HGS 4000 Qantas

iteanw7as Head-Up Guidance System Model 4000 QANTAS Airways Limited Copyright © 2008 Flight Dynamics A\ll Rights Reserved Qantas Flight Technical Revision No: 2 23 February 2010Copyright Information Rockwell Collins Copyright Information, (HGS®) registered trademark of Rockwell Collinskeawzas Head-Up Guidance System Table of Contents Preface Table of Contents. General... Abbreviations... Abbreviations ..... Rivision Transmittal Letter 1 Rivision Records. 1 List of Effective Pages HGS Description Introduction .. HGS LRU Functional Characteristics HGS Control Panel (HCP)..... HCP Display Brightness... HCP Mode Selection and Data Entry, Combiner .. Combiner Position..... Combiner Alignment Detector Combiner Display Brightness ..... HGS Annunciator Panel ..... Modes of Operation Modes of Operation... Primary Mode... Typical Applications in Primary Mode Low Visibility Takeoff . Climbout Primary Mode - Approach and Landing. AIII Approach Mode...... AIII Mode Requirements and Conditions . Selecting AIII Mode ———copyrignt © quatas Airways Ltd. See tile page for details, § —___. 23 February 2010 OLATable of Contents heanzas Head-Up Guidance System System Monitoring... RO Mode...... seeeeeneeeee RO Mode Requirements and Condition: IMC Approach Mode ......c0:cccesse00 VMC Approach Mode... Symbology symbology. Basic Symbology Horizontal Line Pitch Scale (Normal) Pitch Chevron......... Roll and Scale Pointer........... Bank Warning Indicator... Heading and Track Symbology Heading Scale (Tick Marks) (Shown on Hor Heading Index Heading Scale (Digital Value). Heading Reference .. HSI Heading Scale .. Compass Lubber Lin Drift Angle Pointer. Selected Course...... Selected Course Mark.. Digital Selected Course Mark Selected Heading..... Selected Course Mar! Digital Selected Course Mark ... Bearing Pointers .... Bearing Source Annunciation: Speed Symbology o Airspeed Displays... Maximum Allowable Airspeed High Speed Bufiet Tape...... Computed Airspeed (CAS) and Airspeed Scale .... Copyright © Qantas Airways Ltd, See title page for details 0.1.2 23 February 2010hheawras “Table of Contents Head-Up Guidance System Airspeed Trend Vector .......... Mach......... cesseeeeeneene Digital Selected Airspeed/Mach VREF +20 Bug. Reference Speed Indicator Selected Airspeed Mark. Minimum Operating Speed..... Stick Shaker Airspeed. Airspeed Disagree .. VI Speed VR Speed Climb-out Speed Indicator Manual Bug 5 Speed Indicator Takeoff Speed Bug Ground Speed Flap Maneuver Speeds. Digital CAS Speed Error Tape Altitude Symbology... Altitude Displays .. Selected Altitude... Altitude Trend Vector .........04. mvenaeevin Barometric (Baro) Altitude and the Altitude S Baro Minimums Br Selected Minimums Readout... 24 Altimeter Setting... 24 Altitude Scale and associated 24 Digital Vertical Speed..... 25 Decision Height 27 HGS Symbology Aircraft Reference Flight Path... Flight Path Acceleration ... Guidance Cue... Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 0.1.3Table of Contents heanzas Head-Up Guidance System Ground Roll Guidance Cue .. Ground Deceleration Scale. Glideslope Reference Line Slip/Skid .... TO/GA Pitch Target Line... Wind Speed and Direction . ALIGN HUD.... Tail Strike Warning Message Tail Strike Pitch Limit........... Flare Cue ..... Angle of Attack (AOA) Limit Angle of Attack (AOA) Scale and Indicator Navigational Symbology oe Lateral Deviation Primary Mode - Lateral Deviation AIII or IMC Mode Vertical Deviation - Primary and IMC Modes..... Navigation Source Annunciation Scale ID ... Digital Distance (DME/GLS/FMC)... Ground Localiser Line - Primary, AM and IMC ‘Modes Ground Localiser Deviation Scale and Pointer............. Glideslope Deviation - Primary Mode ..... Glideslope Deviation - AIII or IMC Mode, Marker Beacon..... Navigation Performance Scales (NPS)..... VOR To/From Indicator... VOR To/From Annunciation . AIII Symbology.... Digital Runway Elevation Digital Runway Length Runway Edge Lines... ATI Flare Command . Runway Remaining... Idle Message. Copyright © Qantas Airways Ltd, See title page for details 0.1.4 23 February 2010hheawras “Table of Contents Head-Up Guidance System Rollout Excessive Deviation ..... Ground Roll Reference ... HGS Mode /Status.. HGS AIII mode Annunciation...... Approach Warning No ALI Annunciatios Alert Symbolog: Ground Proximity Warning TCAS Resolution Advisory Display Preventive Advisories... Corrective Advisorie Unusual Attitude .. Zenith .... Nadir..... es Windshear Warning. Windshear Guidance Cue... Flight Director Symbology. Autothrottle (A/T) Mode Annunciations ..... Flight Director Engaged and Armed Mode Annunciations Autopilot Mode Annunciation: Table: Autothrottle Modes . Table: Flight Director Vertical Mode: Table: Flight Director Lateral Modes Table: Autopilot Annunciations. Failure Flags and Data Source. Table: Failure Flags and Data Source... HGS Mode/Symbology Matrix Operations Operations... General . Limitations... Normal Procedures .. Preflight Takeoff. Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 O15Table of Contents heanzas Head-Up Guidance System Climb /Cruise.....esceceeneee Descent... Approach and. Landing Supplemental Procedures... a Takeoff (Normal Without Steering Guidance) Flight Director or Non-Precision Approaches. Visual Approach... VMC Approach - Lateral Alignment . VMC Approach - Vertical Alignment MC Approach - On Glideslope..... VMC Approach - Flare Windshear.. Non-Normal Procedures Degraded Display . Sensor Failure... Sensor Miscompare .. HGS Failure... Degraded Capabilities Low Visibility Takeo: AIII Approach ... a Visual Apprache-' VMC or IMC. Typical Flight Profile Typical Flight Profile ... Takeoff Ground Roll Initial Climb. Climbing Turn Coordinated Turn Level Flight Descent... Descending Turn...... TCAS Resolution Advisory. ILS Intercept. ILS Capture AIII Approach Airways Ltd, See ttle page for details, 0.1.6 23 February 2010hheanzas ‘Table of Contents Head-Up Guidance System AIII Approach - 500 Feet... AIII Approach - 300 Feet AIII Approach - 100 Feet AIII Approach - 45 Feet... AIII Approach - Flare/Touchdown ATI Rollout... 5.18 Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 0.1.7Table of Contents heanzas Head-Up Guidance System Intentionally Blank Copyright © Qantas Airways Ltd, See title page for details 0.1.8 23 February 2010hkeawras Head-Up Guidance System General This Pilot Manual is designed to acquaint you with the Model 4000 Flight Dynamics Head-Up Guidance System (HGS) installed on Boeing 737-NG aircraft. It provides a description of the HGS, the modes of operation, HGS symbology. typical HGS flight operational procedures and how to operate the HGS system through a generic flight profile. ‘The HGS is an electronic and optical system with unique features for displaying information in the pilot's forward field of view. The display is focused at optical infinity with flight and navigational data displayed to overlay the outside world. Symbology has been optimised for full flight regime use and inchides the application of Inertial Flight Path and Flight Path Acceleration. Guidance commands are provided by the HGS for low visibility takeoff and CAT IIT approach, landing, and rollout, During other operations, the Boeing 737 Digital Flight Control System (DFCS) Flight Director commands are displayed on the HGS Combiner. The system's unique head-up view of symbology and integration with aircraft systems allows for extremely precise manual aircraft control while enhancing situational awareness, energy management and the potential to avoid diversions due to weather-related airport capacity controls. Note: The HGS installed on the Boeing 737 aircraft is certified for all phases of flight. Conduct HGS operations in accordance with the Aircraft Flight Manual (AFM) HGS Supplement. Ifa conflict exists between the AFM and this Pilot’s Guide, the AFM will always take precedence Each of the chapters has a preface which describes the chapter in more detail The Head-Up Guidance System Manual is intended to provide information in support of procedures listed in the Flight Crew Operations Manual and techniques to help the pilot accomplish these procedures safely and efficiently. In cases where a procedure or technique is applicable only to an aircraft with a specific configuration the annotation "as installed" is used. Aircraft configuration differences are found in the Aircraft Flight Crew Operations Manual. In the event of a conflict, the procedures published in the Flight Crew Operations Manual take precedence over information presented in this Pilot Manual. copyright © Qantas Airways Ltd. See ttle page for details,§ —$— 23 February 2010 0.21Preface - t ‘Model Identification Head-Up Guidance System The HGS Model 4000 has many different options that are configured by field loadable Operational Program Configuration (OPC) software. These configurations may vary between operators and aircraft. The options available are: + Dual or single FMS * #1 ADF installed + #2 ADF installed + Autothrottle installed AIII Mode enabled Ground Deceleration Scale symbology enabled Tail Strike Avoidance symbology enabled Runway length displayed in metres or feet Ground Localiser Deviation Scale enabled AIII Rollout Guidance enabled (requires that ATIT Mode is enabled) Angle of Attack symbology enabled Digital HAP installed Armed Flight Director Modes symbology enabled. Use of the MCDU or HCP for pilot data entry and mode selection Single or Dual HGS installation Flashing Pitch and Roll miscompare annunciations Display of Radio Altitude up to 2500ft Inhibit the Single Channel autopilot annunciation Descriptions identified with this symbol are only applicable to aircraft with the appropriate OPC options enabled Copyright © Qantas Airways Ltd, See ttle page for details 0.2.2 23 February 2010Preface - hheawras Model Identification Head-Up Guidance System Any questions about the content or use of this manual can be directed to: Head of Flight Technical Qantas Airways Ltd Qantas Centre Building C/2 203 Coward Street Mascot, NSW, 2020 Australia Email: flttech@gantas.com.au System of Amendment A Manual Amendment Request (MAR) database is available online to request or suggest changes to the content of Company manuals. The database is accessed via the Flight Operations websites at the following locations Internet https://www qfilightcrew.com > Departments > Flight Technical > MAR Intranet http://qfintranet.qantas.com.awfltops/flight_technical/index.html Copyright © Qantas Airways Ltd. See ttle page for details. 23 February 2010 0.2.3Preface - ‘Mode! Identification hheanzas Head-Up Guidance System Intentionally Blank Copyright © Qantas Airways Ltd, See ttle page for details 0.2.4 23 February 2010hheawras Head-Up Guidance System Definitions The following are definitions of terms associated with the HGS. These are provided for information purposes to assist pilots in better understanding how and when certain functions occur. For text in italics, refer to other definitions. Above Ground Level (AGL): for the purposes of the HGS, AGL is defined as the lesser of Radio Altitude or Corrected Altitude when the AIII mode is engaged, or Radio Altitude when AIII mode is not engaged. Aircraft Aligned on Runway: for the purposes of the HGS, the aircraft is determined to be aligned on the runway when the difference between the Selected Course and Magnetic Heading is less than 10 degrees and localiser deviation is less than 4/5 of a dot (60mA) and the aircraft is not in flight Aircraft in Flight: for purposes of the HGS, the aircraft is defined to be in flight from the time Aircraft Rotation occurs until Aircraft Touchdown or until Aircraft on Ground Approach On Course (AOC): for purposes of the HGS, AOC is defined to occur when: + Both VHF Navigation Receivers are tuned to an ILS frequency. * The difference between the aircraft's magnetic track and the Captain's Selected Course is less than 15 degrees. Radio Altitude is greater than S00ft. VHF Nav #1 or VHF Nav #2 localiser deviation is less than approximately \4 dot and glideslope deviation is less than approximately 11 dots for at least five seconds. Aircraft on Ground: for purposes of the HGS, Aircraft on Ground is defined to occur when Ground Speed is less than 40kt and Radio Altitude is less than 20ft. Aireraft Rotation: for purposes of the HGS, Aircraft Rotation is defined to occur when Pitch Attitude is greater than 3° and the pitch attitude was previously less than 2° or Radio Altitude is greater than Sft. Category II : an instrument approach procedure which provides approaches to minimums of less than DH 20ft and RVR 2400ft to as low as DH 100ft and RVR 12008. Category IIT : a precision instrument approach and landing with no DH, or a DH below 100ft, and controlling RVR not less than 700ft. Copyright © Qantas Airways Ltd. See ttle page for details, 23 February 2010 03.1h Preface - Definitions Head-Up Guidance System Corrected Altitude: for purposes of the HGS. Corrected Altitude is defined as the difference between Baro Altitude and the runway Touchdown Zone Elevation (TDZE), as entered on the HCP. Decision Height: a specified height at which a missed approach must be initiated if the required visual reference to continue the approach to land has not been established. Glideslope Capture: for purposes of the HGS, glideslope capture is defined as when glideslope deviation is less than 90m (approximately 1 1/4 dot) for at least 5 seconds. Localiser Capture: for purposes of the HGS, localiser capture is defined as when localiser deviation is less than 20mA (approximately 1/4 dot) for at least 5 seconds. Low Visibility Takeoff: for the purposes of the HGS, the aircraft configuration for a low visibility takeoff is when Aircraft in Flight is not true and both Nav Receivers are tuned to an ILS frequency and the Primary mode is selected Low Visibility Takeoff Initiation: for the purposes of the HGS, a low visibility takeoff is initiated when the aircraft is configured for a low visibility takeoff, Ground Speed is greater than 40kt and the aircraft is aligned on the runway. Track Error: for purposes of the HGS, Track Error is defined as the difference between the aircraft Magnetic Track Angle and Selected Course. Wheel Height: for the purposes of the HGS, Wheel Height is determined by correcting Radio Altitude for antenna position and pitch attitude effects. Wheel Touch: for the purposes of the HGS, Wheel Touch is determined by monitoring for a threshold derived from Longitudinal Acceleration and Normal Acceleration below 6ft Radio Altitude. Copyright © Qantas Airways Ltd. See title page for details 0.3.2 23 February 2010hheawras Head-Up Guidance System poesrtes eed Rrra) Abbreviations The following abbreviations may be found throughout the manual. Some abbreviations may also appear in lowercase letters A BITE Built-In-Test AG ‘Aireralt BRT Bright/Brightness AG ‘Advisory Circular or Cc Altemating Current ADI Attitude Director Indicator | [Cor CAPT | Captain’ ADF ‘Automatic Direction CAD ‘Combiner Alignment Finding Detector ADIRU | Air Data Inertial Reference | [CAS Calibrated or Computed Unit Airspeed AGL Above Ground Level CAT Category Alor _ | Approach Tit (CAT Ii CDI Course Deviation AMI approach mode or status) Indicator ALT ‘Altitude CDS ‘Common Display System AOA Angle OF Attack CH Channel AOC ‘Approach On Course CLR Clear AP or A/P | Autopilot CMD Command APCH | Approach Waming ‘COMP of C | Comparison or WARN MP ‘Computer ‘APP ‘Approach CRS Course ARINC _| Acronautical Radio, Inc CRT Cathode Ray Tube AS ‘Alspeed CWSP Control Wheel Steering Pitch AT Autotloitle CWSR ‘Control Wheel Steering Roll ATT Attitude D Avg ‘Average DADC Digital Air Data ‘Computer AWO All Weather Operations DC Direct Current AZ Azimuth DEU (HGS) | Drive Electronics — Unit B DEV Deviation Baro orB | Barometric DECS Disital Flight Control System Copyright © Qantas Airways Ltd. See title page for details 23 February 2010 0.3.3hhesnzas Head-Up Guidance System Preface - Definitions DH Decision Height HUD _ | Head-Up Display DME Distance Measuring Equipment T DIK Desired Track TAS | Indicated Auspeed DU Display Unit 1D Identification E TES _ | Tustrament Landing System EE Electronics and Equipment TM _| Inner Marker EFCP _ | EFIS Control Panel IMC [Instrument Meteorologica 1 Conditions EFT Electronic Flight Instruments INCAP | Incapable EFIS Electronic Flight Instrument INOP | Tnoperative System ELV or _ | Elevation INV [Invalid EL F IRS _ | Inertial Reference System FAA Federal Aviation Administration | [IRU | Inertial Reference Unit FCC Flight Control Computer T FD or FD | Flight Director TAA | Joint Airworthiness Authority FDAU__| Flight Data Acquisition Unit_| [JAR _ | Joint Aviation Regulations FMA Flight Mode Annumeiator K FMC Flight Management Computer it Knots FMS Flight Management System L FO First Officer LCD | Liquid crystal Display FPM Feet Per Minute LED _ | Light Emitting Diode ft feet LIM _ | Limit G IN | Length GA Go-Around LNAV_| Lateral Navigation GPS Global Positioning System LOC _ | Localiser GPWS | Ground Proximity Waming] [TRU [Tine Replaceable Unit System GS Ground Speed or Glideslope IVE | Level Gs Glideslope (HCP Reference) M H MAG | Magnetic HC HGS Computer MCP | (DFCS) Mode Control Panel HCP HGS Control Panel MDG | Magnetic Heading HDG or | Heading MM _ | Middle Marker HGS Head-up Guidance System MMR | Multimode Receive HLD Hold N HST Horizontal Situation Indicator NA | Not Applicable ‘Copyilait © Qauias Alsways Ltd See tile page for details 0.3.4 23 February 2010keawzas Head-Up Guidance System Preface - Definitions NAV__| Navigation RWY _| Runway (HCP) NCD _| No Computed Data s ND Navigation Display SEL Select NDB _| Non-Directional Beacon SPD Speed am uutical Miles STBY __| Standby NORM | Nonmal SMYDC | Stall Management Yaw Damper Computer oO T OHU | Overhead Unit TAS | Traffic Advisory/ Vertical Scale Indicator OM Outer Marker TCAS | Traffic Collision Avoidance System R TDZ _ | Touch Down Zone RO Rollout Guidance TDZE _ | Touchdown Zone Elevation RO Rollout Guidance Armed THR | Throttle ARM RO CIN | Rollout Guidance Caution TiO Takeoff P TOGA or | Takeofi” Go-around TOGA PDU | Pilot Display Units (OHU and Vv Combiner) PF Pilot Flying VAC | Volts AC PFD __| Primary Flight Display VAL Valid PAF Pilot Not Flying VAST | Visual Approach Slope Indicator PRI Primary (mode) VDC _| Volts DC PWR | Power VERT __| Vertical R VHF __ | Very High Frequency RA Radio Altimde or Resolution | [VMC | Visual Meteorological Advisory Conditions RALT or | Radio Altitude Vi Takeoff decision speed RAD ALT RAM __| Random Access Memory VREF _ | Reference speed RCVR _ | Receiver VNAV _| Vertical Navigation RDM _ | Radio Distance Magnetic VOR | VHF Onmidirectional Range Indicator ‘Area Navigation VS or _ | Vertical Speed vis RVR Runway Visual Range Ww (Copyright © Qantas Airways Ltd. See ttle page for details 23 February 2010 0.3.5h Preface - Definitions Head-Up Guidance System WXR _| Weather Radar x XIK | Crosstrack deviation SYMBOLS. mA Microamp ° degrees = greater than or cursor = Tess than Copyright © Qantas Airways Ltd. See title page for details 0.3.6 23 February 2010keawzas Head-Up Guidance System Chapter 0 Section 4 in Transmittal Letter To: All holders of the 737 HGS Pilots Manual. Subject: HGS Pilots Manual, Rev 2. I This revision reflects the most current information available to Qantas Flight Technical through the subject revision date. Revision Record No. Revision Date Date No. Revision Date Date Filed Filed 0 October 12, 2004 INC 1 August 15, 2006 INC 2 |] February 23, 2010 I General Qantas Airways Limited issues HGS Pilots Manual revisions to provide new or revised recommendations on manoeuvres and techniques, or information supporting changes in the Flight Crew Operations Manual procedures. Revisions may also incorporate appropriate information from previously issued Flight Technical bulletins. Revisions reflect the most current information available to Qantas through the subject revision date Formal revisions include a Transmittal Letter, a new Revision Record and a current List of Effective Pages. Use the information on the new Revision Record and List of Effective Pages to verify the HGS Pilots Manual content ‘The Revision Record should be completed by the person incorporating the revision into the manual. Copyright © Qantas Airways Ltd, See title page for details —_—_—— 23 February 2010 O41Preface - Revision Record hheanzas Head-Up Guidance System Filing Instructions Revision 2 to the Head-Up Guidance System authorises the replacement of all previously issued chapters. Consult the Transmittal Letter and the List of Effective Pages (0.5). The List of Effective Pages details the page number and revision date of all pages within the manual. Revision Highlights Generally, revision bars are displayed adjacent to all technical and non-technical changes. However, highlights are written only for technical revisions. In some sections, the information may have been extensively rewritten for clarity: in these cases a highlight is written, but change bars may not be provided. Chapter 0 Introduction Introduction 0.2.3 - Added email address. ~ Included System of Amendment section. Revision Record 0.4.2 - Added Filing Instruction and Revision Highlights. Chapter 1 HGS Description HGS Description 15 - Runway Length value for low visibility takeoff operations changed from *2286m and 4115m’ to ‘1525m and 5486m.” Chapter 2 Modes Of Operation Modes of Operation 2.1 - Inserted (PRI) to reflect new manufacturer data. Primary Mode 2.4~ Numbered to reflect new manufacturer data, Climbout 2.8 - Figure 2-5: HGS Primary Mode - Climbout (typical). Added new graphic. Primary Mode - Approach and Landing 2.19 - Reference runway length which must be entered has changed from ‘2286m and 4115m’ to *1525m and 5486m. Copyright © Qantas Airways Ltd. See title page for details 0.4.2 23 February 2010Preface — hheawras etalon sean Head-Up Guidance System Chapter 3 Basic Symbology 3.3-3.4 - Symbology section included to reflect new manufacturer data. The aphies have been enlarged to clearly identify the symbology displayed. 3.4 - Figure 3-3: Roll Scale and Pointer. New graphic added to reflect new manufacturer data. 3.6-3.7 - Symbology section included to reflect new manufacturer data, The graphics have been enlarged to clearly identify the symbology displayed. 3.7 - Figure 3-5: Horizon Heading Seale and Index. New graphic added to reflect new manufacturer data.data 3.83.12 - Symbology section included to reflect new manufacturer data, The graphics have been enlarged to clearly identify the symbology displayed, 3.13 - Figure 3-9: ADF/VOR Bearing Indicators. New graphic added to reflect new manufacturer data. 3.13 - New graphic identifying the "Bearing Source Annunciations" and "Bearing Pointers.” Speed Symbology 3.14 - New manufacturer data added describing airspeed data being displayed in both analog and digital forms depending on the mode of operation. 3.14 - Figure 3-10: Airspeed Tape Symbology - Primary Mode (Part 1). New aphic to reflect new manufacturer data. ‘New manufacturer data, The graphics have been enlarged to clearly identify the symbology displayed. 3.16 - VREF +15 changed to VREF +20. New manufacturer data. 3.16 - Figure 3-11; Airspeed Tape Symbology - Primary Mode (Part 2) New graphic added to reflect new manufacturer data 3.16-3.19 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.20 - Figure 3-12: Digital Auspeed Symbology. "Selected CAS" "Ground Speed" and Digital CAS 3.22 - Figure 3-14: Altitude Tape Symbology (Primary Mode). New graphic to reflect new manufacturer data 3-3.25 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.25 - Figure 3-16: Digital Vertical Speed - (Primary Mode). New graphic added to reflect new manufacturer data. HGS Symbolog; 3.28-3.29 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.30 - Figure 3-20: Flight Path Symbols. New graphic added to reflect new manufacturer data, 3.31 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.32 - Figure 3-21: Flight Path Acceleration, New graphic added to reflect new manufacturer data 3.32 -New manufacturer data, The graphics have been enlarged to clearly identify the symbology displayed. mbology 3.15 New graphic added with S y the symbology displayed, 3.37 - Figure 3-24: Slip / Skid Indicators. New graphic to reflect new manufacturer data Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 0.4.3Preface - t Revision Record Head-Up Guidance System 3.38 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.38 - Figure 3-25: TO/GA Pitch Target Line. New graphic added to reflect new manufacturer data. 3.39 - New manufacturer data. The graphics have been enlarged to clearly identify y displayed 3.39 - Figure 3-26: Wind Speed and Direction. New graphic to reflect new manufacturer data 3.44-3.45 - Symbology section included to reflect new manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. Navigational Symbology 3.47 - Added "RNP" selection. 3.49 - Figure 3-38: Lateral Deviation - Failure Annunciation. New graphic added to reflect new manufacturer data, 3.51 - Figure 3-39: Lateral Deviation - AIII or IMC Mode. New graphic added to reflect new manufacturer data 3.52 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. .53 - Figure 3-40: Vertical Deviation - Primary Mode (RNP Scales Not Selected). New graphic to reflect new manufacturer data. $4 - Figure 3-41: Vertical Deviation - IMC Mode (RNP Scales Not Selected) ‘New graphic to reflect new manufacturer data, 3.55 - Figure 3-42: Navigation Source Annunciation. New graphic to reflect new manufacturer data 57 - New data included to reflect new manufacturer data. 3.60 - New data included to reflect new manufacturer data. 3.61 - Figure 3-44: Digital Distance (RNP Scale Not Selected). New graphic added to reflect new manufacturer data. 3.64 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.65 - Figure 3-47: Glideslope Deviation - Primary. New graphic to reflect new manufacturer data, 3.69 - New mamufacturer data. The graphics have been enlarged to clearly identify the symbology displayed 3.72 - Figure 3-31: NAV Performance Scales - IMC Mode (RNP Enabled). New graphic to reflect new mannfacturer data. 3 - Figure 3-52: NAV Performance Symbols (RNP Enabled). New graphic to reflect new manufacturer data 3.74 - Symbology section included to reflect new manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. AIII Symbology 3.76 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed 76 - Changed from < 2286m and > 4115m to <1525m and > 5486m -3.81 - Symbology section included to reflect new manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.83 - New manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. ~ Figure 3-59: IDLE Message. New graphic to reflect new manufacturer data 85 - New manufacturer data. The graphies have been enlarged to clearly identify the symbology displayed. 3.87-3.95 New manufacturer data, The graphics have been enlarged to clearly identify the symbology displayed. Copyright © Qantas Airways Ltd. See ile page for details 0.44 23 February 2010Preface — hheawras etalon sean Head-Up Guidance System 3.96 - Figure 3-68: Autothrottle Mode Annunciations. New graphic added to reflect new manufacturer data. 3.97 - Figure 3-69: Flight Director Mode Annunciations. New graphic added to reflect new manufacturer data. 3.98 - Figure 3-70: Flight Director Mode Annunciations (PFD/ ND Configuration). New graphic added to reflect new manufacturer data 3.99 - Figure 3-71: Autopilot Status Annunciations. New graphic to reflect new manufacturer data, 3.101 - Added Vertical Nav to reflect new manufacturer data. 3.101 - Added section to table to reflect new manufacturer data. 3.102-3.104 - Added to reflect new manufacturer data. 3.105 - New graphic to reflect new manufacturer data. 3.106-3.109 - Symbology section included to reflect new manufacturer data. The graphics have been enlarged to clearly identify the symbology displayed. 3.110 - Added to reflect new manufacturer data 3.110-3.118 - Table Amended to reflect changes in manufacturer data 3.119 - Added to reflect manufacturere data, Chapter 4 Operations Normal Procedures Preflight 4.2 - Incorporated additional ‘Notes.’ Descent 4.6 - PNF/PF deleted to reflect new manufacturer data. 4.6 - ‘Note’ incorporated 4.7 - PNF/PF deleted to reflect new manufacturer data. Supplemental Procedures 4.13 - Replaced paragraph to reflect new manufacturer data Low Visibility Takeoff 3 - Added new paragraph as per manufacturer recommendations. ~ Runway Length value for low visibility takeoff operations changed from “228m and 415m’ to *1525m and 5486m. Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 045Preface - Revision Record hheanzas Head-Up Guidance System Intentionally Blank Copyright © Qantas Airways Ltd. 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"23 February 2010 Revised, Added, or Deleted Copyright © Qantas Airways Ltd, See ttle page for details, 0.5.2 23 February 2010HGS Description Chapter 1 Introduction ‘The HGS is a high integrity, wide field of view Head-Up Display (HUD) system that is designed specifically for low visibility operations in the Boeing 737 aircraft. It consists of five Line Replaceable Units (LRU), four of which are installed in the cockpit. Their fumctions are described below. HGS LRU Functional Characteristics The HGS consists of the following five LRUs: (Figure 1-1 and Figure 1-2). HGS Computer: The HGS Computer is rack mounted in the Electrical and Electronics Compartment and receives input data from aircraft sensors and equipment and converts this data to symbology. The HGS Computer contains power supplies and circuitry for signal amplification, distortion and geometry corrections to drive the Cathode Ray Tube (CRT) in the Overhead Unit. The HGS Computer also monitors both system and approach performance through extensive Built-In Test (BITE), input validation and Approach Monitor processing. HGS Control Panel (HCP): The HGS Control Panel (HCP) is located in the aft pedestal and is used for selecting HGS modes of operation, setting glideslope angle, runway length, and elevation. Overhead Unit (OHU): The OHU is located above the lefi pilot's head and contains the CRT and projection optics to project the symbolic image on the Combiner. The OHU also contains electronic circuitry for Combiner display brightness control. Combiner: The Combiner is attached to the left forward windscreen upper sill beam structure and optically combines flight symbology with the pilot's view through the windscreen. The Combiner is designed to reflect the light projected from the OHU. The Combiner, in effect, acts as a wavelength selective mirror reflecting the CRT color (symbology) while allowing all other colors to pass through the glass. HGS Annunciator Panel: The HGS Annunciator Panel is installed in the First Officer's instrument panel and provides HGS status and warning annunciations to the First Officer during CAT III approach, landing, and rollout operations A digital HGS Annunciator Panel (HAP) is installed. Copyright © Quntas Airways Lid. See title page for details, § —<—$—$—$—$<—$—$—— 23 February 2010 1aHGS Description hhesnras Head-Up Guidance System 1.2 HGS Control Panel (HCP) Cockpit Area Combiner Ww Overhead Unit (OHU) Combiner HGS ‘Computer Figure 1-1: HGS LRUs Overhead Unit Annunciator Panel (C-40, BBJ) Annunciator Panel Figure 1-2: HGS Cockpit Locations Copyright © Qantas Airways Ltd, See ttle page for details, | —$—=$_$_$_— 23 February 2010t HGS Description Head-Up Guidance System HGS Control Panel (HCP) The HCP allows the pilot to select HGS modes and enter required data. The HCP also displays selected modes. values entered. system test and status information. The HCP front panel contains mode, function and data entry keys, along with a display field. The RWY, G/S. CLR. and TEST function keys contain an annunciator that indicates that the key has been selected. The annunciator extinguishes when the function is deselected or exited. There are four display lines. each containing 8 character positions capable of forming alphanumeric or symbolic characters. In the lower left corner of the HCP is a fault annunciator which illuminates any time an HGS BITE detected fault occurs. HCP Display Brightness The HCP display brightness control consists of two keys labeled "BRT+" and "DIM-". Pressing the BRT+ key causes the HCP display intensity to increase and pressing the DIM- key causes the HCP display intensity to decrease. An ambient light sensor (Figure 1-3) adjusts the brightness based on the available lighting conditions. When the HGS is in a data entry (RWY or G/S). or TEST mode, these keys are not used, or are used for other purposes. HCP switch back lighting is controlled separately by an external aircraft lighting control in order to maintain a brightness consistent with similar cockpit displays. Ambient Light Sensor PRI IMC Agar L 3500m BRI+ Key DIM- Key Figure 1-3: HCP Brighiness Controls Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 13HGS Description h Head-Up Guidance System HCP Mode Selection and Data Entry The MODE, STBY, RWY and G/S keys (Figure 1-4) are used to set modes and enter runway and glideslope data. The MODE key is used to activate the mode shown on the STBY display line. The current mode is displayed on the MODE display line adjacent to the MODE key. The STBY (standby) key is used to select the standby mode. Push the STBY key until the desired mode shows on the left side of the STBY display line. Note that III capability status is shown on the right side of the STBY line, when available. The RWY key is used to set runway length and elevation values. In normal HGS operation, the RWY display line shows either the current runway length (on ground) or the current runway elevation (in flight). An "L" or an "E" is displayed before the number to indicate which value is being shown, and an "m" (for metres) shows after the number. The G/S key is used to set the glideslope angle. The adjacent display line shows the current angle. HCP Modes, runway length and elevation, and glideslope angle are stored in the HGS Computer. If power is interrupted, the last mode and values will be set when power is restored MODE Key STBY Key ATI Capability and Display Line ]\_and Display Line Status GIS Key RWY Key and Display Line and Display Line Figure 1-4: Mode and Data Function Keys Copyright © Qantas Airways Ltd, See ttle page for detaits 14 23 February 2010t HGS Description Head-Up Guidance System Reference Glideslope Angle Entry: The G/S function key and the numeric keypad are used to enter the glideslope angle for the landing runway. Values can be entered between 0.00° and -9.99° For an HGS AI approach operation A, the glideslope angle range is from -2.50° to -3.00°, inclusive. Setting a value outside of this range will prohibit ATIT mode or result in a “NO ATI” annuneiation if ATI is already the active mode. To set the glideslope angle: 1. Push the G/S key. 2. Use the numeric keypad to enter the glideslope angle. Note: The negative sign and the decimal point in the glideslope angle always show on the G/S display line when a new value is being entered. The pilot does not need to enter them. 3. Push ENTER to store the new value. Note: The CLR key on the HCP acts as a backspace during data entry, erasing one character with each push. Runway Length and Elevation Entry: The RWY function key and the numeric keypad are used to enter runway data. For takeoff, enter the runway length. For landing, enter the Touchdown Zone Elevation (TDZE) and Runway Usable Length Beyond Threshold values. Runway length values can be entered between 0 and 99999 (metres). For HGS Ground Roll Guidance to be active during low visibility takeoff operations or Rollout Mode the runway length must be between 1525m and 5486m, I Runway elevation values are always entered and displayed in metres. Values between -9999 and 99999ft can be entered. Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 15HGS Description h Head-Up Guidance System To set the runway length: . On the ground: push the RWY key once. In flight: push the RWY key bwice a) The dot annunciator on the RWY key comes on. b) "LN>" and the current value show on the RWY display line. Use the numeric keypad to enter the new runway length value. n a) The original value blanks, and the new value shows on the RWY display line as number keys are pushed. b) A cursor (".") shows the next data position 3. Push the ENTER key to store the new value. or push the RWY key to initiate runway elevation entry. If the RWY key is pushed, push the ENTER key after entering the runway elevation to store both of the new runway values. To set the runway elevation: 1. On the ground: push the RWY key twice. In flight: push the RWY key once. a) The dot annunciator on the RWY key comes on. b) "EL>" and the current value show on the RWY display line. 2. Use the numeric keypad to enter the new runway elevation value. a) The original value blanks, and the new value shows on the RWY display line as number keys are pushed. b) A cursor (""_") shows the next data position. c) Use the DIM- key to enter a negative value (an elevation below sea level) 3. Push the ENTER key to store the new value, or push the RWY key to initiate runway length entry. Ifthe RWY key is pushed, push the ENTER key after entering the runway length to store both of the new runway values. Note: The CLR key on the HCP acts as a backspace during data entry, erasing one character with each push. Copyright © Qantas Airways Ltd, See ttle page for detaits 1.6 23 February 2010t HGS Description Head-Up Guidance System To view the current value of runway length and elevation, push the RWY key without pushing any numeric keys. Then use the RWY key to toggle between the Jength and elevation values. Push the ENTER key to return to the normal display and retain the original values Note: If a data input is cleared by backspacing (no value input) and then the ENTER key is pushed, the original value is retained. Clear Function When not in data entry, the HCP CLR key (Figure 1-5) is used to blank (clear) all symbology from the Combiner display. This is indicated by the illumination of the dot annunciator on the Clear key and "CLR" replacing the current mode on the MODE display line. All other HGS functions will continue normally. Re-establishing the Combiner display is accomplished by pushing the Clear key again, changing modes, or pushing the TEST key. Test Function While on the ground, a momentary push of the TEST key initiates the HGS Built-In Test (BITE) and displays the HGS Test Menu on the Combiner. To exit the HGS Test Menu, push and release the TEST key. The TEST key is also used to initiate an HCP display test. Push and hold the TEST key for 4 seconds to initiate the test. This test verifies that all display LEDs and dot annunciators on the HCP are functioning. The test repeats until the TEST key is pressed and released. PRI IMC Arar L 3500m -3.00° CLR Key TEST Key Figure 1-5: CLR and TEST Keys Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 1.7HGS Description h Head-Up Guidance System Combiner The HGS Combiner (Figure 1-6) is positioned between the pilot and the forward windscreen such that an image projected from the OHU can be viewed by the pilot. The wide-field-of-view Combiner (26° vertical by 32° horizontal) is designed to position and focus the projected image so that symbology is superimposed on the view of the real world scene. The Combiner assembly consists of mechanical and electrical components to hold and support the Combiner glass in three positions, and to control and monitor the Combiner's display brightness and position. The Combiner glass comes with a removable protective cover. This soft fabric cover should be installed on the glass prior to stowing the Combiner and remain in place anytime the Combiner is not in use. Figure 1-6: HGS Combiner Copyright © Qantas Airways Ltd, See ttle page for detaits 18 23 February 2010t HGS Description Head-Up Guidance System Combiner Position ‘The Combiner has three positions: stowed, normal operating, and breakaway. To release the Combiner from the stowed position, turn the lower portion of the release lever (Figure 1-7) toward the pilot and rotate the glass down and forward to the normal operating detent. To stow the Combiner glass, grasp the Combiner glass structure, and rotate the glass aft and up until it locks in the stowed position. Breakaway is a safety feature that lets the Combiner glass rotate toward the windshield during a sudden deceleration of the aircraft. The breakaway feature prevents or minimises head injury during a high-G deceleration. The Combiner arm latches in the full breakaway position to prevent it from springing back towards the pilot. To release the glass from the breakaway position, hold it in one hand and push it slightly forward to remove pressure on the breakaway latch, and turn the release handle toward the windshield (Figure 1-7) and carefully guide the glass to either the operating or stow position. Release Lever Normal Figure 1-7: Combiner Release Mechanism Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 19HGS Description h Head-Up Guidance System Combiner Alignment Detector Proper Combiner alignment is critical during visual operations to ensure the displayed symbology is accurately positioned and conformal with the real world A Combiner Alignment Detector (CAD) monitors the position of the Combiner glass when in the normal operating position. If the Combiner is not aligned within tolerances, and the HGS is in VMC or IMC mode, an "ALIGN HUD" message will be displayed on the Combiner. If an "ALIGN HUD" message occurs, apply slight pressure, either fore or aft, on the Combiner glass until the "ALIGN HUD" message is removed. If the message cannot be removed with the glass in the operating detents, the HUD is not presenting conformal data, and should not be used. Combiner Display Brightness The Combiner has controls and sensors to set and adjust the HGS display brightness (Figure 1-8). The HUD BRT Control is found on the upper right portion of the Combiner unit. Specified adjustments are given in the two subsequent paragraphs: Manual Brightness Mode (MAN): Push the HUD BRT Control knob in to select the manual brightness control mode (MAN). Rotate the knob clockwise to increase the Combiner display brightness; rotate the knob counter-clockwise to decrease the Combiner display brightmess. In manual brightness mode, the Combiner display intensity remains at the selected brightness level. Note: Inthe MAN mode and bright ambient light, it is possible that the Combiner display will not be visible Automatic Brightness Mode (AUTO): Pull the HUD BRT Control knob out to select the automatic brightness mode (AUTO). Rotate the knob clockwise to increase the Combiner display brightness; rotate the knob counter-clockwise to decrease the Combiner display brightness. The OHU then uses the signal level from the Ambient Light Sensor to adjust the brightness level automatically to maintain a constant contrast ratio (perceived brightness) as the aircraft flies through different ambient light conditions. Copyright © Qantas Airways Ltd, See ttle page for detaits 1.10 23 February 2010t HGS Description Head-Up Guidance System HUD BRT Control Ambient Light Sensor (ALS) Figure 1-8: Combiner Brightness Controls Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 LALHGS Description h Head-Up Guidance System HGS Annunciator Panel In order to provide the high degree of safety necessary for manual CAT III low visibility operations. the First Officer (F/O) acts as an independent monitor and is required to assess the approach to the runway and the performance of the HGS and associated systems. To better perform these functions, the First Officer is provided an HGS Annunciator Panel which indicates HGS mode. status. and warnings for these operations. A digital HGS Annunciator Panel (HAP) is used with the HGS To test the annunciator panel, set the master BRT/DIM/TEST switch to TEST, or push and release the HCP TEST key. During a test, all legends on the HAP come on. To end the test, deselect TEST on the BRT/DIM/TEST switch, or push and release the HCP TEST key again Digital HGS Annunciator Panel The HAP is a low profile, surface mount panel that provides ten annunciations that allow the first officer to monitor HGS operation (Figure 1-9). The HAP is installed on the first officer's instrument panel. Figure 1-9: Digital HGS Annunciator Panel Copyright © Qantas Airways Ltd, See ttle page for detaits 1.12 23 February 2010t HGS Description Head-Up Guidance System If AIII mode is enabled the HAP displays these annunciations: ATII (Green): Indicates that the HGS is operating in AIII mode and there are no ATI capability or approach monitor faults. It is displayed concurrently with the ATI mode annunciation on the Combiner. NO AIII (Amber): Indicates that there was a loss of ATI capability above 500ft AGL. "NO AIII" shows concurrently on the Combiner. Flare (Green): Indicates that flare guidance is active in AIII mode. It is displayed when the flare guidance symbol ("+") is displayed on the Combiner. APCH WARN (Red): Indicates that an approach warning has occurred. The "APCH WARN" annunciation flashes for 5 seconds then remains steady on. "NO AIII" and "APCH WARN" show concurrently on the Combiner. An approach warning occurs below 500ft AGL if an AIII capability fault occurs or if the HGS approach monitor detects an out of tolerance approach. HGS FAIL Button (Red): Indicates an HGS Computer communciation failure to the HAP during an ATII approach below 500f AGL. When the button annuneiation 1s lighted, all of the other annunciations are blanked. To turn the annunciation light off, push the button. If Rollout Guidance is enabled, the HAP also displays these annunciations RO Green): Indicates that rollout mode is active. It is displayed concurrently with the "RO" symbol on the Combiner. RO ARM (White): Indicates that the HGS is capable of providing rollout guidance and rollout guidance is armed for automatic activation at touchdown. RO CTN (Amber): Indicates a loss of rollout guidance capability below SO0f AGL. Itis displayed concurrently with the "RO CTN" symbol on the Combiner. The TO annunciations are not currently used. TO (Green): Not currently used, Displayed only during HAP BITE test. TO CTN (Amber): Not currently used. Displayed only during HAP BITE test. ‘TO WARN (Red): Not currently used. Displayed only during HAP BITE test. Copyright © Qantas Airways Ltd, See ttle page for details 23 February 2010 1.13HGS Description h Head-Up Guidance System Intentionally Blank Copyright © Qantas Airways Ltd, See ttle page for detaits 1.14 23 February 2010Modes of Operation The HGS has five modes of operation, summarised in the following table. ‘Mode Flight Operation Guidance Source Primary (PRI) Takeoff. climb, DECS enroute, descent, approach é& landing Low visibility takeoff | HGS III approach TLS approach and | HGS landing Rollout Rollout Guidance HGS IMC (Instrument Autopilot/Flight DFCS Meteorological Director approaches Conditions) approach VMC (Visual Visual approaches NONE Meteorological Conditions) approach Note: Rollout Guidance can be enabled only if ATI Mode is enabled. The HGS mode of operation is displayed on the MODE display line of the HCP (Figure 2-1). The standby mode is displayed on the left portion of the STBY display line, Push the STBY key to change the standby mode, Push the MODE key to activate the standby mode Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 21Modes of Operation h Head-Up Guidance System GX roo ores, 26 O S) OOD FAULT fo GR (BRT +] Figure 2-1: HGS Control Panel Each of the HGS modes is described in the following paragraphs. For information and illustrations of the symbols described in this section, refer to "Symbology" or "Typical Flight Profile”. There are two ways to select the HGS Primary mode: Push the STBY push button until "PRI" shows on the STBY display line. Then push the MODE push button. "PRI" replaces the current mode in use. Push a throttle Go-Around switch. This selects Primary mode independent of the mode indicated on the STBY display line. In Primary mode in flight, the Combiner shows airspeed and altitude tapes along the left and right edges of the display, and a sectored Horizontal Situation Indicator (HSI) in the lower centre of the display (Figure 2-2). This format is similar to the FFIS Primary Flight Displays (PFD), combining ADI, HSI, Airspeed and Altimeter indications into one display Copyright © Qantas Airways Ltd, See title pase for details 2.2 23 February 2010t Modes of Operation Head-Up Guidance System vik, vor/Lac ALT HOLD ND wr— 40 —0 ¥ — _ — as [ie He mel4 |B, 0 vs wae agp fh, cers 000 Figure 2-2: Primary Mode Symbology - In Flight (example) Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 23Modes of Operation h Head-Up Guidance System | Primary mode, the following symbology is shown on the Combiner: L Aircraft Reference (Boresight) symbol 2.Pitch attitude - scale and Horizon relative to Boresight 3.Roll attitude - scale and Horizon relative to Boresight 4.Heading - Horizon, HST (in flight only) and digital display 5.Airspeeds - CAS (tape), VS, Ground Speed, Speed Error Tape 6.Altitudes - Barometric Altitude (tape), Digital Radio Altitude, Baroset, Selected Minimums 7.AOA symbol (on ground only) 8 Flight Path (in flight only) 9.Flight Path Acceleration 10.Slip/Skid Indicators 11 Flight Director (F/D) Guidance Cue and modes (in flight only) 12.Autothrottle modes 13.Navigation data - ILS, VOR, DME, FMCS, Marker Beacons 14. Wind Speed and Direction 15.Selected parameters - Course, Heading, Airspeed and Altitude 16.Flags 17 Reference Glideslope Line (Displayed during descent below 2500ft RA). During ILS/GLS/VOR operations * Course deviation is displayed as a CDI within the HSI. * Glideslope data is presented on a Glideslope Deviation Scale adjacent to the Altitude Tape. During LNAV and/or VNAV operations, vertical deviation is displayed on the vertical deviation scale in the lower right portion of the display based on FMC data. Flight Director engaged modes, Autothrottle modes and Autopilot status are indicated across the top of the display similar to the Flight Mode Annunciations (FMA) head-down. Copyright © Qantas Airways Ltd, See title pase for details 24 23 February 2010t Modes of Operation Head-Up Guidance System Typical Applications in Primary Mode Primary mode is available and appropriate for these phases of flight: Takeoff Climbout Enroute Descent Approach (including non-precision and precision approaches using AFCS Flight Director guidance) Landing and Rollout. Low Visibility Takeoff Note: Obtain approval from the appropriate regulatory authority before conducting HGS low visibility operations. These conditions are required for low-visibility takeoff operations: The HGS must be in the Primary mode #1 and #2 VHF Nav Receivers must be tuned to an ILS frequency that is valid and selected for display. All transfer switches must be in the NORMAL position. The Selected Course must be set to the magnetic heading of the takeoff runway. The low visibility takeoff display (Figure 2-3) incorporates a Ground Roll Reference Symbol, Ground Roll Guidance Cue and a Ground Localiser Line. The Ground Roll Reference Symbol is positioned below the Aircraft Reference Symbol. During rollout, the pilot tracks the localiser (and hence the runway centreline) by keeping the Ground Roll Reference Symbol on the Ground Roll Guidance Cue. The Ground Roll Guidance Cue is positioned at the same vertical position as the Ground Roll Reference Symbol, and moves laterally to provide steer right or steer left commands to track the localiser. The cue is displayed when all conditions required for low visibility takeoffs are met. During rollout below 40kt, if there is a miscompare between the #1 and #2 localisers, the Ground Roll Guidance Cue is removed and the localiser comparison flag ("LOC CMP") is displayed. Above 40kt. a miscompare has no effect as long as the #1 localiser data is valid. The Ground Localiser Line provides raw localiser information any time the aircraft is on the ground and the captain's NAV receiver is tuned to a localiser frequency. Localiser deviation is given relative to the Selected Course Mark on the Horizon Line. Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 25Modes of Operation 2.6 soo "| Ground Roll hhesnzas Head-Up Guidance System Localiser Line RWY 3500m Ground Roll Reference Guidance Cue ss. és Hos 390 CRS 280 ILS1 acy ge Figure 2-3: Copyright © Qantas Airways Ltd, See title pase for details 23 February 2010t Modes of Operation Head-Up Guidance System Climbout Afier rotation, the Primary mode display changes. The Ground Roll Reference Symbol, Ground Roll Guidance Cue and localiser deviation information are removed and the climbout display shows on the Combiner. The climbout display (Figure 2-5) is similar to the in-flight display (Figure 2-2) with the Airspeed and Altitude Scales along either edge of the display, the HSI at the bottom of the display, the Pitch Scale below the Aircraft Reference Symbol and the Flight Path symbol showing. The Flight Director Guidance Cue, the TO/GA Pitch Target Line, and additional Slip/Skid Indicators are also shown during climbout. The TO/GA Target Pitch Line is a horizontal dashed line. initially placed at the top of the Combiner display. As pitch attitude increases during rotation, the vertical position of the Target Pitch Line changes in response to the pitch command from the Flight Director. The pilot responds to the pitch command by adjusting pitch so that the Aircraft Reference Symbol overlays the Target Pitch Line. The Target Pitch Line is displayed until the TO/GA mode is exited. The Flight Director Guidance Cue is shown when the Aircraft Reference Symbol is within 2° of the Target Pitch Line, or when Radio Altitude is 50ft. whichever oceurs first, The pilot responds to Guidance Cue commands by overlaying the Flight Path symbol on the Guidance Cue. The Guidance Cue is displayed throughout the flight if the Flight Director is "ON" and pitch and roll commands are valid. A full time Slip/Skid indicator is displayed as part of the Roll Scale. Additional Slip/Skid Indicators are displayed afier rotation during any takeoff or go-around operation in Primary mode. The symbols are placed below the Flight Path and below the Aircraft Reference Symbol. They are designed to enhance lateral (yaw) control in the event of an engine failure. The additional Slip/Skid indicators are removed at 1000fi (go-around) or 1500ft Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.7Modes of Operation h Head-Up Guidance System HGS Primary Mode - Climbout (typical) Copyright © Qantas Airways Ltd, See title pase for details 28 23 February 2010t Modes of Operation Head-Up Guidance System Primary Mode - Approach and Landing If the Primary mode is used for an approach and landing, Flight Director guidance and navigation raw data are displayed. Once on the ground, the Ground Localiser Line is displayed if the NAV receiver is tuned to the ILS or GLS (Figure 2-6). \y yey ’ HG seu A’ ¥ on0 Hos 00 ces 000 Figure 2-6: HGS Primary Mode - Landing Rollout (typical) Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 29Modes of Operation h Head-Up Guidance System AIII Approach Mode Note: Obtain approval from the appropriate regulatory authority before conducting HGS low visibility operations. The HGS AIII Mode is specifically designed for manual ILS approach and landing operations to CAT II minimums. In the ATI Mode, the guidance cue gives flight path guidance derived from HGS intemal approach and landing guidance algorithms. The OPC option for AIT mode must be enabled for ATIT mode to function. In AIII mode, the HGS removes the altitude and airspeed tape displays and replaces them with numeric representations (Figure 2-7). The HGS also replaces the HSI, displaying instead ILS raw data in proximity to the flightpath group near the center of the display. If RO Mode is not enabled, the HGS stays in AIII mode during rollout, but no guidance is provided. If RO Mode is enabled, the HGS changes to RO Mode at touchdown. HGS AIII Approach and Landing (typical) Copyright © Qantas Airways Ltd, See title pase for details 2.10 23 February 2010t Modes of Operation Head-Up Guidance System AIII Mode Requirements and Conditions AIII mode can only be used if the HGS is capable of providing AIII guidance. The HGS is capable of AIII guidance if no HGS faults are detected and if the systems that provide flight data to the HGS are configured and operating correctly. If the HGS is capable of providing AIII guidance, "AIII" is displayed on the right side of the STBY display line (Figure 2-8) Note: In VMC mode no AIII capability status is displayed. Figure 2-8: AMI Capable HCP Display Even if the HGS is capable of providing AI guidance, ATI mode cannot be activated until the following Approach On Course (AOC) conditions are satisfied: Both VHF Navigation Receivers are tuned to an ILS frequency. The difference between the aircraft's magnetic track and the Captain's Selected Course is less than 15 degrees Radio Altitude is greater than 500ft VHF Nav #1 localiser deviation is less than approximately 4 dot and glideslope deviation is less than approximately 1% dots for at least five seconds, or; VHF Nav #2 localiser deviation is less than approximately % dot and glideslope deviation is less than approximately 1% dots for at least five seconds Note: AOC conditions must be satisfied at the time ATII mode is selected. Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.411Modes of Operation h Head-Up Guidance System Selecting AIII Mode There are two ways to select (activate) the AIII mode: 1. Am ATI Mode for automatic selection. 2. Manually select ATIT Mode. Note: AI mode can only be selected above 500ft AGL. If it has not been selected when the aircraft descends below 500ft AGL, all AIII capability messages are removed and AIII is no longer an available mode. Arming AIII Mode for Automatic Selection AIL mode can be armed before AOC conditions are satisfied so that AIII is automatically selected when AOC conditions become satisfied. This helps to reduce pilot workload during final approach. AIII can only be armed if all of these requirements are met: * The HGS is in Primary or IMC mode. + The HGS is AIII capable. + The ILS is tuned on either the right or left side. Aircraft altitude is greater than S00ft AGL. The Flight Director mode is not TO/GA. AOC conditions have not yet been satisfied To arm the AIII mode, push the STBY key on the HCP. "AIII ARMED" replaces the standby mode and AIII capability status on the STBY display line (Figure 2-9). Itis also displayed in the upper left corner of the Combiner display. Figure 2-9: AIII Armed HCP Display Copyright © Qantas Airways Ltd, See title pase for details 2.12 23 February 2010Modes of Operation Head-Up Guidance System When AOC conditions are met, the "AIII" portion of "AIII ARMED" on the Combiner blinks for 5 seconds. After 5 seconds, AIII mode is automatically selected. ATI can be disarmed (before ATIT has been selected) by pushing the STBY key again. When STBY is pushed, all "ATI ARMED" messages are removed and "IMC" is displayed on the STBY line. ATI mode can be armed again (before AOC) by pushing the STBY key two more times. (Pushing the STBY key once selects VMC as the stand-by mode.) Manually Selecting ALI Mode If AIII mode is not armed, it can be selected manually after AOC conditions are satisfied and before the aircraft descends below SO0ft AGL. When AOC conditions are satisfied, the "ATI" capability status (shown on the right side of the STBY display line) is removed, and "AMI" is displayed on the left side of the STBY display line (Figure 2-10) as an indication that ATIT mode can be selected. At the same time, "ATII" flashes on the Combiner. To select ATI mode, push the MODE key. Figure 2-10: HCP Display: ATI In Standby After AIII is either manually or automatically selected: The Combiner display shows AIII mode symbology. + “AII" is shown as the active mode in the upper left corer of the Combiner display and on the HCP MODE display line (Figure 2-11) The AI legend on the digital HAP comes on. Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.13Modes of Operation h Head-Up Guidance System Figure 2-11: HCP Display: AIII Active Figure 2-12 and Figure 2-13 illustrate each of the methods for selecting the AIII mode. Copyright © Qantas Airways Ltd, See title pase for details 2.14 23 February 2010t Modes of Operation Head-Up Guidance System 181 0RIS2TUNED S 4 "RADIO ALITTUDE> 500 FEETAGL - _ ee ‘PDNOTTOGAMODE | ‘hiwiatice Ceareiae APPROACH ON COURSE (AOC) CRITERIA | RADIO ALTITUDE> 500 aT \y cout Sores Sams Figure 2-12: Arming ATII Mode For Automatic Selection Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.15Modes of Operation b Head-Up Guidance System at An 8 CRITERIA APPROACH ON COURSE (AOC) CRITERIA | ‘BOTENAVICATION BSCE POTTS RNAV MODE “TUNED TOL" AND VALID ALL DSTRUMENT TUN SWATCHES I NORMAL POSTTIONS 196. #1 DeviaTION <4 DOT Seatbavation 1 tbor ‘DOTH NAVIGATION RECETVENS PORNORE HANS “TUNED YO AND VALID [_xsranwanece: __| on ‘BOTH BAKO, AETMETERS AGREE ane Oo Geetbenanowsi Bor PORMORE HANS SECONDS ‘MAG TRK AND SELECTED count pine “1s DEOREES (CAPTURED) [REFERENCE GLIDESLor STTUDe>: ( a OAD 2151 DEGREES AND 60 DEGR sere cours “APRROACAMONTION Figure 2-13: Manual Selection of ALI Mode Copyright © Qantas Airways Ltd, See title page for details. 2.16 23 February 2010t Modes of Operation Head-Up Guidance System System Monitoring There are two types of monitoring that occur in AIII mode. One is HGS capability monitoring. which ensures that the HGS is capable of providing ATIT guidance throughout the approach. The other is approach performance monitoring. The HGS monitors certain approach parameters to ensure that the parameters are within specified tolerances. Parameters include: ILS deviation, vertical speed. airspeed, aircraft position and roll angle. Above 500ft AGL, only HGS capability tests are done. Loss of AIII capability is indicated as follows (Figure 2-14 and Figure 2-15): + On the HCP: "NO AIII" is displayed on the MODE display line * On the Combiner: a boxed "NO AIII" is displayed in place of "AIII". * On the digital HAP: the "NO AIII" legend comes on. The indications are displayed until a different mode is selected, or until the HGS. becomes AIII capable again Below 500ft AGL. both HGS capability and approach performance tests are done If AIII capability is lost, or if an approach parameter is out of tolerance, an approach warning ("APCH WARN") is given. In instrument conditions, an approach warning should result in a missed approach. Approach warning indications are (Figure 2-14): + On the Combiner: "APCH WARN" is displayed above the Aircraft Reference Symbol On the digital HAP: the "APCH WARN" legend comes on The HGS Guidance Cue is removed from the Combiner display. If RO Mode is armed. a rollout caution is given, and "RO CTN" replaces "RO ARM" on Combiner. The "RO CTN" legend on the HAP comes on. If the approach waming was caused by a loss of AIII capability. both "APCH WARN" and "NO ATI” messages are displayed on the Combiner, and "NO ATI” is displayed on the HCP MODE line. On the digital HAP. the "APCH WARN" legend comes on. If the performance monitor detects a parameter out of tolerance, but the HGS is still ATI capable, an approach warning is given, but no indications of loss of ATI capability are given. Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.17Modes of Operation h Head-Up Guidance System Qi, A RO_CTN-— *% —s as > [NG] Apce warn “3 a wt me ee 133 T 590 B \ 180 -700 VS fs 2S oe 2.4 ILS1 ase Figure 2-14: HGS Loss of AIII and Approach Warning (example) Note: The example above illustrates a glideslope failure at 180ft which will result in: the loss of AIII ("NO AIII"), an "APCH WARN" annunciation, the removal of glideslope raw data, and the removal of the Guidance Cue. Figure 2-15: HCP Display: Loss of ATIT Capability Copyright © Qantas Airways Ltd, See title pase for details 2.18 23 February 2010t Modes of Operation Head-Up Guidance System RO Mode At touchdown in AIIT Mode, the HGS automatically changes to RO Mode. RO Mode gives guidance to track the runway centerline (Figure 2-16). In RO Mode, unnecessary symbology is removed to assist with the landing rollout. This includes changing the Flight Path Symbol to the Ground Roll Reference Symbol and the Guidance Cue to the Ground Roll Guidance Cue (lateral guidance only) Lateral deviation is shown by the Ground Localiser Line. RWy 3500m Figure 2-16: RO Mode Symbology (example) RO Mode Requirements and Conditions These conditions are required for the HGS to change to RO Mode at touchdown: 1. ATI Mode must be active before 500ft AGL. 2. #1 and #2 VHF Nav Receivers must be tuned to an ILS frequency that is valid and selected for display. 3. All transfer switches must be in the NORMAL position. 4. The reference runway length entered into the HGS must be between 1525m and 5486m. 5. The Selected Course must be set to the magnetic heading of the landing runway. Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.19Modes of Operation h Head-Up Guidance System 6. There are no HGS faults. 7. Data from required aircraft sensors is valid. If the HGS loses capability to provide rollout guidance below 500ft AGL or on the ground, a rollout caution (RO CTN) is given. If a rollout caution is given, "RO CIN" shows on the digital HAP and replaces "RO" or "RO ARM" on the Combiner display. If the aircraft is on the ground, the Ground Roll Guidance Cue is removed. IMC Approach Mode ‘The IMC mode (Figure 1-17) is an alternate approach mode primarily intended for Autopilot Flight Director approaches. Like the Primary mode, the IMC mode displays Flight Director guidance. The Guidance Cue is displayed when the pilot's Flight Director is active and both pitch and roll commands are valid. The IMC mode provides approach symbology in the same format as the AIII approach mode. Altitude and airspeed data are displayed as digital values and navigation raw data is displayed in close proximity to the Flight Path group. Once on the ground, the Ground Localiser Line can be displayed the same as in the Primary mode. _ wy venoce OA ws ro or) IMC 5 —s BS " 3s a \ Figure 1-17: HGS IMC Approach Mode Symbology (typical) Copyright © Qantas Airways Ltd, See title pase for details 2.20 23 February 2010t Modes of Operation Head-Up Guidance System VMC Approach Mode The VMC mode (Figure 2-18) is intended for visual approach operations. No Flight Director or HGS guidance is displayed. The VMC mode is intended to enhance 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, VAST, etc.). During a VMC mode approach, Flight Path is used to control the approach to the runway visually. This is particularly beneficial during night-time approaches or approaches with poor visual cues. ‘The VMC mode provides approach symbology in the same format as the AIII and IMC modes. However, navigation data is not displayed. Refer to the Typical Flight Profile section later in this guide for additional VMC mode information. Note: During an IMC or VMC approach, it is expected that the final phase of approach will be completed visually. The proper mechanical alignment of the HGS Combiner is extremely important during visual operations. Refer to the "Combiner Position” subsection in Section 2, "HGS Description.” —— J vec 5 —" 3 gi“ "3 \ \ 2 . | 130 900 B | s 0 pelOl ILS1 Figure 2-18: HGS VMC Approach Mode Symbology (typical) Copyright © Qantas Airways Ltd, See ttle page for details, 23 February 2010 2.21Modes of Operation h Head-Up Guidance System Intentionally Blank Copyright © Qantas Airways Ltd, See title pase for details 2.22 23 February 2010Symbology This section provides detailed information about each HGS display symbol, flag. and data source indication. Symbology is organised in the following symbol groups: * Basic Heading and Track + Speed Altitude + HGS Navigational + ATT + Alerts Flight Director Failure Flags and Data Source HGS Mode Matrix Within the symbol groups, each symbol has a detailed description and illustration Failure Flags and Data Source Indications are described separately from other symbols. This section concludes with a HGS Mode/Symbology Matrix that identifies the operating mode in which each symbol is displayed. Note: Symbols shown in this section are for reference only and are not the actual size displayed This section concludes with a HGS Mode/Symbology Matrix that identifies the operating mode in which each symbol is displayed. Copyright © Qantas Airways Ltd. See title page for details,§ ——— 23 February 2010 31Symbology Basic Symbology hhesnzas Head-Up Guidance System BASIC SYMBOLOGY Horizon Line TO The Horizon Line is displayed relative to the Aircraft Reference symbol and is positioned based on the current aircraft pitch and roll attitude (Figure 3-1). The vertical position of the Horizon Line relative to the boresight of the Aircraft Reference symbol indicates the pitch attitude. When the Horizon Line overlays the boresight, the aircraft is in a level (0°) pitch attitude. The roll attitude is displayed as the Horizon Line rolled left or right relative to the Aircraft Reference symbol. Because the Aircraft Reference symbol is mechanically and electronically positioned to represent the extended centerline of the aircraft (boresight), the Horizon Line is conformal with the real world horizon relative to the aircraft pitch and roll attitude, Note: Because of the earth's curvature. the Horizon Line is only aligned with the physical horizon at Oft AGL. As the altitude of the aircraft increases, a separation between the horizon and the Horizon Line is visible (most noticeable above 2500ft AGL). At cruising altitudes. there can be a significant separation between the Horizon Line and the horizon. This difference should not be interpreted as an error in the positioning of the Horizon Line. HORIZON Figure 3-1 Horizontal LIne Copyright © Qantas Airways Ltd. See title page for details. 3.2 23 February 2010t Symbology Head-Up Guidance System BASIC SYMBOLOGY (Cont) Pitch Scale A pitch scale (Figure 3-2) is displayed above and (Normal) below the Horizon Line. It is sealed in five-degree increments from -20° to +25° and every ten degrees between 430° and +90°. At the ends of each pitch line is a vertical tic mark "pointing" in the direction of the Horizon Line and labeled with its corresponding pitch value. Solid pitch lines represent positive pitch angles and dashed pitch lines represent negative pitch angles. “SL - Pitch attitude is determined by the position of the Aircraft Reference symbol relative to the Pitch Scale. a anaes a0 L =-4-10 (NORMAL) (COMPRESSED) Figure 3-2 Pitch Scale Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 33Symbology hhesnzas Head-Up Guidance System BASIC SYMBOLOGY (Cont) Pitch Scale (Compressed) When the aircraft attitude is such that the Horizon 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 positional relationship of these symbols is maintained relative to one another although the display is no longer conformal with the real world. Display compression can also result in the removal of certain Pitch Scale lines. Pitch Chevron ‘A chevron is displayed on the Pitch Scale to enhance interpretation of attitude when the scale is not conformal. Depending on pitch attitude (positive or negative pitch), a downward pointing chevron (positive pitch attitude) is placed with the tip on the 30° pitch line and an upward pointing chevron (negative pitch attitude) is placed with the tip on the -20° pitch line. Roll Scale and Pointer \vi svi Xia / The Roll Scale and Pointer (Figure 4-3) is positioned above the Aircraft Reference symbol. The Roll Scale is similar to the "Sky Pointer" on a conventional ADI. The pointer points to the corresponding roll attitude on the scale. The scale has tic marks for each 10° between -30° and +30°. Tic marks at =45° and 60° are added to the Roll Scale when the aircraft exceeds +35° and +50°, respectively. ROLL SCALE wer AND POINTER Figure 3-3 Roll Scale and Pointer Copyright © Qantas Airways Ltd. See title page for details. 34 23 February 2010t Symbology Head-Up Guidance System BASIC SYMBOLOGY (cont) The Bank Warning Indicator consists of a bracket on either side of the Flight Path symbol (Figure 3-4). When displayed, these brackets indicate that a potentially dangerous bank angle condition exists during low altitude operation. The symbols are displayed when these two conditions are met: Bank Warning Indicator 1. Radio Altitude is less than 100ft. 2. The aircraft's roll angle exceeds 5° The symbols are removed when either of the following conditions are true: 1. The roll angle is reduced to less than 3° or, 2. Radio Altitude is greater that 100ft. When the Flight Path is aligned in roll with opposing ends of the two brackets, the roll angle is 8°. EAN WARNING INDICATOR Figure 3-4 Bank Warning Indicator Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 35Symbology hhesnzas Head-Up Guidance System Heading and Track Symbology HEADING AND TRACK SYMBOLOGY Conformal Heading Seale and Index (Figure 3-5) Heading Scale (Tick Marks) (Shown on the Horizon Line) 8 Heading, represented in 5° increments (tic marks) and labeled every 10°, is displayed on the Horizon Line. Heading information is conformal with the real world so that a point on the earth underlying the "30" mark on the Heading Scale would take a heading of 300 degrees to fiy over. The four Cardinal headings of North, South, East, and West are expressed as 00. 18, 09, and 27 respectively. Heading Index a At the center of the Horizon Line is a downward pointing box/triangle called the Heading Index. This points to the actual heading of the aircraft (where the nose is pointing). Heading Scale igital Value) H 300 The aircraft's current heading is also displayed as a digital value preceded by an "H" directly below the Roll Scale Slip/Skid Indicator. The digital value is expressed to the nearest one degree with a heading of 0 (or 360) being displayed as "H 000" Copyright © Qantas Airways Ltd. See title page for details. 3.6 23 February 2010t Symbology Head-Up Guidance System HEADING AND TRACK SYMBOLOGY (Cont) Heading Reference |The Heading Reference Annunciation located (Cont) beneath the Digital Heading indicates "TRU" when the heading reference is true north. When the heading reference is magnetic north, the heading Reference Annunciation indicates "MAG" for ten seconds, then is blank. HEADING REFERENCE ANNUNCIATION HORIZON HEADING SCALE wd So ——: HORIZON INDEX Figure 3-5 Horizon Heading Scale and Index Heading Scale and Index (HSI) (Figure 3-6) HSI Heading Scale | A conventional sectored HSI (Figure 4-6) is positioned in the bottom center portion of the display in the Primary mode in flight. The HSI display consists of a partial compass rose spanning 210° with tic marks every 10°. Each 30° tic mark is labeled with its corresponding value in tens of degrees (e.g., label 13 is 130°). Cardinal headings are labeled with the characters "N", "S", "E", and we Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 37Symbology h Head-Up Guidance System HEADING AND TRACK SYMBOLOGY (Cont) Compass Lubber A downward pointing box/triangle, positioned Line above the center of the partial compass rose, represents the Compass Lubber Line and points to 7 the current Magnetic heading. Drift Angle Pointer | A Drift Angle Pointer is displayed on the compass ~ rose as a triangle pointing to the aircraft's current track. Current track can be magnetic north or true \A | north depending on the position of the Heading Reference Switch. ‘The HSI is displayed in fall (210° span) until either pitch or flight path angle cause the Horizon Line or the Flight Path symbol to reach its display limit above the HSI. As the pitch or flight path angle increases further, the HSI, and its associated symbology are "pushed" down until only a small portion of the HSI is visible. This allows the Horizon Line and Flight Path symbol to be positioned where the HSI is normally displayed without overlaying the HSI symbology. As the pitch or flight path angle decreases, and the Horizon 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. COMPASS LUBBER LINE DRIFT HSI ANGLE 4 POINTER SH Yy / ee 2, TOs Figure 3-6 HSI - With Drift Angle Pointer Copyright © Qantas Airways Ltd. See title page for details. 3.8 23 February 2010t Symbology Head-Up Guidance System HEADING AND TRACK SYMBOLOGY (cont) Selected Course | Selected Course is displayed on the HSI, Horizon Line, and as a digital value (Figure 3-7), SELECTED DIGITAL COURSE SELECTED MARKS, COURSE Figure 3-7 Selected Course Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 39Symbology hhesnzas Head-Up Guidance System HEADING AND TRACK SYMBOLOGY (Cont) Selected Course Mark In the Primary mode, a Selected Course Mark (the head of the CDI) is displayed inside the HSI pointing to the corresponding Selected Course value. If the Selected Course value is outside the currently displayed heading scale on the HSI, then the Selected Course mark is not displayed. The reciprocal of the Selected Course is indicated by the tail of the CDI when in view A Selected Heading mark is displayed on the Horizon Line indicating the corresponding Selected Heading value. If the selected heading is outside the currently displayed heading scale on the Horizon, then the Selected Heading mark is not displayed Digital Selected Course Mark CRS 300 Digital Selected Heading is displayed in the lower left portion of the display preceded by the characters "HDG". It is continually displayed in Primary mode and for five seconds after selection in the IMC, VMC, or AI modes. When in IMC, VMC, or ALI mode. if the Selected Heading is adjusted, the new value will reappear for 5 seconds. Itis displayed in one-degree increments as selected on DFCS Mode Control Panel (MCP). A zero degree selection is displayed as "000" Copyright © Qantas Airways Ltd. See title page for details. 3.10 23 February 2010Symbology Head-Up Guidance System HEADING TRACK AND SYMBOLOGY (cont) Selected Heading | Selected Heading is displayed on both the HSI, and * | the Horizon Line. It is also displayed as a digital value (Figure 3-8) DIGITAL SELECTED ‘SELECTED HEADING MARKS HEADING Figure 3-8 Selected Heading Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 3.1Symbology hhesnzas Head-Up Guidance System HEADING TRACK AND SYMBOLOGY (cont) Selected Course Mark Tn the Primary mode, a Selected Heading mark is displayed on the HST indicating the corresponding selected heading. If the selected heading is outside the currently displayed heading scale on the HST, then the Selected Heading mark is not displayed. A Selected Heading mark is displayed on the Horizon Line indicating the corresponding Selected Heading value. If the selected heading is outside the currently displayed heading scale on the Horizon, then the Selected Heading mark isnot displayed. Digital Selected Course Mark HDG 305 Digital Selected Heading is displayed in the lower left portion of the display preceded by the characters "HDG". It is continually displayed in Primary mode and for five seconds after selection in the IMC, VMC, or ATII modes. When in IMC. YMC, or AIT mode, if the Selected Heading is adjusted, the new value will reappear for 5 seconds. It is displayed in one-degree increments as selected on EDFCS Mode Control Panel (MCP). A zero degree selection is displayed as "000". Copyright © Qantas Airways Ltd. See title page for details. 3.12 23 February 2010t Symbology Head-Up Guidance System HEADING TRACK AND SYMBOLOGY (cont) Bearing Source (Figure 3-9) ; Bearing Pointers #1 and #2 provide an indication Bearing Pointers | of the aircraft's position relative to the Non-Directional beacon and are displayed when selected on the EFIS control panel. Pointer can be - {= | either VOR or ADF bearing. PS ~ Bearing Source | Bearing Source Annunciations provide an Anmunciations indication of the data source for the ADF/VOR Bearing Indicator, when selected on the EFIS Figure 3-13 Speed Error Tape Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 3.21Symbology h Head- p Guidance System Altitude Symbology ALTITUDE SYMBOLOGY Altitude Displays | Altitude data is displayed in both analog and digital forms, depending on the mode of operation. In the Primary mode. the displayed altitude information (Figure 3-14) is comprised of the following: NOTE: The following items (1 through 6) are referenced in Figure 3-14 Figure 3-14 Altitude Tape Symbology (Primary Mode) Copyright © Qantas Airways Ltd. See title page for details. 3.22 23 February 2010t Symbology ‘idance System ALTITUDE SYMBOLOGY (Cont) 1. Selected Altitude - Is displayed as a digital value in 100ft increments directly above the Altitude Scale and as pointed to by the selected altitude mark i] positioned along the Altitude Scale when within the scale's range. If the selected altitude is outside the scales range. the mark is parked at the end of the scale on the appropriate end. The selected altitude value is selected on the EDFCS Mode Control Panel (MCP). 2. Altitude Trend Vector - Displays as an arrow above or below the altitude index. The length of the symbol is proportional to the trend value derived using vertical speed, with the tip indicating the predicted OR, altitude in six seconds. It is displayed if the altitude trend exceeds 45ft (in 6 seconds) and removed when the trend is less than 35ft and is limited to remain within the Altitude Scale. 3. Barometric (Baro) Altitude and the Altitude Scale - Is displayed relative to the Altitude Scale along the right edge of the display and as a digital value (in 20ft MO a increments) within the Digital Odometer. The Altitude { 80. Scale displays a £400ft range. The Digital Odometer includes the pointer for the Altitude Scale. An "X" is used to show the absence of the most significant digit when the altitude is less than 10,000ft. The overall range of the Altitude Scale is -9900 to 50,000ft with tic marks every 100ft, labeled every 200ft 4, Baro Minimums Bug - Provides an indication of the aircraft's selected Minimum Descent Attitude (MDA). It b travels along the Altitude Scale Copyright © Qantas Airways Ltd, See title page for details. 23 February 2010 3.23

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