigation and HSI Symbols H6-6 Figure 6-7: Flight Path Group Symbols H6-7 Figure 6-8: In-Flight Symbology H6-8 Figure 6-9: Aircraft Reference H6-9 Figure 6-10: Zero Degree Pitch Line H6-11 Figure 6-11: Flight Path Symbol H6-12 Figure 6-12: Flight Path Slip/Skid Indicator H6-13 Figure 6-13: Speed Error Tape H6-14 Figure 6-14: Flight Path Acceleration H6-15 Figure 6-15: Glideslope Reference Line H6-16 Figure 6-16: Flight Director Guidance Cue H6-17 Figure 6-17: Flare Cue H6-18 Figure 6-18: A3 Flare Command H6-19 Figure 6-19: Runway Lines H6-20 Figure 6-20: Idle Message H6-21 Figure 6-21: Approach Warning H6-22 Figure 6-22: Marker Beacon H6-23 Figure 6-23: Localizer and Glideslope Deviation H6-24 Figure 6-24: HGS Ground Roll Guidance Cue/Ground Roll Reference H6-25 Figure 6-25: Ground Excessive Deviation H6-26 Figure 6-26: Ground Localizer Deviation H6-27 Figure 6-27: Deceleration Scale H6-28 Figure 6-28: TO Pitch Reference Line H6-29 Figure 6-29: Pitch Scale H6-31 Figure 6-30: Pitch Chevrons H6-31 Figure 6-31: Conformal Heading Scale and Index H6-32 Figure 6-32: Conformal Selected Heading Bug H6-33 Figure 6-33: Conformal Selected Course Pointer H6-34 Figure 6-34: Conformal Localizer Track H6-35 Figure 6-35: Digital Airspeed H6-36 Figure 6-36: Digital Altitude Information H6-38 Figure 6-37: Low Bank Limit Arc H6-39 Figure 6-38: AOA Limit H6-39 Figure 6-39: Digital Runway Elevation and Length H6-40 Figure 6-40: Runway Remaining Readout H6-41 Figure 6-41: ALIGN HUD Message H6-42 Figure 6-42: Tailstrike Alerting Takeoff H6-43 Figure 6-43: Tailstrike Alerting Approach H Rev B December 21, 2006 vii

10 Figure 6-44: Takeoff Warning H6-44 Figure 6-45: Windshear Annunciation H6-45 Figure 6-46: Ground Proximity Annunciation H6-46 Figure 6-47: Airspeed Tape H6-48 Figure 6-48: Airspeed Information H6-50 Figure 6-49: Digital Selected Airspeed/Mach (without Airspeed Tape) H6-51 Figure 6-50: Roll Scale and Pointer H6-52 Figure 6-51: Roll-Scale Slip/Skid Indicator H6-53 Figure 6-52: Flight Director Mode Annunciations H6-54 Figure 6-53: Autopilot and Autothrottle Annunciations H6-58 Figure 6-54: Altitude Tape Information H6-60 Figure 6-55: Altitude Alerting Information H6-62 Figure 6-56: Partial Compass Rose H6-63 Figure 6-57: Lateral Deviation Indicator H6-65 Figure 6-58: To/From Indicator H6-66 Figure 6-59: Digital Selected Heading H6-67 Figure 6-60: Selected Course Pointer, Digital Selected Course/Desired Track H6-68 Figure 6-61: Digital Ground Speed H6-69 Figure 6-62: Vertical Deviation Scale and Pointer H6-70 Figure 6-63: Wind Speed and Direction (polar version) H6-71 Figure 6-64: Navigation Data H6-73 Figure 6-65: Failure Flags and Data Miscompare Indications H6-76 Figure 6-66: Data Source Annunciations H6-79 viii December 21, Rev B

11 List of Tables Table 1-1: Dual HGS Operation H1-1 Table 3-1: Guidance Sources for HGS Display H3-2 Table 3-2: HGS Monitors and Resulting Annunciations H3-21 Table 4-1: Takeoff H4-4 Table 4-2: Approach and Landing H4-8 Table 4-3: Parameters H4-9 Table 6-1: Lateral and Vertical Flight Director Mode Annunciations H6-55 Table 6-2: Symbology on Combiner Displays H Rev B December 21, 2006 ix

12 Blank Page x December 21, Rev B

13 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 286H329HEmbraer 170/190 aircraft family. The HGS is an electronic display system that generates and projects information in the pilot s forward field-of-view. The system displays primary flight and navigation data that overlay the outside scene in an accurate one-for-one relationship. The Model 5600 HGS is designed to support either a single HGS installation configuration (with the HGS installed in the pilot side only) or a dual HGS installation configuration. This pilot guide describes the dual HGS configuration. 287H330HTable 1-1 indicates the flight operations and procedures supported by 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 Low-visibility takeoff using HGS guidance Enroute navigation Recovery procedures for TCAS and windshear alerts, unusual attitude Visual approach (manual) Category I or II approach using guidance from Flight Guidance Control System Category I, II, or III approach using HGS guidance Recovery procedure for tailstrike advisories generated by the HGS (landing and takeoff) Landing rollout using HGS guidance Basic/Selectable Selectable Basic Basic Basic Basic Selectable Selectable Selectable Rev B December 21,

14 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 December 21, Rev B

15 General Section 2: System Description 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 Rev B December 21,

16 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 (288H331HFigure 2-1). The Combiners are attached to 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 (under Trim Panel) Combiner Overhead Unit (under Trim Panel) Combiner Figure 2-1: Location of HGS LRUs 2-2 December 21, Rev B

17 LRU Functions and Interconnections The following paragraphs provide an overview of the operational functions performed by each LRU. HGS Computer (HC): The HC (289H332HFigure 2-2) receives signals from aircraft 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 Rev B December 21,

18 Overhead Unit (OHU): The OHU (290H333HFigure 2-3) generates flight symbology from a liquid crystal display (LCD) inside the OHU. The OHU relay lens then projects the symbology onto the glass display of the Combiner. The OHU also contains electronic circuitry that controls the intensity of the projected symbology. The position of the OHU provides the spatial relationship that permits various symbols, such as the artificial horizon, to overlay the corresponding features of the outside scene. Figure 2-3: Overhead Unit 2-4 December 21, Rev B

19 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 (291H334HFigure 2-4 and 292H335HFigure 2-5). The rightside Combiner display shows symbology that is projected from the rightside 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 Rev B December 21,

20 293H HGS Pilot Guide for the Embraer 170/190 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. 2-6 December 21, Rev B

21 336HFigure 2-6 shows the general interconnect relationships in a dual HGS installation between each LRU and between aircraft sensors and systems for the data and power required for HGS operations. Sensor data and power sources are described in detail on the following pages. Left Side #1 Right Side #2 Combiner Overhead Unit Aircraft Power (+28 VDC) HGS Computer Aircraft Power (+28 VDC) Sensors Left Sensors Sensors Right Left HGS Intersystem Bus (Crosstalk) Sensors Right Figure 2-6: HGS LRU Interconnections Rev B December 21,

22 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. 294H337HFigure 2-7 shows the HGS interface in the dual HGS configuration. 2-8 December 21, Rev B

23 Flight Director EGPWS EFIS FMA/AP Navigation Air Data DME FMS TCAS Marker Beacon ASCB Data ASCB Portable Data Loader IRS 1 RALT 1 MAU Data Load IRS 1 RALT 1 MAU 1 G D Overhead Unit Combiner MAU 2 RALT 2 IRS I/O 1 MAU 2 RALT 2 IRS PFD EICAS FDR MAU 2 MCDU I/O 2 HGS Computer #1 Crosstalk Bus Portable Data Loader 429 Data Load IRS IRS 2 RALT RALT 2 G D Overhead Unit ASCB MAU MAU 2 Combiner MAU 1 RALT 1 IRS I/O 1 MAU 1 RALT 1 IRS PFD EICAS FDR MAU 1 MCDU I/O 2 HGS Computer #2 Figure 2-7: HGS Interface Block Diagram Rev B December 21,

24 The HC processes sensor data using dual independent input/output subsystems (295H338HFigure 2-7). These inputs consist of digital data from the 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 December 21, Rev B

25 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 2-8). breakaway (296H339HFigure 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 (297H340HFigure 2-9) by the side and rotate the Combiner glass up and aft from the operating position to the stow position. When the Combiner glass is stowed, a latch pin holds it tightly in place Rev B December 21,

26 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 (298H341HFigure 2-9) and hold the Combiner arm by the side. Lower the Combiner glass until the Combiner glass snaps into the operating position detent. Remove the cloth cover from the Combiner glass. The Combiner stow switch automatically turns on the Overhead Unit (OHU) power supply when the Combiner glass moves into the operating position. The OHU then projects symbology onto the Combiner glass December 21, Rev B

27 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 301Hwhile pulling the Combiner arm aft until the Combiner glass returns to the operating position detent. Stow Position Operating Position Breakaway Position View Forward Figure 2-8: Combiner Positions Rev B December 21,

28 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 December 21, Rev B

29 Combiner Display Brightness Control The Combiner Brightness Control is located on the upper portion of the Combiner (304H342HFigure 2-10). The display intensity changes from zero to full intensity in four revolutions of the knob. The control knob is pushed in to select the manual brightness control mode (MAN) or pulled out to select the automatic brightness control mode (AUTO). Rotating the control knob clockwise increases the Combiner display brightness, and rotating counterclockwise decreases the display brightness. 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 (305H343HFigure 2-10), the OHU adjusts display brightness to maintain the desired contrast ratio (perceived brightness). This adjustment is automatic as the outside light conditions change. Brightness Control AUTO/MAN Knob 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 Rev B December 21,

30 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 (306H344HFigure 2-11). The sun visor can be left in place or 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 2-16 December 21, Rev B

31 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 (307H345HFigure 2-12). The page is identified by the title MENU at the top of the page. The Menu function key can be pushed at any time for access to the HGS page. MENU Function Key Scratchpad Line Figure 2-12: Menu Page Rev B December 21,

32 The HGS Page Push the line-select key (LSK) next to the open, left-pointing arrow with the text HGS (346HFigure 2-12) to access the HGS page on the MCDU display screen (309H347HFigure 2-13). 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 2-18 December 21, Rev B

33 Runway Length The HGS page (310H348HFigure 2-13) shows the runway length in feet or meters 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. The correct value shows in green numbers on the data line underneath RWY LENGTH. 5. To correct errors on the Scratchpad Line, push the CLR or DEL keys at the bottom of the MCDU front panel. Runway Elevation The HGS page (311H349HFigure 2-13) gives the runway TDZE in feet below the data line that reads RWY ELEVATION. The value of the runway elevation will be automatically set by the FMS. However, if this value is incorrect or does not show on the HGS page, follow these procedures to set the runway elevation manually: 1. 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. When the correct value shows on the Scratchpad Line, push the LSK next to the data line underneath RWY ELEVATION. 5. The correct value shows in green numbers on the data line underneath RWY ELEVATION. 6. To correct errors on the Scratchpad Line, push the CLR or DEL keys at the bottom of the MCDU front panel Rev B December 21,

34 Combiner Mode On the HGS page (312H350HFigure 2-13), pilots can select one of three methods to control the HGS display. The selected method shows in green, largesize 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, largesize 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 December 21, Rev B

35 Flight Path Angle/Glideslope Reference The Glideslope Reference Line for the HGS display is used for both lowvisibility approach and visual approach operations. The glideslope angle is set automatically to 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 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 Rev B December 21,

36 HGS Annunciations on the PFD Some annunciations and data related to HGS operation are repeated on the Primary Flight Display (PFD) (351HFigure 2-14). These annunciations are described in the following paragraphs. LVTO Armed Annunciation LVTO Active Annunciation LVTO Warning Annunciation Runway Remaining Figure 2-14: LVTO Annunciations on PFD 2-22 December 21, Rev B

37 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 ( LVTO shows on the upper right part of the Combiner display; it also flashes on the Combiner display for the first 5 seconds and then is steady). LVTO Caution (Amber): The amber NO LVTO is displayed on the PFD to indicate LVTO has lost capability below 40 knots or above 80 knots. This allows the pilot to safely abort the takeoff at low speeds or continue the takeoff at his discretion for speeds approaching V 1. The annunciation is on the right side of the top mode line of the PFD. The annunciation flashes inverse video for the first 5 seconds on the PFD and then is steady on its usual background ( NO LVTO shows on the Combiner display). LVTO Warn (Red): The red NO LVTO annunciation shows on the PFD to indicate that LVTO has been lost between 40 and 80 knots. This allows the pilot to abort the takeoff for reasonable ground speeds. The annunciation is on the right side of the top mode line of the PFD. The annunciation flashes the inverse video for the first 5 seconds and then is steady on its usual background ( NO LVTO shows on the Combiner display). LVTO WRN: The annunciation LVTO WRN (low-visibility takeoff operations warning) shows in medium-size, red letters on the upper left corner of the ADI (352HFigure 2-14) at the same time as the appearance of the red NO LVTO annunciation on the top mode line ( LVTO WRN shows on the Combiner display). HUD A3 Armed (white): During 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 (353HFigure 2-15) 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. ( HUD A3 also shows on the Combiner display in the same position) Rev B December 21,

38 A3 Approach Armed Annunciation A3 Approach Active, Caution Annunciation Approach Warning Annunciation Figure 2-15: HUD A3 Annunciations on PFD HUD A3 Active (green): During 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 is being displayed. 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 after HUD A3 becomes active and then is steady on its usual background. ( HUD A3 also shows on the Combiner display in the same position). HUD A3 Caution (amber): During 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 flashes continuously. ( No HUD A3 also shows on the Combiner display in the same position). During landing rollout operations using HGS guidance, this annunciation will be displayed if there is a loss of rollout capability December 21, Rev B

39 NO HUD A3 (red): During A3 approach operations and when the aircraft is below 500 feet AGL, the boxed 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 flashes in reverse video for the first 5 seconds after loss of A3 capability and then is steady on the usual background. Approach Warning (red): During A3 approach operations, and when the aircraft is below 500 feet AGL, the annunciation APPR WRN shows in medium size, red letters on the upper left corner of the ADI (354HFigure 2-15). This indicates that the HUD A3 guidance function is no longer available due to 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. ( APPR WRN also shows on the Combiner just above the Flight Path symbol). Runway Remaining During LVTO and HUD A3 landing rollout, Runway Remaining distance will be displayed on the PFDs. The HGS Computer calculates this distance and the same information shows on the Combiners. 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 to indicate that the HGS is not available. This lack of availability is due to an LRU failure or an electrical power failure. HUD 1 LVTO NOT AVAIL or HUD 2 NOT AVAIL: This message shows in cyan text to indicate that HGS takeoff guidance is not available. HUD 1 A3 NOT AVAIL or HUD 2 A3 NOT AVAIL: This message shows in cyan text to indicate that HGS approach guidance is not available. HUD A3 Off: This message shows in white text to indicate that the HUD A3 guidance function is turned off using the MCDU HGS page control Rev B December 21,

40 Blank Page 2-26 December 21, Rev B

41 Introduction Section 3: HGS Display 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 Rev B December 21,

42 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. 355HTable 3-1 indicates the source of guidance for various phases of flight. Table 3-1: Guidance Sources for HGS Display Flight Operation Low-visibility takeoff Climb, enroute, descent Approach, landing (Cat I or II) Approach, landing (Cat III) Landing rollout Guidance Source Displayed HGS FGCS FGCS or HGS* HGS 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 314H356HFigure 3-1 shows many of the symbols available during standard flight conditions. Additional symbols for windshear alerting/guidance, TCAS alerts, ground proximity alerts, and tailstrike alerts are described in Section 4, Operations, of this pilot guide. Descriptions and graphics of HGS symbols are available in greater detail in Section 6, Symbols, of this pilot guide. HGS symbology is very similar to the Primary Flight Display (PFD) to facilitate the pilot s transition from head-down instruments to head-up symbology. The functional groups of the HGS display are indicated below and in 315H357HFigure 3-1: 1. Attitude Direction Indicator (ADI) 2. Horizontal Situation Indicator (HSI) 3. Altitude 3-2 December 21, Rev B

43 4. Airspeed 5. Roll Scale 6. Navigation Data 7. Mode Annunciations Figure 3-1: Symbology Rev B December 21,

44 Low-Visibility Takeoff Display The HGS display provides enhanced situational awareness during takeoff (358HFigure 3-2), particularly during adverse conditions (e.g., low visibility, one engine out, etc.). Guidance provided during HGS lowvisibility 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 Figure 3-2: Low-Visibility Takeoff Display 3-4 December 21, Rev B

45 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 Rev B December 21,

46 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 (359HFigure 3-2). The Ground Excessive Deviation symbol is displayed until 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 December 21, Rev B

47 Climbout Display After liftoff, and while the flight director is still in TO mode, the display appears as shown in 316H360HFigure 3-3. The correct pitch attitude is established 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 V 2 ) 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 Rev B December 21,