FIH.

book Page 1 Thursday, March 30, 2017 2:43 PM

pilot
guide

HGS-6000
Head-Up
Guidance System
for Boeing 737 MAX

NOTICE
INFORMATION SUBJECT TO EXPORT CONTROL LAWS

The technical data in this document (or file) is controlled for export under Export
Administration Regulation (EAR), 15 CFR Parts 730-774. Violations of these
laws may be subject to fines and penalties under the Export Administration Act.

Export Control Classification Number (ECCN) for this document is 7E994.

DUE TO THE US GOVERNMENT’S IMPLEMENTATION OF EXPORT

CONTROL REFORM (ECR), ALL EXPORT DATA PROVIDED IN THIS
PUBLICATION IS CURRENT AS OF THE LAST REVISION DATE AND MAY BE
SUBJECT TO CHANGE BY ROCKWELL COLLINS. THEREFORE, PLEASE BE
ADVISED THAT YOU ARE ENCOURAGED TO VALIDATE THE ACCURACY
OF THE DATA PRIOR TO ANY FUTURE EXPORT ACTIVITY RELATING TO
THESE PUBLICATIONS.

© 2017 Rockwell Collins. All rights reserved.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Export Control (EAR)

NOTICE: INFORMATION SUBJECT TO EXPORT CONTROL LAWS

The technical data in this document (or file) is controlled for export under
the Export Administration Regulations (EAR), 15 CFR Parts 730-774.
Violations of these laws may be subject to fines and penalties under the
Export Administration Act.

Export Control Classification Number (ECCN) for this document is 7E994.

DUE TO THE US GOVERNMENT’S IMPLEMENTATION OF EXPORT

CONTROL REFORM (ECR), ALL EXPORT DATA PROVIDED IN THIS
PUBLICATION IS CURRENT AS OF THE LAST REVISION DATE AND
MAY BE SUBJECT TO CHANGE BY ROCKWELL COLLINS.
THEREFORE, PLEASE BE ADVISED THAT YOU ARE ENCOURAGED
TO VALIDATE THE ACCURACY OF THE DATA PRIOR TO ANY
FUTURE EXPORT ACTIVITY RELATING TO THESE PUBLICATIONS.

Comments and Suggestions

We welcome your comments concerning this manual. Although every
effort has been made to keep it free from errors, some may occur. When
reporting a specific problem, please describe it briefly and include the
manual number, the paragraph or figure number, and the page number.

To send data to Rockwell Collins about this manual:

Rockwell Collins
350 Collins Road NE M/S 153-250
Cedar Rapids, IA 52498-0001 USA

E-Mail: pubstrain@rockwellcollins.com

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

To get more manuals:

Rockwell Collins
Customer Response Center
400 Collins Road NE M/S 133-100
Cedar Rapids, IA 52498-0001 USA

E-Mail: response@rockwellcollins.com

Telephone: 1.888.265.5467
International: 1.319.265.5467
FAX: 1.319.295.4941

Product Support Services

Repair and overhaul services, replacement parts, and other product
support services are available from Rockwell Collins.

Rockwell Collins
Customer Response Center
400 Collins Road NE M/S 133-100
Cedar Rapids, IA 52498-0001 USA

E-Mail: pubstrain@rockwellcollins.com

Telephone: 1.888.265.5467
International: 1.319.265.5467
FAX: 1.319.295.4941

Software Copyright Notice

© 2017 Rockwell Collins. All Rights Reserved.
All software resident in the equipment covered by this publication is
protected by copyright.

Publication Copyright Notice

© 2017 Rockwell Collins. All Rights Reserved.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Proprietary Notice
NOTICE: FREEDOM OF INFORMATION ACT (5 USC 552) AND
DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY
(18 USC 1905)

This document and the information disclosed herein are proprietary data
of Rockwell Collins. Neither this document nor the information contained
herein shall be used, reproduced, or disclosed to others without the written
authorization of Rockwell Collins, except to the extent required for
installation or maintenance of recipient’s equipment. This document is
being furnished in confidence by Rockwell Collins. The information
disclosed herein falls within exemption (b) (4) of 5 USC 552.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

TABLE OF CONTENTS

SUBJECT PAGE

1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Acronyms and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . 1-7
2 HGS Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
HGS LRU Functional Characteristics . . . . . . . . . . . . . . . . . 2-1
Multifunction Control Display Unit (MCDU) . . . . . . . . . . . . 2-5
Combiner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Integrated HGS Annunciator Panel . . . . . . . . . . . . . . . . . 2-15
3 HGS Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Primary Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
AIII Approach ModeOPC . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
RO ModeOPC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
IMC Approach Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
VMC Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Conformity of Symbols on Approach . . . . . . . . . . . . . . . . 3-32
4 HGS Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Basic Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Heading and Track Symbology . . . . . . . . . . . . . . . . . . . . . 4-7
Speed Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Altitude Symbology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
HGS Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Navigational Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64
AIII Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-93
Perspective Runway (PRW) Symbology . . . . . . . . . . . . 4-109
Alert Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-120
Flight Director Symbology . . . . . . . . . . . . . . . . . . . . . . . 4-135
Failure Flags and Data Source. . . . . . . . . . . . . . . . . . . . 4-145
HGS Mode/Symbology Matrix . . . . . . . . . . . . . . . . . . . . 4-151
5 Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Supplemental Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5-14

Non-Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
6 Typical Flight Profiles. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Takeoff Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Initial Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Climbing Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Coordinated Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Level Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Descending Turn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
TCAS Resolution Advisory . . . . . . . . . . . . . . . . . . . . . . . . 6-11
ILS Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
ILS Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
AIII ApproachOPC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
AIII Approach - 500 FeetOPC . . . . . . . . . . . . . . . . . . . . . . . 6-19
AIII Approach - 300 FeetOPC . . . . . . . . . . . . . . . . . . . . . . . 6-21
AIII Approach - 100 FeetOPC . . . . . . . . . . . . . . . . . . . . . . . 6-23
AIII Approach - 45 FeetOPC . . . . . . . . . . . . . . . . . . . . . . . . 6-24
AIII Approach - Flare/TouchdownOPC . . . . . . . . . . . . . . . . 6-25
AIII RolloutOPC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
7 Reserved . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
8 Software Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

LIST OF FIGURES

FIGURE PAGE
2-1 HGS LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-2 HGS Cockpit Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-3 MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-4 HGS Data Page on MCDU . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-5 HGS Modes Page on MCDU (IMC Active) . . . . . . . . . . . 2-10
2-6 HGS Combiner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-7 Combiner Release Mechanism . . . . . . . . . . . . . . . . . . . . 2-12
2-8 Combiner Brightness Controls . . . . . . . . . . . . . . . . . . . . . 2-14
2-9 Integrated HGS Annunciator Panel . . . . . . . . . . . . . . . . . 2-15
3-1 HGS Modes Page on MCDU (PRI Mode) . . . . . . . . . . . . . 3-2
3-2 Primary Mode Symbology - In Flight (Example) . . . . . . . . 3-3
3-3 Low Visibility Takeoff Roll (Example 1) . . . . . . . . . . . . . . . 3-7
3-4 Low Visibility Takeoff Roll (Example 2) . . . . . . . . . . . . . . . 3-9
3-5 HGS Primary Mode - Takeoff Rotation Cue. . . . . . . . . . . 3-10
3-6 HGS Primary Mode - Climbout (Typical) . . . . . . . . . . . . . 3-12
3-7 HGS Primary Mode - Landing Rollout (Typical) . . . . . . . . 3-14
3-8 HGS AIII Approach and Landing (Typical) . . . . . . . . . . . . 3-16
3-9 AIII Mode - MCDU Display . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3-10 Arming AIII Mode for Automatic Selection . . . . . . . . . . . . 3-22
3-11 Manual Selection of AIII Mode . . . . . . . . . . . . . . . . . . . . . 3-23
3-12 HGS Loss of AIII and Approach Warning (Example) . . . . 3-25
3-13 HGS Loss of AIII Indication on MCDU (Example) . . . . . . 3-26
3-14 RO Mode Symbology (Example) . . . . . . . . . . . . . . . . . . . 3-27
3-15 HGS IMC Approach Mode Symbology (Typical) . . . . . . . 3-30
3-16 HGS VMC Approach Mode Symbology (Typical) . . . . . . 3-32
4-1 Horizon Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4-2 Pitch Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4-3 Roll Scale and Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-4 Bank Warning Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4-5 Horizon Heading Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4-6 HSI - With Drift Angle Pointer . . . . . . . . . . . . . . . . . . . . . . 4-9
4-7 Selected Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4-8 Selected Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4-9 ADF/VOR Bearing Indicators . . . . . . . . . . . . . . . . . . . . . . 4-15
4-10 Airspeed Tape Symbology - Primary Mode (Part 1) . . . . 4-16
4-11 Digital Airspeed Symbology . . . . . . . . . . . . . . . . . . . . . . . 4-16
4-11 Airspeed Tape Symbology - Primary Mode (Part 2) . . . . 4-18
4-12 Digital Airspeed Symbology . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-13 Speed Error Tape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4-14 Altitude Tape Symbology (Primary Mode) . . . . . . . . . . . . 4-25

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

4-15 Digital Barometric Altitude (AIII, VMC, IMC Modes) . . . . . 4-27

4-16 Digital Vertical Speed - Primary Mode . . . . . . . . . . . . . . . 4-28
4-17 Radio Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-18 Decision Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-19 Flight Path Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
4-20 Flight Path Symbol - Alternate Form . . . . . . . . . . . . . . . . . 4-35
4-21 Flight Path Acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
4-22 Ground Deceleration Scale . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4-23 Glideslope Reference Line . . . . . . . . . . . . . . . . . . . . . . . . 4-42
4-24 Slip/Skid Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4-25 TO/GA Pitch Target Line . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
4-26 Takeoff Rotation Cue . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
4-27 Wind Speed and Direction . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4-28 ALIGN HUD Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4-29 Tail Strike Warning Message . . . . . . . . . . . . . . . . . . . . . . 4-52
4-30 Tail Strike Pitch Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
4-31 Flare Cue (Basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4-32 Pre-Autonomous Flare Cue. . . . . . . . . . . . . . . . . . . . . . . . 4-56
4-33 Autonomous Active Flare . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4-34 Autonomous Idle Message . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4-35 Autonomous No Flare Message . . . . . . . . . . . . . . . . . . . . 4-59
4-36 AOA Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4-37 Angle of Attack Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
4-38 Lateral Deviation - Primary Mode . . . . . . . . . . . . . . . . . . . 4-64
4-39 Lateral Deviation Failure Annunciation . . . . . . . . . . . . . . . 4-66
4-40 Lateral Deviation - AIII or IMC Mode . . . . . . . . . . . . . . . . . 4-69
4-41 Vertical Deviation - Primary Mode. . . . . . . . . . . . . . . . . . . 4-71
4-42 Vertical Deviation - IMC Mode. . . . . . . . . . . . . . . . . . . . . . 4-72
4-43 Navigation Source Annunciation . . . . . . . . . . . . . . . . . . . . 4-73
4-44 Scale ID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
4-45 Digital Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-79
4-46 Ground Localizer Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80
4-47 Ground Localizer Deviation Scale and Pointer . . . . . . . . . 4-81
4-48 Glideslope Deviation - Primary . . . . . . . . . . . . . . . . . . . . . 4-83
4-49 Glideslope Deviation - AIII or IMC Mode . . . . . . . . . . . . . . 4-85
4-50 Marker Beacon Annunciation . . . . . . . . . . . . . . . . . . . . . . 4-86
4-51 NAV Performance Scales - Primary Mode with OPC No Com-
pass Rose in LNAV Enabled . . . . . . . . . . . . . . . . . . . . . . . 4-89
4-52 NAV Performance Scales - IMC Mode . . . . . . . . . . . . . . . 4-90
4-53 NAV Performance Symbols. . . . . . . . . . . . . . . . . . . . . . . . 4-91
4-54 TO/FROM Indication and Annunciation. . . . . . . . . . . . . . . 4-92
4-55 Digital Runway Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . 4-94

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4-56 Digital Runway Length (Feet and MetersOPC) . . . . . . . . . 4-96

4-57 Runway Edge Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-98
4-58 AIII Flare Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-99
4-59 Runway Remaining (Feet and MetersOPC) . . . . . . . . . . 4-103
4-60 IDLE Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-104
4-61 Rollout Excessive Deviation. . . . . . . . . . . . . . . . . . . . . . 4-105
4-62 Ground Roll Reference Symbol . . . . . . . . . . . . . . . . . . . 4-106
4-63 HGS Mode/Status Annunciations . . . . . . . . . . . . . . . . . 4-108
4-64 PRW Available Annunciation . . . . . . . . . . . . . . . . . . . . . 4-110
4-65 PRW Fail Annunciation . . . . . . . . . . . . . . . . . . . . . . . . . 4-111
4-66 PRW Extended Centerline . . . . . . . . . . . . . . . . . . . . . . . 4-113
4-67 PRW Runway Outline . . . . . . . . . . . . . . . . . . . . . . . . . . 4-115
4-68 PRW Runway Remaining Billboards on a Precision Approach
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-117
4-69 PRW Runway Remaining Billboards on Ground . . . . . . 4-118
4-70 PRW Runway Remaining Billboards - First Billboard on a Long
Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-119
4-71 Ground Proximity Warning Annunciation . . . . . . . . . . . . 4-120
4-72 TCAS Preventive and Corrective Advisories . . . . . . . . . 4-124
4-73 TCAS DOWN ADVISORY SYMBOL (Boeing HUD Symbol Up-
dateOPC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-125
4-74 Roll Command Arrow . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-129
4-75 Unusual Attitude - Pitch . . . . . . . . . . . . . . . . . . . . . . . . . 4-130
4-76 Unusual Attitude - Roll . . . . . . . . . . . . . . . . . . . . . . . . . . 4-131
4-77 Windshear Annunciation and Guidance Cue . . . . . . . . . 4-134
4-78 Autothrottle Mode Annunciations . . . . . . . . . . . . . . . . . . 4-136
4-79 Flight Director Mode Annunciations . . . . . . . . . . . . . . . . 4-137
4-80 Flight Director Mode Annunciations (PFD/ND) . . . . . . . 4-138
4-81 Autopilot Status Annunciations . . . . . . . . . . . . . . . . . . . 4-139
4-82 Failure Flags and Data Indications . . . . . . . . . . . . . . . . 4-145
5-1 IMC Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
5-2 VMC Approach - Lateral Alignment . . . . . . . . . . . . . . . . . 5-17
5-3 VMC Approach - Vertical Alignment . . . . . . . . . . . . . . . . 5-18
5-4 VMC Approach - On Glideslope. . . . . . . . . . . . . . . . . . . . 5-19
5-5 VMC Approach - Flare . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
5-6 VMC Approach - Pre-Autonomous Flare . . . . . . . . . . . . . 5-21
5-7 VMC Approach - Autonomous Flare . . . . . . . . . . . . . . . . 5-22
5-8 Windshear Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
6-1 Typical Flight Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6-2 Takeoff Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6-3 Initial Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
6-4 Climbing Turn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

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6-5 Coordinated Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

6-6 Level Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6-7 Decent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6-8 Descending Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6-9 TCAS Resolution Advisory . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6-10 ILS Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
6-11 ILS Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
6-12 AIII Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
6-13 AIII Approach - 500 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
6-14 AIII Approach - 300 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
6-15 AIII Approach - 100 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
6-16 AIII Approach - 45 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
6-17 AIII Approach - Flare/Touchdown . . . . . . . . . . . . . . . . . . . 6-25
6-18 AIII Approach - AIII Rollout . . . . . . . . . . . . . . . . . . . . . . . . 6-27

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LIST OF TABLES
TABLE PAGE

3-1 Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

4-1 Autothrottle Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-140
4-2 Flight Director Vertical Modes . . . . . . . . . . . . . . . . . . . . 4-140
4-3 Flight Director Lateral Modes . . . . . . . . . . . . . . . . . . . . . 4-142
4-4 Autopilot Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . 4-143
4-5 Failure Flags and Data Source . . . . . . . . . . . . . . . . . . . 4-146
4-6 Displayed Symbology . . . . . . . . . . . . . . . . . . . . . . . . . . 4-151
5-1 Takeoff Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5-2 Approach and Landing Operations . . . . . . . . . . . . . . . . . . 5-8
5-3 Approach Parameters and Tolerances . . . . . . . . . . . . . . 5-13
8-1 Software Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

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Section 1. Introduction

Purpose
This Pilot Guide is designed to acquaint you with the Model 6000 Rockwell
Collins Head-Up Guidance System (HGS) installed on Boeing 737 MAX
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 optimized for full flight regime use and includes the
application of Inertial Flight Path and Flight Path Acceleration. Guidance
commands are provided by the HGS for low visibility takeoff and CAT III
approach, landing, and rollout. During other operations, the Boeing 737
Digital Flight Control System (DFCS) or Enhanced Digital Flight Control
System (EDFCS) 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 MAX aircraft is certified for
all phases of flight. Conduct HGS operations in accordance with
the Aircraft Flight Manual (AFM) HGS Supplement. If a conflict
exists between the AFM and this Pilot Guide, the AFM will
always take precedence.

In this pilot guide, optional features are identified by OPC.

Descriptions identified with this symbol are only applicable to
aircraft with the appropriate Operational Program Configuration
(OPC) options enabled.

NOTE: The general operational information in this guide must also be

supplemented with information contained in the Aircraft Flight
Manual (AFM).

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NOTE: LAND 2/LAND 3 operations for the Boeing 737 MAX aircraft
may change from time to time. Refer to the applicable Aircraft
Flight Manual, Flight Crew Operating Manual, and Flight Crew
Training Manual for specific instructions specified for your
aircraft.

The HGS Model 6000 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:

1. Dual or single Flight Management System (FMS).

2. #1 Automatic Direction Finder (ADF) installed.

3. #2 ADF installed.

4. Autothrottle installed.

5. AIII (Approach III) Mode enabled.

6. Ground Deceleration Scale symbology enabled.

7. Tail Strike Avoidance symbology enabled.

8. Runway length displayed in meters or feet.

9. Ground Localizer Deviation Scale enabled.

10. AIII Rollout Guidance enabled (requires that AIII Mode is enabled).

11. Angle of Attack symbology enabled (not yet approved for use).

12. Armed Flight Director Modes symbology enabled.

13. Single or Dual HGS installation.

14. Flashing Pitch and Roll miscompare annunciations.

15. Display of Radio Altitude up to 2500 feet.

16. Reserved.

17. Reserved.

18. Inhibit the Single Channel autopilot annunciation.

19. Reserved.

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20. Low Visibility Takeoff Mode.

21. Two Position Tail Skid installed.

22. Autonomous Flare Mode.

23. Required Navigational Performance (RNP) Scales.

24. Integrated Approach NAV (IAN).

25. Reserved.

26. Expanded Glideslope.

27. Takeoff Rotation Cue.

28. Reserved.

29. Limited Tail Strike Annunciation.

30. No Compass Rose in LNAV.

31. All Mode Runway Remaining.

32. Aircraft Braking Scale.

33. Runway Situational Awareness Tools.

34. Boeing HUD Symbol Update.

35. Inhibit TCAS Rotation.

36. Perspective Runway (PRW).

37. Roll Command and Alerting System (RCAS).

NOTE: Items marked Reserved are assigned for features that

are scheduled for future certification.

Definitions
These definitions are used in the operation of the HGS. They are provided
to assist pilots to understand better how and when certain HGS functions
occur.

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
modeOPC is engaged, or Radio Altitude when AIII mode is not engaged.

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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 ten degrees and
localizer deviation is less than 4/5 of a dot (60µA) 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:

1. Both VHF Navigation Receivers are tuned to an Instrument Landing

System (ILS) frequency.

2. The difference between the aircraft's magnetic track and the Cap-
tain's Selected Course is less than 15 degrees.

3. Radio Altitude is greater than 500 feet.

4. VHF Nav #1 or VHF Nav #2 (MMR #1 or MMR #2) localizer deviation

is less than approximately 1/4 dot and glideslope deviation is less
than approximately 1 1/4 dots for at least 5 seconds.

Aircraft Rotation - for purposes of the HGS, Aircraft Rotation is defined to

occur when Pitch Attitude is greater than three degrees and the pitch
attitude was previously less than two degrees or Radio Altitude is greater
than five feet.

Alert Height - the height above a runway, based on characteristics of the

airplane and its Fail Operational System, above which a Category III
approach must be discontinued and a missed approach initiated, if a
failure occurred in one of the redundant parts of the flight control or related
aircraft systems, or if a failure occurred in any one of the relevant ground
systems.

Autonomous Flare - for the purposes of HGS, Autonomous Flare

provides the pilot with Flare mode anticipation and Flare Cueing
information for PRI, IMC and VMC modes of operation under visual, Cat I
and Cat II operation.

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 Multifunction

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Control and Display Unit (MCDU).

Decision Height (FAA AC 120-28D) - 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.

Fail Operational System - A Fail Operational System is a system which

after failure of any single component, is capable of completing an
approach, flare and touchdown; or approach, flare, touchdown and rollout.

Fail Passive System - A Fail Passive System (HGS-6000 is a Fail Passive

System) is a system which in the event of a failure, causes no significant
deviation of aircraft flight path or attitude. The capability to continue the
operation may be lost and an alternate course of action (for example, a
missed approach) may be required.

Glideslope Capture - for purposes of the HGS, glideslope capture is

defined as when glideslope deviation is less than 90µA (approximately
1 1/4 dot) for at least 5 seconds.

LAND 2 - (fail passive) annunciation: The level of redundancy is such that

a single fault cannot cause a significant deviation from the flight path.

LAND 3 - (fail operational) annunciation: The autoland system level of

redundancy is such that a single fault cannot prevent the autopilot system
from making an automatic landing.

Localizer Capture - for purposes of the HGS, localizer capture is defined

as when localizer deviation is less than 20 µA (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 40 knots, 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.

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Wheel Height - for the purposes of the HGS, Wheel Height is determined
by correcting Radio Altitude for antenna position and pitch attitude effects.

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Acronyms and Abbreviations

Table 1-1 lists the definitions of acronyms, abbreviations, and symbols
used in this publication.
Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

AC Advisory Circular or Alternating Current

ACQ Acquire

ADF Automatic Direction Finder

ADI Attitude Director Indicator

ADIRU Air Data Inertial Reference Unit

AFCS Automatic Flight Control System

AFM Airplane Flight Manual

AGL Above Ground Level

AIII Approach III (CAT III approach mode or

status)

AIT Aircraft Identification Tag

ALS Ambient Light Sensor

ALT Altitude

AMLCD Active Matrix Liquid Crystal Display

ANP Actual Navigation Performance

AOA Angle Of Attack

AOC Approach On Course

A/P Autopilot

APCH WARN Approach Warning

APP Approach

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

AS Airspeed

A/T Autothrottle

ATT Attitude

AUTO Automatic

Baro or B Barometric

BCRS Backcourse

BITE Built In Test Equipment

BRT Bright/Brightness

C or CAPT Captain

CAD Combiner Alignment Detector

CAS Calibrated or Computed Airspeed

CAT Category

CDI Course Deviation Indicator

CH Channel

CLR Clear

CMD Command

COMP or CMP Comparison or Computer

CONT Continued

CRS Course

CTN Caution

CWS P Control Wheel Steering Pitch

CWS R Control Wheel Steering Roll

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

DEV Deviation

DFCS Digital Flight Control System

(Honeywell)

DH Decision Height

DME Distance Measuring Equipment

DTT Distance To Threshold

DU Display Unit

EDFCS Electronic Digital Flight Control System

(Rockwell Collins)

E/E Electronics and Equipment

EFCP EFIS Control Panel

EFIS Electronic Flight Instrument System

ELV or EL Elevation

EVS Enhanced Vision System

FAA Federal Aviation Administration

FAC Final Approach Course

FCC Flight Control Computer

FD or F/D Flight Director

FMA Flight Mode Annunciator

FMC Flight Management Computer

FMS Flight Management System

F/O First Officer

FOV Field Of View

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

FPM Feet Per Minute

FPV Flight Path Vector

Ft Feet

G/P Glidepath

G/S Glideslope

GA Go-Around

GLS GPS Landing System

GPS Global Positioning System

GPWS Ground Proximity Warning System

GS Ground Speed or Glideslope

HAP HGS Annunciator Panel

HC HGS Computer

HCP HGS Control Panel

HDG or H Heading

HGS Head-Up Guidance System

HLD Hold

HPM HUD Personality Module

HSI Horizontal Situation Indicator

HUD Head-Up Display

IAN Integrated Approach NAV

IAS Indicated Airspeed

ID Identification

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

ILS Instrument Landing System

IM Inner Marker

IMC Instrument Meteorological Conditions

IR Infrared

IRS Inertial Reference System

ISU Infrared Sensor Unit

IRU Inertial Reference Unit

IRW Infrared Window

LIM Limit

LN Length

LNAV Lateral Navigation

LOC Localizer

LRU Line Replaceable Unit

LSK Line Select Key

LVTO Low-Visibility Takeoff

MAG Magnetic

MAN Manual

MCDU Multifunction Control Display Unit

MCP (DFCS) Mode Control Panel

MDA Minimum Descent Altitude

MDS Maintenance Diagnostic Systems

MM Middle Marker

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

MMR Multi-mode Receiver

MWIR Mid-Wave Infrared

N/A Not Applicable

NAV Navigation

NCD No Computed Data

ND Navigation Display

NM Nautical Miles

NORM Normal

NPS Navigation Performance Scales

NUCC Non-Uniformity Correction Calibration

OHU Overhead Unit

OM Outer Marker

OPC Operational Program Configuration

PF Pilot Flying

PFD Primary Flight Display

PNF Pilot Not Flying

PRI Primary (mode)

PRW Perspective Runway

PTH Path

PWR Power

RA Radio Altitude or Resolution Advisory

RALT or RAD ALT Radio Altitude

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

RCAS Roll Command and Alerting Symbols

RDMI Radio Distance Magnetic Indicator

RNP Required Navigation Performance

RO Rollout Guidance

RO ARM Rollout Guidance Armed

RO CTN Rollout Guidance Caution

RSAT Runway Situational Awareness Tools

RVR Runway Visual Range

RWY Runway

SEL Select

SMYDC Stall Management / Yaw Damper

Computer

SPD Speed

SRC Source

SSI Slip/Skid Indicators

STBY Standby

SWIR Short Wave Infrared

TA/VSI Traffic Advisory/Vertical Scale Indicator

TCAS Traffic Alert Collision Avoidance System

TDZ Touch Down Zone

TDZE Touch Down Zone Elevation

THR Throttle

TO Takeoff

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Table 1-1: Acronyms and Abbreviations

ACRONYM OR
DEFINITION
ABBREVIATION

TOGA or TO/GA Takeoff/Go-around

UA Unusual Attitude

VASI Visual Approach Slope Indicator

VHF Very High Frequency

VMC Visual Meteorological Conditions

VMO Maximum Operating Airspeed

VR Rotation speed

VREF Reference speed

VNAV Vertical Navigation

VOR VHF Omni directional Range

VPE Video Processing Engine

VS or V/S Vertical Speed

V1 Takeoff decision speed

WXR Weather Radar

µA Micro amp

° degrees

> greater than or caret

< less than or caret

OPC OPC Option

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Section 2. HGS Description

General
The Model 6000 HGS is a high integrity, wide field of view, Head-Up
Display (HUD) system. It is designed to increase situational awareness
and enhance pilot performance, especially in low visibility operations in the
Boeing 737 MAX aircraft.

The Model 6000 consists of four Line Replaceable Units (LRUs), two of
which are installed in the cockpit.

HGS LRU Functional Characteristics

The HGS consists of the following five LRUs (Figure 2-1 and Figure 2-2):

HGS Computer
The HGS Computer is rack mounted in the Electrical and Electronics
Compartment. It 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 Active Matrix Liquid Crystal Display (AMLCD) in the
Overhead Unit. The HGS Computer also monitors system and approach
performance through extensive Built-In Test Equipment (BITE), input
validation and Approach Monitor processing.

Overhead Unit (OHU)

The OHU is located in the flight deck above the left pilot's head. It
contains the AMLCD and projection optics to project the symbolic image
on the Combiner. The OHU also contains electronic circuitry for Combiner
display brightness control.

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Figure 2-1 — HGS LRUs

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INTEGRATED HAP

Figure 2-2 — HGS Cockpit Locations

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Combiner
The Combiner is located in the flight deck and attached to the left forward
windscreen upper sill beam structure. It 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.

Sunvisor
The Sunvisor is an optical device that can be attached to the Combiner to
reduce the amount of background light seen through the Combiner, when
flying in bright conditions. The Sunvisor attaches to the forward side of the
Combiner using velcro straps. When not in use the Sunvisor is removed
and stored in the flight deck.

Integrated HGS Annunciator Panel

The Integrated HGS Annunciator Panel is a display window presented on
the First Officer's Primary Flight Display. It provides HGS status and
warning annunciations to the First Officer during CAT III approach, landing
and rollout operations.

HUD Personality Module

The HUD Personality Module is mounted on the rear of the tray for the
HUD Computer. It is a simple permanent memory device that stores
electronic boresight and aircraft ID information.

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Multifunction Control Display Unit (MCDU)

NOTE: Rockwell Collins does not make or service the MCDU. Data and
directions to use the MCDU are applicable only as a guide for
HGS operations.

Description
The MCDU has 6 Line Select Keys (LSK) on the left side (LSKL) of the
display and 6 LSK on the right side (LSKR) (Figure 2-3). The scratchpad
line is at the bottom of the MCDU display. Function keys and a numeric/
alpha keypad are below the display; refer to manufacturer's instructions
for their operation and other MCDU functions. Inputs to the MCDU for the
HGS are transmitted to the HGS Computer (HC), which then transmits
applicable active and standby modes, data inputs, and fault data to
display on the Combiner and MCDU displays.

DISPLAY CRT

LINE SELECT LINE SELECT

KEYS LEFT KEYS RIGHT
(LSKL) (LSKR)

RCC35534

Figure 2-3 — MCDU

The MCDU display lines next to the LSKs show one of three types of
data:

1. Give selections to start other HGS operations or tests

(for example, "HGS TEST").

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2. Give indications of selections (for example, "RWY LENGTH").

3. Move cursor (for example, "<SCROLL UP").

NOTE: Refer to the applicable Aircraft Maintenance Manual instructions

for adjustments to intensity of the MCDU display.

Two MCDUs can be used to operate the Head-Up Guidance System. Both
Pilots can set HGS modes and make data entries to the HGS Computer
for touchdown zone elevation, runway length, and reference glideslope
angle.

The HGS Computer examines the input and, if applicable, changes the
MCDU display. On aircraft with a Flight Management Computer (FMC)
version U10.4 or later, the FMC automatically transfers the runway data
(length, elevation, and glideslope angle) to the HGS when a pilot enters a
flight plan with departure and arrival runways. Pilots can also push the
"<CLR HGS" LSK on the MCDU HGS Data page to remove all symbology
from the Combiner display.

MCDU Operation
Start HGS Operations from MCDU "MENU" Page
1. Push the "MENU" function key at any time to go immediately to the
Menu page.

2. On the Menu page, push the "HGS" LSK to open the "HGS DATA"
page.

MCDU "HGS DATA" Page (Figure 2-4)

The HGS Data page gives access to:

1. Runway data

2. CLR HGS

3. HGS MODES

4. HGS TEST.

Input of Runway Data (Manual)

The HGS has three types of runway data:

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Runway Length ("RWY LENGTH") - To change the value of the runway

length:

RCC35535

Figure 2-4 — HGS Data Page on MCDU

1. Use the MCDU numeric keypad to record the new runway length.
(Push the MCDU "CLR" key to erase errors.)

2. When the new value shows correctly on the scratchpad line, push
LSK1L.

3. The new length then shows on the LSK1L line, and the value in the
scratchpad is erased.

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Limits - The HGS accepts runway lengths from 0 to 99 999 feet (or the
equivalent in metersOPC with the applicable Operational Program
Configuration (OPC) setting). If a value does not agree with these limits,
"*INVALID LENGTH*" shows on the MCDU scratchpad line and the
operation of RO/LVTO modes is prevented. Push the MCDU "CLR" key to
remove "INVALID LENGTH" message from the MCDU scratchpad.

For either HGS Rollout GuidanceOPC or Low-Visibility Takeoff (LVTO)OPC,

the runway lengths must be from 5000 to 18 000 feet (1525 to 5486
meterOPC). If the value is not within these limits, LVTO guidance is not
displayed and LVTO, Rollout, and Runway Remaining are not available.

Runway Elevation ("RWY ELEV") - To change the value of runway

elevation:

1. Use the MCDU numeric keypad to record the new runway elevation.
For negative elevations, first push the "+/-" function key and then
record the new runway elevation. Push the MCDU "CLR" key to erase
errors.

2. When the new value shows correctly on the scratchpad line, push
LSK2L.

3. The new elevation then shows on the LSK2L line, and the value in the
scratchpad is erased.

NOTE: The FMC value for Runway Elevation is the elevation at the
runway end point. If this difference is noticed it is okay to
override this with Touch Down Zone Elevation (TDZE).

NOTE: For QFE operations, Runway Elevation must be set to 0 feet to

ensure HGS Performance Monitors and runway symbology
function correctly.

Limits - The HGS accepts runway elevations from -9,999 to 99 999 feet
(feet only) and refer to Mean Sea Level. If a value does not agree with
these limits, "*INVALID ELEVATION*" shows on the MCDU scratchpad
line. Push the MCDU "CLR" key to remove "INVALID ELEVATION"
message from the MCDU scratchpad.

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Glideslope Angle ("G/S ANGLE") - To change the value of the glideslope

angle:

1. Use the MCDU numeric keypad to record the new glideslope angle.
(Push the MCDU "CLR" key to erase errors.)

2. When the new value shows correctly on the scratchpad line, push
LSK3L.

3. The new glideslope angle then shows on the LSK3L line, and the
value in the scratchpad is erased.

Limits - The HGS accepts glideslope angles from -0.00 degrees to -9.99
degrees. The minus sign ("-") and trailing zeroes do not have to be entered
as part of the value. If a value does not agree with these limits, "INVALID
G/S" shows on the MCDU scratchpad line. Push the MCDU "CLR" key to
remove "INVALID G/S" message from the MCDU scratchpad.

AIII Limits - For an Approach III (AIII) approach, the HGS accepts
glideslope angles from -2.50 degrees to -3.00 degrees (-2.00 degrees to -
3.60 degreesOPC). The minus sign ("-") and trailing zeroes do not have to
be entered as part of the value. If a value does not agree with these AIII
limits, the operation of AIII mode is prevented.

Input of Runway Data (Automatic)

On aircraft with FMC version U10.4 or later, the FMC automatically
transfers the runway data (runway length, runway elevation, glideslope
angle) to the HGS when a pilot enters a flight plan with departure and
arrival runways. The runway data is displayed on the HGS Data page in
small characters. One of the two pilots makes sure that the data is correct
and then pushes the applicable LSK two times to change the small
characters to large characters.

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MCDU "CLR HGS"

To remove all symbology on the Combiner display, push LSK5L "CLR
HGS". The letters "CLR HGS" are highlighted on the MCDU display.

To return the symbology on the Combiner display push LSK5L "CLR

HGS". The letters "CLR HGS" are no longer highlighted on the MCDU
display. The Combiner display will show the same mode as before the LSK
was pushed.

MCDU "HGS MODES" (Figure 2-5)

To access the "HGS MODES" page, push "HGS MODES" (LSK6L). Use
the LSKs on the HGS Modes page to change the HGS modes.

To change modes on the HGS Modes page, push the LSK next to the
name of the mode.

RCC35536

Figure 2-5 — HGS Modes Page on MCDU (IMC Active)

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Combiner
The HGS Combiner (Figure 2-6) 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 degrees vertical
by 32 degrees 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.

RCC35537

Figure 2-6 — HGS Combiner

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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 2-7) 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 minimizes 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 2-7) and carefully guide the glass to the operating or stow position.

Figure 2-7 — Combiner Release Mechanism

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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 Visual Meteorological
Conditions (VMC) or Instrument Meteorological Conditions (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.

NOTE: In Primary (PRI) mode the Combiner should be positioned into

the normal operating detent to ensure proper longitude
touchdown position.

Combiner Display Brightness

The Combiner has controls and sensors to set and adjust the HGS
display brightness (Figure 2-8). 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 brightness. In manual brightness mode, the Combiner display
intensity remains at the selected brightness level.

NOTE: In the MAN mode and bright ambient light, it is possible that the
Combiner display will not be visible.

NOTE: At high Display Brightness settings a smaller secondary

reflection of the Combiner HUD symbology set may appear on
the Combiner Sunvisor when in use. Reduce Display brightness
intensity as practical.

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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 (ALS) to adjust the brightness level automatically to
maintain a constant contrast ratio (perceived brightness) as the aircraft
flies through different ambient light conditions.

NOTE: When operating in variable ambient light conditions at night, it is

suggested that the HGS be operated in manual brightness
mode (MAN).

AMBIENT LIGHT
SENSOR (ALS)

HUD BRT
CONTROL

RCC35539

Figure 2-8 — Combiner Brightness Controls

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Integrated 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, HGS mode, status and warning annunciations are provided on
the First Officer's PFD. These indications reflect the similar indications
being presented on the Captain's Combiner and allow for better cross
cockpit communication of HGS operations.

To test the HGS Annunciator Panel, set the master BRT/DIM/TEST switch
to TEST. When the BRT/DIM/TEST switch is in the TEST position, the
legends AIII, FLARE, RO ARM, TO CTN and APCH WARN will come on
and stay on. The annunciator panel is also tested when the MCDU "HGS
TEST>" LSK is pushed on the MCDU HGS MODES page. To end the test,
deselect TEST on the BRT/DIM/TEST switch, or push the "EXIT>" LSK on
the MCDU to exit the HGS test mode.

The Integrated HGS Annunciator Panel (HAP) is a window on the Primary

Flight Display that allows the First Officer to monitor HGS operation. The
Integrated HAP is displayed on the First Officer's right outboard display.

Figure 2-9 — Integrated HGS Annunciator Panel

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Operation
If AIII modeOPC is enabled, the Integrated HAP displays the following
annunciations:

AIII (Green) - Indicates that the HGS is operating in AIII mode and there
are no AIII capability or approach monitor faults. It is displayed
concurrently with the AIII mode annunciation on the Combiner.

NO AIII (Amber) - Indicates that there was a loss of AIII capability above
500 feet 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 10 seconds then remains
steady on. "NO AIII" and "APCH WARN" are displayed concurrently on the
Combiner. An approach warning occurs below 500 feet AGL if an AIII
capability fault occurs or if the HGS approach monitor detects an out of
tolerance approach.

The "APCH WARN" indication will also be displayed if an Integrated HAP

communication failure occurs between the HGS and the Head Down
Display System during an AIII approach below 500 feet AGL.

If Rollout GuidanceOPC is enabled, the Integrated HAP can display the

following three 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

500 feet AGL.

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Section 3. HGS Modes of Operation

General
The Head-Up Guidance System (HGS) has four modes of operation,
summarized in the following Table 3-1.
Table 3-1. Modes of Operation

FLIGHT GUIDANCE
MODE
OPERATION SOURCE
<2>
Primary (PRI) Takeoff, climb, Electronic
enroute, descent, Digital
approach & landing Flight
Control
System
(EDFCS)

Low visibility takeoff HGS

Approach III (AIII) ILS approach and HGS

approachOPC landing
<1>
RolloutOPC Rollout Guidance HGS
<2>
IMC (Instrument Autopilot/Flight EDFCS
Meteorological Conditions) Director
approach approaches
<2>
VMC (Visual Visual approaches NONE
Meteorological Conditions)
approach

NOTE: AIII approach cannot be used with LAND2/LAND3

operations.

<1>
Rollout GuidanceOPC is a sub-mode of AIII and can only
be enabled if AIII Mode is enabled. Rollout Guidance is not
shown on the Multifunction Control Display Unit (MCDU).
<2>
Autonomous FlareOPC is a sub-mode of PRI, IMC and
VMC approach modes and provides HGS supplemental
information below 105 feet AGL.

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The HGS also operates in a Data Entry and Test mode. These modes are
entered from the MCDU. When the mode in operation is AIII, IMC, or VMC
its name shows on the upper left side of the Combiner display. PRI is the
only mode that does not show by name on the Combiner display. The HGS
mode of operation is displayed on the MCDU HGS MODES page.

To access the "HGS MODES" page, push "HGS MODES" (LSK6L) from
the HGS DATA page. Use the LSKs on the HGS Modes page to change
the HGS modes. Figure 3-1 shows the HGS in primary (PRI) mode on the
MCDU HGS MODES page.

Each of the HGS modes is described in the following paragraphs. For

information and illustrations of the symbols described in this section, refer
to Section 4, "HGS Symbology" or Section 6, "Typical Flight Profile."

RCC35541

Figure 3-1 — HGS Modes Page on MCDU (PRI Mode)

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Primary Mode
There are two ways to select the HGS Primary mode:

1. Access the MCDU HGS MODES page. Push "HGS MODES"

(LSK6L) from the HGS DATA page. Use the LSKs on the HGS Modes
page to change the HGS mode to PRI (Figure 3-1).

2. Push a throttle Go-Around switch. This selects Primary mode and the
mode indicated on the MCDU "HGS MODES" page will change to Pri-
mary.

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 center of the display (Figure 3-2). This
format is similar to the Electronic Flight Instrument System (EFIS) Primary
Flight Displays (PFD), combining Attitude Director Indicator (ADI), HSI,
Airspeed, Altimeter indications and Navigation Display (ND) Map mode
indication of Flight Management System (FMS) Track data into one
display.

Figure 3-2 — Primary Mode Symbology - In Flight (Example)

(RNP OPC Not Selected)

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In Primary mode, the following symbology may be shown on

the Combiner:
1. 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, HSI (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 (Angle Of Attack) symbolOPC (in flight only).

8. Flight Path (in flight only).

9. Flight Path Acceleration.

10. Slip/Skid Indicators.

11. Flight Director (F/D) Guidance Cue (in flight only).

12. Autothrottle and F/D modes.

13. Navigation data - Instrument Landing System (ILS), GPS Landing

System (GLS), VHF Omni directional Range (VOR), Distance Mea-
suring Equipment (DME), Flight Management Computer System
(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 2500 feet
RA).

18. Autonomous FlareOPC (during non-AIII approach).

19. Required Navigation Performance (RNP) ScalesOPC.

20. Integrated Approach NAV (IAN) ScalesOPC.

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21. Takeoff Rotation CueOPC.

22. Runway Remaining Digital ReadoutOPC.

23. Aircraft Braking ScaleOPC.

24. Runway Situational Awareness Tools (RSAT) Warnings (Speedbrake
and Overrun)OPC.

25. Perspective Runway SymbologyOPC.

26. Roll Authority Caution AlertOPC.

27. Roll/Yaw Asymmetry Advisory AlertOPC.

During ILS/GLS/VOR/IAN operations:

NOTE: IAN operation is only enabled when the IANOPC is selected.

1. Course deviation is displayed as a Course Deviation Indicator (CDI)

within the HSI.

2. Glideslope or Glidepath data is presented on a Glideslope Deviation

Scale adjacent to the Altitude Tape.

During FMS operations:

During Vertical Navigation (VNAV) operations with RNP scales
Operational Program Configuration (OPC) not selected, vertical deviation
is displayed on the vertical deviation scale in the lower right portion of the
display based on Flight Management Computer (FMC) data (Figure 3-2).

During VNAV operations with RNP scales OPC selected, vertical deviation
is displayed on the vertical RNP scale on the right side of the display based
on FMC data. If there is valid Glideslope data, a glideslope deviation will
be indicated by a diamond shaped ghost pointer.

During Lateral Navigation (LNAV) operations with RNP scales OPC not
selected, cross track deviation may be displayed as a number to the right
of the Compass Rose in PRI mode.

During LNAV operations with RNP scales OPC selected, lateral deviation
is displayed on the lateral RNP scale at the lower end of the display based
on FMC data and crosstrack information is displayed as a number in the

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center of the Compass Rose. If there is valid Localizer data, a localizer

deviation will be indicated by a diamond shaped ghost pointer.

During LNAV Operations with Compass Rose removal OPC selected, the
Compass Rose and associated symbols are not displayed.

Flight Director engaged and armed modes, Autothrottle modes, and

Autopilot status are indicated across the top of the display similar to the
Flight Mode Annunciator (FMA) head-down.

Typical Applications in Primary Mode

Primary mode is available and appropriate for these phases of flight:

1. Takeoff

2. Climbout

3. Enroute

4. Descent

5. Approach (including non-precision and precision approaches using

Automatic Flight Control System (AFCS) Flight Director guidance)
Landing and Rollout.

Low Visibility TakeoffOPC

NOTE: Obtain approval from the appropriate regulatory authority before
conducting HGS low visibility operations.

Requirements for Operation

These conditions are required for low-visibility takeoff operations:

1. LVTO OPC software must be loaded on the HGS Computer. OPC

defaults to mode is operational.

2. The HGS must be in the Primary mode.

3. #1 and #2 VHF Nav Receivers must be tuned to an ILS frequency

that is valid and selected for display.

4. All transfer switches must be in the NORMAL position.

5. The reference runway length entered into the HGS must be from
5000 to 18 000 feet (1525 to 5486 metersOPC).

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6. The Selected Course must be set to within 10 degrees of the mag-

netic heading of the takeoff runway for takeoff guidance to show.

Description
The low visibility takeoff display (Figure 3-3 and Figure 3-4) incorporates a
Ground Roll Reference Symbol, Ground Roll Guidance Cue and a Ground
Localizer Line (or Ground Localizer Scale, if OPC option is selected).

Figure 3-3 — Low Visibility Takeoff Roll (Example 1)

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The Ground Roll Reference Symbol is positioned below the Aircraft

Reference Symbol. During rollout, the pilot tracks the localizer (and hence
the runway centerline) 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 localizer. The cue is
displayed when all conditions required for low visibility takeoffs are met.
During rollout below 40 knots, if there is a miscompare between the #1 and
#2 localizers, the Ground Roll Guidance Cue is removed and the localizer
comparison flag ("LOC CMP") is displayed. Above 40 knots, a miscompare
has no effect as long as the #1 localizer data is valid.

The Ground Localizer Line provides raw localizer information any time
the aircraft is on the ground and the captain's Navigation (NAV) receiver is
tuned to a localizer frequency. Localizer deviation is given relative to the
Selected Course Mark on the Horizon Line or relative to the Conformal
Localizer Track Symbol.

If enabled, the Ground Localizer Scale and PointerOPC (Figure 3-4) is

displayed instead of the Ground Localizer Line. The Ground Localizer
Scale has three marks, representing -1, 0, and +1 dots of deviation.

If enabled, the Takeoff Rotation CueOPC (Figure 3-5) is displayed when

the aircraft is configured for takeoff and TO/GA Mode is selected. The
Takeoff Rotation Cue is aligned with the Aircraft Reference Symbol until
Indicated Airspeed equals Rotation Speed (VR).

When the aircraft's speed reaches VR, the cue rises at the prescribed
rotation rate for the aircraft until it reaches the Takeoff/Go-around (TO/GA)
Reference Line. The pilot responds by rotating the aircraft keeping the
Aircraft Reference Symbol centered vertically within the Takeoff Rotation
Cue. The Takeoff Rotation Cue includes protection against pitch rate
commands that could result in a tailstrike or stall.

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Figure 3-4 — Low Visibility Takeoff Roll (Example 2)

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Figure 3-5 — HGS Primary Mode - Takeoff Rotation Cue

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Climbout
After rotation, the Primary mode display changes. The Ground Roll
Reference Symbol, Ground Roll Guidance Cue, and localizer deviation
information are removed and the climbout display shows on the Combiner.
The climbout display (Figure 3-6) is similar to the in flight display (Figure
3-2) 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.

If the Takeoff Rotation CueOPC is enabled, the prescribed rotation rate for
the aircraft is maintained by adjusting aircraft pitch rate to keep the Aircraft
Reference Symbol centered vertically within the Takeoff Rotation Cue.

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Figure 3-6 — HGS Primary Mode - Climbout (Typical)

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 50
feet, whichever occurs 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 after 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 1000 feet (go-around)
or 1500 feet.

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Primary Mode - Approach and Landing

Description
If the Primary mode is used for an approach and landing, Flight Director
guidance and navigation raw data are displayed. Additionally, the
Reference Glideslope Line is displayed as the aircraft descends below
2500 feet Radio Altitude (RA). Once the aircraft descends below 105 feet
AGL, the Autonomous Flare will be automatically enabled and the Flight
Director Guidance will be replaced with Autonomous Flare below 70 feet.
The Autonomous FlareOPC must be selected, and the Autonomous Flare
Capability valid. Once on the ground, the Ground Localizer Line or Ground
Localizer ScaleOPC is displayed if the NAV receiver is tuned to the ILS or
GLS (Figure 3-7). When OPC All Mode Runway Remaining is enabled, the
Runway Remaining readout distance is displayed in Primary Mode once
the aircraft crosses the runway threshold. The distance displayed is the
runway length from threshold to the end of the runway and Runway
Remaining Readout counts down the runway remaining once the aircraft
has crossed the runway threshold.

NOTE: In Primary (PRI) mode the Combiner should be positioned into

the normal operating detent to ensure proper longitude
touchdown position.

NOTE: When in PRI mode, approaches to landing in high cross wind

conditions that also produce large crab angles will likely result
in the lateral limiting of the Flight Path Vector (FPV) symbol
causing the FPV to be displayed ghosted (see section 4 for a
description of the ghosted Flight Path Symbol). Under these
conditions the pilot can select IMC mode, which removes the
airspeed and altitude tapes allowing greater conformal lateral
movement of the FPV and thus reducing the likelihood of
reaching the limit and ghosting of the FPV.

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Figure 3-7 — HGS Primary Mode - Landing Rollout (Typical)

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AIII Approach ModeOPC

NOTE: Obtain approval from the appropriate regulatory authority before
conducting HGS low visibility operations.

NOTE: AIII approach mode is not approved for use with autopilot
LAND2/LAND3 Mode.

Requirements for Operation

The OPC option for AIII mode must be enabled for AIII mode to function.

Description
The HGS AIII ModeOPC is specifically designed for manual ILS approach
and landing operations to CAT III minimums. In the AIII Mode, the
guidance cue gives flight path guidance derived from HGS internal
approach and landing guidance algorithms.

In AIII mode, the HGS removes the altitude and airspeed tape displays and
replaces them with numeric representations (Figure 3-8). The HGS also
replaces the HSI, displaying instead ILS raw data in proximity to the flight
path group near the center of the display.

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Figure 3-8 — HGS AIII Approach and Landing (Typical)

If RO ModeOPC is not enabled, the HGS stays in AIII mode during rollout,
but no guidance is provided. If Rollout Guidance (RO) Mode is enabled,
the HGS changes to RO Mode at touchdown.

NOTE: It is suggested that the pilot select PRI mode after completing
the Landing and Rollout because AIII mode will remain
displayed after landing and rollout.

Conformity of the symbology to the outside world is

predominantly affected by inaccuracies between the published
course and the actual magnetic course for some ILS
approaches (IMC or AIII). Refer to section 3, Conformity of
Symbols on Approach, for further information on HGS operation.

Many CAT I runways have antenna arrays which are more

susceptible to interference but are not required to have as large
a critical area as a CAT II or CAT III runway. In fact, many CAT
I runways do not have critical areas. Taxing aircraft or airport

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vehicles may cause erratic indications and an APCH WARN on

these runways. This interference will have the largest impact
during the last 200 feet of the approach and may also cause
variation in the touchdown point of the aircraft. Crews should be
aware of these issues and treat the HGS guidance as advisory
only during the visual portion (for example, last 200 feet) of a
CAT I approach. The primary means of flare and touchdown on
practice CAT I approaches is by visual reference to the runway,
not AIII guidance.

AIII Mode Requirements and Conditions

The AIII Mode shows guidance to use in CAT III conditions. This mode also
monitors the approach and landing performance. The approach data
includes airspeed, localizer deviation, glideslope deviation, and crosstrack
rate. Flare performance is also monitored. This data includes sink rate,
localizer deviation, airspeed deviation from the selected airspeed,
crosstrack rate, roll angle, distance along runway, and the difference
between the flight path and the guidance cue. The guidance cue is
controlled by the HGS Computer during AIII operation.

The AIII Mode can be set manually or automatically, but it starts operation
only after ILS capture. In manual selection, "AIII" flashes in the upper left
of the Combiner display, at which time the pilot can select the AIII Mode on
the MCDU any time while the aircraft is above 500 feet AGL. In automatic
selection, the pilot needs to arm AIII Mode on the MCDU. The message
"AIII ARM" shows on the upper left of the Combiner display, and "AIII"
flashes for 5 seconds before the HGS automatically changes to AIII Mode.

System annunciations (such as AIII, APCH WARN) in the AIII mode are
available to the pilot on the Combiner display and to the first officer on the
HGS Annunciator Panel. However, most of the data that show on the
Combiner and annunciator-panel displays during flight, approach, and
landing do not show on the ground.

Even if the HGS is capable of providing AIII guidance, AIII mode cannot be
activated until the following Approach On Course (AOC) conditions are
satisfied:

1. Both VHF Navigation Receivers are tuned to an ILS frequency.

2. The difference between the aircraft's magnetic track and the Cap-
tain's Selected Course is less than 15 degrees.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

3. Radio Altitude is greater than 500 feet.

4. VHF Nav #1 or MMR #1OPC localizer deviation is less than approxi-

mately ¼ dot and glideslope deviation is less than approximately 1¼
dots for at least five seconds, or;

5. VHF Nav #2 or MMR #2OPC localizer deviation is less than approxi-

mately ¼ dot and glideslope deviation is less than approximately 1¼
dots for at least five seconds.

NOTE: AOC conditions must be satisfied at the time AIII mode is

selected.

NOTE: If the autopilot is LAND2/LAND3 engaged and annunciated,

HGS guidance is removed and a NO AIII annunciation shows on
the Combiner. At or below 500 feet RA, APCH WARN shows.

NOTE: HGS guidance is removed and a NO AIII annunciation shows on

the Combiner.

NOTE: At or below 500 feet RA, APCH WARN shows.

When AIII mode is selected, AIII is highlighted on the MCDU HGS MODES
page (Figure 3-9) and the caret ("<") next to AIII is removed.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

RCC35548

Figure 3-9 — AIII Mode - MCDU Display

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Selecting AIII Mode

There are two ways to select (activate) the AIII mode:

1. Arm AIII Mode for automatic selection.

2. Manually select AIII Mode.

NOTE: AIII mode can be selected only above 500 feet AGL. If not
selected when the aircraft descends below 500 feet AGL, all AIII
capability messages are removed and AIII is no longer an
available mode. When this condition occurs, the MCDU display
shows "AIII NOT AVAILABLE" on the scratchpad line if the pilot
attempts to select AIII mode.

When "NO AIII" shows on the MCDU and is not highlighted on

the HGS Modes Page, the HGS cannot operate in AIII mode and
AIII is not the HGS active mode.

Arming AIII Mode for Automatic Selection

AIII 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:

1. The HGS is in Primary or IMC mode.

2. When not in LAND2/LAND3.

3. The HGS is AIII capable.

4. The ILS is either tuned on the right or left side.

5. Aircraft altitude is greater than 500 feet AGL.

6. The Flight Director mode is not TO/GA.

7. AOC conditions have not yet been satisfied.

To arm the AIII mode, push the MCDU "<AIII" (LSK4L) while the aircraft is
above 500 feet AGL and before the aircraft has AOC conditions. If the
aircraft has AIII Mode criteria, "<AIII ARM" replaces "<AIII" on the MCDU
and "AIII ARM" shows underneath the active HGS mode in the upper left
corner of the Combiner display (Figure 3-10). To cancel the automatic AIII
Arm condition, push the MCDU "<AIII ARM" LSK4L. The previously active

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS mode then becomes the active HGS mode, and the HGS mode
cannot automatically change to AIII. However, manual selection of AIII is
still possible if all conditions for AIII are available.

When AOC conditions occur, the "AIII" portion of "AIII ARM" in the upper
left corner of the Combiner display flashes for 5 seconds. After these 5
seconds, AIII mode is automatically selected, and "AIII" shows as the
active HGS mode in the upper left corner of the Combiner display. On the
MCDU display, the "<" is removed from "<AIII" and "AIII" is highlighted as
the active HGS mode (Figure 3-10).

Manual Selection of AIII Mode

If AIII mode is not armed, it can be selected manually after AOC conditions
are satisfied but before the aircraft descends below 500 feet AGL. When
AOC conditions are satisfied, push the MCDU "<AIII" LSK4L. At the same
time, "AIII" flashes for 5 seconds in the upper left corner of the Combiner
display. After these 5 seconds, "AIII" is steady and shows as the active
HGS mode in the upper left corner of the Combiner display. On the MCDU
display, the "<" is removed from "<AIII" and "AIII" is highlighted as the
active HGS mode.

AIII Mode on Combiner, MCDU, and HAP Displays

After AIII is selected either manually or automatically:

1. The Combiner display shows AIII mode symbology.

2. "AIII" shows as the active mode in the upper left corner of the Com-
biner display and as highlighted text on the MCDU display at LSK5L.

3. "AIII" shows on the digital HAP.

Figure 3-10 and Figure 3-11 illustrate each of the methods for selection of
the AIII mode.

When conditions change that are necessary for AIII Mode or LRU failures
occur and AIII is no longer available, "NO AIII" shows on the Combiner,
MCDU, and HAP> When AIII Mode can not be selected, the "<" does not
show to the left of the AIII (LSK4L) prompt on the MCDU HGS MODES
page.

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Figure 3-10 — Arming AIII Mode for Automatic Selection

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Figure 3-11 — Manual Selection of AIII Mode

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

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
AIII 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 500 feet AGL, only HGS capability tests are done. Loss of AIII
capability is indicated as follows Figure 3-12 and Figure 3-13:

1. On the MCDU: "NO AIII" is displayed in place of "AIII".

2. On the Combiner: a boxed "NO AIII" is displayed in place of "AIII".

3. On the Integrated HAP: the "NO AIII" legend comes on.

4. The indications are displayed until a different mode is selected, or

until the HGS becomes AIII capable again.

Below 500 feet 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 3-12):

1. On the Combiner: "APCH WARN" is displayed above the Aircraft

Reference Symbol.

2. On the Integrated HAP: "APCH WARN" legend comes on.

3. The HGS Guidance Cue is removed from the Combiner display.

4. If Rollout GuidanceOPC is enabled, and RO Mode is armed, a rollout

caution is given, and "RO CTN" replaces "RO ARM" on Combiner.
The "RO CTN" legend on the Integrated HAP comes on.

If the approach warning was caused by a loss of AIII capability, both

"APCH WARN" and "NO AIII" messages are displayed on the Combiner,
and "NO AIII" is displayed on the MCDU HGS MODES page. On the
Integrated HAP, only the "APCH WARN" legend comes on.

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NOTE: If the autopilot is LAND2/LAND3 engaged and annunciated,

HGS guidance is removed and a NO AIII annunciation shows on
the Combiner. At or below 500 ft. RA, APCH WARN shows.

If the performance monitor detects a parameter out of tolerance, but the

HGS is still AIII capable, an approach warning is given, but no indications
of loss of AIII capability are given.

Figure 3-12 illustrates a glideslope failure at 180 feet that 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 3-12 — HGS Loss of AIII and Approach Warning (Example)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Figure 3-13 shows loss of AIII capability on MCDU HGS MODES page.

RCC35552

Figure 3-13 — HGS Loss of AIII Indication on MCDU (Example)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

RO ModeOPC
At touchdown in AIII ModeOPC, the HGS automatically changes to RO
ModeOPC. The RO Mode gives guidance to track the runway centerline
(Figure 3-14). 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). The OPC option for RO Mode
must be enabled for RO Mode to function. The OPC option for AIII Mode
must be enabled to enable the OPC option for RO Mode.

Lateral deviation is shown by the Ground Localizer Line or the Ground

Localizer ScaleOPC.

Figure 3-14 — RO Mode Symbology (Example)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

RO Mode Requirements and Conditions

These conditions are required for the HGS to change to RO ModeOPC at
touchdown:

1. AIII Mode must be active before 500 feet 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 from
5000 to 18 000 feet (1525 to 5486 metersOPC).

5. The Selected Course must be set to within 10 degrees of the mag-

netic heading of the landing runway.

6. There are no HGS faults.

7. Data from required aircraft sensors is valid.

If the HGS loses capability to provide rollout guidance below 500 feet AGL
or on the ground, a rollout caution (RO CTN) is given. If a rollout caution is
given, "RO CTN" shows on the Integrated 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.

NOTE: If the autopilot is LAND2/LAND3 engaged and annunciated, a

HGS Rollout Caution message shows on the Combiner during
the approach. After touchdown Rollout cues remain and all
cautions and warnings disappear.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

IMC Approach Mode

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
Alignment Detector" subsection in section 2, HGS Description,
(from IMC/VMC section).

The IMC mode (Figure 3-15) 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.

NOTE: The aircraft's orientation to the runway is depicted by showing

the Runway Edge Line symbols in a perspective view, similar to
the appearance of the real-world runway. Conformity of the
symbolic runway to the real runway is predominantly affected by
inaccuracies between the published course and the actual
magnetic course for some ILS approaches (IMC or AIII). Refer
to section 3, Conformity of Symbols on Approach, for further
information on HGS operation.

The Autonomous Flare CueOPC may be displayed during landings in IMC

mode. FD guidance will be automatically removed, below 70 feet AGL.

Once on the ground, the Ground Localizer Line or Ground Localizer

ScaleOPC can be displayed the same as in the Primary mode.

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Figure 3-15 — HGS IMC Approach Mode Symbology (Typical)

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VMC Approach Mode

The VMC mode (Figure 3-16) 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, VASI, etc.).
During a VMC mode approach, Flight Path is used to control the approach
to the runway visually. This is particularly beneficial during nighttime
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.

The Autonomous Flare CueOPC may be displayed during landings in VMC

mode. No pilot selection is required.

Refer to the section 6, Typical Flight Profiles 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.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Figure 3-16 — HGS VMC Approach Mode Symbology (Typical)

Conformity of Symbols on Approach

At many airports the published selected course for an approach does not
always align exactly with the actual runway heading and as a result this
can cause the HUD FPV and Runway Edge Line symbology to appear
offset from the selected course. In order to correct for this, in AIII and IMC
modes the HGS replaces the normal selected course bug by a computed
Localizer Track symbol. The Localizer Track symbol represents the
computed center of the localizer beam as sensed by the HGS and as a
results aligns more correctly with the runway heading. The Localizer
Track symbol is filtered so that over time it is moved toward the sensed
center of the localizer beam.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Section 4. HGS Symbology

General
This section provides detailed information about each Head-Up Guidance
System (HGS) display symbol, flag, and data source indication.
Symbology is organized in the following symbol groups:

1. Basic

2. Heading and Track

3. Speed

4. Altitude

5. HGS

6. Navigational

7. Approach III (AIII)

8. Perspective Runway

9. Alerts

10. Flight Director

11. Failure Flags and Data Source

12. 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.

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.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Basic Symbology

BASIC SYMBOLOGY

Horizon Line The Horizon Line is displayed relative to the

Aircraft Reference Symbol and is positioned
based on the current aircraft pitch and roll
attitude (Figure 4-1). 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 0 feet AGL. As the
altitude of the aircraft increases, a separation between the
horizon and the Horizon Line is visible (most noticeable
above 2500 feet 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.

Figure 4-1 — Horizon Line

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

BASIC SYMBOLOGY (Cont)

Pitch Scale A pitch scale (Figure 4-2) is displayed above and

(Normal) below the Horizon Line. It is scaled in five-
degree increments from -20° to +25° and every
ten degrees between ±30° 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. Pitch
attitude is determined by the position of the
Aircraft Reference Symbol relative to the Pitch
Scale.

RCC35558
Figure 4-2 — Pitch Scale

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

BASIC SYMBOLOGY (Cont)

Pitch Scale When the aircraft attitude is such that the Horizon
(Compressed) 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 degrees pitch line and an
upward pointing chevron (negative pitch
attitude) is placed with the tip on the -20 degrees
pitch line.

Roll Scale and The Roll Scale and Pointer (Figure 4-3) is
Pointer positioned above the Aircraft Reference Symbol.
The Roll Scale is similar to the "Sky Pointer" on
a conventional Attitude Director Indicator (ADI).
The pointer points to the corresponding roll
attitude on the scale. The scale has tic marks for
each 10 degrees between -30 degrees and +30
degrees. Tic marks at ±45 degrees and ±60
degrees are added to the Roll Scale when the
aircraft exceeds ±35 degrees and ±50 degrees,
respectively.
The Roll Scale and Pointer will be cross hatched if
the Roll Command and Alerting SymbolsOPC is
enabled and the Roll Authority Caution Alert is
displayed and roll angle exceeds +/- 15 degrees.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

BASIC SYMBOLOGY (Cont)

Figure 4-3 — Roll Scale and Pointer

Bank Warning The Bank Warning Indicator consists of a bracket

Indicator on either side of the Flight Path Symbol
(Figure 4-4). 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:

1. Radio Altitude is less than 100 feet, and

2. The aircraft's roll angle exceeds 5 degrees.

The symbols are removed when either of the

following conditions are true:

1. The roll angle is reduced to less than 3

degrees, or

2. Radio Altitude is greater than 100 feet.

When the Flight Path is aligned in roll with

opposing ends of the two brackets, the roll angle
is 8 degrees.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

BASIC SYMBOLOGY (Cont)

BANK WARNING
INDICATOR

RCC35561

Figure 4-4 — Bank Warning Indicator

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Heading and Track Symbology

HEADING AND TRACK SYMBOLOGY

Conformal Heading Scale and Index (Figure 4-5)

Heading Scale Heading, represented in 5 degree increments (tic

(Tick Marks) marks) and labeled every 10 degrees, is
(Shown on the displayed on the Horizon Line. Heading
Horizon Line) 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 fly over. The four Cardinal
headings of North, South, East, and West are
expressed as 00, 18, 09, and 27 respectively.

Heading Index 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 The aircraft's current heading is also displayed as

(Digital Value) 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".

Heading Normally heading data is referenced to magnetic

Reference north. When the Heading Reference Switch (if
installed) is placed in the TRUE position,
heading data is referenced to true north. When
operating at higher latitudes the heading
reference will automatically switch to true if
Magnetic Heading and Track from the Air Data
Inertial Reference Unit (ADIRU) becomes
unreliable.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HEADING AND TRACK SYMBOLOGY (Cont)

Heading The Heading Reference Annunciation located

Reference beneath the Digital Heading indicates "TRU"
(Cont) when the heading reference is true north. When
the heading reference is magnetic north, the
heading Reference Annunciation indicates
"MAG" for 10 seconds, then is blank.

Figure 4-5 — Horizon Heading Scale

Horizontal Situation Indicator (HSI) (Figure 4-6)

HSI Heading A conventional sectored HSI (Figure 4-6) is

Scale 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 degrees with tic marks every 10
degrees. Each 30 degree tic mark is labeled with
its corresponding value in tens of degrees (e.g.,
label 13 is 130 degrees). Cardinal headings are
labeled with the characters "N", "S", "E", and
"W".

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

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 the current Magnetic heading.

Drift Angle A Drift Angle Pointer is displayed on the compass

Pointer rose as a triangle pointing to the aircraft's current
track. Current track can be magnetic north or
true north depending on the position of the
Heading Reference Switch.

The HSI is displayed in full (210 degree 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.
The HSI and associated symbols are removed from the display in
Primary Mode when LNAV Scales are displayed and OPC No
Compass Rose in LANV is enabled.

Figure 4-6 — HSI - With Drift Angle Pointer

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HEADING AND TRACK SYMBOLOGY (Cont)

Selected Course Selected Course is displayed on the HSI, Horizon

Line, and as a digital value (Figure 4-7)

Figure 4-7 — Selected Course

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HEADING AND TRACK SYMBOLOGY (Cont)

Selected Course In the Primary mode, a Selected Course Mark (the

Mark head of the Course Deviation Indicator (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 Course Mark is displayed below the

Horizon Line pointing to the corresponding
Selected Course value. The Selected Course
Mark is surrounded by a 3 degree gap in the
Horizon Line. If the Selected Course value is
outside the currently displayed heading scale on
the Horizon Line, then the Selected Course mark
is ghosted to the side closest to the Selected
Course. In AIII and Instrument Meteorological
Conditions (IMC) Modes, the Selected Course
Mark is replaced by the Conformal Localizer
Track Symbol.

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HEADING AND TRACK SYMBOLOGY (Cont)

Conformal In IMC and AIII Modes, the Conformal Localizer

Localizer Track Track Symbol provides an indication of the
aircraft's sensed localizer track, along the
Conformal Heading Scale. If the selected nav
source is not Instrument Landing System (ILS),
then the localizer track correction cannot be
calculated and the bug will be positioned at the
selected course.
The Conformal Localizer Track Symbol is
displayed in flight and on ground in IMC and AIII
Modes. The Conformal Localizer Track symbol
is displayed on ground in Primary mode when
the Ground Localizer Scale and PointerOPC are
not displayed.
When the localizer track has reached the
Conformal Heading Scale limit, the Conformal
Localizer Track will be dashed.

Digital Selected Digital Selected Course is displayed in one-degree

Course Mark increments in the lower left portion of the display
preceded by the characters "CRS". It is
continually displayed in the Primary mode and
for five seconds after selection in the IMC, Visual
Meteorological Conditions (VMC), or AIII modes.

When in IMC, VMC, or AIII mode, if the Selected

Course is changed, the new value will reappear
for 5 seconds. It is displayed in one-degree
increments as selected on the Electronic Digital
Flight Control System (EDFCS) Mode Control
Panel (MCP). A zero degree selection is
displayed as "000".

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HEADING AND TRACK 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 4-8).

Figure 4-8 — Selected Heading

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HEADING AND TRACK SYMBOLOGY (Cont)

Selected Heading In the Primary mode, a Selected Heading mark is

Mark displayed on the HSI indicating the
corresponding selected heading. If the selected
heading is outside the currently displayed
heading scale on the HSI, 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
is not displayed.

Digital Selected Digital Selected Heading is displayed in the lower

Heading Mark 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 AIII modes. When
in IMC, VMC, or AIII 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 MCP. A zero
degree selection is displayed as "000".

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HEADING AND TRACK SYMBOLOGY (Cont)

Bearing Source (Figure 4-9)

Bearing Pointers Bearing Pointers #1 and #2 provide an indication of

the aircraft's position relative to the Non-
Directional beacon and are displayed when
selected on the Electronic Flight Instrument
System (EFIS) control panel. Pointer can be
either VHF Omni directional Range (VOR) or
ADF bearing.

Bearing Source Bearing Source Annunciations provide an

Annunciations indication of the data source for the Automatic
Direction Finder/VHF Omni directional Range
(ADF/VOR) Bearing Indicator, when selected on
the EFIS control panel Radio Distance Magnetic
Indicator (RDMI) select switches.

Figure 4-9 — ADF/VOR Bearing Indicators

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Speed Symbology

SPEED SYMBOLOGY

Airspeed Airspeed data is displayed in both analog and

Displays digital forms depending on the mode of operation
(Figure 4-10, Figure 4-11, and Figure 4-12). In the
Primary mode, the displayed airspeed information
is comprised of the following:

NOTE: The following items (1 through 12) are

referenced in Figure 4-10 and Figure 4-
11.

Figure 4-10 — Airspeed Tape Symbology - Primary Mode (Part 1)

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SPEED SYMBOLOGY (Cont)

1. Maximum Allowable Airspeed - Is indicated

by the lower end of a checkerboard tape
growing downward from the top of the
Airspeed Scale as the airspeed increases
toward the Maximum Operating Airspeed
(VMO) limit. This symbol is inhibited on the
ground.

2. High Speed Buffet Tape - Is indicated by the

symbol placed alongside the upper portion of
the airspeed tape. The lower edge indicates
the speed where the aircraft will encounter
buffeting or the flaps should be extended.

3. Computed Airspeed (CAS) and Airspeed

Scale - Are displayed along the left edge of
the display. The CAS is also displayed as a
digital value within an airspeed odometer
window. The Airspeed Scale displays a ±60
knot range. The Digital Airspeed Odometer
includes the pointer for the Airspeed Scale.
The overall range of the Airspeed Scale is 30
to 450 knots with tic marks every 10 knots,
labeled every 20 knots.

4. Airspeed Trend Vector- Displays as an

arrow above or below the airspeed index. The
length of the arrow is proportional to the trend
value with the tip indicating the predicted air-
speed in 10 seconds. It is displayed when the
airspeed trend exceeds 4.5 knots and is
removed when the trend is less than 3.5 knots
or CAS is less than 30 knots.

5. Mach - Indicated as a digital value displayed

below the Airspeed Scale when Mach
increases above 0.400 and removed when it
decreases below 0.380.

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SPEED SYMBOLOGY (Cont)

Figure 4-11 — Airspeed Tape Symbology - Primary Mode (Part 2)

6. Digital Selected Airspeed/Mach - Is

displayed directly above the Airspeed Scale. It
is a digital readout of the aircraft's Selected
Airspeed or Selected Mach. Selected Mach is
only available in Primary Mode when the head
down display is configured for Primary Flight
Display/Navigation Display (PFD/ND).

7. VREF +20 Bug - Positioned 20 knots above

REF bug when REF bug is displayed (for the
737 MAX -8 or -9).

VREF +15 Bug - Positioned 15 knots above

VREF bug when REF bug is displayed (for
737 MAX -7).

8. Reference Speed Indicator - Displayed at

selected approach reference speed (when in
view) and bug is displayed on the head down
display. When bug moves off-scale at bottom
of the airspeed tape it is replaced by a legend
and digital readout.

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SPEED SYMBOLOGY (Cont)

9. Selected Airspeed Mark - Is displayed in

Primary Mode, positioned along the Airspeed
Scale when the selected airspeed is within the
scale's range. The selected airspeed value is
selected on the EDFCS MCP.

10. Minimum Operating Speed - Is indicated by

the symbol placed alongside the lower portion
of the airspeed tape. The upper edge indi-
cates the minimum maneuvering speed.

11. Stick Shaker Airspeed - Is indicated by the

upper end of a checkerboard tape growing
upward from the bottom of the Airspeed Scale
as the airspeed decreases toward stick
shaker speed. This symbol is inhibited on the
ground.

12. Airspeed Disagree - Is indicated by the text

"IAS DISAGREE" when airspeed from ADI-
RU1 disagrees from airspeed from ADIRU2
by more than 5 knots for 5 seconds. This mes-
sage is also displayed in IMC, VMC, and AIII
modes in the same location.

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SPEED SYMBOLOGY (Cont)

13. V1 Speed - Is indicated by a tic mark labeled

"V1" when the Takeoff decision speed (V1)
speed is within the Airspeed Scale and "V1"
above the digital value when off the top of the
Airspeed Scale.

RCC35588

14. VR Speed - Takeoff rotation speed is

indicated by a tic mark labeled "VR" or "R"
when the Rotation speed (VR) speed is within
the Airspeed Scale. "R" is used only when VR
within 5.5 knots of V1.

RCC35589

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SPEED SYMBOLOGY (Cont)

15. Climb-out Speed Indicator - A bug

positioned on the Airspeed Scale at the
Selected Airspeed +15 knots during TO until
first flap retraction.

16. Manual Bug 5 Speed Indicator - A bug posi-

tioned on the Airspeed Scale by selecting
position 5 on the Engine Control Module Ref-
erence Speed select knob.

17. Takeoff Speed Bug - A bug positioned on the

Airspeed Scale at 80 or 100 knots based on
the head down display option selected.

18. Ground Speed - Displayed in all modes, as a

digital value (Figure 4-12), to the right of
Mach. Ground speed is indicated in one-knot
increments with the letters "GS" positioned on
top of the numerical value.

19. Flap Maneuver Speeds - are indicated by tic

marks labeled with the flap position "UP", "1",
"2", "5", "10", "15", and "25" along the Air-
speed Scale when the Flap Maneuver Speeds
are within the Airspeed Scale.

RCC35591

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SPEED SYMBOLOGY (Cont)

20. Digital CAS - In any mode other than Primary

mode, the Airspeed Scale and associated
symbols are replaced with a digital readout of
Computed Airspeed (CAS) (Figure 4-12).
CAS is positioned relative to the Flight Path
Symbol when displayed, and relative to the
Aircraft Reference Symbol if Flight Path is not
displayed. CAS is displayed in one-knot incre-
ments just below and to the left of Flight Path
or the Aircraft Reference Symbol.

Figure 4-12 — Digital Airspeed Symbology

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SPEED SYMBOLOGY (Cont)

Speed Error Tape The Speed Error Tape (Figure 4-13) is displayed in
all modes and shows the difference between the
indicated airspeed and the reference (or "bug"
airspeed) selected on the EDFCS MCP.

The Speed Error Tape is positioned on the left wing

of the Flight Path Symbol, adjacent to the Flight
Path Acceleration Symbol. If the airspeed is
faster than the "bug" speed, the Speed Error
Tape rises above the wing proportional to the
speed error. Likewise, if the airspeed is slower
than the "bug" speed, the Speed Error Tape falls
below the wing. Each one-degree of Speed Error
Tape length (approximately the diameter of the
Flight Path circle) represents approximately five
knots of airspeed error. The tape length is limited
to +15/-12 knots of error.

SPEED ERROR TAPE

RCC35585

Figure 4-13 — Speed Error Tape

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

SPEED SYMBOLOGY (Cont)

Aircraft Braking The Aircraft Braking Scale and Pointer are

Scale and displayed upon de-rotation after landing or
PointerOPC Rejected Takeoff in HGS guided modes, or
when Global Positioning System (GPS) runway
remaining data is available. The Aircraft Braking
Scale and Pointer are displayed on the right side
of the combiner. In Primary Mode, Aircraft
Braking Scale and Pointer replace the Altitude
Scale.
The Aircraft Braking symbology is comprised of a
fixed scale representing a distance of 8000 feet
(2438 metersOPC) from the end of the usable
runway surface with a warning (hashed) area
displayed above it and a moving pointer
indicating the aircraft's projected stopping point
given the current position, velocity and
deceleration. If the pointer is within the runway
boundaries at a given braking level, the aircraft
will stop on the remaining runway at
approximately the relative position indicated. If
the current braking level is not sufficient to stop
the aircraft in the remaining runway, the pointer
will deflect to a position at the top end of the
scale in the warning area and flash.
For operators with the Aircraft Braking Scale option
enabled, the Aircraft Braking Scale will continue
to be displayed with a loss of GPS during Low-
Visibility Takeoff (LVTO) mode operations. If loss
of GPS occurs during a non-LVTO mode takeoff
operation, a boxed ACB Annunciation will be
displayed above 25 knots to indicate that the
Aircraft Braking Scale is unavailable.
Additionally, the Aircraft Braking Scale will be
displayed with loss of GPS during AIII Mode
operations. If a loss of GPS occurs during a non-
AIII Mode approach, a boxed ACB Annunciation
will be displayed below 400 feet Radio Altitude
(RA) to indicate that the Aircraft Braking Scale is

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SPEED SYMBOLOGY (Cont)

unavailable during rollout.

NOTE: The departure and arrival runways must

be entered into the Flight Management
Computer (FMC) flight plan for the
Aircraft Braking Scale and Pointer to
operate. Any modifications to a
previously activated flight plan must be
confirmed by pressing the illuminated
execute button on the Multifunction
Control Display Unit (MCDU. Failure to
activate a valid departure or arrival
runway in the FMC flight plan will result
in the display of the ACB fault
annunciation (See Table 4-5) and
removal of the Aircraft Braking Scale
and Pointer.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Altitude Symbology

ALTITUDE SYMBOLOGY

Altitude Displays Altitude data is displayed in both analog and digital

forms, depending on the mode of operation.
During normal landing or Rejected Takeoff with
weight on the nose wheel, the altitude scale on
the right side of the display will be replaced with
the Aircraft Braking symbologyOPC. In the
Primary mode, the displayed altitude information
(Figure 4-14) is comprised of the following:

NOTE: The following items (1 through 6) are

referenced in Figure 4-14.

Figure 4-14 — Altitude Tape Symbology (Primary Mode)

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ALTITUDE SYMBOLOGY (Cont)

1. Selected Altitude - Is displayed as a digital

value in 100 foot increments directly above
the Altitude Scale and as pointed to by the
selected altitude mark positioned along the
Altitude Scale when within the scale's range.
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 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 altitude in 6 seconds.
It is displayed if the altitude trend exceeds 45
feet (in 6 seconds) and removed when the
trend is less than 35 feet 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 20-foot increments)
within the Digital Odometer. The Altitude
Scale displays a ±400 foot 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 10,000 feet. The overall range of the
Altitude Scale is -9900 to 50 000 feet with tic
marks every 100 feet, labeled every 200 feet.

4. Baro Minimums Bug - Provides an indication

of the aircraft's selected Minimum Descent
Altitude (MDA). It travels along the Altitude
Scale.

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ALTITUDE SYMBOLOGY (Cont)

5. Selected Minimums Readout - Provides a

digital readout of the aircraft's selected Deci-
sion Height (DH) or Minimum Descent Alti-
tude, and is positioned alongside the lower left
portion of the Altitude Scale.

6. Altimeter Setting - Displayed as a digital

readout of the pilot's current altimeter setting,
directly below the Altitude Scale.

Digital Barometric The Altitude Scale and associated symbols (Figure

Altitude (AIII, 4-15) are not displayed in the AIII, IMC, or VMC
VMC, and IMC mode. Instead, a digital readout of barometric
Modes) altitude is displayed in 10-foot increments
positioned just below and to the right, relative to
the Flight Path or Aircraft Reference Symbols. If
the Flight Path Symbol is not displayed,
Barometric Altitude is displayed relative to the
Aircraft Reference Symbol.

Figure 4-15 — Digital Barometric Altitude (AIII, VMC, IMC Modes)

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ALTITUDE SYMBOLOGY (Cont)

Digital Vertical Digital Vertical Speed (Figure 4-16) indicates the

Speed aircraft's inertial vertical speed. Digital Vertical
Speed is displayed in increments of 50 feet per
minute. The Digital Vertical Speed value is
displayed in the lower right corner of the display
in Primary Mode and is followed by the
characters "VS" as a label of the digital readout.
In VMC, IMC, and AIII Modes the Digital Vertical
Speed symbol is positioned below and to the
right of the Flight Path Symbol. Digital Vertical
Speed is not displayed on the ground.

Figure 4-16 — Digital Vertical Speed - Primary Mode

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ALTITUDE SYMBOLOGY (Cont)

Radio Altitude A digital Radio Altitude (Figure 4-17) is displayed

directly below the Flight Path Symbol. The Radio
Altitude value is removed from the display at
1500 (2500OPC) feet when ascending and is
again displayed at 1400 (2500OPC) feet when
descending. If the Flight Path Symbol is not
displayed, the Radio Altitude is displayed
relative to the Aircraft Reference Symbol.

The digital value is displayed in flight at the

following increments:

• 20 foot increments - between 2500 and

1500 feet.

• 10 foot increments - between 1500 and

50 feet.

• 5 foot increments - between 50 and 10

feet.

• 1 foot increments - below 10 feet.

Radio Altitude is not displayed on the ground.

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ALTITUDE SYMBOLOGY (Cont)

Figure 4-17 — Radio Altitude

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ALTITUDE SYMBOLOGY (Cont)

Decision Height A Decision Height annunciation "DH" (Figure 4-18)

is displayed to the left of the digital Radio Altitude
when the selected Decision Height altitude has
been reached. When descending through
decision height, "DH" flashes for 3 seconds and
then remains steady. "DH" is removed from the
display when any of the following conditions
occur:

1. EFIS Control Panel (EFCP) Reset switch is

pressed.

2. Radio Altitude is 75 feet above Decision

Height altitude.

3. Aircraft is no longer in flight.

NOTE: Decision Height is not displayed if Radio

Altitude is not displayed.

Figure 4-18 — Decision Height

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS Symbology

HGS SYMBOLOGY

Aircraft The Aircraft Reference Symbol commonly referred

Reference to as the Boresight symbol represents the
Symbol projected centerline of the aircraft (boresight).
The top center point of the symbol (the point of
the top V) is the actual boresight point.

The Aircraft Reference Symbol is positioned at a

fixed location on the display 7 degrees above the
display's vertical center. Unlike other displayed
symbols, it is not dependent on any sensor or
equipment inputs. The display is similar in
operation to the aircraft symbol on conventional
attitude instruments and is always present when
the HGS is powered and operating normally.

In the Unusual Attitude (UA) display, the Aircraft

Reference Symbol is fixed at display center to
allow for a large Unusual Attitude Display and is
not conformal.

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HGS SYMBOLOGY (Cont)

Flight Path The Flight Path Symbol (Figure 4-19) displays the
actual flight path vector of the aircraft. The swept
wings of the Flight Path Symbol are angled
downward 30 degrees to the horizontal so that in
a 30 degree level turn, the appropriate wing will
overlay the Horizon Line.

The Flight Path Symbol is initially derived and

provides an instantaneous indication of where
the aircraft is going. The pilot can maneuver the
aircraft and "fly" Flight Path to the desired point.
For example, if the pilot positions Flight Path
above the Horizon Line, the aircraft is climbing.
If it is pointed below the Horizon Line, the aircraft
is descending. The Flight Path angle is indicated
by the position of the center of the Flight Path
circle relative to the Pitch Scale. For example, if
the pilot positions Flight Path to overlay the
runway touchdown point and the Flight Path
angle is -3 degrees, then the aircraft is tracking
a -3 degree approach angle to the runway
touchdown point.

The Flight Path Symbol is only displayed in flight

and has display priority over all other symbols
except the guidance cue and flare command
symbology. For example, if any portion of
another symbol is positioned anywhere inside
the circular portion of the Flight Path Symbol,
that portion is not displayed.

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HGS SYMBOLOGY (Cont)

Flight Path (Cont) The Flight Path Symbol can be limited laterally by
other symbology (tapes) or the display field-of-
view (Figure 4-19). When this occurs, the Flight
Path Symbol is "ghosted" meaning it is displayed
as dashed lines rather than solid lines. This
indicates that the Flight Path Symbol is no longer
conformal with the real world scene. With the
Boeing HUD Symbol UpdateOPC, the Flight Path
Symbol is displayed in its alternate form (Figure
4-20).

FLIGHT PATH SYMBOL

GHOSTED FLIGHT
PATH SYMBOL

RCC35578

Figure 4-19 — Flight Path Symbols

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Figure 4-20 — Flight Path Symbol - Alternate Form

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HGS SYMBOLOGY (Cont)

Flight Path The inertial acceleration (or deceleration) of the

Acceleration aircraft along the flight path is indicated by the
Flight Path Acceleration symbol " > " (Figure 4-
21). This symbol is an indication of the total sum
of all forces affecting the aircraft, including,
thrust, drag, and the air mass the aircraft is
moving through.

In flight, the Flight Path Acceleration symbol is

positioned to the left of the Flight Path Symbol.
When Flight Path Acceleration is above the wing
of the Flight Path Symbol, the aircraft is
accelerating. When it is below the Flight Path
wing, the aircraft is decelerating. To maintain a
steady state (neither accelerating nor
decelerating), the Flight Path Acceleration
symbol is positioned pointing to the Flight Path
wing. When the aircraft is not in flight, or the
Flight Path Symbol is not displayed, then the
Flight Path Acceleration symbol is positioned
relative to the Ground Roll Reference Symbol. If
the Ground Roll Reference symbol is not
displayed, Flight Path Acceleration is positioned
relative to the Aircraft Reference Symbol.

NOTE: It is important to remember that flight

path acceleration is affected by all
forces on the aircraft and actually
indicates the total forces at work.
Therefore, it should not be thought of as
a throttle indicator or command;
however, it can be used very effectively
to control speed or flight path angle.

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HGS SYMBOLOGY (Cont)

To avoid confusion in controlling aircraft thrust, the

Flight Path Acceleration symbol is removed from
the display when the HGS detects a low-level,
decreasing performance wind shear below 400 ft
AGL.

FLIGHT PATH
ACCELERATION

RCC35579

Figure 4-21 — Flight Path Acceleration

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HGS SYMBOLOGY (Cont)

Guidance Cue The Guidance Cue symbol is the "Flight Director."

It functions in the same way as a conventional
single cue Flight Director, but is designed for
control of Flight Path. For the pilot, the objective
is to capture the Guidance Cue inside the Flight
Path circle using pitch and roll control inputs.

Ground Roll On the ground in the Primary mode when

Guidance Cue configured for a low visibility takeoff, or in Rollout
ModeOPC, a Ground Roll Guidance Cue
provides HGS-derived lateral guidance
commands relative to the Ground Roll
Reference symbol (in place of Flight Path). This
command provides for tracking the localizer
during a low visibility takeoff or in Rollout Mode
using rudder control inputs. Following the low
visibility takeoff, and at the transition to "in-
flight," the HGS-derived Ground Roll Guidance
Cue is removed from the display and replaced
by the Flight Director derived Guidance Cue
when less than 2° of pitch command or 50 feet
Radio Altitude occurs, whichever is first.

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HGS SYMBOLOGY (Cont)

Ground Roll Whenever in-flight in either the Primary or IMC

Guidance Cue mode, and when the left seat pilot's Flight
(Cont) Director commands are in view (head-down),
the Guidance Cue is driven by the Flight
Director. Whenever the HGS AIII approach
modeOPC is active, the Guidance Cue is
controlled by independently-derived pitch and
roll command signals from the HGS Computer.
The AIII Guidance Cue is designed for very fine
tracking of the localizer and glideslope down to
flare, after which it will command a flare
maneuver while continuing to track the localizer
laterally. It is removed from the display at
touchdown. If the rollout option is selected, the
Guidance Cue remains displayed through the
rollout until the ground speed decreases to 25
knots. If the HGS is not AIII capable ("NO AIII"
after the AIII mode is entered), then the
Guidance Cue is removed from the display.

NOTE: When changing modes between

Primary or IMC and AIII, the Guidance
Cue switches between sources (EDFCS
or HGS). The Guidance Cue is
continuously displayed, but a slight
change in position may be observed.

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HGS SYMBOLOGY (Cont)

Ground The Ground Deceleration ScaleOPC (Figure 4-22)

Deceleration consists of four labeled marks displayed
ScaleOPC alongside the vertical path traveled by the Flight
Path Acceleration symbol. Each Ground
Deceleration Scale mark represents the
deceleration level provided by the
corresponding setting of the aircraft's automatic
braking (Autobrake) system. Each mark is
labeled with the corresponding Autobrake
setting, and the vertical offset of each mark from
the reference position (either the Ground Roll
Reference or Aircraft Reference Symbol)
represents the deceleration level of the
corresponding autobrake setting.

NOTE: The OPC option for the Ground

Deceleration Scale symbology must be
enabled for the Ground Deceleration
Scale to show.

The vertical position of the Flight Path Acceleration

symbol along the Ground Deceleration Scale
shows the inertial deceleration of the aircraft with
respect to the deceleration levels indicated by
the marks.

Figure 4-22 — Ground Deceleration Scale

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HGS SYMBOLOGY (Cont)

Ground During takeoff, the scale is not displayed, but is

Deceleration added to the display if a deceleration is sensed
ScaleOPC when the ground speed is above 50 knots and
(Cont) the airplane is still on the ground. Once
displayed, the scale is removed when ground
speed decreases below 25 knots, the airplane
begins accelerating, or the airplane lifts off.

Glideslope The Glideslope Reference Line (Figure 4-23) is a

Reference Line conformal display of the glideslope value
entered on the MCDU. It consists of a series of
dash lines positioned below the Horizon Line at
an angle corresponding to the glideslope value
(Illustration entered on the MCDU. If a -3.00 degree angle is
shows only left entered, then the Glideslope Reference Line is
edge of positioned 3 degrees below the Horizon Line
Glideslope and laterally centered on the display. The
Reference Glideslope Reference Line is displayed full-time
Line.) in IMC, VMC, and AIII modes. The Glideslope
Reference Line is displayed in the Primary Mode
when in descent below 2500 feet RA (except in
TO/GA mode).

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HGS SYMBOLOGY (Cont)

Figure 4-23 — Glideslope Reference Line

Glideslope The digital glideslope value corresponding to the

Reference Line glideslope angle entered on the MCDU is
(Cont) located at the outside ends of the Glideslope
Reference Line. The Flight Path Symbol has
display priority over this digital value and will
"blank" it if the Flight Path Symbol moves to
within a specified distance.

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HGS SYMBOLOGY (Cont)

Because the Glideslope Reference Line is a

conformal display, positioning the Flight Path
Symbol over the Glideslope Reference Line
results in the aircraft flying a descent angle equal
to the glideslope angle entered on the MCDU.
During visual approaches, a precise descent
angle to the runway is maintained by overlaying
the Glideslope Reference Line on the runway
touchdown zone and then maintaining the Flight
Path Symbol on the Glideslope Reference Line.

NOTE: In visual approaches the Combiner

should be positioned into the normal
operating detent to ensure proper
longitude touchdown position.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Slip/Skid The Slip/Skid symbology (Figure 4-24) consists of

Indicators (SSI) three symbols:

1. Roll Scale Slip/Skid Indicator - Referenced to

and rotated with the Roll Scale Pointer or ref-
erenced to the UA Roll Scale Pointer (which-
ever is displayed).

2. Aircraft Reference Slip/Skid Indicator - Refer-

enced to the Aircraft Reference Symbol.

3. Flight Path Slip/Skid Indicator - Referenced to

the Flight Path Symbol.

The Flight Path and Aircraft Reference Slip/Skid

Indicators are only displayed during a takeoff, or
a low-altitude go-around, to provide additional
yaw reference in the case of an engine failure. At
low altitude, the sensitivity of the Slip/Skid
Indicators is enhanced to provide additional
awareness.
The Slip/Skid Indicators will be cross hatched if the
Roll Command and Alerting SymbolsOPC is
enabled and an excessive slip/skid is detected
and either the Roll Command Arrow, Roll/Yaw
Asymmetry Advisory Alert or Roll Authority
Caution Alert is displayed.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Figure 4-24 — Slip/Skid Indicators

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

TO/GA Pitch A TO/GA Pitch Target Line is displayed when all of

Target Line the following conditions are true:

1. Ground Speed greater than 65 knots

2. Flight Director TO/GA mode is active

3. Pitch command greater than 10 degrees is

received.

During the takeoff roll, the TO/GA Pitch Target Line

is displayed as a horizontal dash line initially
fixed at the top of the display (Figure 4-25). As
the pitch attitude increases during rotation, its
vertical position, relative to the Aircraft
Reference Symbol, is made to correspond to the
pitch command provided by the Flight Director. A
pitch up command would have the TO/GA Pitch
Target Line positioned above the Aircraft
Reference Symbol and a pitch down command
would have the TO/GA Pitch Target Line
positioned below the Aircraft Reference Symbol.
The command is satisfied by placing the Aircraft
Reference Symbol on the TO/GA Pitch Target
Line.

Once in flight, and the Flight Director Guidance

Cue is displayed, the spacing between the
TO/GA Pitch Target Line and the Aircraft
Reference Symbol is equal to the difference
between the Guidance Cue and Flight Path
Symbols. The TO/GA Pitch Target Line is
displayed until the Flight Director TO/GA mode
is exited.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Figure 4-25 — TO/GA Pitch Target Line

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Takeoff Rotation The Takeoff Rotation Cue provides pitch rotation

CueOPC cueing for all-engine and engine- fail continue
scenarios to establish a defined rotation rate.
The Takeoff Rotation Cue also provides roll
commands. These commands initially maintain
wings level and then, as the aircraft gains wing
clearance in the climb, the roll command
associated with the lateral Flight Director Mode
is used. This feature is intended to be used for all
takeoff operations. Takeoff Rotation Cue can
only be enabled if Tailstrike Avoidance
Symbology is enabled.

The Takeoff Rotation Cue is initially displayed

under the following conditions:

• The HGS is in Primary Mode.

• The aircraft is aligned with the runway

(Magnetic Heading is within 15 degrees
of selected course).

• Rotation Speed is valid.

• Flight Director TO/GA mode is selected.

• Ground Speed is less than 45 knots.

As the aircraft accelerates, the Takeoff Rotation

Cue remains aligned with the Aircraft Reference
Symbol. When the aircraft's speed reaches VR,
the cue rises at the prescribed rotation rate for
the aircraft until it reaches the TO/GA Reference
Line. The pilot responds by rotating the aircraft
keeping the Aircraft Reference Symbol centered
vertically within the Takeoff Rotation Cue. The
Takeoff Rotation Cue includes protection
against pitch rate commands that could result in
a tailstrike or stall.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

The Takeoff Rotation Cue is removed when any of

the following are true:
• A Rejected Takeoff is initiated.
• Radio Altitude is greater than 400 feet.
• Radio Altitude is greater than 100 feet and
the Flight Director Pitch Command has been
achieved and maintained within +/- 1.5
degrees for at least 4 seconds.

Figure 4-26 — Takeoff Rotation Cue

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Wind Speed and The current Wind Speed and Direction (Figure
Direction 4-27) is displayed in the upper left portion of the
display.

The Wind Speed is indicated by a digital value

positioned directly below the Wind Direction
arrow. It is displayed in one-knot increments
from 6 to 256 knots.

The Wind Direction is referenced to the aircraft. A

Wind Direction arrow pointing straight up (the 12
o'clock position) represents a direct tail wind. A
Wind Direction arrow pointing to the right (the 3
o'clock position) represents a direct left
crosswind.

The two parameters (direction and speed) are

displayed when the aircraft is in flight and the
Wind Speed exceeds 6 knots. The Wind Speed
and Direction are removed when the Wind
Speed drops below 4 knots.

Figure 4-27 — Wind Speed and Direction

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

ALIGN HUD An "ALIGN HUD" (Figure 4-28) message is

Message displayed to indicate that the HGS Combiner
glass is not properly positioned into the normal
operating detent in the IMC or VMC approach
modes. 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.

Figure 4-28 — ALIGN HUD Message

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Tail Strike The Tail Strike Warning MessageOPC (Figure

Warning 4-29) provides an indication that a tail strike is
MessageOPC likely during landing. During approach, tail strike
monitoring is active below 100 feet wheel height
until aircraft touchdown. The Tail Strike Warning
Message is not displayed when the Windshear
Alert is displayed.

NOTE: The Warning Message is dependent

upon aircraft Pitch Angle and/or Pitch
Rate.

The OPC option for Tail Strike

Avoidance symbology must be enabled
for the Tail Strike Warning Message to
show.

OPC exists if Two Position Tail Skid is

installed on the aircraft. This OPC will
make adjustments to the Tail Strike
Warning Message to account for
installation of the Two Position Tail Skid.

The TAILSTRIKE annunciation is

inhibited when both autopilot and
autothrottle are engagedOPC.

Figure 4-29 — Tail Strike Warning Message

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Tail Strike Pitch The Tail Strike Pitch LimitOPC symbol (Figure 4-30)
LimitOPC is displayed relative to the Aircraft Reference
Symbol and indicates that the aircraft is at or
approaching the Tail Strike Pitch Limit. Tail strike
may occur if the Tail Strike symbol meets the
Aircraft Reference Symbol. The Tail Strike Pitch
Limit symbol shows the pitch angle margin to tail
strike during takeoff (including during a touch
and go). The Tail Strike Pitch Limit symbol is
displayed if the aircraft pitch angle approaches
the tail strike angle or the pitch rate is too
excessive during takeoff rotation (below 10 feet
AGL). The Tail Strike Pitch Limit is not displayed
when the Windshear Warning message is
active.

NOTE: The OPC option for Tail Strike

Avoidance symbology must be enabled
for the Tail Strike Pitch Limit symbol to
show.

TAIL STRIKE
PITCH LIMIT

RCC35562

Figure 4-30 — Tail Strike Pitch Limit

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Flare Cue The Basic Flare Cue (Figure 4-31) is a stationary

pair of flashing " + " (plus symbols), one directly
above each wing of the Flight Path Symbol. The
Flare Cue symbol is displayed in PRI, IMC, VMC
(not in AIII) modes. The Flare Cue symbol
provides advisory information so that the pilot
can think about Flaring the aircraft. It does not
provide guidance on how to perform Flare. It is
first displayed when the aircraft descends
through 55 feet and is removed when the aircraft
descends through 10 feet (Radio Altitude).

NOTE: The position of the Flare Cue is fixed

relative to the Flight Path Symbol wings
and is not used to command or in any
way provide guidance for the flare
maneuver, but only to indicate the
necessity to manually flare the aircraft.

The Basic Flare Cue symbol is not

displayed if the Autonomous Flare OPC
is selected.

Figure 4-31 — Flare Cue (Basic)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Autonomous The Autonomous Flare symbology provides the

FlareOPC pilot with FLARE mode anticipation and Flare
Cueing information for PRI, IMC and VMC
modes of operation under visual, CAT I and CAT
II operation.

The Autonomous Flare symbology is functionally

similar to that of the HGS AIII mode Flare
function but uses unique symbology to
differentiate it from the AIII Flare Guidance
symbology.

The Autonomous Flare symbology consists of a

Flare Cue (driven by the HGS control laws),
Flight Path canards, and in case of a mode
failure, a NO FLARE annunciation.

NOTE: The OPC option for Autonomous Flare

symbology must be enabled for the
Autonomous Flare to function.

A Pre-Autonomous Flare Cue (+--- ---+)

(Figure 4-32) will appear during an approach
when the aircraft is approximately 105 feet AGL.
The symbol is placed 2 degrees to 3 degrees
below the Flight Path Symbol as an advisory to
the pilot that the Flare maneuver is coming.
When this symbol first appears, the "+" portion
will flash four times in the first second.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Figure 4-32 — Pre-Autonomous Flare Cue

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Autonomous As the approach continues the Autonomous Flare

FlareOPC Cue will begin to move up, advising the pilot to
(Cont) begin the Flare maneuver. The pilot responds by
moving the aircraft nose up until the
Autonomous Flare Cue is in line with the
canards on the HGS flight path symbol. The
dashed lines (Figure 4-32) on the Autonomous
Flare Cue change to solid lines when Flare
Active or the Flare command is active
(Figure 4-33).

Figure 4-33 — Autonomous Active Flare

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Autonomous To avoid presenting the pilot with two types of

FlareOPC vertical information, the Flight Director Guidance
(Cont) Cue, is removed from view at approximately 70
feet AGL. An IDLE message (Figure 4-34) is
displayed to indicate that the pilot should retard
the throttles.

Should a failure be detected that will inhibit

Autonomous Flare, a NO FLARE message
(Figure 4-35) will be displayed.

NOTE: The Autonomous Flare mode is inhibited

during Windshear Warning events.

Figure 4-34 — Autonomous Idle Message

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Autonomous A NO FLARE will be displayed (flashes for 10

FlareOPC seconds) due to loss of Autonomous Flare
(Cont) capability when all the Autonomous Flare mode
conditions have been met, including aircraft on
final approach, required Glideslope Reference
angle selected, and HGS AIII mode not active.

NOTE: Some aircraft situations result in the loss

of Autonomous Flare capability.
Autonomous Flare capability will have to
be re-established (prior to 500 feet AGL)
before Autonomous Flare capability will
return.

Figure 4-35 — Autonomous No Flare Message

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Angle of Attack The Angle Of Attack (AOA) Limit symbol

Limit (Figure 4-36) is positioned to indicate the
difference between current angle of attack and
the angle of attack at which stick shaker will
occur. If the AOA Limit symbol is two degrees
above the Flight Path Symbol, stick shaker will
Boeing HUD occur if the angle of attack is increased by two
Symbol degrees. The AOA Limit symbol is positioned on
UpdateOPC the Flight Path Symbol (boxed ends set on the
AOA Limit Flight Path wings) when stick shaker occurs.

The AOA Limit symbol is displayed during any of

the following:

1. Angle-of-attack is within 3.5 degrees of stick

Boeing HUD shaker when Flaps are Up and 5 degrees of
Symbol stick shaker when Flaps are not Up.
UpdateOPC
AOA Limit in 2. Whenever stick shaker is active.
UA Mode

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

3. Whenever the Windshear Guidance Cue is

displayed.

When the Boeing HUD Symbol UpdateOPC is

enabled, the Angle of Attack Symbol is displayed in
its alternate form.

NOTE: The Pitch Limit Indicator (on the

Maintenance Diagnostic Systems
(MDS)) is not displayed for the same
operating conditions as the AOA Limit
(on the HGS). As a result, there are
normal operating conditions where the
AOA Limit on the HGS is displayed and
the Pitch Limit Indicator on the MDS is
not displayed.

AOA LIMIT

RCC35582
Figure 4-36 — AOA Limit

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

Angle of Attack NOTE: The option for AOA Symbols is not

Scale and available for use in OPS software 072-
IndicatorOPC 0428-005 for the 737 MAX 8. This will
be corrected in a later OPS update.

The Angle Of AttackOPC (AOA) symbols are

displayed in the upper right portion of the
Combiner display anytime the aircraft is in flight
and the angle of attack data is valid. Figure 4-37
shows the Angle of Attack Scale and Indicator,
the Approach Reference Band and the Stick
Shaker Trip Point. The OPC option for Angle of
Attack symbology must be enabled for the AOA
Scale and Indicator to show.

The Angle of Attack Scale and Indicator and the

digital readout indicate the aircraft's current
angle of attack. The distance between the tick
marks on the scale represent represents a 5
degree change in angle of attack.

The Approach Reference Band is added to the

scale in flight after the selection of landing flaps
to indicate the normal approach angles of attack.

NOTE: Aircraft with Two Position Tail Skid and/

or Short Field require selection of Two
Position Tailskid OPC and SMYDC label
data for SFP identification to correctly
position the Approach Reference Band.

The Stick Shaker Trip Point provides a visual

indication of the proximity of the current angle of
attack to the stick shaker angle of attack. It is
displayed only if the stick shaker angle of attack
is valid.

The Angle of Attack Fault Annunciation is a

boxed "AOA" message that indicates the loss of
valid Angle of Attack data. It is displayed to the
left of the AOA symbology.
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HGS Pilot Guide for the Boeing 737 MAX Model 6000

HGS SYMBOLOGY (Cont)

STICK SHAKER
TRIP POINT

ANGLE OF ATTACK
SCALE AND INDICATOR
APPROACH
REFERENCE
BAND

DIGITAL
READOUT

RCC35583

Figure 4-37 — Angle of Attack Symbols

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Navigational Symbology

NAVIGATIONAL SYMBOLOGY

Lateral Deviation In the Primary mode, Lateral Deviation is displayed

- Primary Mode on the HSI as a conventional CDI (Figure 4-38).
Displacement of the CDI with respect to its null
position at the center of the ±2-dot scale is the
indication of the current lateral deviation during
ILS, GPS Landing System (GLS), Final
Approach Course (FAC)OPC, or VOR
operations.

When RNPOPC is selected, Navigation

Performance Scales (NPS) are displayed. Refer
to Figure 4-51.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-38 — Lateral Deviation - Primary Mode

(RNP OPC Not Selected)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Lateral Deviation The source driving the Lateral Deviation indicator

- Primary Mode is shown by the Navigation Source Annunciation
(Cont) located to the left of the compass rose. The
Navigation Source Annunciation is capable of
displaying FMC(L), FMC(R), ILS(1) or (2),
GLS(1) or (2), or VOR(1) or (2) (Figure 4-38). If
the Navigation Source cannot be determined a
boxed NAV SRC will be displayed (Figure 4-39).

It is possible to have the Lateral and Vertical

Deviation displays be driven by separate
sources. Lateral Deviation Faults will trigger a
boxed FAC if a FMS has failed during the Final
Approach course maneuver (Figure 4-39).

NOTE: Boxed FAC will only be displayed if

Integrated Approach NAV (IAN) OPC is
enabled.

When the EDFCS detects excessive localizer

deviation during an ILS or GLS approach, the
CDI flashes until the excessive deviation is no
longer present. Loss of valid Localizer or VOR
Deviation causes the CDI to be removed, but the
scale remains.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-39 — Lateral Deviation Failure Annunciation

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Lateral Deviation In the AIII or IMC modes, Lateral Deviation Line is

- AIII or IMC displayed referenced to the Selected Course
Mode Mark or the Conformal Localizer Track (Figure 4-
39).

Lateral Deviation is indicated by the displacement

of the Lateral Deviation Line left or right of the
Selected Course Mark or the Conformal
Localizer Track. The gain of the Lateral
Deviation Line depends on the type of operation.
As a localizer deviation, the display gain is six
times the actual localizer signal in order to make
the localizer more sensitive for fine tracking
tasks. This results in 1/5th of a dot (on the HSI)
deviation when the localizer deviation line is
displaced to either edge of the Selected Course
or the Conformal Localizer Track gap in the
Horizon Line. As a VOR deviation, the display
gain is one.

In the IMC mode, the Lateral Deviation Line

flashes similar to the CDI in the Primary mode,
when the EDFCS detects excessive localizer
deviation. Loss of valid localizer or VOR
deviation data causes the Lateral Deviation Line
to be removed. Failure of the tuned source
results in a boxed VOR or LOC failure message.

In the IMC mode, the Lateral Deviation indicator

may also be driven by the FMC. As in the PRI
mode, a Navigation Source Annunciation will
indicate the current Navigation Source.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Lateral Deviation Cross Track Deviation position is dependent upon

- AIII or IMC the state of the RNP OPC. If RNP OPC is
Mode (Cont) enabled, the cross tack deviation will be
displayed inside the Partial Compass Rose
(Figure 4-51 and 4-52), or in this same position
in IMC mode (when no partial compass rose is
displayed) OR cross track deviation will appear
to the right of the Vertical Deviation scale and
pointer in the lower right corner of the display if
the RNP OPC is disabled. The cross track
deviation will display a hundredths digit if
crosstrack absolute value is less than 9.95.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-40 — Lateral Deviation - AIII or IMC Mode

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Vertical Deviation The Vertical Deviation Scale and Index (Figure 4-

- Primary and 41 and Figure 4-42) provides an indication of the
IMC Modes aircraft's vertical deviation from the FMS vertical
profile. Vertical Deviation is determined by
noting the location of the diamond shaped
Vertical Deviation Index relative to the Vertical
Deviation Scale located in the lower right corner
of the display. The index is limited to a full-scale
deflection of ±400 feet of vertical deviation.
When G.T. ±430 feet of vertical deviation, the
digital value for the vertical deviation is displayed
at the appropriate end of the scale.

The Vertical Deviation Scale and Pointer is only

displayed in PRI and IMC modes when RNP
Scales OPC is not selected. The Scale and
Pointer is only displayed in NAV, VNAV ALT,
VNAV SPD, or VNAV PATH mode of operation.

When RNPOPC is selected, Navigation

Performance Scales (NPS) are displayed. Refer
to Figure 4-51.

Located to the right of the Vertical Deviation Scale

is the distance to the next waypoint and source
information (Figure 4-41). When operating in
LNAV mode the Cross Track Deviation would
also be displayed when the RNP OPC is not
selected (Figure 4-42).

When the Digital Crosstrack Deviation or Vertical

Deviation Scale is displayed the Distance to
Waypoint and Navigation Source are also
displayed.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-41 — Vertical Deviation - Primary Mode

(RNP OPC Scales Not Selected)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-42 — Vertical Deviation - IMC Mode

(RNP OPC Scales Not Selected)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Navigation The Navigation Source Annunciation indicates the

Source source of the navigation information being
Annunciations displayed (Figure 4-43). These annunciations
are displayed in a fixed location in the lower left
portion of the display. Since the Lateral and
Vertical Navigation indicators may be driven
from separate independent sources, two
Navigation Sources may be displayed.

Figure 4-43 — Navigation Source Annunciation

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Navigation The possible Navigation Source Annunciations

Source are:
Annunciations
(Cont) NOTE: Navigation Source Annunciations are
displayed in all modes except VMC.

1. ILS1 - indicates that the source for the local-

izer and glideslope deviation displayed is from
side #1 (Nav transfer switch in "NORMAL" or
"BOTH ON 1") and an ILS frequency is tuned.

2. ILS2 - indicates that the source for the local-

izer and glideslope deviation displayed is from
side #2 (Nav transfer switch in "BOTH ON 2"
position only) and an ILS frequency is tuned.

3. GLS1 - indicates that the source for the local-

izer and glideslope deviation displayed is from
side #1 (Nav transfer switch in "NORMAL" or
"BOTH ON 1") and a GLS Station ID is tuned.

4. GLS2 - indicates that the source for the local-

izer and glideslope deviation displayed is from
side #2 (Nav transfer switch in "BOTH ON 2"
position only) and a GLS Station ID is tuned.

5. VOR1 - indicates that the source for the VOR

lateral deviation and TO/FROM information
displayed is from side #1 (Nav transfer switch
in "NORMAL" or "BOTH ON 1") and a VOR
frequency is tuned.

6. VOR2 - indicates that the source for the VOR

lateral deviation and TO/FROM information
displayed is from side #2 (Nav transfer switch
in "BOTH ON 2" position only) and a VOR
frequency is tuned.

7. FMCL - indicates information from L FMC.

8. FMCR - indicates information from R FMC.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Navigation 9. FMC - indicates that the FMC source is

Source undetermined or single FMC.
Annunciations
(Cont) Dual Source Annunciations may be displayed for
the following:

1. LOC (1 or 2) / G/P (L or R) - indicates LOC

information from MMR 1 or 2 or G/P FMC L or
R.

2. LOC (1 or 2) / G/P - indicates LOC information

from MMR 1 or 2 or G/P FMC.

NOTE: If only one FMS is installed G/P will be

displayed.

If the Navigation Source cannot be determined a

boxed NAV SRC will be displayed.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Scale ID Located on the top left area of the display opposite

the Roll Scale is the Scale ID (Figure 4-44). This
annunciation provides a single indication of
LRUs driving the Lateral and Vertical scales/
bars.

The Source ID operates in PRI and IMC modes

and is only displayed on approach or En Route
when both the LNAV and VNAV Scales are
displayed. The possible displays are as follows:

1. Lateral Navigation (LNAV)/Vertical Navigation

(VNAV)

2. LNAV/ Glidepath (G/P)

3. LNAV/ Glideslope (G/S)

4. Final Approach Course (FAC)/VNAV

5. Localizer (LOC)/VNAV

6. LOC/ G/P

7. ILS

8. GLS

9. FMC.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-44 — Scale ID

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

Digital Distance Digital Distance (Figure 4-45) is located in the

(DME/GLS/ lower left corner of the display near the compass
FMC) rose provides a digital display of Distance
Measuring Equipment (DME) distance
(indicated by DMEXXX), GLS distance to
Threshold (indicated by DTTXX.X), or the
Distance to the next FMS waypoint (indicated by
XX.X NM).

When the DME digital readout is less than 99.95

NM, the value displayed will be rounded to the
nearest tenth. For values less than 10 NM, the
tens digit are replaced with a blank character.

If the displayed DME distance or GLS Distance to

Threshold are displayed and the digital readout
is greater than or equal to 99.95 NM, the
displayed value will be rounded to the nearest
nautical mile and limited to be no greater than
512 NM.

If the FMS Distance to Waypoint is displayed and

is greater than or equal to 99.95 NM, the
displayed values shall be equal to Distance to
Waypoint rounded to the nearest nautical mile
with the decimal character not displayed. For
values less than 1000 NM, the thousands digit
will be replaced with a blank character.

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NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-45 — Digital Distance

(RNP OPC Scales Not Selected)

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NAVIGATIONAL SYMBOLOGY (Cont)

Ground Localizer Either the Ground Localizer Line (Figure 4-46) or

Line - Primary, the Ground Localizer Deviation Scale and
AIII, and IMC PointerOPC (Figure 4-47) is displayed in the
Modes Primary, AIIIOPC or IMC modes if both VHF Nav
Receiver’s are tuned to an ILS frequency and
the localizer is valid while on the ground. The
Ground Localizer Line is located slightly below
the HGS Horizon Line and displays localizer
deviation relative to the Selected Course mark or
the Conformal Localizer Track if the Ground
Localizer Deviation Scale and Pointer OPC is
not enabled.

In the Primary or IMC modes, the Ground Localizer

Line is removed from the display at Aircraft
Rotation and is again displayed at Aircraft
Touchdown.

In the AIII modeOPC, the Ground Localizer Line is

displayed at Aircraft Touchdown.

If IANOPC is selected, Ground Localizer Line can

be driven by FMC data after Aircraft Touchdown.

RCC35609

Figure 4-46 — Ground Localizer Line

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NAVIGATIONAL SYMBOLOGY (Cont)

Ground Localizer This symbol provides an indication of the aircraft's

Deviation lateral deviation relative to the runway centerline
Scale and (Figure 4-47). The aircraft's lateral orientation to
PointerOPC the localizer is indicated by the position of the
Localizer Deviation Pointer relative to the
Localizer Deviation Scale. The Localizer
Deviation Scale is a horizontal scale located just
below the Ground Roll Reference Symbol. The
Ground Localizer Deviation Scale consists of
three marks indicating -1, 0, and +1 "dots" of
deviation. The Ground Localizer Deviation Scale
and Pointer are only displayed when the aircraft
is not in flight. The OPC option for Ground
Localizer Deviation Scale and Pointer must be
enabled for the Ground Localizer Deviation
Scale and Pointer to show. Ground Localizer can
also be driven by FMC if IAN OPC is selected.

RCC35610

Figure 4-47 — Ground Localizer Deviation Scale and Pointer

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NAVIGATIONAL SYMBOLOGY (Cont)

Glideslope During ILS, GLS, or G/P operations in the Primary

Deviation - mode, glideslope deviation is shown with the
Primary Mode Glideslope Deviation Scale and Index displayed
to the left of, and centered on, the Altitude Scale
(Figure 4-48). The glideslope Deviation Scale
replicates a conventional glideslope scale with
±1 and 2 dots.

When the EDFCS detects excessive glideslope

deviation during an ILS or GLS approach, the
Glideslope Deviation Index flashes until the
excessive deviation is no longer present. If
glideslope data is not computed, the Glideslope
Deviation Index is removed from the scale.
Failure of the ILS Receiver (or MMR) causes the
HGS to remove the Scale and Index and to
display the Glideslope Fault Annunciation
(boxed "G/S"). Failure of FMC during G/P
approach results in boxed "G/P" message.

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NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-48 — Glideslope Deviation - Primary

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NAVIGATIONAL SYMBOLOGY (Cont)

Glideslope In the AIIIOPC or IMC modes, glideslope deviation

Deviation - AIII is shown with the Glideslope Deviation Line
or IMC Mode displayed as two horizontal bars referenced to
the Glideslope Reference Line (Figure 4-49).

Glideslope deviation is indicated by the

displacement of the Glideslope Deviation Line
above or below the Glideslope Reference Line
during ILS or GLS (IMC mode only) operations.
The display gain is eight times the actual
glideslope signal in order to make the glideslope
more sensitive for fine tracking tasks. The
Glideslope Deviation Line is removed from the
display below 70 feet AGL.

Glideslope deviation can also provide G/P data

from the FMC when IAN OPC is selected. G/P
Deviation scaling is identical to that of a
Localizer.

Loss of valid glideslope data causes the

Glideslope Deviation Line to be removed. In the
IMC mode, the Glideslope Deviation Line
flashes, similar to the Glideslope Deviation
Index in Primary mode, when the EDFCS
detects excessive glideslope deviation. Failure
of the ILS or MMR results in a boxed "G/S"
message. Failure of FMC during G/P approach
results in boxed "G/P" message.

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NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-49 — Glideslope Deviation - AIII or IMC Mode

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NAVIGATIONAL SYMBOLOGY (Cont)

Marker Beacons Marker Beacon passage is annunciated by the

characters "OM", "MM", and "IM" for the Outer
Marker, Middle Marker and Inner Marker;
respectively. They are displayed individually
below the Aircraft Reference Symbol (Figure 4-
50).

MIDDLE MARKER PASSAGE

ANNUNCIATION
RCC35604

Figure 4-50 — Marker Beacon Annunciation

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NAVIGATIONAL SYMBOLOGY (Cont)

Navigational Navigation Performance Scales (NPS) (Figure 4-

Performance 51 and 4-52) provide a visual indication of the
Scales aircrafts current FMS derived course deviation
both Vertically and Laterally. In addition, the
scales provide an indication of the relationship
between the aircrafts current Actual Navigation
Performance (ANP) accuracy and the Required
Navigational Performance (RNP) for the path the
aircraft is flying.

The NPS are OPC controlled and maybe displayed

in PRI or IMC mode of operation. A "Ghost
Pointer" may be displayed when in ILS or FMS
modes of operation.

The NPS outside edges of the bars are in a fixed

position relative to the LNAV or VNAV scale. As
the RNP changes the length of the bars will also
change to show the relationship between the
current RNP and ANP. The center gap. where
the pointer is located provides an indication of
RNP and ANP relationship. Should the ANP
become larger than the RNP, the bar will appear
as a solid line.

The "Ghost Pointer" (Figure 4-53) provides an

indication of ILS localizer and Glideslope
deviation. The LNAV or VNAV Ghost Pointer are
not intended to provide direction to the pilot, but
to indicate how far away the aircraft is from lining
up on the Localizer or Glideslope beam.The
LNAV/VNAV Ghost Pointer can be driven by
either the ILS or FMC. The Ghost Pointer will not
be displayed if its position can not be
determined.

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NAVIGATIONAL SYMBOLOGY (Cont)

Navigational In addition to the LNAV/VNAV scales and pointer a

Performance Digital ANP/RNP matrix (Figure 4-51 and 4-52)
Scales (Cont) is displayed in the lower right corner of the
display. The ANP/RNP matrix displays digital
values of the aircrafts current RNP and ANP in a
tabular form. If ANP or RNP values cannot be
determined, the associated value is blanked.
The lateral RNP and ANP readouts take the form
x.xx and be rounded to the nearest 0.01. The
vertical RNP and ANP readouts are rounded to
the nearest whole digit.

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NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-51 — NAV Performance Scales - Primary Mode with OPC No

Compass Rose in LNAV Enabled

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NAVIGATIONAL SYMBOLOGY (Cont)

Figure 4-52 — NAV Performance Scales - IMC Mode

(RNP OPC Enabled)

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NAVIGATIONAL SYMBOLOGY (Cont)

VNAV GHOST POINTER

LNAV GHOST POINTER VNAV SCALE

AND POINTER
LNAV RNP/ANP
BARS

VNAV RNP/ANP
BARS

LNAV SCALE AND POINTER

RCC35657

Figure 4-53 — NAV Performance Symbols

(RNP OPC Enabled)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

NAVIGATIONAL SYMBOLOGY (Cont)

VOR To/From (Figure 4-54)

VOR To/From In the Primary mode, VOR To/From is displayed as

Indicator a triangle on the CDI, just inside the Selected
Course mark. A triangle pointing in the same
direction as Selected Course indicates a "TO"
condition. Pointing away from Selected Course
indicates a "FROM" condition. The TO/FROM
indicator is only displayed when the selected
Nav source is VOR and while VOR deviation is
valid.

VOR To/From In the IMC mode, the VOR To or From is

Annunciation annunciated by displaying either "TO" or
"FROM" directly below the "VOR" Navigation
Source Annunciation.

NOTE: This is also true in the AIII mode, but

only if the Captain's Nav Receiver is
tuned to a VOR frequency after the AIII
mode is entered. This will also result in
the loss of the AIII status ("NO AIII").

Figure 4-54 — TO/FROM Indication and Annunciation

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AIII Symbology

AIII SYMBOLOGY

Digital Runway The Digital Runway Elevation (Figure 4-55) is

Elevation displayed in the lower right portion of the display
for a period of five seconds after either of the
following occur:

1. The AIII modeOPC is selected, or

2. The Runway Elevation value is changed

during an AIII modeOPC operation.

The display consists of the characters "ELV"

followed by the runway elevation value entered
on the MCDU.

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AIII SYMBOLOGY (Cont)

DIGITAL RUNWAY
ELEVATION
RCC35572
Figure 4-55 — Digital Runway Elevation

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AIII SYMBOLOGY (Cont)

Digital Runway The Digital Runway Length (Figure 4-54) is

Length displayed in the lower right portion of the display
for a period of five seconds after either of the
following occur:

1. The AIII modeOPC is selected.

2. The Runway Length value is changed during

an AIII modeOPC operation.

In AIII above 500 feet AGL, if the Runway Length

entered on the MCDU is outside of Rollout
GuidanceOPC capability (<5000 feet/1525
metersOPC or >18 000 feet/5486 metersOPC) the
digital value display flashes continuously to
indicate the out of tolerance condition.

The display consists of the characters "LN"

followed by the runway length value in feet or
metersOPC as entered on the MCDU. When the
Runway Length is displayed in metersOPC, a
small "M" will follow the numeric display.

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AIII SYMBOLOGY (Cont)

RCC35573

Figure 4-56 — Digital Runway Length (Feet and MetersOPC)

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AIII SYMBOLOGY (Cont)

Runway Edge Runway edge lines (Figure 4-57) are displayed

Lines when the aircraft is at 300 feet and are removed
at 60 feet during an AIII approachOPC. The edge
lines consist of an outline of the two sides of the
runway scaled to represent a width of 200 feet
and a length of 8000 feet. Tic marks are
displayed at the touchdown aimpoint
representing 1050 feet from the runway
threshold. When Perspective RunwayOPC is
enabled, the Runway Edge Lines are replaced
by the Perspective Runway Outline.

The aircraft's orientation to the runway is shown by

displaying the runway symbols in perspective to
the real world runway. This is dependent on
setting Selected Course for the ILS approach as
well as inputs from pitch, roll, heading, baro
altitude, localizer deviation, glideslope deviation,
and the glideslope angle and elevation entered
on the MCDU.

NOTE: Conformity of the symbolic runway to the real runway is

predominantly affected by inaccuracies between the
published course and the actual magnetic course for some
ILS approaches (IMC or AIII). Refer to section 3, Conformity
of Symbols on Approach, for further information on HGS
operation.

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AIII SYMBOLOGY (Cont)

RUNWAY EDGE LINES

RCC35576

Figure 4-57 — Runway Edge Lines

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AIII SYMBOLOGY (Cont)

AIII Flare In the AIII modeOPC, an HGS AIII Flare Command

Command (Figure 4-58) is displayed. This consists of a plus
symbol (" + ") initially positioned 2-3 degrees
directly below the Guidance Cue as the aircraft
descends through 105 feet above the runway
elevation. The AIII Flare Command indicates
that HGS AIII flare guidance is being given and
that the pilot should perform the flare maneuver
by following the Guidance Cue as it moves
upward on the display. The AIII Flare Command
symbol initially flashes rapidly and then remains
steady on. The symbol rises toward the
Guidance Cue circle at a rate directly
proportional to the expected flare pitch rate. At
an altitude between 45 and 55 feet, the Flare
Command and Guidance Cue meet (flare
initiation) and continue rising together to
command the flare maneuver, continuing until
touchdown.

Figure 4-58 — AIII Flare Command

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AIII SYMBOLOGY (Cont)

Runway A digital Runway Remaining readout

Remaining (Figure 4-59) is displayed to the right and below
the Ground Roll Reference symbol during low
visibility takeoff and in Rollout ModeOPC
following an AIII approachOPC. It indicates the
length of runway remaining in feet or metersOPC,
between the aircraft and the end of the runway.

The display consists of the characters "RWY"

above the runway remaining value in feet or
metersOPC based on the runway length value
entered on the MCDU. When Runway
Remaining is displayed in metersOPC, a small
"M" follows the numeric display.

Once the Runway Remaining value decrements to

zero, it will remain at zero (for example, it will not
show negative values). Runway Remaining is
not available if Runway Length above or below
the 5000 to 18 000 feet (1525 to 5486 meterOPC)
mark is entered.

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AIII SYMBOLOGY (Cont)

All Mode Runway When OPC All Mode Runway Remaining is

RemainingOPC enabled the HGS displays Runway Remaining
in Primary, IMC, VMC and AIII/RO Modes while
on approach and during rollout and in Primary
mode for all takeoffs. The HGS uses the
aircraft’s current GPS position data and GPS
position data from the FMS database for the
selected runway to compute runway remaining.
For operators with the All Mode Runway
Remaining option enabled, the Runway
Remaining Readout will continue to be
displayed with a loss of GPS during LVTO mode
operations. If loss of GPS occurs during a non-
LVTO mode takeoff operation, the Runway
Remaining Readout will not be displayed.
Additionally, the Runway Remaining Readout
will be displayed with loss of GPS during AIII
Mode operations. If a loss of GPS occurs during
a non-AIII Mode approach, the Runway
Remaining Readout will not be displayed.

The Runway Remaining readout distance (see

Figure 4-59) during Primary, AIII, IMC or VMC
mode approaches and rollouts is initially
displayed once the aircraft is approximately
9000 feet from the runway threshold. The
distance displayed is the runway length rounded
down to the nearest 500 foot increment. When
the aircraft crosses the threshold, the Runway
Remaining readout starts to decrement showing
distance remaining to the end of the runway.

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AIII SYMBOLOGY (Cont)

When the aircraft is on the departure runway, the

HGS display Runway Remaining once TO/GA
mode is selected. As the aircraft travels down
the runway, the Runway remaining readout
decrements showing distance remaining to the
end of the runway. The Runway Remaining
readout is removed when the aircraft becomes
airborne. The Runway Remaining readout is
also displayed during a rejected takeoff.

During flight In AIII, VMC, or IMC mode, the

Runway Remaining readout is displayed below
and to the left of the Flight Path Symbol and
moves with the Flight Path Symbol. During flight
in Primary Mode, the Runway Remaining
Readout is displayed in the lower right of the
display. In all modes, at touchdown or during
takeoff, the Runway Remaining Readout is
displayed in the right center of the display. If
Perspective RunwayOPC is enabled, the
Runway Remaining Readout will be unavailable,
as it is replaced by the Runway Remaining
Billboards.
The availability of the Runway Remaining Readout
requires that the departure and arrival runway be
entered into the FMC flight plan. Any
modifications to a previously activated flight plan
must be confirmed by pressing the illuminated
execute button on the MCDU. Failure to activate
a valid departure or arrival runway in the FMC
flight plan will result in unavailability of the
Runway Remaining Readout.

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AIII SYMBOLOGY (Cont)

NOTE: For all approaches, the Runway

Remaining readout uses information for
the arrival runway as entered in the
flight plan. This may differ from what is
displayed on the MCDU. It is the
responsibility of the flight crew to
update the Runway Length value on the
MCDU to match the runway length of
the arrival runway.

RCC35575

Figure 4-59 — Runway Remaining (Feet and MetersOPC)

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AIII SYMBOLOGY (Cont)

Idle Message During an AIII approachOPC, part of the flare

guidance includes a command for the pilot to
reduce the aircraft thrust to idle for touchdown.
This command is indicated by the characters
"IDLE" displayed directly below the Flight Path
and Digital Radio Altitude symbology
(Figure 4-60). The IDLE message also appears
when Autonomous Flare modeOPC is active in
PRI, IMC, and VMC mode.

The IDLE message is displayed when the aircraft

is between 25 to 5 feet above the runway,
depending on airspeed.

Figure 4-60 — IDLE Message

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AIII SYMBOLOGY (Cont)

Rollout Excessive The Rollout Excessive Deviation symbol

Deviation (Figure 4-61) indicates excessive localizer
deviation during Rollout ModeOPC. It is only
displayed in Rollout Mode after an AIIIOPC
approach. It is a flashing triangle that points in
the direction of the runway centerline. It is placed
to the right of the Ground Roll Reference Symbol
when the aircraft is right of centerline, and left of
the Ground Roll Reference Symbol when the
aircraft is left of centerline. If the OPC option for
Rollout mode is not enabled, this symbol does
not show.

ROLLOUT EXCESSIVE ROLLOUT EXCESSIVE

DEVIATION DEVIATION
(LEFT OF CENTERLINE) (RIGHT OF CENTERLINE)

RCC35574

Figure 4-61 — Rollout Excessive Deviation

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AIII SYMBOLOGY (Cont)

Ground Roll The Ground Roll Reference symbol

Reference (Figure 4-62) provides a reference for the
Ground Roll Guidance Cue during low visibility
takeoff and AIII rolloutOPC operations. During
low visibility takeoff, the symbol is positioned 1.5
degrees below the Aircraft Reference Symbol
until rotation. As the pitch attitude increases
during takeoff rotation, the Ground Roll
Reference is held on the Horizon Line until 3
degrees of attitude is achieved. At this point, the
Ground Roll Reference is replaced by the Flight
Path Symbol.

In Rollout ModeOPC after an AIII approachOPC, the

Ground Roll Reference symbol is added at main
gear touchdown and remains until the aircraft
ground speed decreases below 25 knots.

Figure 4-62 — Ground Roll Reference Symbol

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AIII SYMBOLOGY (Cont)

HGS Mode/ HGS approach modes of operation (AIII, IMC, or

Status VMC) are indicated in the upper left portion of
the display just to the right of the Selected
Airspeed (Figure 4-63). The Primary mode is not
indicated, as it is uniquely identifiable by the
Airspeed and Altitude Scales.

AIII ModeOPC The HGS AIII modeOPC is a decluttered approach

Annunciation mode that provides HGS calculated guidance
and monitoring for low visibility approach and
landings. The AIII mode is only available after
the HGS has determined that it passes all of the
internal integrity checks (commonly referred to
as "AIII capable") and the Approach On Course
(AOC) logic has been satisfied. AIII mode can be
activated in two ways:

1. Arming AIII for automatic selection - AIII mode

will be automatically selected when AOC cri-
teria have been satisfied.

2. Manual selection - AIII mode is manually

selected after AOC logic has been met.

Approach During AIII approachesOPC below 500 feet, an

Warning "APCH WARN" message may be displayed in
the top center portion of the display just above
the Aircraft Reference Symbol. This message is
displayed if one of the following conditions
exists:

1. Approach monitoring tolerances are

exceeded. These include AOC logic and AIII
mode criteria (see section 3, HGS Modes of
Operation).

2. AIII capability is lost ("NO AIII") due to

equipment failure.

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AIII SYMBOLOGY (Cont)

No AIII No AIII shows on the HGS Combiner and on the

Annunciation MCDU when the HGS Computer has detected
an internal HGS failure or sensor input failure
(Figure 4-61). Below 500 feet a failure will also
cause the "APCH WARN" message to appear if
in the AIII mode.
If the autopilot LAND2/LAND3 is annunciated,
regardless of altitude, NO AIII shows on the
Combiner.

HGS MODE APPROACH WARNING

ANNUNCIATION ANNUNCIATION

RCC35602

Figure 4-63 — HGS Mode/Status Annunciations

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Perspective Runway (PRW) Symbology

PERSPECTIVE RUNWAY (PRW) SYMBOLOGY

PRW Perspective Runway (PRW) is part of the Runway

Annunciation Situational Awareness Tools (RSAT) group of
functions which also include Speedbrake
Warning, Overrun Warning In-Air (ORW-IA),
Overrun Warning On-Ground (ORW-OG) and
the Boeing HUD Symbology Updates.
The PRW Annunciation indicates to the flight crew
whether the Perspective Runway feature is
either available, unavailable or failed. If the
Perspective Runway feature is both available
and active, the annunciation displays "PRWY"
(Figure 4-64) in the upper left quadrant of the
Combiner. If the Perspective Runway feature
has failed, the annunciation displays boxed "NO
PRWY" (Figure 4-65) in the upper left quadrant
of the Combiner. If the Perspective Runway
feature is not active or not available, the symbol
is not displayed.
NOTE: For operators with the Perspective
Runway option enabled, it will only be
displayed if a valid flight plan is entered
into the FMC.

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-64 — PRW Available Annunciation

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-65 — PRW Fail Annunciation

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Extended Extended Centerline is part of the symbol set for

Centerline the PRW symbols. The Extended Centerline
provides the pilot with a depiction of where the
center line of the runway projects out from the
runway for an approach, with the aim of orienting
the pilot to the layout of the runway in a traffic
pattern and aiding the pilot in lateral
performance upon approach to the runway. The
14.2 NM Extended Centerline (Figure 4-66)
comes into view when the aircraft is within 25
NM of the arrival airport, and fades out of view as
the aircraft reaches the visual segment of the
approach. The Extended Centerline takes on a
form of a segmented line extending from the
arrival runway. Each segment appears as a
rectangle drawn at what equates to 1438 ft
intervals. From a pilot view, the Extended
Centerline scrolls towards the aircraft while
approaching the runway, with the closest
segments displayed as rectangles and the
farthest segments displayed as "thick" lines.
There are a total of 58 Extended Centerline
segments displayed on the HGS. The two
segments closest to the runway are not
displayed, so that the landing lights are not
obscured.The Extended Centerline is not
displayed during takeoff operations. During
approaches, the Extended Centerline display
criteria matches the PRW Runway Outline.

The Extended Centerline is displayed on the

approach in all modes of operation.

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-66 — PRW Extended Centerline

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Runway Outline Runway Outline is part of the symbol set for the
PRW. The Runway Outline (Figure 4-67)
provides the pilot with a depiction of the runway
environment during the approach and on
entering the runway environment prior to take-
off. The Runway Outline increases situational
awareness by providing a depiction of the
runway environment on the Combiner. When
departing and as the aircraft starts to line up, the
runway outline is faded out over a small period
of time. For arriving flights, the runway outline is
displayed once the aircraft approaches to within
25 nautical miles of the arrival airfield and only
when the arrival runway is within the HUD field
of view. The runway outline symbol also includes
two runway aim points, one on each side of the
runway. These extend outward from the runway
edge lines and are located 1000 feet beyond the
landing threshold point. The runway aim points
are "thick" lines and displayed on approaches
only.

On approaches, the PRW Runway Outline is

displayed down to a specified altitude. The
altitude at which the PRW Runway Outline is
pulled depends on the approach type. During
Non precision approaches, the PRW Runway
Outline is completely faded out at 250 feet above
the landing threshold point. When conducting
Precision approaches, the PRW Runway
Outline is completely faded out at 100 feet.
During approaches in AIII Mode, the PRW
Runway Outline is completely faded out at 50
feet for commonality with the Runway Lines
when Perspective Runway is not enabled.

The Runway Outline is displayed on the approach

in all modes of operation.

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

The aircraft orientation to the runway is shown by

displaying the perspective runway overlayed on
the real world runway. This is dependent on
setting the correct departure or approach in the
FMC flight plan as well as inputs from pitch, roll,
heading, baro altitude, localizer deviation,
glideslope deviation, the FMC and the MDS. It is
not essential that the perspective runway be
perfectly aligned, rather that it provides a
reasonable representation of the runway
perspective when being flown in low visibility
conditions. In visual conditions, these errors
appear greater when the runway is far away, and
become smaller as the aircraft approaches the
runway

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-67 — PRW Runway Outline

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Runway The Runway Remaining Billboards are part of

Remaining PRW. The Runway Remaining Billboards are
Billboards placed on either side of the runway edges during
departure and on approach (precision and non-
precision) phases of flight. Each billboard
symbol is composed of a square board
containing one or two digits representing the
runway remaining in thousands of feet. The first
runway remaining billboard will appear no closer
than 1100 feet past the runway threshold. For
Precision Approaches the Runway Billboards
are displayed from 200 feet AGL down through
touchdown and rollout. For Non Precision
Approaches, the Runway Billboards are
displayed once the nose gear touches down.
Upon the nose gear touching down, the lateral
offset of the aircraft position with respect to the
runway centerline is stored. This lateral offset is
applied to the positioning of the Runway
Remaining Billboards for non precision
approaches. This has the effect of centering the
billboards on the HGS display when they are first
displayed. The Runway Remaining Billboards
are a visual indication to the pilot of the distance
remaining (in thousands of feet) until the end of
the runway.

The Runway Remaining Billboards are displayed

on the approach and rollout along the runway in
all modes of operation.

The maximum number of Runway Remaining

Billboards is 19 for a runway exceeding 20,000
feet.

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-68 — PRW Runway Remaining Billboards on a Precision

Approach

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-69 — PRW Runway Remaining Billboards on Ground

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PERSPECTIVE RUNWAY (PRW) SYMBOLOGY (Cont)

Figure 4-70 — PRW Runway Remaining Billboards - First Billboard on

a Long Runway

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Alert Symbology

ALERT SYMBOLOGY

Ground Proximity A Ground Proximity Warning ("PULL UP") (Figure

Warning 4-71) is displayed above the Aircraft Reference
(GPWS) Symbol when GPWS has detected that the
aircraft is on an unsafe path with respect to
terrain.

Figure 4-71 — Ground Proximity Warning Annunciation

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ALERT SYMBOLOGY (Cont)

TCAS Resolution The HGS provides Traffic Alert Collision Avoidance

Advisory System (TCAS) Resolution Advisories from the
Display TCAS computer (Figure 4-72). The advisories
are displayed in all modes in the form of
Preventive and Corrective Advisory symbols
that correspond to the indications displayed on
the head down Traffic Advisory/Vertical Speed
Indicator (TA/VSI).
When Boeing HUD SymbologyOPC is enabled, the
shape of the TCAS symbology is changed
(Figure 4-73).
When Inhibit TCAS RotationOPC is disabled, the
TCAS symbols are referenced to the earth frame
and will rotate on the HGS display during roll
maneuvers, keeping aligned with the horizon
line. When Inhibit TCAS RotationOPC is enabled,
the TCAS symbols are referenced to the flight
path symbol and will not rotate on the HGS
display during roll maneuvers. If Boeing HUD
SymbologyOPC is enabled, then Inhibit TCAS
RotationOPC will be enabled as well, keeping the
contoured form of the TCAS symbols aligned
with the flight path symbol.

Preventive Preventive advisories do not require any action be

Advisories taken by the crew to alter the flight path of the
aircraft, but indicate an unsafe zone. These are
displayed as a double lined bracket. On the
unsafe side of the bracket, two angled lines are
extended from the corners. The position of the
bracket is determined by the vertical speed
requirements output by TCAS and represents
the vertical Flight Path position that is safe. If a
down preventive bracket is displayed, then the
Flight Path Symbol should be positioned below
the bracket. An up preventive bracket requires
that the Flight Path Symbol be positioned to
remain above the bracket.

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ALERT SYMBOLOGY (Cont)

Corrective Corrective advisories require positive action by the

Advisories crew and are accompanied by a "fly to" region for
Flight Path. This is displayed as a double lined
box. Like the preventive bracket, angled lines
are extended from the corners on the unsafe
side, but in this case, either the top, the bottom,
or both can be considered unsafe as indicated
by the angled lines. The position of the box is
determined by the vertical speed requirements
output by TCAS and represents the vertical
Flight Path position that is safe. The height of the
box represents the 500-fpm fly-to-zone indicated
by TCAS corresponding to the green band on a
TA/VSI. It is also acceptable to fly outside the
box on the safe side.

The lateral center of the bracket or box is fixed at

the position of the aircraft's current track.
Whenever the Flight Path is in the unsafe zone,
between the angled lines, then the angled lines
flash on and off. Flight Path should be
repositioned within the safe zone.

Corrective At times, there may be a situation where intruding

Advisories traffic is both above and below the aircraft. In
(Cont) these cases, the indication can be both
corrective and/or preventive advisories with
unsafe zones on opposite sides. The proper
response is to place Flight Path within the box,
between the brackets, or between the unsafe
side of a box and a bracket (safe zones).

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ALERT SYMBOLOGY (Cont)

Navigation data will continue to be displayed as

well as the Guidance Cue, but the vertical
component of the guidance is to be ignored in
favor of the TCAS Resolution Advisory.

If TCAS is invalid, a boxed "TCAS FAIL" message

is displayed (see Failure Flags and Data Source
Indications). The display of TCAS advisories is
dependent on the display of the Flight Path
Symbol.

Refer to the Typical Flight Profile section for an

illustration of a TCAS Resolution Advisory (climb
corrective).

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ALERT SYMBOLOGY (Cont)

PREVENTIVE CORRECTIVE

DOWN DESCEND
PREVENTIVE CORRECTIVE

UP AND DOWN COMBINED CORRECTIVE

PREVENTIVE CORRECTIVE AND
PREVENTIVE IF CLOSE OR
UP AND DOWN

UP PREVENTIVE CLIMB CORRECTIVE

RCC35619

Figure 4-72 — TCAS Preventive and Corrective Advisories

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ALERT SYMBOLOGY (Cont)

Figure 4-73 — TCAS DOWN ADVISORY SYMBOL (Boeing HUD

Symbol UpdateOPC)

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ALERT SYMBOLOGY (Cont)

Unusual Attitude The HGS Unusual Attitude display (Figure 4-75)

(UA) and (Figure 4-76) is designed to aid the pilot in
recognition of and recovery from Unusual
Attitude situations. The UA symbology is
intended to display attitude information in a
manner similar to an Attitude Direction Indicator
(ADI). The Unusual Attitude (UA) symbology is
automatically activated or deactivated based
upon the attitude of the aircraft. When the UA
symbology is active, UA symbology replaces the
currently selected operational mode symbology.

The MCDU continues to display the currently

selected operational mode symbology,
annunciation, and data entry functions.

The UA symbology is automatically activated

whenever the pitch angle is less than -20
degrees or greater than +35 degrees, or
whenever the roll angle is greater than +/-55
degrees. The UA symbology automatically
reverts to the previous display once the pitch
angle is within -5 degrees to +10 degrees for 5
seconds, and the roll angle is within +/-10
degrees for 5 seconds.

If Roll Command and AlertingOPC is enabled, then

the UA symbology is displayed whenever the
pitch angle is less than -20 degrees or greater
than +35 degrees. If the pitch angle has not
exceeded +25 degrees, then a roll angle outside
+/-45 degrees will activate UA symbology. If the
pitch angle has exceeded +25 degrees and has
not dropped below +10 degrees since, then a roll
angle outside +/-65 degrees will activate UA
symbology.

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ALERT SYMBOLOGY (Cont)

The previous display format will be redisplayed

(UA symbology removed) once the pitch angle is
greater than -5 degrees and less than +10
degrees for 5 seconds, and the roll angle is
within +/-10 degrees or has been within +/-35
degrees for 2 seconds.

In addition to the pitch scale line, a Zenith symbol

is displayed at the +90 degree point.

A Nadir symbol is displayed at the -90 degree

point.

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ALERT SYMBOLOGY (Cont)

Roll Command Roll Command and Alerting System (RCAS)
and
AlertingOPC symbology (figure 4-74) is designed to reduce
the potential for the crew confusion associated
with autopilot roll saturation upsets where the
airplane is rolling one direction, and the autopilot
has commanded the wheel in the opposite
direction.
The Roll Command and Alerting symbology
consists of the Roll Command Arrow, the Roll/
Yaw Asymmetry Advisory Alert and the Roll
Authority Caution Alert.
The Roll Command arrow will be displayed in
Unusual Attitude if the OPC RCAS Enabled is
True to alert the pilot that the aircraft has rolled
beyond a threshold point. This symbol informs
the pilot of the shortest angular distance to wings
level attitude. Once the bank angle is reduced
below 30 degrees for 2 seconds, or below 10
degrees, the Roll Command Arrow is removed
from the display and the HGS returns to its
previous active mode.

This Roll/Yaw Asymmetry Advisory Alert provides

an alert to the pilot that the RCAS monitor has
detected a roll/yaw asymmetric condition. The
alert will show up with a flashing box in place of
the Autopilot Status Annunciation lines.

The Roll Authority Caution Alert provides an alert

to the pilot that the RCAS monitor has detected
a rolling moment that exceeds the roll-control
authority of the aircraft. The alert will show up
with a flashing box in place of the Autopilot
Status Annunciation lines.

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ALERT SYMBOLOGY (Cont)

Figure 4-74 — Roll Command Arrow

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ALERT SYMBOLOGY (Cont)

Figure 4-75 — Unusual Attitude - Pitch

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ALERT SYMBOLOGY (Cont)

Figure 4-76 — Unusual Attitude - Roll

Speedbrake The Speedbrake Warning symbol is part of the

Warning Runway Situational Awareness ToolsOPC. The
message "SPEEDBRAKE" is displayed just
above the Aircraft Reference Symbol whenever
it is detected that the speedbrakes have not
deployed after touchdown.

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ALERT SYMBOLOGY (Cont)

Overrun Warning The Overrun Warning In-Air symbol is part of the

In-Air Runway Situational Awareness ToolsOPC. The
message "GO AROUND" is displayed just above
the Aircraft Reference Symbol whenever
conditions are detected that could result in an
overrun of the runway while the aircraft is still in
the air.

Overrun Warning The Overrun Warning On-Ground symbol is part of

On-Ground the Runway Situational Awareness ToolsOPC.
The message "MAX REVERSE" is displayed
just above the Aircraft Reference Symbol
whenever conditions are detected that could
result in an overrun of the runway while the
aircraft is on the runway.

Windshear A Windshear Warning (Figure 4-77) message

Warning ("WINDSHEAR") is displayed just above the
Aircraft Reference Symbol whenever the
Ground Proximity Warning System (GPWS)
detects a shearing condition, or the WXR
Predictive Windshear is active and no Ground
Proximity Warning is displayed. The Windshear
Warning continues to display until the shearing
condition is no longer active.

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ALERT SYMBOLOGY (Cont)

Windshear When a Windshear Warning is detected and the

Guidance Cue Flight Director is in the TO/GA mode, the
Guidance Cue changes to the Windshear
Guidance Cue (Figure 4-77) The HGS
automatically switches to the Primary mode if
the Flight Director TO/GA mode is selected in
response to a windshear warning. In this case,
the EDFCS provides the windshear recovery
guidance to exit the windshear condition. The
Windshear Guidance Cue is displayed until the
GPWS Windshear Warning is no longer active,
in which case the normal Guidance Cue is
displayed, and the Windshear Warning message
is removed.

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ALERT SYMBOLOGY (Cont)

Figure 4-77 — Windshear Annunciation and Guidance Cue

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Flight Director Symbology

FLIGHT DIRECTOR SYMBOLOGY

ELECTRONIC ELECTRONIC BORESIGHT message is

BORESIGHT displayed when the system determines that the
Message values of electronic boresight stored in the HPM
are incorrect or need to be confirmed. If this
indication is displayed, follow the procedures in
the System Maintenance Manual (SMM) to
correct it.

Autothrottle Autothrottle (A/T) Mode annunciationsOPC,

ModeOPC identical to the A/T mode annunciations on the
Annunciations EDFCS Flight Mode Annunciator (FMA), are
displayed in the upper left corner of the display
(Figure 4-78). The OPC option for Autothrottle
Installed must be enabled for Autothrottle mode
annunciations to show. Table 4-1 lists the
Autothrottle Mode annunciations displayed.

A mode change or engagement causes the

corresponding mode annunciation to be boxed
for ten seconds thus highlighting the newly
engaged mode.

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FLIGHT DIRECTOR SYMBOLOGY (Cont)

Figure 4-78 — Autothrottle Mode Annunciations

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FLIGHT DIRECTOR SYMBOLOGY (Cont)

Flight Director Flight Director (F/D) engaged mode annunciations

Engaged and (Figure 4-79) are displayed to the right and left of
ArmedOPC the roll scale at the top of the display. If the OPC
Mode option is selected, FD armed modes are also
Annunciations displayed. There is a horizontal line that
separates the engaged and armed mode
annunciations. The engaged mode annunciation
is displayed above the line and the armed mode
annunciation is displayed below the line. If the
head down display is configured for PFD/ND,
vertical modes (Figure 4-80) are displayed to the
right of the roll scale, and lateral modes are
displayed to the left of the roll scale. If the head
down display is configured for EFIS/MAP,
vertical modes are on the left, and lateral modes
are on the right. A mode change or engagement
causes the corresponding mode annunciation to
be boxed for ten seconds thus highlighting the
newly engaged mode.

HGS Flight Director modes (Table 4-2 and Table 4-

3) are similar to the F/D mode annunciations on
the EDFCS Flight Mode Annunciator (FMA).

Figure 4-79 — Flight Director Mode Annunciations

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FLIGHT DIRECTOR SYMBOLOGY (Cont)

Figure 4-80 — Flight Director Mode Annunciations (PFD/ND)

(PFD/ND Configuration)

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FLIGHT DIRECTOR SYMBOLOGY (Cont)

Autopilot Mode An indication of the current Autopilot (A/P) status is

Annunciations displayed in the upper right portion of the display
(Figure 4-81). Autopilot/Mode status
annunciations are similar to the A/P mode
annunciations on the EDFCS Flight Mode
Annunciator (FMA). This is indicated on three
lines just above the Selected Altitude (Table 4-
4).

A status change or engagement causes the

corresponding mode annunciation to be boxed
for ten seconds highlighting the status change or
newly engaged mode.
When the CWS P or CWS R modes become
engaged, the box around the mode annunciation
will flash for the first 10 seconds before being
removed.

Figure 4-81 — Autopilot Status Annunciations

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Table 4-1. Autothrottle Modes

MODE ANNUNCIATIONS ENGAGED MODE NAME

N1 N1 (thrust) Mode

GA Go Around

RETARD Descent Retard

FMC SPD FMC Speed

MCP SPD MCP Speed

THR HLD Throttle Hold

ARM Autothrottle Armed and no A/T mode

engaged

Table 4-2. Flight Director Vertical Modes

ENGAGED ENGAGED ARMED ARMED

MODE MODE MODE MODE
ANNUNCIATION NAME ANNUNCIATION NAME

TO/GA Takeoff/ N/A N/A

Go-Around

V/S Vertical V/S Vertical

Speed Speed Hold
Hold

FLARE Flare FLARE Flare

ALT ACQ Altitude N/A N/A

Acquire

ALT HOLD Altitude N/A N/A

Hold

VNAV ALT Vertical N/A N/A

Nav
Altitude

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Table 4-2. Flight Director Vertical Modes (Cont)

ENGAGED ENGAGED ARMED ARMED

MODE MODE MODE MODE
ANNUNCIATION NAME ANNUNCIATION NAME

VNAV SPD Vertical N/A N/A

Nav
Speed*

VNAV PTH Vertical N/A N/A

Nav
Path*

MCP SPD Level N/A N/A

Change to
MCP
Selected
Altitude

G/P FMC G/P "G/P"

Glidepath

N/A N/A G/P V/S Glidepath

Vertical
Speed
Hold

G/S Glideslope G/S Glideslope

N/A N/A G/S V/S Glideslope

Vertical
Speed
Hold

N/A N/A VNAV Vertical

Nav

* If operational.

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Table 4-3. Flight Director Lateral Modes

ENGAGED ENGAGED ARMED ARMED

MODE MODE MODE MODE
ANNUNCIATION NAME ANNUNCIATION NAME

HDG SEL Heading N/A N/A

Select

VOR/LOC VOR or VOR/LOC VOR or

Localizer Localizer

LNAV Lateral N/A N/A

Navigation*

ROLLOUT Rollout ROLLOUT Rollout

FAC FMC Final FAC FMC Final

Approach Approach
Course Course

BCRS Backcourse BCRS Backcourse

LNAV VOR/LOC Lateral

Navigation
VOR or
Localizer

LNAV ROLLOUT Lateral

Navigation
Rollout

LNAV FAC Lateral

Navigation
FMC Final
Approach
Course

LNAV BCRS Lateral

Navigation
Backcourse

* If operational.

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Table 4-4. Autopilot Annunciations

A/P MODE/STATUS ANNUNCIATIONS

First Line:

FD #1 Flight Director is ON and

neither A/P is in Command
(CMD).

CMD Either A/P is engaged in the

Command (CMD) position.

SINGLE CHOPC The A/P detects localizer capture

with only one channel engaged,
Single Channel OPC selection
is required.

NOTE: If the head down display is configured for EFIS/Map, the

HGS displays "1 CH".

TEST The autopilot is in test mode.

LAND3 The fail-operational Autoland

System is configured for an
autoland. No AIII mode.

The fail-operational Autoland

System is configured for an
Autoland. However, minimums
must be adjusted. No AIII mode.

NO AUTOLAND The fail-operational Autoland

System is configured for an
Autoland however, failures have
occurred, and a pilot decision is
required to continue the
autoland.

NOTE: "NO" is displayed in the first line, "AUTOLAND" is displayed

in the second line.

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Table 4-4. Autopilot Annunciations (Cont)

A/P MODE/STATUS ANNUNCIATIONS

AUTOPILOT Autopilot Engaged Alert - Autopilot

single channel is engaged
below 100 feet RA.

Second Line:

CWS P Either A/P channel is in the

Control Wheel Steering Pitch
Mode.

Third Line:

CWS R Either A/P channel is in the

Control Wheel Steering Roll
Mode.

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Failure Flags and Data Source

Failure Flags are displayed for invalid sensor statuses and miscompares
between certain similar parameters (Figure 4-82). These are generally
indicated by boxed annunciations for the affected parameters, and in the
case of a failure, the removal of all symbols related to the fault. In some
cases, symbols are removed as a result of other symbols being removed
due to a failure.

Flags associated with a miscompare of similar data results in the display

of a flag without the removal of the related symbols. In this case, the flag
indicates that the applicable data should be verified by cross-checks with
other cockpit displays.

Data source indications are provided in a few cases to annunciate the

source of displayed data when other than normal.

Figure 4-82 — Failure Flags and Data Indications

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Flags are provided for the following failures, miscompares, or alternate

data sources. Refer to Table 4-5 for detailed description of the Failure
Flags and Data Source’s.

Table 4-5. Failure Flags and Data Source

FLAG DESCRIPTION

Pitch or Roll (Attitude) Failure is indicated by the

boxed characters "ATT" in the top center portion
of the display, and the removal of all attitude
information.

Pitch or Roll Miscompare (> 5 degrees for 1.5

seconds) is indicated by the characters "PITCH"
in the top right center portion of the display or
"ROLL" in the top left center portion of the
display. Optionally, these annunciations may
flash for 10 seconds when initially displayed.

Heading Failure is indicated by the boxed

characters "HDG" in the lower center portion of
the display and the removal of all heading data.
In the Primary mode, this flag is positioned in the
center of the HSI.

Computed Airspeed Failure is indicated by the

boxed characters "SPD" vertically positioned
replacing the Airspeed Scale in the Primary
mode or horizontally positioned replacing the
Digital Airspeed on the AIII, IMC, or VMC
display.

A Barometric Altitude Failure is indicated by the

boxed characters "ALT" vertically positioned
replacing the Altitude Scale in the Primary mode
or horizontally positioned replacing the Digital
Altitude on the AII, IMC, or VMC display.

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Table 4-5. Failure Flags and Data Source (Cont)

FLAG DESCRIPTION

V1 (Takeoff Decision Speed) or VR Failure is

indicated by the characters "NO VSPD"
displayed adjacent to the Airspeed Scale and
the removal of the appropriate data (takeoff
only).

Maximum Operating Speed or Stick Shaker

Airspeed Failure is indicated by the characters
"SPD LIM" displayed adjacent to the top of the
Airspeed Scale and the removal of the
appropriate data.

Vertical Speed Failure is indicated by the boxed

characters "VS" replacing the Vertical Speed. In
AIII, IMC, or VMC modes, the boxed "VS" is
displayed if Vertical Speed data is invalid or if no
Vertical Speed data is received by the HGS. In
Primary mode, the boxed "VS" is displayed if
Vertical Speed data is invalid, and "-: - VS" is
displayed if no data is received.

Selected Altitude Failure is indicated by the

characters "SEL ALT" replacing the Digital
Selected Altitude data.

Selected Airspeed Failure is indicated by the

characters "SEL SPD" replacing the Digital
Selected Airspeed data, or if No Computed Data
(NCD), the removal of Selected Airspeed data
and replaced with three dashes.

Radio Altitude Failure is indicated by the boxed

characters "RA" replacing the digital Radio
Altitude data, or if NCD, the removal of the Radio
Altitude data with no flag displayed.

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Table 4-5. Failure Flags and Data Source (Cont)

FLAG DESCRIPTION

Decision Height Failure is indicated by the boxed

characters "DH" displayed adjacent to digital
Radio Altitude or its flag, below 999 feet RA.

Localizer Miscompare during a low visibility takeoff

or rollout is indicated by the characters "LOC
CMP" displayed in the center of the display.

Vertical Deviation Failure is indicated by the boxed

characters "VTK" (vertical deviation) displayed
replacing the vertical deviation scale.

Flight Director Failure is indicated by the boxed

characters "FD" positioned in the top right
portion of the display and the removal of the
Flight Director Guidance Cue.

TCAS Fault is indicated by the boxed characters

"TCAS FAIL" displayed in the lower left portion of
the display.

Selection of the #2 Inertial Reference System

(IRS) source (IRS transfer switch) is
annunciated by the characters "ATT2" displayed
in the lower right portion of the display. This
indicates that the source of all IRS information
used or displayed by the HGS (specifically pitch,
roll, and heading) is the #2 IRS.

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Table 4-5. Failure Flags and Data Source (Cont)

FLAG DESCRIPTION

ILS Failure is indicated by the boxed characters

"G/S".
or, depending on mode
Glide Path Failure is indicated by the boxed
characters "G/P". This is an indicationof FMC
failure. IANOPC is required to be enabled to get
this.

DME Failure is indicated by the boxed characters

"DME".

AOA Failure is indicated by the boxed characters

"AOA".

IAS Disagree occurs when the difference between

the Computed Airspeed and the Computed
Airspeed #2 > 5 knots for 5 seconds. The symbol
flashes for the first 5 seconds and then is steady.

ALT Disagree occurs when Baro Altitude from

ADIRU1 disagrees from Baro Altitude from
ADIRU2 by more than 200 feet for 5 seconds.
This message is also displayed in IMC, VMC,
and AIII modes in the same location.

Final Approach Coarse Failure is indicated by the

boxed characters "FAC" or "LOC" appearing in
the center of the compass rose. This is an
indication of FMC failure on final approach.
IANOPC is required to be enabled to get this.

Navigational Source Failure is indicated by the

boxed characters "NAVSRC". This indicates that
the source of navigation information can not be
determined.

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Table 4-5. Failure Flags and Data Source (Cont)

FLAG DESCRIPTION

In the event that the HGS is unable to provide the

braking scale and pointer, the boxed
annunciation “ACB” will be displayed below the
Digital Altitude Odometer on the Altitude scale.
During an approach, the fault annunciation will
be displayed when the Radio Altitude is below
400 feet, and removed after landing when the
Ground Speed drops below 25 knots.
During a takeoff in which the HGS is unable to
provide the braking scale and pointer, the fault
annunciation will be displayed to indicate that
the scale will be unavailable in the event of a
rejected takeoff. The fault annunciation will be
displayed as long as the aircraft is on ground
and Ground Speed is above 25 knots.

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HGS Mode/Symbology Matrix

The symbology consists of both alpha and numeric characters, and
specific symbols. Symbology for the four pilot-selectable modes are
shown in Table 4-6.

Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
AIII Arm
• •
Annunciation
Aircraft Braking
• • • •
Scale and Pointer
Aircraft Braking
• • • •
Fault Annunciation
Aircraft Reference • • • •
Aircraft Reference
Slip/Skid Indicator • • • •
(Note 2)
Airspeed
Miscompare • • • • •
Annunciation
Airspeed Scale • •
Altitude
Miscompare • • • • •
Annunciation
Airspeed Trend
• •
Vector
Altimeter Setting
•
Readout
Altitude Trend
• •
Vector
Angle of Attack
Approach • • • •
Reference Band

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Angle of Attack
• • • •
Fault Annunciation
Angle of Attack
• • • • •
Limit
Angle of Attack
• • • •
Scale and Indicator
Angle of Attack
Stick Shaker Trip • • • •
Point
Approach Warning
•
Message
Attitude Fault
• • • • •
Annunciation
Attitude Source
• • • • •
Annunciation
Autonomous Flare
• • •
Cue
Autopilot Status
• • • • •
Annunciation
Autothrottle Mode
• • • • •
Annunciation
Bank Warning
• • • •
Indicator
Barometric Altitude
• • • • •
Fault Annunciation
Barometric Altitude
• •
Scale
Baro Minimums
•
Bug
Climb-Out Speed
•
(V2+15) Indicator

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Combiner
Alignment • • •
Message
Computed
Airspeed Fault • • • • •
Annunciation
Conformal
Heading Scale and • • • •
Index
Conformal
• •
Localizer Track
Conformal
Selected Course • • • •
Mark
Conformal
Selected Heading • • • •
Mark
Course Deviation
•
Scale and Indicator
Decision Height
• • •
Annunciation
Decision Height
• • •
Fault Annunciation
Digital Airspeed • • •
Digital Airspeed
• •
Odometer
Digital Altitude
• •
Odometer
Digital Barometric
• • •
Altitude
Digital Cross Track
• •
Deviation

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Digital Ground
• • • •
Speed
Digital Heading • • • •
Digital Mach •
Digital Radio
• • • •
Altitude
Digital RNP/ANP
• •
Matrix
Digital Runway
•
Elevation (Note 1)
Digital Runway
•
Length
Digital Selected
• • • •
Airspeed/Mach
Digital Selected
•
Airspeed/Mach
Digital Selected
• • • •
Course
Digital Selected
• • • •
Heading
Digital Vertical
• • • •
Speed
Distance To
• •
Waypoint
DME/GLS/FMC
• • • •
Distance
DME Fault
• • • •
Annunciation
Drift Angle
•
Indicator

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Extended
• • • •
Centerline
Flap Retraction
and Extension •
Speed Bugs
Flare Command •
Flare Cue • • •
Flight Director
• •
Fault Annunciation
Flight Director
• •
Guidance Cue
Flight Director
Lateral Mode • •
Annunciation
Flight Director
Vertical Mode • •
Annunciation
Flight Director
Armed Lateral
• •
Mode
Annunciation
Flight Director
Armed Vertical
• •
Mode
Annunciation
Flight Path • • • •
Flight Path
• • • •
Acceleration
Flight Path
• • •
Canards
Flight Path Slip/
• • • •
Skid Indicator

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
FMC Navigation
Source • •
Annunciation
Glideslope
Deviation Fault • • •
Annunciation
Glideslope
• •
Deviation Line
Glideslope
Deviation Scale •
and Pointer
Glideslope
• • • •
Reference Line
Ground
• • • •
Deceleration Scale
Ground Localizer
Deviation Scale • • •
and Pointer
Ground Localizer
• • •
Line
Ground Proximity
• • • • •
Warning Message
Ground Roll
Guidance Cue • •
(Note 6)
Ground Roll
• •
Reference (Note 6)
Heading Fault
• • • •
Annunciation
Heading
Reference • • • •
Annunciation

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Heading Scale
(Half Compass •
Rose) and Index
HGS Approach
Capability • •
Annunciation
HGS Guidance
•
Cue
HGS Mode
• • •
Annunciation
High Speed Buffet
• •
Speed Tape
Horizon Line • • • •
Idle Message • • • •
(Note 8) (Note 8) (Note 8)
Lateral Deviation
• • •
Fault Annunciation
Lateral Deviation
• •
Line
Left ADF/VOR
Bearing Indicator •
(Note 4)
Left Bearing
Source •
Annunciation
Limit Speed Fault
•
Annunciation
LNAV Ghost
• •
Pointer
LNAV RNP/ANP
• •
Bars

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
LNAV Scale and
• •
Pointer
Localizer
Miscompare • •
Annunciation
Manual Bug 5
•
Speed Indicator
Marker Beacon
• • •
Annunciation
Maximum
Operating Speed • •
Tape
Minimum
Operating Speed • •
Tape
Navigation Source
• • •
Annunciation
No Flare
• • •
Annunciation
Overrun Warning • • • •
Pitch Miscompare
• • • • •
Annunciation
Pitch Reference
• • • •
Scale
PRW Annunciation • • • •
PRW Runway
• • • •
Outline
Radio Altitude
• • • •
Fault Annunciation
Reference Speed
•
(VREF) Indicator

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Right ADF/VOR
Bearing Indicator •
(Note 4)
Right Bearing
Source •
Annunciation
Roll Authority
• • • • •
Caution Alert
Roll Miscompare
• • • • •
Annunciation
Roll Scale and
• • • •
Pointer
Roll Scale Slip/
• • • • •
Skid Indicator
Roll/Yaw
Asymmetry • • • • •
Advisory Alert
Rollout
•
Annunciation
Rollout Digital
•
Ground Speed
Rollout Excessive
•
Deviation
Runway Lines •
Runway
Remaining • • • •
Billboards
Runway
Remaining • • • •
Readout
Scale ID
• •
Annunciation

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Selected Airspeed
• • • •
Fault Annunciation
Selected Airspeed
• •
Mark
Selected Altitude
•
Fault Annunciation
Selected Altitude
• •
Mark
Selected Course
•
Mark
Selected Heading
•
Mark
Selected
Minimums •
Readout
Speed Error Tape • • • •
Speedbrake
• • • •
Warning
Stick Shaker
• •
Speed Tape
Takeoff Decision
Speed (V1) •
Indicator
Takeoff Reference
•
Speed Bug
Takeoff Rotation
•
Cue
Takeoff Rotation
Speed (VR) •
Indicator

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
Takeoff Speeds
Inoperative •
Annunciation
Tail Strike Pitch
• • • •
Limit (Note 9)
Tail Strike Warning
• • • •
Message
TCAS Fault
• • • •
Annunciation
TCAS Resolution
• • • •
Advisory
TOGA Reference
•
Line (Note 5)
UA Aircraft
•
Reference
UA Attitude Display
•
Outline
UA Ground Lines •
UA Horizon Line •
UA Pitch Scale •
Roll Command
•
Arrow
UA Roll Scale and
•
Pointer
Vertical Deviation
Fault Annunciation • •
(Note 7)
Vertical Deviation
Scale and Index • •
(Note 7)
Vertical Speed
• • • •
Fault Annunciation

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Table 4-6. Displayed Symbology

PRIMARY
DIGITAL APPROACH MODES UNUSUAL
SYMBOL MODE ATTITUDE
AIII IMC VMC
VNAV Ghost
• •
Pointer
VNAV RNP/ANP
• •
Bars
VNAV Scale and
• •
Pointer
VOR To/From
• •
Annunciation
VOR To/From
•
Indicator
Wind Speed and
Direction • • • •
Indicators
Windshear
Warning Message • • • • •
(Note 3)
TABLE 4-6 NOTES:

1. Displays for 5 seconds after mode activation or value change.

2. See SLIP/SKID INDICATORS sections.
3. Requires Flight Director TO/GA mode and (GPWS) Windshear Warn-
ing.
4. Depends on the number of ADFs installed and the OPC configuration.
5. See TO/GA Pitch Target Line in the HGS Symbology section.
6. Displayed when configured for low visibility takeoff only.
7. Displayed when the F/D is in the V/NAV mode.
8. Operates with Autonomous Flare OPC.
9. Tailstrike Pitch Limit is displayed in PRI, IMC, and VMC when Wheel
Height is less than 10 feet.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Section 5. Operations

General
This section provides information and recommended procedures for Head-
Up Guidance System (HGS) operations. The HGS is approved for use
throughout the full flight regime.

Approved operating procedures for the 737 with an HGS are the
responsibility of the operator and the appropriate regulatory agency and
are identified in the operations specification appropriate to the operator.

Approval must be obtained from the appropriate regulatory authority prior

to conducting low visibility takeoff or CAT II or III approach and landing
operations. Once authorized, all operations must be conducted in
accordance with the operator's approved operating procedures.

Limitations
There are no added operational limitations for the Boeing 737 MAX aircraft
as a result of any operation with the HGS. However, a low visibility takeoff
or Approach III (AIII) approach and landing operation may be restricted by
an improperly configured aircraft or the lack of required sensor and
equipment inputs to the HGS.

The First Officer should be prepared to clearly call out any items requiring
immediate action by the Captain and to assume control and perform a go-
around in the event any condition arises that the First Officer feels is
hazardous.

NOTE: Call outs identified in this section are recommended and may be
modified within the intended context to adapt to the operator's
standard phraseology or preferences.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Normal Procedures
HGS procedures provided in this section are in addition to established
standard operating procedures for the Boeing 737 MAX. In all cases, it is
assumed that the left seat pilot (Captain) is the Pilot Flying (PF) and the
right seat pilot (First Officer) is the Pilot Not Flying (PNF).

Preflight
HGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Lower the Combiner to the operating position and allow the HGS to warm-
up for 2-5 minutes (generally, once an image is displayed on the Combiner
the system is capable of normal operation).

HGS COMBINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Verify symbology is displayed on the Combiner (may consist of little more
than the Aircraft Reference Symbol and flags if IRS #1 is not aligned). If
symbology is not visible, verify that no existing faults show on the
Multifunction Control Display Unit (MCDU) HGS TEST page. Set the
Combiner HUD BRT control, in either the Auto or Manual mode, and adjust
to the desired intensity. Select the Instrument Meteorological Conditions
(IMC) or Visual Meteorological Conditions (VMC) mode and verify the
absence of the "ALIGN HUD" message. If necessary, reposition the
Combiner to eliminate the "ALIGN HUD" message.

NOTE: In Primary (PRI) mode the Combiner should be positioned into

the normal operating detent to ensure proper longitude
touchdown position.

It is recommended that for night operations or operation in

varying ambient light conditions (dusk, dawn) that the HGS be
operated with the Brightness Control knob in the Manual
position and the intensity adjusted as required.

Following the Combiner check, Combiner may be stowed or symbology

cleared (by selecting "<CLR HGS" LSK on the MCDU HGS DATA page) if
not desired during any remaining preflight or taxi out.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HGS DATA PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
RUNWAY ELEVATION . . . . . . . . . . . . . . . . . . . . . . VERIFY
RUNWAY LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
GLIDESLOPE ANGLE . . . . . . . . . . . . . . . . . . . . . . VERIFY
Verify that the desired data, Runway Length, Elevation, and Glideslope
Angle are displayed. Runway data (elevation, length and glideslope angle)
are automatically entered into the HGS when the initial flight plan is
executed or a change in flight plan is executed. If data is missing, enter the
data manually.

NOTE: For QFE operations, Runway Elevation must be set to 0 feet to

ensure HGS Performance Monitors and runway symbology
function correctly.

Enter the published runway length in feet or metersOPC for the departing
runway (this is required for a low visibility takeoff operation). Enter the
Touch Down Zone Elevation (TDZE) for possible return for landing (for the
expected runway).

Enter the glideslope angle for possible return for landing (for the
anticipated runway).

HGS MODES PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Select or verify the Primary mode on the MCDU HGS MODES page.

HGS ANNUNCIATOR PANEL . . . . . . . . . . . . . . . . . . . . . CHECK

Verification of the HGS Annunciator Panel (HAP) is accomplished with the
master lamp test. To initiate a master lamp test, set the Master BRT/DIM/
TEST switch to the TEST position. The AIII, FLARE, RO ARM, TO CTN
and APCH WARN indications should be displayed on the Integrated HAP

The Annunciator Panel can also be tested using the test function of the
HGS. To initiate an Annunciator Panel test, push the "HGS TEST>" LSK
on the MCDU Modes page. All the messages on the Annunciator Panel
should come on for 2-5 seconds. Push "EXIT>" LSK on the MCDU to end
the test.

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Takeoff
To maintain proficiency, it is recommended that HGS low visibility takeoff
procedures be used for takeoffs where conditions allow. Generally,
anytime the departing runway has a localizer available and system/time
constraints allow for the proper execution of the procedure. Table 5-1
identifies the procedures for an HGS low visibility takeoff that are in
addition to standard procedures.
Table 5-1. Takeoff Operations

CAPTAIN (PF) FIRST OFFICER (PNF)

Taking The Runway

Set both VHF receivers to the ILS Standard procedures.

frequency.

Set Selected Course to the

runway heading.

Verify "ILS1" (is indicated) as the

Nav Source for the HGS
display.

Position Combiner and confirm

proper HGS operation and
Primary mode.

Cleared For Takeoff

Taxi aircraft and align on runway Standard procedures.

centerline with the Aircraft
Reference Symbol positioned
overlaying the runway
centerline at the furthest
distance that can be observed.

A rolling takeoff is not

recommended.

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Table 5-1. Takeoff Operations (Cont)

CAPTAIN (PF) FIRST OFFICER (PNF)

Cleared For Takeoff (Cont)

Readjust Selected Course to align - Verify localizer deviation display

the Selected Course Mark and is centered.
Ground Localizer Deviation
symbols with the runway
centerline.

Verify display of Ground Roll

Guidance Cue.

Adjust symbology intensity to

allow runway markings and
symbology to both be viewed
clearly.

Call out "HGS SET".

Initiate takeoff using standard - Use standard call outs.

procedures. - Standard procedures.

Use standard call outs.

Track runway centerline with - Monitor head-down instruments.

HGS Guidance while visually - Monitor localizer deviation.
augmenting with runway - Call out "CENTERLINE STEER
markings and lights. LEFT/RIGHT" as necessary.

At Rotation speed (VR), rotate at - Monitor head-down instruments.

the recommended rotation rate - Standard procedures.
using the Aircraft Reference - Use standard call outs.
Symbol and TO/GA Pitch
Target Line or Follow TO
Rotation Guidance CueOPC and
transition to Flight Path and the
Flight Director Guidance Cue
when it's displayed.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Climb/Cruise
Monitor and/or manually control the aircraft utilizing the HGS display. Use
standard operating procedures.

NOTE: A particular advantage during operations near other aircraft, is

that the pilot is able to monitor flight information on the HGS
while looking out for traffic. The pilot should utilize the display of
Traffic Alert Collision Avoidance System (TCAS) Resolution
Advisory information when presented on the Combiner.

Descent
In the Descent - Approach checklist:

HGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & X-CHECKED

HGS approach and landing parameters shall be entered (PNF) and
verified (PF). The proper operating configuration shall be established by
the Captain (C).

HGS COMBINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

If the Combiner has been stowed, position the Combiner in the operating
position. Verify normal operation of the HGS display. Check for the
absence of the "ALIGN HUD" message in the IMC or VMC mode and
reposition Combiner as necessary. Adjust the intensity of the display
symbology with the HUD BRT Control as desired, considering the current
and expected ambient and runway lighting conditions.

NOTE: If the active runway is different from the data entered,

re-enter the data with the correct data. The format should be the
same as the Pre-Flight. Unless the active runway has changed
since Pre-Flight set-up only a verification of the appropriate
runway data is required.

If the Runway Elevation does not match TDZE it is okay to enter

TDZE.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HGS DATA PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
RUNWAY ELEVATION . . . . . . . . . . . . . . . . . . . . . . VERIFY
RUNWAY LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
GLIDESLOPE ANGLE . . . . . . . . . . . . . . . . . . . . . . VERIFY
Verify that the desired data, Runway Length, Elevation, and Glideslope
Angle are displayed.

NOTE: For QFE operations, Runway Elevation must be set to 0 feet to

ensure HGS Performance Monitors and runway symbology
function correctly.

Runway data (elevation, length and glideslope angle) is automatically

entered into the HGS when the initial flight plan is executed or a change in
flight plan is executed. If data is missing, enter the data manually.

Enter the published runway length in feet or meters for the expected
runway.

Enter the TDZE for the expected runway.

Enter the glideslope angle for the expected runway.

HGS MODES PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

HGS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
On the MCDU, select the desired mode. It is anticipated that the Primary
mode will continue to be utilized for the approach intercept.

Prior to an HGS AIII approachOPC, the approach briefing should include a

review of the approach procedures, and a reminder that the Captain will be
Head-Up throughout the approach. The First Officer is to remain head-
down to monitor all phases of the approach and landing. The AIII approach
briefing should include a verbal review of all call outs, particularly with
respect to approach minimums, in addition to other standard approach
briefing items.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Approach and Landing

The HGS may be utilized during all approach and landing operations.
Profiles, configurations, and speeds remain the same as for a similar head-
down approach. Normally, all maneuvering prior to the final approach will
be flown in the Primary mode. Flight Director guidance is displayed in
either the Primary or IMC mode through standard Mode Control Panel
(MCP) settings. Refer to page 5-15 "Supplemental Procedures" for Flight
Director (Primary or IMC), Visual (VMC), and right seat or Autopilot-
coupled monitored approach operations.

On Instrument Landing System (ILS) approaches, it is recommended that

whenever possible, the HGS AIII modeOPC and procedures be used to
maintain proficiency, and to reinforce crew coordination and system
confidence.

Table 5-2 identifies the procedures for an HGS Approach III (AIII)
approach and landing that are in addition to standard operating
procedures.
Table 5-2. Approach and Landing Operations

CAPTAIN (PF) FIRST OFFICER (PNF)

Verify that all system configuration requirements for an AIII approach

are met. This is evident by the "AIII" displayed on the MCDU prior to
Approach On Course (AOC). Establish a stable landing configuration
as early as possible on final approach.

Observe "AIII ARM" on Combiner. Select/Verify AIII ARM mode. Call

out "AIII ARM ON THE RIGHT"
Call out "AIII ARM" when (on the MCDU) when displayed.
displayed.

At ILS (LOC & G/S) Intercept

Observe "AIII" on Combiner. Call Observe for "AIII" on the HGS

out "AIII". annunciator panel. Call out "AIII
on the right".

Track ILS with HGS guidance. Monitor ILS tracking on

head-down displays.

Establish target airspeed prior to

500 feet.

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Table 5-2. Approach and Landing Operations (Cont)

CAPTAIN (PF) FIRST OFFICER (PNF)

Monitor for "NO AIII" annunciation Monitor for loss of "AIII"

and flags. annunciation and flags. Call out
"NO AIII" when appropriate.

At 500 Feet Above TDZE

Check altitude. Check altitude. Call out "500

FEET".

Track ILS and airspeed

aggressively.

Monitor for "NO AIII" and/or Monitor for loss of "AIII" and
"APCH WARN" annunciations "APCH WARN" annunciations.
and flags.

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Table 5-2. Approach and Landing Operations (Cont)

CAPTAIN (PF) FIRST OFFICER (PNF)

Below 500 Feet

Track ILS and airspeed Monitor approach parameters

aggressively. relative to approach tolerances
(Table 5-3). Call out any
deficiencies as indicated.

Monitor for "NO AIII", "RO CTN" Monitor for loss of "AIII", "RO
and/or "APCH WARN" CTN" and "APCH WARN"
annunciations and flags. annunciations. Call out "APCH
WARN" or "RO CTN" when
annunciated without any
response from the Captain.

Perform go-around if "APCH Set power when directed for go-

WARN" is displayed or when around.
"RO CTN" is displayed and
landing is predicated on RO 100 feet above Decision Height
guidance. Call out "GO- (DH):
AROUND, MAX POWER" when Call out "100 FEET ABOVE
go-around is initiated. MINIMUMS."

When Landing Cues Become Available

Assimilate runway visual cues Remain head-down on

(discernible landing instruments.
environment in sight).

Call out visual cue (for example, Continue to monitor approach

"APPROACH LIGHTS" or performance.
"CUES").

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Table 5-2. Approach and Landing Operations (Cont)

CAPTAIN (PF) FIRST OFFICER (PNF)

At or Before DH

Determine that adequate landing Remain head-down on

cues are available to assure a instruments.
normal landing.

If so, call out "LANDING."

If not, call out "GO-AROUND, Continue to monitor approach

MAX POWER" and execute performance.
normal go-around.

DH to Touchdown

Follow guidance cue and perform Remain head-down on

flare and landing using HGS instruments.
guidance while assimilating
proper airplane positioning on If "LANDING" call out not heard by
runway by visual cues. Monitor 20 feet below DH, call out "GO-
"RO" annunciation and AROUND, MAX POWER" and
transition to rollout guidance. assume control of aircraft and
execute a normal go-around,
otherwise;

Position throttles to idle on "IDLE" Monitor flare maneuver following

command. flare illumination on
Annunciator Panel with
particular attention to Radio
Altitude and sink rate.

If any conditions arise that the

First Officer considers
hazardous, call out "GO-
AROUND" and if necessary,
take control of the aircraft.

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Table 5-2. Approach and Landing Operations (Cont)

CAPTAIN (PF) FIRST OFFICER (PNF)

Touchdown and Rollout

Perform normal touchdown and Monitor localizer deviation (head-

nose rotation (do not finesse), down) throughout rollout and
establish aircraft touchdown call out "STEER RIGHT" or
prior to 2500 feet (viewed from "STEER LEFT" if captain is not
pilot position) to satisfy correcting to runway centerline
approach monitor. and/or assume Head-Up
posture after touchdown as
Rollout using "RO" guidance and directed or desired.
the Ground Roll Reference
symbol.

Monitor for excessive deviation,

">" or "<", from localizer
guidance and correct back to
runway centerline.

Monitor runway remaining from

the Runway Remaining readout
and aircraft deceleration from
the Ground Deceleration Scale
presented along the
acceleration cue symbology.

Use normal procedures to

decelerate to taxi speed.

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From 500 feet above the TDZE to touchdown, the F/O will monitor the
following parameters in addition to other standard procedures. In the event
any of the following limits (Table 5-3) are exceeded, the F/O will make the
corresponding call out to the Captain.

NOTE: It is suggested that the pilot select HGS Primary mode when
possible, after turning off the landing runway at a safe taxi
speed.

Table 5-3. Approach Parameters and Tolerances

PARAMETER LIMIT CALL OUT

AIRSPEED "Bug" speed ±5 knots "AIRSPEED"

(down to flare
initiation)

LOCALIZER ±1/2 full scale on ADI "LOCALIZER"

expanded display

GLIDESLOPE ±1 dot (down to 100 "GLIDESLOPE"

feet)

SINK RATE >1000 fpm (down to "SINK RATE"

50 feet)

No flare, over flare, no throttle retard, long "GO-AROUND"

landing, excessive bank angle, or other
hazard after flare initiation.

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Supplemental Procedures
HGS supplemental procedures consist of the following:

• Conventional Takeoff Operations

• Flight Director precision and Non-precision Approaches
• Visual Approaches
• Autonomous FlareOPC
• Windshear Operations
• AIII ApproachOPC using Perspective RunwayOPC.

Takeoff (Normal w/o Steering Guidance)

When performing a takeoff using other than low visibility takeoff
procedures, use the HGS Primary mode standard operating procedures.
No HGS unique procedures are required. Use of the HGS display provides
enhanced situational awareness, particularly in the event of any abnormal
operation (e.g., an engine out) or a windshear.

Autonomous FlareOPC
The HGS Autonomous FlareOPC feature allows pilot’s to receive Flare
information on landings in VMC, IMC, and PRI modes.

Autonomous Flare Guidance information will be displayed on landings in

IMC, VMC, and PRI modes when a Glideslope Angle of between -3.25
degrees and -2.5 degrees (-2.00 degrees to -3.60 decgreesOPC) has been
entered. No Flare will be displayed at 500 feet AGL and below if
Autonomous Flare capability has been lost.

When performing a manual approach using Autonomous FlareOPC with

Autothrottle activated, a FCC1 or FCC2 fault may be recorded. This
causes a brief loss of the Autonomous Flare Cue.

Land2/Land3 indications do not affect Autonomous FlareOPC if the

autoland system is still capable of making an automatic landing and rollout.

During a manual Autonomous FlareOPC approach over irregular terrain the

Autonomous Flare Cue may be displayed and then briefly removed with no
fault recorded.

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Flight Director or Non-Precision Approaches

When performing a Flight Director precision or non-precision approach
and landing, use the HGS Primary or IMC mode and follow standard
operating procedures. No HGS unique procedures are required.

It is recommended that the Primary mode be used prior to and during the
approach capture phase with the IMC mode selected following final course
capture. In either the Primary or IMC mode, Flight Director guidance is
displayed based on MCP/Flight Control Computer (FCC) operation. Figure
5-1 depicts an IMC approach.

Figure 5-1 — IMC Approach

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

The IMC mode allows Flight Director approaches to be flown in the same
approach display format as the HGS AIII approach mode. For an IMC ILS
approach, the display information is the same as in the AIII mode except:

1. The guidance cue is derived from the Flight Director and is removed
at 70 feet if Autonomous FlareOPC is enabled and capable. "No Flare"
will be displayed starting at 500 feet if Autonomous Flare capability
fails.

2. Flight Director modes are displayed.

3. The IMC mode is annunciated.

4. No approach monitoring or flare guidance is provided by the HGS.

However, basic flare cues (" + + ") (section 4, Figure 4-Figure 4-31)
are
displayed for the visual flare. If the Autonomous FlareOPC function is
active, autonomous flare cueing and capability monitoring will be pro-
vided (section 4, Figures 4-Figure 4-32 and 4-Figure 4-33).

Essentially, the IMC mode may be used during any conventional Flight
Director approach that is approved for the basic airplane or the operator's
Operations Specification (for example, a CAT II Flight Director ILS
approach).

Visual Approach
The HGS VMC mode is used to enhance situational awareness, increase
approach precision, and improve energy management when operating in
visual conditions. This is particularly useful during visual approaches into
airports without visual approach aids like a Visual Approach Slope
Indicator (VASI). The principle benefit from the HGS when used for a visual
approach is that the glidepath to the runway can be accurately controlled
without use of ground based guidance signals. The HGS Glideslope
Reference Line allows the pilot to track an inertial glideslope without
concern for undershooting or overshooting the runway due to poor visual
cues.

VMC visual approach procedures are inferred in the following figures

illustrating an HGS VMC approach.

NOTE: Figure 5-2 through Figure 5-5 illustrate the Combiner display
during a VMC approach, as well as the terrain that can be seen

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

through the Combiner. The runway and runway markings do not

show on the Combiner, but rather show through it.

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VMC Approach - Lateral Alignment

In Figure 5-Figure 5-2, the pilot is maneuvering the aircraft to establish his
intercept point. The phantom image in this case is representative of the
real world horizon and runway. The aircraft is in a descending left turn to
align the aircraft laterally with the runway. The aircraft is already below the
desired glidepath indicated by the Glideslope Reference Line positioned
short of (below) the runway touchdown zone.

RCC35622

Figure 5-2 — VMC Approach - Lateral Alignment

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

VMC Approach - Vertical Alignment

In Figure 5-Figure 5-3, the aircraft is now aligned laterally with the runway
and the pilot has leveled the aircraft in order to intercept the proper
glideslope angle. This is determined when the Glideslope Reference Line
(dashed line) intersects the Touchdown Zone (TDZ) on the runway (as
shown). If the dashed line is short of the TDZ, then the pilot must maintain
a higher flight path angle until they intersect. If the dashed line is beyond
the TDZ, then the pilot must increase the descent by placing the Flight
Path Symbol short of the TDZ until the dash line and TDZ are aligned.

Once the Glideslope Reference Line angle is established on the runway,

the pilot maintains the proper glidepath by keeping Flight Path on the TDZ
and Glideslope Reference Line and by making small corrections as
necessary.

RCC35623

Figure 5-3 — VMC Approach - Vertical Alignment

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

VMC Approach - On Glideslope

Figure 5-Figure 5-4, illustrates the proper relationship of the VMC
symbology and the runway for an on-glideslope approach at 500 feet.
Airspeed control is maintained in the same manner as in other approach
operations.

RCC35624

Figure 5-4 — VMC Approach - On Glideslope

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

VMC Approach - Flare

NOTE: Flare and landing in the VMC mode is accomplished using
normal visual procedures.

Basic Flare
Between 55 feet and 10 feet, the Basic Flare Cue (two "+" symbols) are
displayed above the Flight Path wings (Figure 5-Figure 5-5). The Basic
Flare Cue provides no guidance. It is only a reminder that the pilot must
flare the aircraft.

NOTE: The Basic Flare Cue is stationary and does not move during the
landing.

RCC35625

Figure 5-5 — VMC Approach - Flare

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

Autonomous FlareOPC
At approximately 105 feet AGL, the Pre-Autonomous Flare Cue
("+--- ---+" symbols) are displayed 2 to 3 degrees below the flight path
wings (Figure 5-Figure 5-6). This Pre-Autonomous Flare Cue is provided
as an advisory that the flare maneuver is coming.

Figure 5-6 — VMC Approach - Pre-Autonomous Flare

As the approach continues the Autonomous Flare Cue will begin to move
up, advising the pilot to begin the Flare maneuver. The pilot responds by
moving the aircraft nose up until the Autonomous Flare Cue is in line with
the canards on the HGS flight path symbol. The dashed lines (Figure 5-
Figure 5-6) on the Autonomous Flare Cue change to solid lines when Flare
Active or the Flare command is active (Figure 5-Figure 5-7). "No Flare" will
be displayed starting at 500 feet if Autonomous Flare capability fails.

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Figure 5-7 — VMC Approach - Autonomous Flare

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Windshear
In the event a windshear is encountered, the HGS displays a
"WINDSHEAR" message as directed by the GPWS (Figure 5-Figure 5-8).
If the Flight Director TO/GA mode is selected, Flight Director guidance can
be used to exit the shear (assumes windshear guidance is available). In
addition, whenever "WINDSHEAR" is indicated, the aircraft's margin to
stick shaker is indicated by the display of the AOA bracket.

NOTE: Upon selection of TO/GA, the HGS changes to the Primary

mode.

RCC35626

Figure 5-8 — Windshear Display

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

In addition to the GPWS windshear detection, Electronic Digital Flight

Control System (EDFCS) recovery guidance, and Angle Of Attack (AOA)
bracket symbology, several other HGS symbols may be used to anticipate
and avoid windshear encounters. These are:

1. The Flight Path Symbol provides the pilot with instantaneous and
continuously updated inertial flight path information. Consequently, it
makes it possible for the pilot to judge the intensity of shearing winds
as they begin to have an effect.

2. Wind speed and direction symbols provide the pilot with information
about the direction and magnitude of winds aloft. Erratic behavior of
these symbols or sudden, major shifts in either wind direction or
magnitude is an early indicator of a potentially shearing condition.

3. The Flight Path Acceleration and Airspeed Error symbols are also
very sensitive indicators of shearing winds. Any time these two
symbols trend in opposite directions flight path could be affected by
windshear. Airspeed and Groundspeed information is similarly
affected. Shearing winds can often be detected when these values
change in opposite directions.

4. The integrated display of Flight Path, energy status, and

environmental conditions, preceding or in addition to windshear
warning and guidance, greatly enhances the pilot's awareness of
windshear conditions. This combination also permits the pilot to make
critical, time-sensitive decisions to successfully avoid or escape a
windshear.

Follow operator established Windshear procedures. No HGS unique

procedures are required.

AIII ApproachesOPC using Perspective RunwayOPC

An AIII Approach may be performed with the Perspective Runway (PRW)
feature enabled. Operationally, the approach is the same with the
following considerations:

1. The normal Runway Edge Lines are replaced by the PRW Runway
Outline.

2. The Runway Remaining Readout is replaced by the Runway Remain-

ing Billboards.

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3. The display of Perspective Runway symbology is independent from

the display of AIII guidance. If Perspective Runway symbology is
removed from the display, it is acceptable to engage and/or continue
an AIII approach, by following the HGS guidance cue throughout the
approach.

4. If the Perspective Runway symbology is not aligned with the other

approach symbology (e.g., HGS Guidance Cue, Selected Course
Arrow), the pilot should continue to follow the HGS Guidance Cue
throughout the approach. The pilot should not attempt to fly the air-
craft toward the touchdown aimpoint presented on the PRW Runway
Outline, but rather to continue following the HGS Guidance Cue.

5. If the PRW Annunciation is displayed as "NO PRWY" during an AIII

approach, the pilot can continue the AIII approach by following the
HGS Guidance Cue. The "NO PRWY" annunciation should not auto-
matically cause the crew to perform a Go Around. It is acceptable to
continue the AIII approach while the PRWY function has failed.

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Non-Normal Procedures
HGS non-normal procedures provided in this section are primarily related
to an HGS degraded display or degraded capabilities.

Use of the HGS during non-normal operations related to other systems

(e.g., engine failure) is recommended to the extent that information is
available for display. Generally, during any non-normal operation where
information continues to be displayed, then the source of that information
is valid and the continued use of the information for flight operations is
appropriate using normal crosscheck procedures. The unique properties
associated with the integrated display of attitude, airspeed, altitude, flight
path, energy status and environmental conditions, greatly enhances the
pilot's awareness of flight conditions. This combination also enhances the
pilot's ability to make critical, time-sensitive decisions.

Degraded Display
A degraded display exists any time one or more symbols is not displayed
as a result of a fault condition. A fault condition can be due to a sensor
failure, sensor data miscompare, or an HGS failure. Continued use of the
display is dependent on the value of the remaining symbology.

Sensor Failure
The failure of an HGS display sensor will result in the removal of all display
information dependent on that sensor. In some cases, the display source
is based on the position of the Flight Management Computer (FMC),
Inertial Reference System (IRS), or Navigation (NAV) transfer switches in
the cockpit. In these cases, selection of the alternate source will restore the
display. For example, when the IRS transfer switch is positioned in the
"NORMAL" or "BOTH ON L" position, then the HGS receives and displays
information relative to IRS #1 (left side source). If ADIRU #1 fails, by
selecting "BOTH ON R", the HGS will display information from ADIRU #2,
as this is now the left side source of information. In all cases, the HGS
displays from the same source as is selected for the Captain's head-down
displays.

In many cases, the loss of a sensor or even a single input parameter will
result in the loss of multiple symbols. For example, the loss of Vertical
Speed from the IRS will result in the removal of the digital Vertical Speed
data and Flight Path and all its related symbols. A "VS" flag is displayed in
this case.

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Sensor Miscompare
The HGS monitors sensor parameters for validation based on a
comparison with the offside sensor. For normal display purposes, IRS
pitch and roll parameters are monitored along with airspeed and altitude.
Any miscompare between ADIRU-IRs #1 and 2 of greater than 5° causes
the appropriate miscompare message, "PITCH" or "ROLL" to be displayed
on the Combiner. Any miscompare between ADIRU #1 and #2 airspeed of
greater than 5 knots causes the "IAS DISAGREE" miscompare message
to be displayed on the Combiner. Any miscompare between ADIRU #1 and
#2 altitude of greater than 200 feet causes the "ALT DISAGREE"
miscompare message to be displayed on the Combiner.

If one of these messages is displayed, the appropriate data should be

crosschecked with other cockpit displays to determine which source is
correct.

For determination of the AIII approachOPC capability, additional

comparisons are performed. These are discussed in the "Degraded
Capabilities" section on the next page.

HGS Failure
The HGS has extensive self-monitoring capability. If a fault is detected,
that affects its ability to accurately display symbology, the entire display is
turned off. Built In Test Equipment (BITE) detected failures will only be
indicated as long as the fault is detected. Consequently, it is possible to
observe a momentary interruption or fault indication followed by normal
operation. In the event that a prolonged fault occurs, use of the HGS
should be discontinued and the Combiner stowed.

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Degraded Capabilities
A degraded capability exists any time a condition occurs which prevents
the use of the HGS for a specific purpose (for example, a low visibility
takeoff/rollout, AIII approach, VMC (or IMC) visual approach, or
Autonomous FlareOPC approach). This degraded display condition can be
the result of other sensor faults or miscompares, or as a result of an
improperly configured aircraft. In any case, use of the display is dependent
on the value of the remaining symbology or its remaining display capability
and must be assessed by the pilot.

Low Visibility TakeoffOPC

Low visibility takeoff capability may be lost due to the aircraft being
improperly configured, the failure of a required sensor input, or failure of
the HGS.

A low visibility takeoff configuration requires that all of the following

conditions be satisfied:

1. Aircraft is on the ground.

2. HGS Primary mode is selected.

3. Both NAV receivers are tuned to the departing runway ILS frequency
or both Multi-mode Receiver (MMR) are tuned to the departing run-
way Station IDOPC.

4. Combiner is not stowed.

This configuration enables the display of the Ground Roll Reference

symbol and identifies to the HGS that a low visibility takeoff is to be
performed. This configuration also causes the HGS Computer to
command the forward localizer antennas to be selected.

Additional requirements need to be met to allow the display of the Ground

Roll Guidance Cue for takeoff. The additional aircraft configuration
requirements include:

1. All instrument transfer switches must be in the “NORMAL” position.

2. Both IRSs must be in NAV mode.

3. Both VHF Navs must be tuned to the ILS frequency with "ILS1"
selected as the Nav source.

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The difference between the Captain's Selected Course and the aircraft's
Magnetic Heading is less than 10 degrees (provides a gross check of the
Selected Course input for the takeoff).
The runway length entered on the MCDU is set for the departing runway
and is from 5000 to 18 000 feet (1525 to 5486 meterOPC).

These configuration requirements and the validity of all required sensor

and HGS inputs will result in the display of the low visibility takeoff
symbology. The display of the Guidance Cue is also dependent on a
localizer deviation comparison tolerance and the aircraft being within 4/5
of a dot of localizer deviation. (This is generally not until taxiing near or
onto the runway.) If any of these conditions cannot be met prior to or while
positioning on the runway, then the HGS low visibility takeoff cannot be
performed.

AIII ApproachOPC
The AIII capabilityOPC is unique in that at any given time the HGS monitors
system inputs to determine AIII capability. AIII status is indicated based on
the assessment of specific requirements. The loss of the AIII status is
indicated as follows:

1. Loss of the AIII capability prior to Approach On Course (AOC) will

cause the removal of the "AIII" status displayed on the MCDU HGS
MODES page. "NO AIII" shows in place of a highlighted AIII. This
however does not indicate that the AIII capability will not be available
again prior to, or once, AOC is achieved.

2. Loss of the AIII capability following AOC, and prior to the selection of
the AIII mode, will cause the removal of the "AIII" status displayed on
the MCDU HGS MODES page and the Combiner. "NO AIII" shows in
place of a highlighted AIII. The AIII (with AOC) criteria must be re-
acquired prior to 500 feet above the TDZE for the AIII mode to be
available.

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3. Loss of the AIII capability following AIII mode selection is indicated by

a "NO AIII" displayed on the Combiner and on the MCDU HGS
MODES page. "NOAII" shows in place of a highlighted AIII. If this
occurs below 500 feet (above the TDZE), it results in the "APCH
WARN" annunciations on the Combiner and HGS Annunciator Panel.
The AIII capability will again be indicated if the capability is re-
acquired (independent of AOC or altitude).

4. "RO" rollout guidance is provided after an AIII approach and status of

"RO" capability is available below 500 feet AGL. "RO ARM" is dis-
played on the Combiner and the First Officer's Annunciator Panel
when rollout guidance is available. Should "RO" not be available the
"RO ARM" will be removed from the Combiner and First Officer's
Annunciator Panel, and if the aircraft is below 500 feet AGL, a "RO
CTN" (Rollout Caution) will be displayed. The pilot must determine
whether to continue the approach or go-around dependent on
whether landing minimums requires the use of rollout guidance.

AIII approach capability may also be lost due to the aircraft being
improperly configured, the failure of required sensor inputs (including
additional sensor comparison tolerances), or failure of the HGS. The
aircraft configuration requirements for an AIII status at or following AOC
are:

1. Both IRSs must be in the NAV mode.

2. All instrument transfer switches must be in the "NORMAL" position.

3. Both VHF Navs must be tuned to the ILS frequency with "ILS1"
selected as the Nav source prior to (at) ILS capture.

4. Both Baro Altimeters must agree within 50 feet.

5. Selected Course must be set within 15 degrees of the final approach

course.

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6. The TDZE must be properly set on the MCDU.

7. The glideslope angle entered on the MCDU must be set from 2.50
degrees to 3.00 degrees (-2.00 degrees to -3.60 degreesOPC).

Generally, no action is required if the AIII capability is lost prior to AOC.

During the approach preparation, the pilots should ensure that all AIII
aircraft configuration requirements are met or will be met, prior to or at
AOC. Due to the less stringent AIII requirements prior to AOC, it is
acceptable to proceed to and initiate the approach, establishing AOC
before making a determination as to the availability of AIII. In any case, it
is at the discretion of the Captain to determine (above 500 feet) if the
approach should be discontinued or whether another approach method is
used (if current conditions allow).

Any time the AIII capability is lost below 500 feet, or any time the "APCH
WARN" is indicated, and the aircraft is currently in instrument conditions,
then the approach shall be terminated and a go-around performed. A
decision for another attempt at the approach, another approach method,
or a diversion must be based on the available information and
circumstances.

NOTE: If the autopilot is LAND2/LAND3 engaged and annunciated,

HGS guidance is removed and a NO AIII annunciation shows on
the Combiner. At or below 500 ft. RA, APCH WARN shows.

Visual Approach - VMC or IMC

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 must not be used for a
visual approach.

Use of the HGS for other flight operations (for example, Flight Director
approaches using the Primary or IMC mode) depends on the data
presented on the Combiner.

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Autonomous FlareOPC
Autonomous Flare may be lost due to the aircraft being improperly
configured, failure of a required sensor input or failure of the HGS
Computer.

The Autonomous Flare function is not available if the IRS transfer switch
is not in the NORM position (below 500 feet AGL). Likewise, Autonomous
Flare is not available if the IRS mode selector switch is in any position
other than NAV. HGS disengaging AIII mode below 500 feet AGL will also
disable the Autonomous Flare mode.

When the HGS Computer has detected internal or sensor input failures
that would prevent Autonomous Flare from being operational a NO
FLARE message is displayed on the upper left corner of the combiner
display.

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Section 6. Typical Flight Profiles

General
A typical flight (Figure 6-1) using the Head-Up Guidance System (HGS)
might be performed as follows:

1. The HGS is used during a conventional or a low visibility takeoffOPC in

the Primary mode.

2. The HGS is used in the Primary mode during climb to the assigned
cruising altitude. The HGS allows the pilot to optimize aircraft perfor-
mance with Flight Path and Flight Path Acceleration while simultane-
ously monitoring the flight's progress and monitoring for traffic.

3. The HGS is used in the Primary mode for en-route navigation.

4. The HGS is used in the Primary mode for the descent, using Flight
Path to establish the proper glide path and airspeed control.

5. Once established on the Instrument Landing System (ILS) approach

(ILS captured), the AIII modeOPC is engaged for precise, manually
flown approach and landing guidance, capable of operations to CAT
III minimums.

6. Following touchdown, HGS rollout guidanceOPC provides precise

localizer guidance to the pilot in order to maintain the aircraft on run-
way centerline in low and poor visibility conditions.

Alternatively, the HGS can be used during other types of operations

including Flight Director/autopilot approaches, manual precision or non-
precision approaches, and visual approaches utilizing the Primary,
Instrument Meteorological Conditions (IMC), or Visual Meteorological
Conditions (VMC) modes. The following HGS symbology illustrations and
text depict a hypothetical flight profile as depicted above.

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RCC35627

Figure 6-1 — Typical Flight Profile

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Takeoff Ground Roll

For takeoff, the HGS Primary mode is selected. When accomplishing a low
visibility takeoff (Figure 6-2) the general operating procedure is to taxi the
aircraft into takeoff position aligning with the runway centerline. Readjust
the Selected Course as necessary to overlay the Selected Course and
Ground Localizer Line symbols on the runway centerline. Advance power
and begin takeoff roll. Using normal control inputs, follow the Guidance
Cue and Ground Localizer symbols while visually augmenting with runway
centerline markings and lights. The Guidance Cue and Ground Localizer
Symbols are especially useful to assist in maintaining lateral control and
successfully aborting or continuing the takeoff in case of an engine failure
during the takeoff roll.

Figure 6-2 indicates a low visibility takeoff, accelerating through 65 knots

with the Guidance Cue centered within the Ground Roll Reference symbol
and the localizer centered under the Selected Course on runway 28.
Target airspeed of 154 knots is set for the initial climb, 6000 feet for the
assigned altitude, and an initial departure heading of 330 degrees is
selected. The Flight Director Takeoff/Go-around (TO/GA) mode is active.

Figure 6-2 — Takeoff Ground Roll

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Initial Climb
At rotation, a number of changes take place on the display (Figure 6-3).

Flight Path is displayed, with Flight Path Acceleration now positioned

relative to Flight Path. This is particularly helpful in determining a positive
climb gradient and in optimizing climb performance. With appropriate
power set and the selected airspeed achieved, placing the Flight Path
Symbol to null the Flight Path Acceleration will maintain airspeed.
Alternately, the Flight Director commands can be followed. With the Flight
Director TO/GA mode engaged, either the Guidance Cue or the TO/GA
Target Pitch Line can be used to capture the Flight Director Command.
Radio Altitude and the HSI are also displayed at rotation. The amount of
HSI visible may be reduced due to display compression (non-conformal
display) as a result of the increased pitch attitude.

In Figure 6-3 the aircraft pitch attitude is approximately 17 degrees and the
climb angle is approximately 9 degrees. Flight Path is just below the
Guidance Cue, likewise, the Aircraft Reference Symbol is just below the
TO/GA Target Pitch Line, indicating that the pilot needs to pitch up slightly
to capture the Flight Director engaged in the TO/GA mode. Because of the
pitch attitude, the HSI is pushed down partially. Radio Altitude is 150 feet
while climbing out at 2650 FPM on the runway heading of 280 degrees.
The current Baro Altitude is 180 feet with a target altitude of 6000 feet and
the Altitude Trend Vector indicating a little over 400 feet in 6 seconds. The
target airspeed is 154 knots, which is one knot below the current airspeed.
The aircraft's acceleration is zero, indicated by the position of the Flight
Path Acceleration (caret). The wind, as determined by the Inertial
Reference Unit (IRU), is straight on the nose at eight knots giving an
indicated ground speed of 147 knots.

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Figure 6-3 — Initial Climb

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Climbing Turn
In Figure 6-4, the aircraft is banked 20 degrees in a right coordinated
climbing turn. The aircraft is currently turning through a heading of 310
degrees to rollout on the 330 degree heading. The VHF Omni directional
Range (VOR) is tuned and course set to track the 330 degree radial TO
the station.

The aircraft is climbing through 2040 feet to the assigned altitude of 6000
feet and is accelerating slightly through 225 knots to the target speed of
230 knots. The autopilot is engaged in the command position ("CMD"
displayed in the upper right of the display).

RCC35630

Figure 6-4 — Climbing Turn

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Coordinated Turn
In a coordinated turn (Figure 6-5), the pilot needs only to maintain the
Flight Path Symbol centered on the horizon to maintain altitude. In a 30°
bank, the angled portion of the Flight Path Symbol wing will overlay the
Horizon Line. This provides exceptional precision for altitude control in
level flight maneuvering.

In Figure 6-5 the autopilot recently acquired the assigned altitude (boxed
"ALT ACQ" message) and the aircraft is in a level left turn of 20 degrees.
The aircraft is currently turning through a heading of 280 degrees toward
the selected heading of 235 degrees to intercept the 250 degree radial
FROM the VOR station. The aircraft is accelerating through 235 knots to
the target speed of 250 knots. The airspeed trend vector indicates that the
airspeed will be about 245 knots in 10 seconds. There is a right quartering
headwind resulting in a groundspeed of 217 knots.

Figure 6-5 — Coordinated Turn

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Level Flight
Straight and level unaccelerated flight (Figure 6-6) is easily maintained
with Flight Path and Flight Path Acceleration. Holding the center of the
Flight Path Symbol level on the horizon and the Flight Path Acceleration
(caret) on the Flight Path wing will accomplish this.

In Figure 6-6, the aircraft is level at 22 000 feet, 295 knots and Mach .792.
Ground Speed is 275 knots as a result of the 21-knot right quartering
headwind indicated by the wind arrow. The aircraft is being flown by the
autopilot (CMD) with Lateral Navigation (LNAV) and Vertical Navigation
(VNAV) modes selected and the aircraft is 82.4 nautical miles to the next
waypoint.

Figure 6-6 — Level Flight

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Descent
In Figure 6-7, the new target altitude is 15 000 feet and the aircraft is
descending through 19 840 feet. The descent profile and airspeed control
are again monitored with Flight Path and Flight Path Acceleration. The
desired descent rate is controlled by overlaying the Flight Path Symbol on
the desired descent angle. In this case about a 4 degree descent angle is
providing a -1950 Feet Per Minute (FPM) vertical speed and the throttle
has been adjusted to decelerate to the 290 knot target airspeed.

Due to the left quartering tailwind at this altitude, the aircraft is flown in a
slight left crab angle to track the 250 degrees Desired Track. This crab
angle is evident by the lateral displacement of the Flight Path Symbol
relative to the Aircraft Reference Symbol. If the crab angle is great enough
to cause the Flight Path Symbol to be limited by the airspeed or altitude
tapes or the display field-of-view, then the Flight Path Symbol becomes
non-conformal and is displayed "ghosted" or as a dashed line symbol.

RCC35633
Figure 6-7 — Decent

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Descending Turn
At higher descent (or ascent) angles, it is possible to cause the display to
compress (non-conformal display) in pitch in order to allow the horizon line
or Flight Path Symbology to remain on the display.

In Figure 6-8, the high descent rate and negative pitch attitude is causing
the pitch scale to compress. Flight Path is still correctly positioned relative
to the symbolic attitude, but the Pitch Scale and Flight Path are no longer
conformal to the real world. The aircraft's pitch attitude and descent angle
are about -10 degrees with the aircraft in a 30 degree right turn. The high
descent rate is accentuated by the altitude rate depicted in the Altitude
Scale, altitude trend vector, digital vertical speed, and the aircraft's
acceleration without added thrust.

In negative pitch attitudes, a chevron is displayed with the point on the -20
degree pitch line in the direction of the Horizon Line. At positive pitch
attitudes, the chevron is displayed with the point on the 30 degree pitch line
in the direction of the Horizon Line. This is to enhance pitch situational
awareness.

Figure 6-8 — Descending Turn

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TCAS Resolution Advisory

Traffic Alert Collision Avoidance System (TCAS) Resolution Advisories
(Figure 6-9) alert the pilot of traffic conflicts by indicating a potential threat
(Preventive Advisory) or requiring a vertical evasive maneuver (Corrective
Advisory) in order to maintain safe vertical separation.

A Preventive Advisory, displayed on the HGS by a double lined bracket

above or below Flight Path, indicates an area to be avoided (unsafe zone)
and does not require any action by the pilot. By keeping Flight Path out of
the unsafe zone, indicated by the angle lines off the bracket, the traffic
should not require evasive action. It is possible to have more than one
preventive advisory.

A Corrective Advisory, displayed on the HGS by a double lined box (Figure

6-9) is an indication of a traffic threat that requires a vertical evasive
maneuver. The advisory command is to place Flight Path within the box (fly
to zone) or remain on the safe side of the box indicated by the opposite of
the side with the angled lines. It is not possible to have more than one
Corrective Advisory (separate boxes) but it is possible to have
simultaneous Corrective and Preventive Advisories (above and below)
that would be indicated by angled lines on both sides of the box or
brackets. The vertical height of the box represents the 500 fpm fly to zone
indicated by TCAS.

In Figure 6-9, a Corrective Advisory is displayed indicating that the pilot

must promptly and smoothly climb from his current straight and level flight
(in the unsafe zone) by placing the Flight Path in (or above) the fly to box.
In this case, the angled lines out of the bottom of the box would be flashing
on and off until the Flight Path is positioned within the safe zone.

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Figure 6-9 — TCAS Resolution Advisory

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ILS Intercept
The Primary mode is the principle mode of operation for enroute
navigation. The other HGS modes are predominantly used for approach.
IMC and VMC modes can be selected at any time. The AIII modeOPC,
which is intended for low visibility approaches, may only be selected after
ILS capture.

In the Primary mode, the conventional HSI/CDI display is used for all
course deviation indications whether localizer or VOR. When an ILS is
selected and deviation is valid, the Glideslope Deviation Pointer is
displayed. These displays enable the pilot to perform all normal navigation
functions.

In Figure 6-10, the autopilot is being used to fly about a 30 degree intercept
heading (130 degrees) to the ILS course of 158 degrees. The current
assigned heading is indicated by the digital Selected Heading value and
the heading bugs on the horizon and HSI. The ILS course is also indicated
by the digital Selected Course value and the course pointer on the HSI and
below the Horizon Line. When the horizon course pointer is selected
outside the display field of view (in this case to the right at 158 degrees),
the pointer is positioned near the end of the Horizon Line and "ghosted" to
indicate it is non-conformal. The aircraft is level at about 3000 feet (2980)
intercepting from below the glideslope. The aircraft is 13.4 nautical miles
from the ILS Distance Measuring Equipment (DME) station and the aircraft
is decelerating slightly to obtain the target airspeed of 170 knots.

If an AIII approachOPC is planned, the pilot can either arm the HGS for
automatic AIII selection at this point, or wait and select AIII mode manually
after the ILS has been captured.

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Figure 6-10 — ILS Intercept

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ILS Capture
In Figure 6-11, the aircraft is just completing the turn to the final approach
course and has captured the localizer and glideslope. The HGS is AIII
capableOPC and Approach On Course (AOC) conditions have just been
met.

If AIII is armed for automatic selection, The "AIII" portion of the "AIII ARM"
message flashes for 5 seconds, and then AIII modeOPC is automatically
selected.

If AIII is not armed for automatic selection, "AIII" flashes in upper left corner
of the Combiner display (in Primary mode only).

At this point, the pilot has the following options:

1. Select AIII mode by pushing the Multifunction Control Display Unit

(MCDU) "<AIII" (LSK4L) while the aircraft is above 500 feet AGL and
before the aircraft has AOC conditions. If the aircraft has AIII Mode
criteria, "<AIII ARM" replaces "<AIII" on the MCDU and "AIII ARM"
shows underneath the active HGS mode in the upper left corner of
the Combiner display.

2. Delay the AIII mode selection, but select it prior to 500 feet above the
TDZE.

NOTE: If AIII is not selected prior to 500 feet above the TDZE, AIII can
no longer be selected and all AIII capability messages are
removed from the Combiner and MCDU.

3. To cancel the automatic AIII Arm condition, push the MCDU "<AIII
ARM" LSK4L. The previously active HGS mode then becomes the
active HGS mode, and the HGS mode cannot automatically change
to AIII. However, manual selection of AIII is still possible if all condi-
tions for AIII are available.

4. Remain in Primary mode for landing.

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Figure 6-11 — ILS Capture

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AIII ApproachOPC
In Figure 6-12, the aircraft is in AIII modeOPC and established on the ILS
approach. The aircraft is on the localizer and slightly below the glideslope.
The position of the Flight Path and Guidance Cue slightly above the
Glideslope Reference Line indicates that the aircraft is correcting to the
glideslope. The aircraft is descending at 600 FPM through 1800 feet over
the Outer Marker (OM) at 5.8 miles. The aircraft is decelerating through
135 knots toward the target speed of 130 knots.

NOTE: The Digital Runway Elevation value is only displayed for five
seconds after the AIII mode is selected or whenever the value is
changed.

Localizer deviation is now indicated with the Localizer Deviation Line

positioned laterally relative to the Selected Course pointer. Glideslope
deviation is now indicated with the Glideslope Deviation Line positioned
vertically relative to the Glideslope Reference Line. When on course, these
create a cross in the center of the display with the Flight Path and
Guidance Cue in the middle.

NOTE: It is important to note that in the AIII mode the Guidance Cue is
providing pitch and roll commands derived from the HGS. The
Guidance Cue is now independent of the Flight Director and will
provide guidance to aircraft touchdown.

NOTE: AIII approach mode is not approved for use with autopilot
LAND2/LAND3 Mode.

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RCC35638

Figure 6-12 — AIII Approach

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AIII Approach - 500 FeetOPC

In Figure 6-13, the aircraft is on the localizer and glideslope and
descending toward 500 feet.

At 500 feet, approach monitoring starts and continues until touchdown.

This monitor will trigger the "APCH WARN" annunciation as a result of a
performance monitor limit being exceeded. The HGS continues capability
monitoring, which can also trigger an approach warning.

NOTE: Performance monitoring is related to the pilot's ability to track

the ILS and flare guidance and the projected touchdown within
the required touchdown limits including excessive lateral and
vertical position, airspeed, sink rate, crosstrack rate and long
landing.

NOTE: If the Autopilot LAND 2 or LAND 3 mode is engaged and

annunciated, HGS AIII mode is deactivated. The HGS Guidance
Cue will be removed and NO AIII is displayed.

When AIII mode is engaged, "RO ARM" will be displayed in the upper left
portion of the Combiner and on the Annunciator Panel to inform the flight
crew that the rollout guidanceOPC feature is armed and available to provide
precise localizer rollout guidance on touchdown. Should rollout guidance
not be reliable or available, the "RO ARM" will be removed from the
Combiner and Annunciator Panel. In addition, if the aircraft is below 500
feet AGL, a "RO CTN" (Rollout Caution) will be displayed on the Combiner
and in amber on the Annunciator Panel. The pilot must determine whether
to continue the approach or go-around dependent on whether landing
minimums requires the use of rollout guidance.

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RCC35639

Figure 6-13 — AIII Approach - 500 Feet

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AIII Approach - 300 FeetOPC

In Figure 6-14, the aircraft is descending through 300 feet Radio Altitude,
on speed and track. The two runway edge lines are drawn referenced to
the Selected Course Mark or the Conformal Localizer Track Symbol on the
Horizon Line so that if the real world runway were visible, the two would
closely overlay.

Tracking the HGS Guidance Cue, and subsequently the ILS, amounts to
centering and maintaining the Flight Path Symbol over the Guidance Cue.
Monitoring localizer and glideslope raw data relative to their null positions
will assist in minimizing deviations and anticipating corrections. Airspeed
control is accomplished by maintaining the Flight Path Acceleration caret
aligned off the Flight Path wing with minimum Speed Error Tape showing.
Any deviation in the ILS tracking or airspeed error is easily identified by
these relationships.

The "AIII" annunciation displayed in the upper left corner is both an

indication of the selected mode and the AIII capability status. As long as
all required parameters and conditions are valid for a CAT III approach, the
AIII status annunciation will remain. If a condition develops that invalidates
a required parameter, then the AIII annunciation is removed and replaced
with "NO AIII". Below 500 feet, this would also be displayed with an "APCH
WARN" annunciation. Normal CAT III operations procedures would
require a go-around anytime either of these occur below 500 feet AGL.

If the "RO CTN" message is displayed on the Combiner below 500 feet
AGL, the pilot must execute a go-around if the landing conditions require
the use of rollout guidanceOPC.

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Figure 6-14 — AIII Approach - 300 Feet

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AIII Approach - 100 FeetOPC

In Figure 6-15, the aircraft is descending through 100 feet Radio Altitude,
still on speed and track. At 105 feet AGL the AIII Flare Command is
displayed (a flashing "+") 2 degrees to 3 degrees below Flight Path. The
Flare Cue then starts moving up towards the Flight Path Symbol and no
longer flashes. The rate of closure between the two symbols is directly
proportional to the aircraft's descent rate, providing an indication of the rate
of input required to flare once the flare maneuver is initiated.

RCC35641

Figure 6-15 — AIII Approach - 100 Feet

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AIII Approach - 45 FeetOPC

In Figure 6-16, the aircraft is descending through 45 feet Radio Altitude
and the Decision Height annunciation is displayed. The flare maneuver is
initiated (between 45 and 55 feet AGL) when the AIII Flare Command
symbol meets the center of the Flight Path Guidance Cue (as shown). At
the same time, the "FLARE" legend on the Integrated HAP comes on. The
AIII Flare Command and Guidance Cue (now moving together) then
command the Flight Path up through the flare maneuver, continuing until
touchdown.

Airspeed is on target with only a one-knot airspeed error. The runway edge
lines are no longer displayed (below 60 feet) because the actual runway
must be in view by Decision Height. Glideslope deviation raw data is also
no longer displayed (below 70 feet - extended glideslope) because the
glideslope deviation data becomes unreliable below this point and is no
longer used in the guidance computations. From Decision Height to
touchdown, the pilot should track the HGS Guidance Cue while utilizing
real world visual cues in assessing approach performance. The right seat
pilot continues to monitor the approach head down through touchdown.

RCC35642

Figure 6-16 — AIII Approach - 45 Feet

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AIII Approach - Flare/TouchdownOPC

In Figure 6-17, the aircraft has been flared into the landing attitude. Radio
Altitude is 15 feet and the "IDLE" message is displayed. The aircraft is
decelerating through 120 knots and the aircraft is positioned over the
centerline (localizer centered).

The flare maneuver is designed to transition the aircraft from the approach
attitude to the touchdown attitude while maintaining positioning and
performance requirements to meet touchdown criteria for CAT III landings.
This includes continuing to track the runway localizer and establishing an
acceptable touchdown sink rate while refraining from floating down the
runway. The computed touchdown is not intended to "grease" the aircraft
on but to firmly establish the aircraft on the ground within the acceptable
touchdown footprint while tracking the centerline. In order to reduce the
longitudinal touchdown distance, an "IDLE" command is displayed
directing the pilot to reduce thrust to idle. The pilot is to follow the Guidance
Cue while assimilating the external visual cues to assure the airplane lands
within the touchdown zone. If the airplane will not land within the
touchdown zone, a go-around must be executed.

RCC35643

Figure 6-17 — AIII Approach - Flare/Touchdown

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AIII RolloutOPC
Following touchdown, the display changes to remove unnecessary
symbology to assist with the landing rollout (Figure 6-18). This includes
changing the Flight Path Symbol to a Ground Roll Reference Symbol, the
Guidance Cue to a Localizer Guidance Cue (lateral guidance only) and the
Localizer Symbol to the Ground Localizer Line or Ground Localizer
Deviation Scale and PointerOPC. The pilot follows the Localizer Guidance
Cue by overlaying the Ground Roll Reference Symbol over the Localizer
Guidance Cue and monitoring the Ground Localizer Line while visually
augmenting with runway centerline markings and lights to maintain runway
centerline. The HGS provides a Ground Roll Reference Symbol and
Localizer Guidance Cue for landing rollout along the runway, and a display
of the runway remaining (in feet or metersOPC).

NOTE: A Ground Localizer Line or Ground Localizer Deviation Scale

and PointerOPC is displayed in either the AIII, IMC or Primary
modes while the aircraft is on the ground and the selected Nav
source is an ILS. Figure 6-18 is also representative of the IMC
mode, except for the mode annunciation and Runway
Remaining readout. After landing, the RO annunciation will
disappear at approximately 25 kts ground speed. AIII mode
continues to display until another mode is selected.

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Figure 6-18 — AIII Approach - AIII Rollout

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Section 7. Reserved

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Section 8. Software Revisions

This page provides a record of handbook revisions.

NOTE: The information contained in this guide is based on the newest

version of the OPS software.
Table 1. Software Revisions

REVISION HGS OPS REVISION COMMENTS

NUMBER SOFTWARE DATE

A 341B-FLD-S50-04 TBD Initial HGS 6000

(Initial (072-0428-005) release
Issue)

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HGS Pilot Guide for the Boeing 737 MAX Model 6000

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