HT1000 GNSS Pilot Guide Handbook

Honeywell International Inc.
21111 N. 19th Ave.

Phoenix, Arizona 85027-2708
U.S.A.
CAGE: 58960
Telephone: 1--800--601--3099 (U.S.A.)
Telephone: 1--602--365--3099 (International)
TO: HOLDERS OF THE HT9100/HT1000 GNSS NAVIGATION

MANAGEMENT SYSTEM (NMS) FOR THE PILOT’S GUIDE,
HONEYWELL PUB. NO. P28--3653--021
REVISION NO. 1 DATED MAY 2018
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Honeywell International Inc.
21111 N. 19th Ave.
Phoenix, Arizona 85027-2708
U.S.A.
CAGE: 58960
Telephone: 1--800--601--3099 (U.S.A./Canada)
Telephone: 1--602--365--3099 (International)
Web site: https://myaerospace.honeywell.com
HT9100/HT1000 Global
Navigation Satellite System
(GNSS) Navigation
Management System (NMS)
(Software Load 007F -- Color

MCDU)
Pilot’s Guide
This document contains technical data and is subject to U.S. export

regulations. These commodities, technology, or software were exported
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Revised May 2018
Printed in U.S.A. Pub. No. P28--3653--021--01 June 2005
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HT9100/HT1000 GNSS Navigation Management System (NMS)
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Arrival/Approach
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HT9100/HT1000 MCDU Displays
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How the GPS System Works
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Country Codes
Appendix A
HT9100/HT1000 Messages D--1 H May 2018
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Preflight -- System Initialization
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Preflight -- System Initialization G--6 H May 2018
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Appendix H
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(Litton LTN92 IRS) H--2 H May 2018
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Appendix G Appendix I
Preflight -- System Initialization Distance Measuring Equipment
(Carousel IV A INS) (DME) Information Page
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Appendix I
Distance Measuring Equipment
(DME) Information Page (cont)
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Acronyms and Abbreviations

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Glossary
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Index
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Table of Contents
Section Page
1. PILOT OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Honeywell Product Support . . . . . . . . . . . . . . . . . . . . 1-2
Customer Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Aerospace Technical Support (ATS) . . . . . . . . . . 1-3
Flight Technical Services (FTS) . . . . . . . . . . . . . 1-4
Online Access for Technical Publications . . . . . 1-4
Honeywell Aerospace Technical
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
2. FLIGHT MANAGEMENT . . . . . . . . . . . . . . . . . . . . . 2-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Navigation Processor Unit (NPU) . . . . . . . . . . . . 2-3
Global Positioning System (GPS) Antenna . . . . 2-3
Multifunction Control Display Unit (MCDU) . . . . 2-4
System Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
System Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Navigation Performance . . . . . . . . . . . . . . . . . . . . 2-6
Navigation Database . . . . . . . . . . . . . . . . . . . . . . . 2-6
Multifunction Control Display Unit (MCDU) . . . . . . . 2-7
MCDU Display Conventions . . . . . . . . . . . . . . . . 2-8
MCDU Functional Areas . . . . . . . . . . . . . . . . . . . . 2-8
MCDU Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Special Purpose Keys . . . . . . . . . . . . . . . . . . . . . . 2-10
Page Formats and Data Labels . . . . . . . . . . . . . 2-11
Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
HT9100/HT1000 Pilot Interface Terms . . . . . . . . 2-14
3. FLIGHT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . 3-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
4. PREFLIGHT -- SYSTEM INITIALIZATION . . . . . . 4-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
System Initialization – Stand-Alone Installations . . 4-2
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
POS REF Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
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Section Page
4. PREFLIGHT -- SYSTEM INITIALIZATION (CONT)

Operational Differences for Aircraft With DME . . . . 4-8
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
POS REF 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 4-9
POS REF 2/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 4-10
DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
5. PREFLIGHT -- FLIGHT PLANNING AND
PERFORMANCE INITIALIZATION . . . . . . . . . . . 5-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Flight Planning -- Route (RTE) 1 Page . . . . . . . . 5-1
Route (RTE) 2 Page . . . . . . . . . . . . . . . . . . . . . . . 5-4
DEP/ARR INDEX Page . . . . . . . . . . . . . . . . . . . . 5-7
Departure Selection . . . . . . . . . . . . . . . . . . . . . . . 5-8
Performance Initialization . . . . . . . . . . . . . . . . . . . . . . 5-10
Route Legs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Flight Plan Route Activation . . . . . . . . . . . . . . . . . 5-13
Route Data Page . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Wind Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Automatic Flight Plan Transfer . . . . . . . . . . . . . . . . . 5-18
6. TAKEOFF/CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Direct-To . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Intercept Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
7. CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Route Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Direct-To and Intercept Course . . . . . . . . . . . . . . 7-1
Erasing an Active Route Leg . . . . . . . . . . . . . . . . 7-1
Route Discontinuity . . . . . . . . . . . . . . . . . . . . . . . . 7-2
SELECT DESIRED WPT (Waypoint) Page . . . 7-3
Pilot-Defined Waypoints . . . . . . . . . . . . . . . . . . . . 7-5
ABEAM PTS (Points) and RTE COPY
Prompts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Parallel Lateral Path Offset . . . . . . . . . . . . . . . . . 7-12
ACT RTE LEGS Pages . . . . . . . . . . . . . . . . . . . . . . . 7-14
ACT RTE DATA Page . . . . . . . . . . . . . . . . . . . . . . 7-18
PROGRESS Pages . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
PROGRESS 1/2 Page . . . . . . . . . . . . . . . . . . . . . 7-19
PROGRESS 2/2 Page . . . . . . . . . . . . . . . . . . . . . 7-20
Table of Contents P28-- 3653-- 021

TC-- 2 REV 1 May 2018

Section Page
7. CRUISE (CONT)
POS REPORT Page . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Holding Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
ACT RTE 1 -- HOLD Page . . . . . . . . . . . . . . . . . . 7-23
Holding Pattern Guidance . . . . . . . . . . . . . . . . . . 7-28
MOD HOLD PENDING Message . . . . . . . . . . . . 7-28
8. DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Descent Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Deceleration Segment . . . . . . . . . . . . . . . . . . . . . 8-2
Descent Path Construction . . . . . . . . . . . . . . . . . 8-3
Display of VNAV Data (Summary) . . . . . . . . . . . . . . 8-4
ACT RTE LEGS Page (VNAV Information) . . . . . . . 8-6
Angle or Speed Display . . . . . . . . . . . . . . . . . . . . 8-7
PROGRESS Pages (VNAV Information) . . . . . . . . . 8-7
DESCENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
VNAV Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
VNAV Descent Scenarios . . . . . . . . . . . . . . . . . . . . . 8-13
VNAV Descent -- Scenario One . . . . . . . . . . . . . 8-13
VNAV Descent -- Scenario Two . . . . . . . . . . . . . . 8-16
9. ARRIVAL/APPROACH . . . . . . . . . . . . . . . . . . . . . . . 9-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Arrival Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Approaches Available With the
HT9100/HT1000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Non-Precision Approaches (Lateral
Guidance Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Selecting a Non-Precision Approach . . . . . . . . . 9-6
Course Deviation Indicators (CDI) . . . . . . . . . . . 9-7
Flight Director Commands . . . . . . . . . . . . . . . . . . 9-7
Indicators on the LEGS Page . . . . . . . . . . . . . . . 9-8
Approach Scratchpad Messages . . . . . . . . . . . . 9-9
Example Non-Precision Approach (Lateral
Guidance Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
En Route and Terminal Area . . . . . . . . . . . . . . . . 9-10
Transition to the Approach From a
Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Aircraft Inbound to the Final Approach
Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Final Approach Fix Inbound . . . . . . . . . . . . . . . . . 9-12

REV 1 May 2018 TC-- 3

Section Page
9. ARRIVAL/APPROACH (CONT)
Example Non-Precision Approach (Lateral
Guidance Only) (cont)
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Non-Precision Approaches With ILS Look-Alike . . 9-14
ILA Path Construction . . . . . . . . . . . . . . . . . . . . . . 9-15
ILA Path Selection . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Indicators on the DESCENT Page . . . . . . . . . . . 9-19
Indicators on the LEGS Page . . . . . . . . . . . . . . . 9-20
Course Deviation Indicators (CDI) . . . . . . . . . . . 9-21
ILA Course and Glidepath Indicators . . . . . . . . . 9-21
ILA Scratchpad Messages . . . . . . . . . . . . . . . . . . 9-21
Example ILA Approach (Vertical and
Lateral Guidance) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
En Route and Terminal Area . . . . . . . . . . . . . . . . 9-22
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
SCAT 1 Precision Approaches . . . . . . . . . . . . . . . . . 9-26
Differential GPS System Overview . . . . . . . . . . . 9-26
DGPS Airborne Equipment . . . . . . . . . . . . . . . . . 9-28
SCAT 1 Example Approach . . . . . . . . . . . . . . . . . . . . 9-31
Aircraft Outside Terminal Area . . . . . . . . . . . . . . 9-31
Aircraft in Terminal Area . . . . . . . . . . . . . . . . . . . . 9-34
Final Approach Fix Inbound . . . . . . . . . . . . . . . . . 9-35
Accuracy and Integrity Requirements . . . . . . . . . . . 9-35
RAIM at Destination . . . . . . . . . . . . . . . . . . . . . . . 9-35
10. OTHER FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
REF NAV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
FIX INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Required Navigation Performance (RNP) . . . . . . . . 10-5
Active Route Integrity Prediction . . . . . . . . . . . . . . . . 10-6
Data Index and Nearest Pages . . . . . . . . . . . . . . . . . 10-9
Dead Reckoning and HDG/TAS Override
Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
NAV Database Crossload . . . . . . . . . . . . . . . . . . . . . 10-12
Transferring User Databases . . . . . . . . . . . . . . . . . . 10-19
SV Data Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Message Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
User Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Creating and Saving User Routes . . . . . . . . . . . 10-27
Searching the Database for a User Route . . . . . 10-29

TC-- 4 REV 1 May 2018

Section Page
10. OTHER FUNCTIONS (CONT)

User Routes (cont)
Loading a User Route . . . . . . . . . . . . . . . . . . . . . . 10-31
Deleting User Routes . . . . . . . . . . . . . . . . . . . . . . 10-33
User Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-35
Defining a User Waypoint . . . . . . . . . . . . . . . . . . . 10-36
Saving a User Waypoint . . . . . . . . . . . . . . . . . . . . 10-36
Retrieving a User Waypoint . . . . . . . . . . . . . . . . . 10-37
Deleting a User Waypoint . . . . . . . . . . . . . . . . . . . 10-38
HT9100/HT1000 Page Trees . . . . . . . . . . . . . . . . . . 10-38
APPENDIXES
A HT9100/HT1000 MESSAGES . . . . . . . . . . . . . . . . . A--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--1
Alerting Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--1
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . A--8
Entry Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . A--15
MCDU Annunciator Lights . . . . . . . . . . . . . . . . . . . . . A--16
B HT9100/HT1000 MCDU DISPLAYS . . . . . . . . . . . . B--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
C HOW THE GPS SYSTEM WORKS . . . . . . . . . . . . . C--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
GPS Information Center . . . . . . . . . . . . . . . . . . . . . . . C--6
Precise Worldwide Position, Velocity,
and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--6
Civil GPS Information Center . . . . . . . . . . . . . . . C--6
Information Available . . . . . . . . . . . . . . . . . . . . . . . C--7
Information Media . . . . . . . . . . . . . . . . . . . . . . . . . C--7
Information Requests . . . . . . . . . . . . . . . . . . . . . . C--8
Other Information Sources . . . . . . . . . . . . . . . . . . C--8
GPS Information Center Users Manual . . . . . . . C--9
Civil GPS Service Steering Committee . . . . . . . C--9
D COUNTRY CODES . . . . . . . . . . . . . . . . . . . . . . . . . . D--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D--1

REV 1 May 2018 TC-- 5

Section Page
E PREFLIGHT -- SYSTEM INITIALIZATION

(SUPER AHRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--1
Aircraft With GPS and SAHRS . . . . . . . . . . . . . . . . . E--1
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--2
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . E--4
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . E--5
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . E--8
Aircraft With GPS, SAHRS, and DME . . . . . . . . . . . E--14
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--14
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . E--15
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . E--15
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . E--16
F PREFLIGHT -- SYSTEM INITIALIZATION

(LITTON LTN92 IRS) . . . . . . . . . . . . . . . . . . . . . . . F--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--1
Aircraft With GPS and an LTN92 IRS . . . . . . . . . . . F--1
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--2
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . F--4
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . F--5
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . F--7
Aircraft With GPS, IRS, and DME . . . . . . . . . . . . . . F--13
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--13
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . F--14
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . F--14
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . F--15
G PREFLIGHT -- SYSTEM INITIALIZATION

(CAROUSEL IV A INS) . . . . . . . . . . . . . . . . . . . . . . G--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--1
Aircraft With GPS and a Carousel IV A INS . . . . . . G--1
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--2
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . G--4
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . G--5
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . G--7
Aircraft With GPS, INS, and DME . . . . . . . . . . . . . . G--12
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--12
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . G--12
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . G--12
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . G--13
TC-- 6 REV 1 May 2018

Section Page
H PREFLIGHT -- SYSTEM INITIALIZATION

(ADIRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--1
Aircraft With GPS and ADIRU . . . . . . . . . . . . . . . . . . H--1
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--2
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . H--4
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . H--6
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . H--8
Aircraft With GPS, ADIRU, and DME . . . . . . . . . . . H--14
IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--14
POS INIT 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . H--14
POS REF 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . H--15
POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . H--16
I DISTANCE MEASURING EQUIPMENT (DME)

INFORMATION PAGE . . . . . . . . . . . . . . . . . . . . . . I--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I--1
DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I--2
Single HT9100/HT1000 With Scanning DME . . I--2
Dual HT9100/HT1000 With Scanning DME . . . I--3
ACRONYMS AND ABBREVIATIONS . . . . . . . . . . . . . . . Abbrev--1
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gloss--1
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index--1

REV 1 May 2018 TC-- 7
List of Figures
Figure Page
2--1 Flight Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2--2 HT9100/HT1000 System Components . . . . . . . . . . 2-2
2--3 HT9100/HT1000 Multifunction Control
Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2--4 System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2--5 HT9100/HT1000 Multifunction Control
Display Unit With Callouts . . . . . . . . . . . . . . . . . . . . 2-7
2--6 MCDU Page Formats . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
3--1 Flight Plan Dallas -- Cancun . . . . . . . . . . . . . . . . . . . 3-3
4--1 IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4--2 Changing Active NAV Database . . . . . . . . . . . . . . . . 4-3
4--3 New Active NAV Database . . . . . . . . . . . . . . . . . . . . 4-4
4--4 POS REF Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4--5 SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
4--6 POS REF 1/2 Page – DME Equipped Aircraft . . . . 4-9
4--7 POS REF 2/2 Page – DME Equipped Aircraft . . . . 4-10
4--8 POS REF 2/2 Page – BRG/DIST Selected . . . . . . . 4-11
4--9 DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
5--1 Typical RTE 1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5--2 RTE 1 -- 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5--3 RTE 1 -- 1/2 Page Complete . . . . . . . . . . . . . . . . . . . 5-4
5--4 RTE 1 -- 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5--5 RTE 1 LEGS -- 1/3 Page . . . . . . . . . . . . . . . . . . . . . . 5-6
5--6 RTE LEGS Page – True Bearing . . . . . . . . . . . . . . . 5-6
5--7 DEP/ARR INDEX Page – KDFW Departures . . . . . 5-7
5--8 KDFW DEPARTURES – 1/3 Page . . . . . . . . . . . . . . 5-8
5--9 KDFW DEPARTURES Page – Completed . . . . . . . 5-9
5--10 PERF INIT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5--11 PERF INIT Page -- Complete . . . . . . . . . . . . . . . . . . 5-13
5--12 RTE 1 LEGS Page – Route Activation . . . . . . . . . . 5-13
5--13 ACT RTE 1 LEGS Page . . . . . . . . . . . . . . . . . . . . . . . 5-14
5--14 ACT RTE 1 DATA Page . . . . . . . . . . . . . . . . . . . . . . . 5-15
5--15 Initial ACT TNV WIND Page . . . . . . . . . . . . . . . . . . . 5-16
5--16 ACT TNV WIND Page With Entries Made . . . . . . . 5-17
5--17 Propagated Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5--18 Receiving MCDU – Route 1 Updating . . . . . . . . . . . 5-19
5--19 RTE 1 LEGS Page – Receiving MCDU . . . . . . . . . . 5-19

TC-- 8 REV 1 May 2018

List of Figures (cont)
Figure Page
6--1 MOD RTE 1 LEGS Page -- Direct-To . . . . . . . . . . . . 6-2
6--2 MOD RTE 1 LEGS Page – Intercept Course . . . . . 6-3
6--3 ACT RTE 1 LEGS Page . . . . . . . . . . . . . . . . . . . . . . . 6-4
6--4 Course-To-Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
6--5 EFIS Course-To-Intercept Display . . . . . . . . . . . . . . 6-5
6--6 HSI Course-To-Intercept Display . . . . . . . . . . . . . . . 6-6
7--1 ACT RTE 1 LEGS Page – Erasing a Route Leg . . 7-1

7--2 MOD RTE 1 LEGS Page – Erasing a Route
Leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7--3 Route Discontinuity . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7--4 ACT RTE 1 LEGS Page – Insert a FIX in
Line 5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7--5 SELECT DESIRED WPT Page . . . . . . . . . . . . . . . . 7-4
7--6 Abeam Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7--7 ACT RTE 1 LEGS Page . . . . . . . . . . . . . . . . . . . . . . . 7-10
7--8 RTE MOD LEGS Page – ABEAM PTS and
RTE COPY Prompts . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7--9 MOD RTE LEGS Page – ABEAM PTS
SELECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
7--10 New Abeam Points
(BIL12 and TNV13 in 1L and 2L) . . . . . . . . . . . . . . 7-11
7--11 Offset Function -- ACT RTE 1 Page . . . . . . . . . . . . . 7-12
7--12 ACT RTE 1 Page – R20 Offset . . . . . . . . . . . . . . . . . 7-13
7--13 ACT RTE 1 LEGS Page . . . . . . . . . . . . . . . . . . . . . . . 7-14
7--14 ACT RTE 2 LEGS Page . . . . . . . . . . . . . . . . . . . . . . . 7-16
7--15 Missed Approach Point and
Final Approach Fix Identified . . . . . . . . . . . . . . . . . 7-17
7--16 ACT RTE 1 DATA Page . . . . . . . . . . . . . . . . . . . . . . . 7-18
7--17 PROGRESS 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7--18 PROGRESS 2/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 7-20
7--19 POS REPORT Page . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
7--20 ACT RTE 1 LEGS Page – HOLD AT . . . . . . . . . . . . 7-23
7--21 ACT RTE 1 HOLD Page . . . . . . . . . . . . . . . . . . . . . . 7-24
7--22 ACT RTE 1 HOLD Page – EXIT ARMED . . . . . . . . 7-26
8--1 Descent Path With Deceleration Segment -- 1 . . . . 8-2

8--2 Descent Path With Deceleration Segment -- 2 . . . . 8-2
8--3 Altitude Constraints and Descent Path Angles . . . . 8-6
8--4 PROGRESS 1/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8--5 PROGRESS 2/2 Page . . . . . . . . . . . . . . . . . . . . . . . . 8-8

REV 1 May 2018 TC-- 9

Figure Page
8--6 DESCENT Page -- Before Top-of-Descent . . . . . . . 8-9
8--7 DESCENT Page -- After Top-of-Descent . . . . . . . . . 8-9
8--8 Descent Before Top-of-Descent . . . . . . . . . . . . . . . . 8-10
8--9 Vertical Bearing to Active Constraint . . . . . . . . . . . . 8-11
8--10 Scenario One -- At Cruise Altitude Prior to
Top-of-Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
8--11 Scenario One -- ACT RTE LEGS Page . . . . . . . . . . 8-14
8--12 Scenario One -- VNAV DESCENT Page . . . . . . . . . 8-15
8--13 Scenario Two -- Above Path in Descent . . . . . . . . . 8-16
8--14 Scenario Two -- ACT RTE LEGS Page . . . . . . . . . . 8-16
8--15 Scenario Two -- DESCENT Page . . . . . . . . . . . . . . . 8-17
9--1 DEP/ARR INDEX -- KDFW Departures . . . . . . . . . . 9-1

9--2 MMUN ARRIVALS 1/2 Page . . . . . . . . . . . . . . . . . . . 9-2
9--3 MMUN ARRIVALS 1/1 Page . . . . . . . . . . . . . . . . . . . 9-3
9--4 MMUN ARRIVALS 1/2 Page After Selections
Are Made . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9--5 Procedure Turn Symbols . . . . . . . . . . . . . . . . . . . . . . 9-8
9--6 Approach From a Procedure Turn . . . . . . . . . . . . . . 9-10
9--7 Transition to the Approach From a
Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9--8 ACT RTE 1 LEGS Page -- Before
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9--9 ACT RTE 1 LEGS Page -- After
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
9--10 DESCENT Page (ILA OFF)
More Than 30 NM From Runway Threshold . . . . 9-16
9--11 30 NM Approach Hemisphere . . . . . . . . . . . . . . . . . . 9-17
9--12 DESCENT Page Within 30 NM of Airport . . . . . . . . 9-18
9--13 DESCENT Page -- ILA Approach Activated . . . . . . 9-19
9--14 LEGS Page -- ILA Approach Activated . . . . . . . . . . 9-20
9--15 Example ILA Approach . . . . . . . . . . . . . . . . . . . . . . . . 9-23
9--16 ACT RTE 1 LEGS Page -- Before Missed
Approach (Example) . . . . . . . . . . . . . . . . . . . . . . . . 9-24
9--17 ACT RTE 1 LEGS Page -- After Missed
Approach (Example) . . . . . . . . . . . . . . . . . . . . . . . . 9-25
9--18 Differential Global Positioning System . . . . . . . . . . . 9-26
9--19 Typical DGPS Airborne Equipment Interface . . . . . 9-28
9--20 Navigation Selection Panel . . . . . . . . . . . . . . . . . . . . 9-29
9--21 Accessing DGPS TUNING Page . . . . . . . . . . . . . . . 9-31
9--22 DGPS TUNING Page . . . . . . . . . . . . . . . . . . . . . . . . . 9-31

TC-- 10 REV 1 May 2018

Figure Page
9--23 Pilot-Entry of DGPS Approach at KEWR . . . . . . . . 9-32
9--24 DGPS TUNING Page Following Tuning
Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
9--25 DGPS TUNING Page – Aircraft in
Terminal Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
9--26 DEST RAIM Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
9--27 System RAIM Checks in Approach Mode . . . . . . . . 9-37
10--1 DATA INDEX Page . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10--2 REF NAV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10--3 REF NAV DATA Page – IAH . . . . . . . . . . . . . . . . . . . 10-2
10--4 FIX INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10--5 POS REF Page -- RNP . . . . . . . . . . . . . . . . . . . . . . . 10-5
10--6 Active Route RNP Prediction . . . . . . . . . . . . . . . . . . 10-6
10--7 Prediction Running . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
10--8 Results of FDE Prediction . . . . . . . . . . . . . . . . . . . . . 10-8
10--9 Integrity Prediction – RTE NOT OK AS FILED . . . 10-8
10--10 DATA INDEX Page -- NEAREST Page Access . . . 10-9
10--11 NEAREST INDEX Page . . . . . . . . . . . . . . . . . . . . . . . 10-9
10--12 NEAREST AIRPORTS Page . . . . . . . . . . . . . . . . . . 10-10
10--13 DEAD RECKONING Page . . . . . . . . . . . . . . . . . . . . 10-11
10--14 HDG/TAS OVERRIDE Page . . . . . . . . . . . . . . . . . . . 10-12
10--15 MAINTENANCE INDEX Page -- NAV
Database Crossload . . . . . . . . . . . . . . . . . . . . . . . . 10-12
10--16 NDB CROSSLOAD Page -- NAV Database
Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
10--17 Invalid NAV Database . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10--18 NAV Database Communication Failure . . . . . . . . . . 10-14
10--19 NAV Database Transmit . . . . . . . . . . . . . . . . . . . . . . . 10-15
10--20 NAV Database Receive . . . . . . . . . . . . . . . . . . . . . . . 10-15
10--21 NAV Database Transfer Review . . . . . . . . . . . . . . . . 10-16
10--22 NAV Database Data Transfer . . . . . . . . . . . . . . . . . . 10-17
10--23 NDB CROSSLOAD Page– Validation in
Progress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
10--24 Communication Failure/Transfer Aborted . . . . . . . . 10-18
10--25 MAINTENANCE INDEX Page -- User
Database Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
10--26 NDB CROSSLOAD Page -- User Database
Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
10--27 USER DB Prompt . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10--28 BEGIN TRANSFER Prompt . . . . . . . . . . . . . . . . . . . 10-20

REV 1 May 2018 TC-- 11

Figure Page
10--29 User Database Transmitting . . . . . . . . . . . . . . . . . . . 10-21
10--30 User Database -- TRANSFER ABORTED . . . . . . . 10-21
10--31 User Database -- COMM FAIL TRANSFER
ABORTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
10--32 POS REF Page – SV DATA Prompt . . . . . . . . . . . . 10-22
10--33 SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
10--34 DATA INDEX Page -- MAINTENANCE INDEX
Page Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
10--35 MAINTENANCE INDEX Page -- MESSAGE
RECALL Page Access . . . . . . . . . . . . . . . . . . . . . . . 10-24
10--36 MESSAGE RECALL . . . . . . . . . . . . . . . . . . . . . . . . . . 10-25
10--37 USER RTES Prompt . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
10--38 RTE 1 Page With USER RTES Prompt . . . . . . . . . . 10-27
10--39 RTE 1 Page – User Route Saved . . . . . . . . . . . . . . . 10-28
10--40 USER ROUTES INDEX Page . . . . . . . . . . . . . . . . . . 10-29
10--41 Search Results for Origin Identifier KAUS . . . . . . . 10-30
10--42 Selecting a User Route to Load . . . . . . . . . . . . . . . . 10-31
10--43 Loading a User Route . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
10--44 Inverting a User Route . . . . . . . . . . . . . . . . . . . . . . . . 10-33
10--45 Deleting User Routes . . . . . . . . . . . . . . . . . . . . . . . . . 10-33
10--46 Confirming User Route Delete . . . . . . . . . . . . . . . . . 10-34
10--47 DATA INDEX Page -- USER WPT LIST Access . . 10-35
10--48 USER WPT LIST Page . . . . . . . . . . . . . . . . . . . . . . . 10-35
10--49 User Waypoint Defined . . . . . . . . . . . . . . . . . . . . . . . . 10-36
10--50 USER WPT SAVE COMPLETE Message . . . . . . . 10-36
10--51 USER WPT LIST Page -- Retrieving User
Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-37
10--52 Deleting a User Waypoint . . . . . . . . . . . . . . . . . . . . . 10-38
10--53 POS REF Page Tree . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
10--54 VNAV Page Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-41
10--55 LEGS Page Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
10--56 DEP/ARR Page Tree . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
10--57 HOLD Page Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-44
10--58 PROGRESS Page Tree . . . . . . . . . . . . . . . . . . . . . . . 10-45
10--59 DATA INDEX Page Tree (Left LSKs) . . . . . . . . . . . . 10-46
10--60 DATA INDEX Page Tree (Right LSKs) . . . . . . . . . . . 10-47
10--61 DATA (MAINTENANCE) Page Tree . . . . . . . . . . . . . 10-49
10--62 MCDU Front Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
C--1 Range to Satellite A . . . . . . . . . . . . . . . . . . . . . . . . . . C--1

C--2 Intersection of Two Spheres . . . . . . . . . . . . . . . . . . . C--1

TC-- 12 REV 1 May 2018

Figure Page
C--3 Intersection of Three Spheres . . . . . . . . . . . . . . . . . . C--2
C--4 Satellite Ranging -- 1 . . . . . . . . . . . . . . . . . . . . . . . . . . C--3
C--5 Satellite Ranging -- 2 . . . . . . . . . . . . . . . . . . . . . . . . . . C--4
E--1 IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--2

E--2 Changing Active NAV Database . . . . . . . . . . . . . . . . E--3
E--3 New Active NAV Database . . . . . . . . . . . . . . . . . . . . E--3
E--4 POS INIT 1/3 Page – SAHRS . . . . . . . . . . . . . . . . . . E--4
E--5 POS REF 2/3 Page – SAHRS . . . . . . . . . . . . . . . . . E--5
E--6 POS REF 3/3 Page – SAHRS . . . . . . . . . . . . . . . . . E--8
E--7 POS REF 3/3 Page – SAHRS (BRG/DIST
Selected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--9
E--8 SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--10
E--9 SAHRS INFO Page During Alignment . . . . . . . . . . . E--11
E--10 SAHRS INFO Page After Alignment . . . . . . . . . . . . E--11
E--11 ACTION/MALF Page – Example . . . . . . . . . . . . . . . E--13
E--12 POS REF 2/3 Page – SAHRS With DME . . . . . . . . E--15
E--13 POS REF 3/3 Page – SAHRS With DME . . . . . . . . E--16
E--14 DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E--17
F--1 IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--2

F--2 Changing Active NAV Database . . . . . . . . . . . . . . . . F--3
F--3 New Active NAV Database . . . . . . . . . . . . . . . . . . . . F--3
F--4 POS INIT 1/3 Page – IRS . . . . . . . . . . . . . . . . . . . . . F--4
F--5 POS REF 2/3 Page – IRS . . . . . . . . . . . . . . . . . . . . . F--5
F--6 POS REF 3/3 Page – IRS . . . . . . . . . . . . . . . . . . . . . F--7
F--7 POS REF 3/3 Page – IRS (BRG/DIST
Selected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--8
F--8 SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--9
F--9 IRS INFO Page During Alignment . . . . . . . . . . . . . . F--10
F--10 IRS INFO Page After Alignment . . . . . . . . . . . . . . . . F--10
F--11 ACTION/MALF Page – Example . . . . . . . . . . . . . . . F--12
F--12 POS REF 2/3 Page – IRS With DME . . . . . . . . . . . F--14
F--13 POS REF 3/3 Page – IRS With DME . . . . . . . . . . . F--15
F--14 DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F--16
G--1 IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--2

G--2 Changing Active NAV Database . . . . . . . . . . . . . . . . G--3
G--3 New Active NAV Database . . . . . . . . . . . . . . . . . . . . G--3
G--4 POS INIT 1/3 Page – INS . . . . . . . . . . . . . . . . . . . . . G--4
G--5 POS REF 2/3 Page – INS . . . . . . . . . . . . . . . . . . . . . G--5

REV 1 May 2018 TC-- 13

Figure Page
G--6 POS REF 3/3 Page – INS . . . . . . . . . . . . . . . . . . . . . G--7
G--7 POS REF 3/3 Page – INS (BRG/DIST
Selected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--8
G--8 SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--9
G--9 INS INFO Page During Alignment . . . . . . . . . . . . . . G--10
G--10 INS INFO Page After Alignment . . . . . . . . . . . . . . . . G--10
G--11 POS REF 2/3 Page – INS With DME . . . . . . . . . . . G--12
G--12 POS REF 3/3 Page – INS With DME . . . . . . . . . . . G--13
G--13 DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G--15
H--1 IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--2

H--2 Changing Active NAV Database . . . . . . . . . . . . . . . . H--3
H--3 New Active NAV Database . . . . . . . . . . . . . . . . . . . . H--3
H--4 POS INIT 1/3 Page – ADIRU . . . . . . . . . . . . . . . . . . H--4
H--5 POS REF 2/3 Page – ADIRU . . . . . . . . . . . . . . . . . . H--6
H--6 POS REF 3/3 Page – ADIRU . . . . . . . . . . . . . . . . . . H--8
H--7 POS REF 3/3 Page – ADIRU (BRG/DIST
Selected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--9
H--8 SV DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--10
H--9 IRS INFO Page During Alignment . . . . . . . . . . . . . . H--11
H--10 IRS INFO Page After Alignment . . . . . . . . . . . . . . . . H--11
H--11 ACTION/MALF Page – Example . . . . . . . . . . . . . . . H--13
H--12 POS REF 2/3 Page – ADIRU With DME . . . . . . . . . H--15
H--13 POS REF 3/3 Page – ADIRU With DME . . . . . . . . . H--16
H--14 DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H--17
I--1 POS REF 3/3 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . I--1

I--2 DME INFO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I--2
I--3 MASTER Side Display . . . . . . . . . . . . . . . . . . . . . . . . I--3
I--4 SLAVE Side Display . . . . . . . . . . . . . . . . . . . . . . . . . . I--4
I--5 Typical Single DME/DUAL NPU Configuration
With Tuning Panel . . . . . . . . . . . . . . . . . . . . . . . . . . I--5

TC-- 14 REV 1 May 2018
List of Tables
Table Page
4--1 System Initialization Descriptions . . . . . . . . . . . . . . . 4-1
4--2 Default RNP Values . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
8--1 VNAV Full Scale Deflection . . . . . . . . . . . . . . . . . . . . 8-5

8--2 VTA Message Times . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
9--1 CDI Full-Scale Sensitivity . . . . . . . . . . . . . . . . . . . . . . 9-7

9--2 CDI Sensitivity -- ILA Approach . . . . . . . . . . . . . . . . . 9-21
9--3 WPT Annunciator Timing . . . . . . . . . . . . . . . . . . . . . . 9-30
A--1 Alerting Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--1

A--2 Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . A--8
A--3 Error Entry Messages . . . . . . . . . . . . . . . . . . . . . . . . . A--15
A--4 MCDU Annunciator Lights . . . . . . . . . . . . . . . . . . . . . A--16
B--1 MCDU Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
D--1 HT9100/HT1000 Country Codes . . . . . . . . . . . . . . . D--1
E--1 Default RNP Values . . . . . . . . . . . . . . . . . . . . . . . . . . E--6

E--2 Status Codes – SAHRS . . . . . . . . . . . . . . . . . . . . . . . E--12
E--3 Action/Malfunction Messages – SAHRS . . . . . . . . . E--13
F--1 Default RNP Values . . . . . . . . . . . . . . . . . . . . . . . . . . F--6

F--2 Status Codes – LTN92 IRS . . . . . . . . . . . . . . . . . . . . F--11
F--3 Action/Malfunction Messages . . . . . . . . . . . . . . . . . . F--12
G--1 Default RNP Values . . . . . . . . . . . . . . . . . . . . . . . . . . G--6

G--2 Status Codes – INS . . . . . . . . . . . . . . . . . . . . . . . . . . G--11
H--1 Default RNP Values . . . . . . . . . . . . . . . . . . . . . . . . . . H--7

H--2 Status Codes -- ADIRU . . . . . . . . . . . . . . . . . . . . . . . H--12
H--3 Action/Malfunction Messages – ADIRU . . . . . . . . . . H--14

REV 1 May 2018 TC-- 15
Blank Page

TC-- 16 REV 1 May 2018
1. Pilot Overview
INTRODUCTION
The HT9100/HT1000 global navigation satellite system (GNSS)
navigation management system (NMS) is a lightweight,
state--of--the--art navigation system that receives and processes global
positioning system (GPS) signals for worldwide navigation. The
HT9100/HT1000 meets or exceeds the en route, terminal, and
instrument approach navigation standards established in Technical
Standard Order (TSO) C129, AC 20--129, AC 20--138, and AC 20--130.
The system also meets the requirements for primary means of
navigation in oceanic/remote operation established in the Federal
Aviation Administration (FAA) Notice N8110.60. When interfaced to a
frequency--agile distance measuring equipment (DME) transceiver or
inertial system, the HT9100/HT1000 meets the requirements of TSO
C115b.
The Honeywell HT9100/HT1000 GNSS Navigation Management
System Pilot’s Guide describes the operation of the HT9100/HT1000
in the areas of flight plan management, navigation, and information
display. Answers to most of the questions that arise through system use
can be found in this guide.
NOTES: 1. As of software Load 007F, this Pilot’s Guide applies to
both the HT1000 and HT9100 systems. HT9100
references are synonymous to HT1000 throughout.
2. HT9100 is an obsolescence replacement for the
HT1000.
This guide gives the following information:
D General system overview
D Step by step system operation as it could be used in airline
operations
D Description of system functions.
The appendices contain reference information useful in understanding
this guide.
Every effort has been made to make sure the accuracy of the
information in this guide. Questions about current system operation,
problems, or comments should be directed to the pilots at Honeywell
Flight Technical Services at FTS@Honeywell.com.
This guide does not supersede any Honeywell, certifying authority, or
airline approved procedures. It is for system familiarization only.
P28-- 3653-- 021 Pilot Overview

REV 1 May 2018 1-1
HONEYWELL PRODUCT SUPPORT

The Honeywell spares exchange (SPEX) program for corporate
operators supplies an extensive exchange and rental service that
complements a worldwide network of support centers. An inventory of
more than 9,000 spare components assures that the Honeywell
equipped aircraft will be returned to service promptly and economically.
This service is available both during and after warranty.
The aircraft owner/operator is required to make sure that units supplied
through this program have been approved in accordance with their
specific maintenance requirements.
All articles are returned to Reconditioned Specifications limits when
they are processed through a Honeywell repair facility. All articles are
inspected by quality control personnel to verify proper workmanship
and conformity to Type Design and to certify that the article meets all
controlling documentation. Reconditioned Specification criteria are on
file at Honeywell facilities and are available for review. All exchange
units are updated with the latest performance reliability MODs on an
attrition basis while in the repair cycle.
For information regarding the SPEX program, (Exchange/Rental
Program for Corporate Operators), including maintenance, pricing,
warranty, and support, log into the Honeywell website at:
https://myaerospace.honeywell.com
After logging in, place the cursor over the PARTS & REPAIRS tab to
expand a dropdown list. Under DOWNLOADS, select Pricing Catalogs
to open the PRICING CATALOGS page. Select the latest SPEX
Catalog to view and/or download. For further information or support,
contact Customer Support at the numbers listed on the CONTACT US
dropdown menu.
Pilot Overview P28-- 3653-- 021

1-2 REV 1 May 2018
CUSTOMER SUPPORT
For support of products or to request the latest revision to a publication,
contact the local Honeywell customer support.
For all aerospace inquiries including:

D Technical assistance
D Aircraft--on--ground (AOG)
D Sales: new and exchange
D Repair and overhaul
D Supply chain optimization
D Rentals
D Return material authorization (RMA).
Use the following contact numbers:

D Fax: 1--602--822--7272
D Phone: 1--800--601--3099 (U.S.A./Canada)
D Phone: 1--602--365--3099 (International).
Aerospace Technical Support (ATS)

For direct technical support for:
D Avionics
D Mechanical.
Use the following ATS contact numbers:

D Phone: 1--855--808--6500 (U.S.A./Canada)
D Phone: 1--602--365--6500 (International).
Choose Option 1 for avionics or Option 2 for mechanical.
Or send e--mail to:

D AeroTechSupport@honeywell.com

REV 1 May 2018 1-3
Flight Technical Services (FTS)

For direct technical pilot support, additional information, or operational
questions, contact FTS by:
D email: FTS@honeywell.com
D Web site: http://pilots.honeywell.com
To contact FTS, log in and select the Contact Us selection from the
bottom right corner of the URL page.
Online Access for Technical Publications

Honeywell has moved to an online access model for technical
publications. This change was made to eliminate the cost of printing and
shipping paper publications and to be a better environmental steward.
The option to download and order print copies through the Honeywell
MyAerospace portal at https://myaerospace.honeywell.com is still
available. Alerts can be set up so that if there is a change to a
publication, customers can receive email notifications of changes. The
user can add a manual to a Watch List using the Receive Email
Updates link or use the My Email Notifications link on the left
navigation bar at the bottom of the Search Publications page.
Customers can still continue to order copies of publications but the
option to sign up to receive ongoing updates by the way of paper will
no longer be an option. If there is a change, revision, or new release,
request the publication at that time through the Honeywell
MyAerospace portal at https://myaerospace.honeywell.com. For
questions or concerns, reach out to the Technical Publications Order
Management team at pubs@Honeywell.com.

1-4 REV 1 May 2018
Honeywell Aerospace Technical Publications

If you have access to the Internet, go to the Honeywell Online Technical
Publications web site at https://myaerospace.honeywell.com to:
D Download or see publications online
D Make an order for a publication
D Tell Honeywell of a possible data error (report a discrepancy) in a
publication.
If you do not have access to the Honeywell Online Technical

Publications web site and need technical publications information:
D Send an e--mail message to:
cas--publications--distribution@honeywell.com
D Send a fax or speak to a person at the contact numbers.

REV 1 May 2018 1-5
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1-6 REV 1 May 2018
2. Flight Management
INTRODUCTION
The HT9100/HT1000 GNSS is a full flight regime navigation system for
navigation and flight planning. It reduces the workload in flight planning,
navigation, aircraft guidance, and flight progress monitoring. The pilot
defines the route from the origin to the destination airport by entering
data into the multifunction control display unit (MCDU). The system
guides the aircraft along the defined path and computes and displays
current and predicted progress along the route, as shown in Figure 2--1.
Figure 2--1
Flight Profile
The HT9100/HT1000 system is capable of en route and terminal area

guidance, autopilot coupling, roll steering, and vertical deviation
(non-coupled) along defined lateral procedures, including standard
instrument departures (SlDs), standard terminal arrival routes
(STARs), approaches, and holding patterns. It can fly lateral offsets to
the defined path. The HT9100/HT1000 computes predicted arrival
times at waypoints along the route and at the final destination. It is also
capable of vertical navigation guidance (no autopilot coupling) from the
top-of-descent down to the end-of-descent point (for example, a
runway or missed approach point).
NOTE: The user must verify the legality of system certification for
flying GPS approaches with individual aircraft types.
P28-- 3653-- 021 Flight Management

REV 1 May 2018 2-1
SYSTEM DESCRIPTION
The HT9100/HT1000 consists of the following components:
D Navigation processor unit
D GPS antenna
D Multifunction control and display unit.
These components are shown in Figure 2--2.
Figure 2--2
HT9100/HT1000 System Components
Flight Management P28-- 3653-- 021

2-2 REV 1 May 2018
Navigation Processor Unit (NPU)

The NPU is the processing unit of the HT9100/HT1000 system. It
contains the GPS receiver, computers, navigation database, and the
required external system interfaces. The NPU receives and processes
the information from the GPS antenna and other aircraft systems (for
example, the air data computer) to compute position and course
information. It transmits data to the MCDU for display and to other
aircraft systems such as the autopilot, horizontal situation indicator
(HSI), and course deviation indicator (CDI).
A non-volatile database (supplied by Honeywell) is stored in the NPU.

The database includes the information the pilot normally gets from
navigation charts and maps. This information is displayed on the
MCDU.
Global Positioning System (GPS) Antenna

The omnidirectional GPS antenna receives, amplifies, and conditions
the signals from orbiting satellites. The antenna transmits these signals
to the GPS receiver in the NPU.

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Multifunction Control Display Unit (MCDU)

The MCDU is the interface between the pilot and the HT9100/HT1000.
It is used to enter, monitor, and revise routes, to display information, and
to select operating modes. It is also used to display and verify data
entered into memory. Route and advisory data are continuously
available for display. The MCDU can communicate with multiple ARINC
739 subsystems.
The MCDU has a full alphanumeric keyboard, function keys, special

purpose keys, line select keys (LSK), and advisory annunciators. The
MCDU is shown in Figure 2--3.
Figure 2--3
HT9100/HT1000 Multifunction Control Display Unit

2-4 REV 1 May 2018
SYSTEM INTERFACES
Figure 2--4 shows a block diagram of the HT9100/HT1000 and some
of the equipment that can interface with the NPU. Correct aircraft,
engine, and database configuration is confirmed on the MCDU IDENT
(identification) page at aircraft power-up.
Figure 2--4
System Block Diagram
SYSTEM FUNCTIONS
The HT9100/HT1000 processes pilot--entries on the MCDU. It sends
navigation and guidance information to the autopilot through lateral
steering commands to the flight control system.
Guidance
The HT9100/HT1000 generates guidance information when a route
has been entered and activated. The system automatically sequences
and updates route legs. The system compares the aircraft position with
the desired flight path and sends lateral steering commands to the
autopilot. Direct guidance from the aircraft present position to any
navigation (NAV) database waypoint is possible.

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Navigation Performance
The HT9100/HT1000 provides required navigation performance (RNP)
navigation for en route, terminal, approach, and remote/oceanic
operations. The HT9100/HT1000 complies with the following (in
addition to other regulatory documents):
D FAA Notice 8110.60 for GPS as primary means of navigation for
oceanic/remote operations
D TSO C129(A1)
D TSO C115 for multi-sensors
D RNP10--8400.12a
D RNP 5--AC90--96 for European BRNAV.
In compliance with these requirements, UNABLE RNP messages are

displayed when accuracy or integrity requirements are not met.
Navigation Database
The HT9100/HT1000 NAV database includes information the pilot
would normally get from navigation charts and maps. This information
can be displayed on the MCDU. The database contains the following:
D En route data (waypoints and airways)
D Terminal data (airports, runways, marker beacons)
D Terminal waypoints (SIDs, STARs and approaches)
D Supplemental data (names of facilities and countries).
Navigation data is updated on a 28-day cycle. The HT9100/HT1000

NPU can store two complete cycles of the NAV database.
The database part number (identifies the customer, data cycle, and
revision number) and the effective date periods are displayed on the
MCDU IDENT page.
NOTES: 1. The HT9100 is supplied with two nonvolatile

Honeywell worldwide databases stored in the NPU.
2. The HT1000 is supplied with two nonvolatile
Honeywell regional databases stored in the NPU.

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MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)
The MCDU is the pilot interface to operate and enter data into the
HT9100/HT1000. Data is entered and different display pages are
selected and controlled with the MCDU keyboard. The MCDU front
panel is shown in Figure 2--5 and explained in the following paragraphs.
Figure 2--5
HT9100/HT1000 Multifunction Control Display Unit
With Callouts
NOTE: A fold-out page showing the MCDU is located at the back of

Section 10, Other Functions. This page can be unfolded for
quick reference to the MCDU while reviewing the operational
information in the rest of the pilot’s guide.

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MCDU Display Conventions

A page title is displayed on the top line of each display page. The
number of the displayed page is shown in the upper right corner of the
display. A slash separates the page number from the total number of
pages of related data (1/3 means that page one of three related pages
is displayed). If there is more than one page of related data, the PREV
(previous) and NEXT keys are used to change pages.
MCDU Functional Areas

The functional areas of the MCDU are the display screen, line select
keys, keyboard, and annunciators.
DISPLAY SCREEN
The display screen is divided into the following functional areas.
D Title Field -- This is the top line of the display area. It identifies the
type of information displayed on the current page. This field also
includes the page number and the total number of pages of related
data.
D Left Field -- The left side of the display contains six pairs of lines.
Each line pair consists of a label line and a data line. The pilot can
access one line of each pair (the data line) with the associated LSK
on the left side of the MCDU.
D Right Field -- The right side of the display is similar to the left side.
The pilot can access one line of each pair (the data line) with the
associated LSK on the right side of the MCDU.
D Center Field -- The field in the middle of the display is used on the
DEP/ARR INDEX (departure/arrival index) page and the PERF INIT
(performance initialization) page to display information that is
generated by the system.
D Scratchpad -- The scratchpad is the bottom line of the display. This

line displays messages generated by the system, keyboard entries,
and data that is being moved or copied from one field to another. The
scratchpad messages identify data entry errors, alerts, and
advisories.

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LINE SELECT KEYS
There are six LSKs on each side of the display. For reference, the left
keys are identified as 1L through 6L and the right keys are identified as
1R through 6R. The LSKs are used to enter, delete, or select data in the
associated data line.
If a prompt is displayed with a chevron (< or >), pushing the adjacent

LSK displays the corresponding data page or initiates the described
function in the NPU.
ANNUNCIATORS
The two annunciators are located on the lower left side of the MCDU.
D MSG (Message) -- This annunciator lights when there is an MCDU
message.
D CALL -- This annunciator is reserved for future use.
MCDU Keypad
The MCDU keypad has alpha keys, numeric keys, function keys, and
special purpose keys.
ALPHA AND NUMERIC KEYS
These keys let the pilot enter letters and numbers (including
decimal/period, +/--. and space (SP)).
Pushing the +/-- key once enters a minus sign (--). Pushing it a second
time enters a plus sign (+).
FUNCTION KEYS
The function keys access the different display pages for the pilot to view
information or enter and retrieve data. These keys are described in the
following paragraphs.
D RTE (Route) Key -- Pushing the RTE key displays the route
page(s). These pages are used to select, enter, and modify flight
plan routes.
D LEGS Key -- Pushing the LEGS key displays the LEGS page(s).
These pages display the details of each leg along the route, such as
course and distance. Individual legs of the flight plan can be
modified on the LEGS pages.

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D DEP/ARR Key -- Pushing the DEP/ARR key displays the departure

and arrival information for selected airports.
D HOLD Key -- Pushing the HOLD key displays the pages that are
used to define and execute holding patterns.
D PROG (Progress) Key -- Pushing the PROG key displays the flight
progress data for the current leg of the flight.
D VNAV (Vertical Navigation) Key -- Pushing the VNAV key displays
the PERF INIT page (on the ground) or the DESCENT page (in the
air). The PERF INIT page is used to enter fuel, gross weight, and
altitude. The VNAV DESCENT page lets the pilot select VNAV path
data for display (if configured for VNAV).
D ATC (Air Traffic Control) Key -- The ATC key is reserved for future
use.
Special Purpose Keys

The special purpose keys are described in the following paragraphs.
D BRT/DIM (Bright/Dim) Key -- Pushing the BRT/DIM key alternately
increases and decreases the brightness of the display. The key
must be released for about 1 second before pushing it again to
reverse the brightness level. Keyboard brightness is controlled
separately.
D CLR (Clear) Key -- The CLR key is used to clear data from the
scratchpad and data fields. Pushing the CLR key once clears one
character in the scratchpad. Pushing and holding the CLR key
clears the entire scratchpad. If the CLR key is pushed when the
scratchpad is empty, DELETE is displayed in the scratchpad. Then
pushing an LSK deletes the data in the associated data line.
D / (Slash) Key -- The / key is used to separate pairs of entries made
in the same field. For example, airspeed and Mach (280/.720), wind
direction and velocity (240/75), bearing and distance (180/20), or
airspeed and altitude (250/10000). The trailing entry of the pair must
be preceded by the slash if it is entered by itself.
D PREV Key -- Pushing the PREV key displays the previous page (if
a previous page is available).
D NEXT Key -- Pushing the NEXT key displays the next page (if a next
page is available).
D MENU Key -- Pushing the MENU key displays a menu of the
connected subsystems. When a subsystem (GPS/NAV or any other
connected subsystem) is selected, that system uses the MCDU for
the display. The HT9100/HT1000 is selected by pushing the LSK
next to the GPS/NAV prompt.

2-10 REV 1 May 2018
D DATA Key -- Pushing the DATA key displays the DATA INDEX page.
D EXEC (Execute) Key -- Pushing the EXEC key when it is armed

activates a route and executes changes to the active route. A
green bar light above the key indicates when the key is armed.
Page Formats and Data Labels

The HT9100/HT1000 display pages are selected with the function keys.
The data labels for the LSKs are different, depending on the displayed
page. Two sizes of font (large and small) are used. Large font indicates
either primary flight data or data that has been entered by the pilot.
Typical page formats and data labels are shown in Figure 2--6.

REV 1 May 2018 2-11
Figure 2--6
MCDU Page Formats

2-12 REV 1 May 2018
The page formats and data labels are described in the following
paragraphs.
D Page Title -- The page title identifies the selected page and the type
of data displayed on that page. Active (ACT) or modified (MOD) in
the title line indicates whether the displayed route is active or
modified.
D Label Line -- The label line is displayed in small font. It identifies the
data directly below it.
D Data Line -- The data line can contain box prompts, dashes,
computer generated data (small font), or pilot-entered data (large
font).
D Page or Action Prompts (< or >) -- If a related page can be

accessed or a related action can be initiated from the displayed
page, that page or action is displayed with one of these prompts.
Pushing the LSK next to the prompt displays the related page or
initiates the related action.
D Box Prompts (jjjjj) -- Boxes mean that data entry is required

for minimum HT9100/HT1000 operation. A data entry in a box
prompt is displayed in large font.
Data is entered into the scratchpad and then the LSK next to the box
prompt is pushed to move the data to that data line.
D Waypoint -- Waypoint identifiers are displayed in large font.
D Scratchpad Line -- The bottom line of the display is the scratchpad.

It displays messages that are generated by the HT9100/HT1000,
keyboard entries, and data that is being moved from one field to
another. Entered data is displayed in the scratchpad and then line
selected to the correct location by pushing the adjacent LSK. Data
is entered with the alphanumeric keys, by pushing an LSK (the
adjacent data is entered in the scratchpad), or automatically by the
HT9100/HT1000.
System-generated messages are displayed in the scratchpad. If a

pilot--entry is in progress, the message is displayed after the entry
is complete. Alert messages have priority. When the system
generates a message, the white MSG annunciator on the MCDU
lights. Pushing the CLR key removes the message from the
scratchpad. If more than one message is waiting, the next message
is displayed when the CLR key is pushed. The MSG annunciator
remains lit until all new messages have been viewed. MCDU
messages are described in Appendix A, HT9100/HT1000
Messages.

REV 1 May 2018 2-13
Scratchpad entries are independent of page selection and remain

displayed (even during page changes) until cleared or entered into
a data line.
D Large Font Display -- Data that has been entered or verified by the
pilot is displayed in large font.
D Small Font Display -- Data that is predicted or calculated by the

HT9100/HT1000, or is a default value, is displayed in small font. In
some instances, when this data is next to an LSK, it can be changed
by the pilot. If it is changed by the pilot, the font changes to large.
D Dash Prompts (-- -- -- --) -- Dashes mean that the data entered in that
field defines navigation parameters. This data entry is optional.
Data is entered into the scratchpad and then the LSK next to the
dash prompt is pushed to move the data to that data line.
D Page Number -- The first digit of the page number indicates the
number of the displayed page and the second digit indicates the total
number of related pages. For example, 1/2 indicates that the first
page of two related pages is displayed. The page number is
displayed in small font.
Data Entry
Data is entered in the scratchpad with the alphanumeric keys. Normally,
the display field or data field is an example format for the pilot to follow.
After data has been entered in the scratchpad and it has been
confirmed as correct, pushing the associated LSK transfers the data
from the scratchpad to the data field. Data formats that are not obvious
are explained in detail as they are described in the following sections.
For specific formats, it is possible to transfer information from a data

field into the scratchpad by pushing the associated LSK when the
scratchpad is empty. The data can then be transferred to another data
field by pushing the correct LSK. It can also be cleared from the
scratchpad by pushing the CLR key.
HT9100/HT1000 Pilot Interface Terms

The following terms describe pilot interface with the HT9100/HT1000
MCDU.
D Active -- This refers to the route information that is currently being

used to calculate lateral navigation guidance commands. The active
waypoint is the point that the system is currently navigating toward.
ACT is displayed on the respective page titles.

2-14 REV 1 May 2018
D Activate -- This is the process of designating one of two routes as

active. It is a two step process:
— Push the ACTIVATE LSK on the LEGS page.
— Push the lighted EXEC key.
D Enter -- This is the process of typing or line selecting alphanumeric

characters into the MCDU scratchpad line and then line selecting
the information to the desired location.
D Erase -- This is removing modified flight path data from the system
by pushing the LSK next to the word ERASE. This prompt is
displayed in 6L when a route is being modified (MOD is displayed
in the title line).
D Execute -- This is making pilot-entered information a part of the

active route by pushing the lighted EXEC key.
D Inactive -- This refers to the route information that is not currently

being used to calculate navigation commands.
D Initialize -- This is the process of entering the required information

into the MCDU to make the HT9100/HT1000 operative.
D Message -- This is information that the HT9100/HT1000

automatically displays in the scratchpad to inform the crew of some
condition.
D Modify -- This is the process of changing active data. When the

active route is being modified, MOD is displayed in the page title,
ERASE is displayed next to one of the LSKs, and the EXEC key
lights. Pushing the ERASE LSK removes the modification. Pushing
the EXEC key makes the modified route active.
D Prompt -- This is a symbol displayed on the MCDU page to help the

flight crew accomplish a task. There are data entry prompts
(jjjjj or -- -- -- --) and page or action prompts (< or >).
D Select -- This refers to pushing a key to get the desired information

or action.
D Waypoint -- This is a point on the flight route. It can be a fixed point,

such as a latitude/longitude, very high frequency (VHF)
omnidirectional range (VOR) or non--directional beacon (NDB)
station, or intersection on an airway.

REV 1 May 2018 2-15
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3. Flight Operations
INTRODUCTION
Section 3, Flight Operations through Section 9, Arrival/Approach
describe HT9100/HT1000 operation on a typical flight, beginning with
system initialization prior to flight, and continuing to engine shutdown
at destination. Not all system functions are described. However, those
frequently used as part of the normal operations are covered.
NOTES and CAUTIONS are used through this guide for specific
reasons. These are as follows.
NOTE: Calls attention to methods that make the task easier or to

pertinent information for the flight crew.
CAUTION
CALLS ATTENTION TO METHODS AND PROCEDURES THAT
MUST BE FOLLOWED TO AVOID DAMAGE TO DATA OR
EQUIPMENT.
Figure 3--1 shows the flight plan from Dallas to Cancun.
P28-- 3653-- 021 Flight Operations

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Blank Page
Flight Operations P28-- 3653-- 021

3-2 REV 1 May 2018
Figure 3--1
Flight Plan Dallas -- Cancun
P28-- 3653-- 021 Flight Operations

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4. Preflight -- System Initialization
INTRODUCTION
The system initialization procedures for the HT9100/HT1000 vary,
depending on the interface with other sensors (if any).
If the HT9100/HT1000 is interfaced to navigation sensors other than

DME, the system initialization is described in the appendices of this
guide, as shown in Table 4--1.
Table 4--1
System Initialization Descriptions
System Initialization Description

Descriptions
Honeywell Super Attitude And Appendix E

Heading Reference System
(SAHRS)
Litton LTN92 Inertial Reference Appendix F
System (IRS) or other IRS
CAROUSEL IV A Inertial Appendix G
Navigation System (INS) or
other INS
Air Data Inertial Reference Unit Appendix H
(ADIRU) Multi-Sensor Inertial
System
NOTE: These appendices are each designed to replace this section (Section 4,
Preflight – System Initialization) if this Pilot’s Guide is used in aircraft
equipped with an HT9100/HT1000 and any of the equipment listed in this
table.
This section describes the system initialization procedure for the

HT9100/HT1000 when it is not interfaced with any navigation sensors
other than GPS (stand-alone installation), and the operational
differences when the HT9100/HT1000 has a distance measuring
equipment (DME) interface.
P28-- 3653-- 021 Preflight - System Initialization

REV 1 May 2018 4-1
SYSTEM INITIALIZATION – STAND-ALONE

INSTALLATIONS
During preflight the pilot verifies the HT9100/HT1000 status, initializes
the system, enters or modifies the route, and configures the
HT9100/HT1000 for flight.
IDENT Page
When aircraft power is supplied, the HT9100/HT1000 is powered up.
It does not have a power on/off switch. The first page displayed on the
HT9100/HT1000 is the IDENT page shown in Figure 4--1. The IDENT
page lets the pilot review the aircraft type, engine type, and NAV
database. All data on the aircraft IDENT page should be reviewed for
accuracy and applicability. The only data that can be changed on the
IDENT page is the active NAV database. Any MCDU message can be
cleared from the scratchpad using the CLR key. (MCDU messages are
explained in Appendix A, HT9100/HT1000 Messages).
Figure 4--1
IDENT Page
Preflight - System Initialization P28-- 3653-- 021

4-2 REV 1 May 2018
The IDENT page is described in the following paragraphs.
D MODEL (1L) – This is the aircraft model stored in the configuration

module.
D ENGINES (1R) – This is the engine model number stored in the

configuration module.
D NAV DATA (2L and 3L) – The identifiers of the NAV databases
stored in the NPU are displayed in 2L and 3L. The first two digits of
the database part number designate the airline. The third digit
designates the airline database number. The fourth and fifth digits
designate the year the database was produced. The sixth and
seventh digits designate the database cycle number. There are 13
database cycles in one year, so sometimes the database cycle
number coincides with the month it is effective, and sometimes it
does not. The eighth, ninth, and tenth digits designate the sequence
number. The sequence number is the number of revisions incurred
within a database cycle.
D ACTIVE (2R) – These are the active NAV database effective dates
in the HT9100/HT1000. The INACTIVE NAV database effective
dates are displayed in 3R. To change the ACTIVE database, do the
following:
— Copy the inactive database identifier to the scratchpad by

pushing 3R with the scratchpad empty shown in Figure 4--2.
Figure 4--2
Changing Active NAV Database

REV 1 May 2018 4-3
— Push 2R to move the new dates to the ACTIVE field. The dates
that were in the ACTIVE field move to the INACTIVE field in 3R
shown in Figure 4--3.
Figure 4--3
New Active NAV Database
NOTES: 1. The ACTIVE NAV database can be changed only

while the aircraft is on the ground.
2. Changing the ACTIVE NAV database erases any
flight plan information previously entered.
D SOFTWARE (4L) – This is the operating program’s identifier part

number. This is the operating system of the HT9100/HT1000.
D POS REF (Position Reference) (6R) – When all the data on the
IDENT page has been checked and verified as correct, push 6R to
display the POS REF page.

4-4 REV 1 May 2018
POS REF Page

Pushing 6R on the IDENT page or 2L on the DATA INDEX page
displays the POS REF page. The POS REF page displays present
position, time, groundspeed, required navigation performance (RNP),
and actual navigation performance (ACTUAL). The POS REF page is
Figure 4--4
POS REF Page
The POS REF page is described in the following paragraphs.
D POS (GPS) (1L) – This is the present HT9100/HT1000-calculated

position and source of position. Position source is identified by either
GPS or DR (dead reckoning) in the label line.
D UTC (GPS) (2L) – Universal time coordinated (UTC) from the GPS
signal is displayed in 2L. If GPS time is invalid, the time from the
HT9100/HT1000 real--time clock (RTC) is displayed. GPS or RTC
is displayed next to the UTC label.
D GS (Groundspeed) (2R) – This is the aircraft groundspeed in knots

as computed by the HT9100/HT1000.
D RNP/ACTUAL (3L) – These are the RNP and ACTUAL navigation

performance values.

REV 1 May 2018 4-5
The displayed RNP value is based on the current flight phase. Flight
phases and corresponding RNP values in nautical miles (NM) are
listed in Table 4--2.
Table 4--2
Default RNP Values
Flight Phase Default RNP Value
Oceanic/Remote 10 NM
En Route 2.0 NM
Terminal 1.0 NM
Approach 0.3 NM
The RNP value automatically defaults to the flight phase value as

the aircraft transitions through the different flight phases. These
default values can be overridden by the pilot by entering a value in
the scratchpad and pushing 3L. However, this prevents the system
from automatically changing the RNP to the next flight phase RNP.
To return to the default RNP, push the CLR key with the scratchpad
empty and then push 3L.
The ACTUAL navigation performance number is a measure of the

navigation accuracy of the system. It computes the actual
navigation performance based on the known satellite geometry and
the known inherent system errors (such as receiver noise,
multi-path and atmospheric effects). If the ACTUAL value exceeds
the RNP value, UNABLE RNP is displayed in the scratchpad.
D SV DATA> (satellite vehicle) (3R) – SV DATA is displayed in 3R

if the HT9100/HT1000 is not interfaced to other sensors. When the
SV DATA prompt is displayed, pushing 3R displays the SV DATA
page, described later in this section.
D <HDG/TAS OVERRIDE (4L) – Pushing 4L displays the HDG/TAS

OVERRIDE page for entering and displaying data (heading (HDG),
true airspeed (TAS), GS, track (TK), and WIND). If the system is in
dead reckoning mode, DR is displayed in 4L.

4-6 REV 1 May 2018
D <DR (4L) (Not shown in Figure 4--4) – Pushing 4L when the DR

prompt is displayed accesses the DEAD RECKONING page for
entering and displaying data (HDG, TAS, GS, TK, WIND). DR is
displayed in 4L instead of HDG/TAS OVERRIDE when the
HT9100/HT1000 goes into dead reckoning mode.
D INTEGRITY PREDICTION <ACT RTE (5L) – Pushing 5L displays

the ACT RTE INTEGRITY PRED (active route integrity prediction)
page. This prompt is displayed only when there is an active route.
The ACT RTE INTEGRITY PRED page is described in Section 10,
Other Functions.
D INTEGRITY PREDICTION DEST RAIM> (5R) – Pushing 5R

displays the DEST RAIM (destination receiver autonomous integrity
monitor) page. The DEST RAIM page is described in Section 9,
Arrival/Approach.
D ROUTE> (6R) – Pushing 6R displays the RTE page. The preflight

initialization is continued on the RTE page.
SV DATA Page
Pushing 3R on the POS REF page displays the SV DATA page shown
in Figure 4--5.
Figure 4--5
SV DATA Page

REV 1 May 2018 4-7
The SV DATA page displays information for all satellites currently being
tracked. The information on this page includes the following:
D Azimuth (AZM) – The azimuth of the satellite is displayed in

degrees from the aircraft antenna.
D Elevation (ELV) – The elevation of the satellite is displayed in

degrees above the horizon.
D Signal Quality (SIGQ) – Signal quality is a measure of the GPS

signal strength. A minimum value of six is normally required.
The GPS INTEGRITY (1R) indicates the confidence level (99.9%

certainty) of the system regarding the aircraft present position. In
Figure 4--5 the system is indicating it is 99.9% certain that the aircraft
position is within 0.02 NM of the position displayed on the POS REF
page.
OPERATIONAL DIFFERENCES FOR AIRCRAFT WITH

DME
This section describes the differences in the display pages when the
HT9100/HT1000 is interfaced with a DME. In these aircraft, the
HT9100/HT1000 has an additional input (DME) for calculating and
verifying aircraft position.
IDENT Page
There are no differences on the IDENT page for aircraft that have a
DME interface.

4-8 REV 1 May 2018
POS REF 1/2 Page

When the HT9100/HT1000 has a DME interface, there are two POS
REF pages. POS REF 1/2 page shown in Figure 4--6, is displayed by
pushing 6R on the IDENT page.
Figure 4--6
POS REF 1/2 Page – DME Equipped Aircraft

REV 1 May 2018 4-9
This page is similar to the POS REF page for a stand-alone installation,
except with the following differences.
D POS (GPS or DME/DME) (1L) – The corrected aircraft position is

displayed in 1L. The source for the aircraft position is displayed in
the label line. The priority for calculating aircraft position is:
— GPS
— DME/DME
— Dead reckoning (DR).
D DME/DME (3R) – This field continuously displays the two NAVAIDs

that are currently tuned and available for position calculation if GPS
position becomes invalid or unavailable. The NAVAIDs change as
the optimum geometry changes for position determination. If two
DME stations suitable for DME position calculation are not available,
this field is blank.
POS REF 2/2 Page

The POS REF 2/2 page displays the different position solutions that
have been calculated and page prompts for supplemental navigation
data for each of the solutions. Figure 4--7 shows an example of the POS
REF 2/2 page when DME equipment is installed.
Figure 4--7
POS REF 2/2 Page – DME Equipped Aircraft

4-10 REV 1 May 2018
The POS REF 2/2 page is described in the following paragraphs.
D GPS (1L) – The GPS position is displayed in 1L. If GPS position is

valid, 1L displays the position in either LAT/LONG
(latitude/longitude) format or bearing/distance format. If the GPS
position is invalid, the data field is blank. Pushing 1L when
LAT/LONG is displayed copies the LAT/LONG coordinates to the
scratchpad.
D GPS INFO> (1R) – Pushing 1R displays the SV DATA page

(described earlier in this section).
D DME/DME (2L) – The DME position is displayed in 2L. If DME

position is valid, 2L displays the position in either LAT/LONG format
or bearing/distance (BRG/DIST) format. If the DME position is
invalid, the data field is blank. Pushing 2L when LAT/LONG is
displayed copies the LAT/LONG coordinates to the scratchpad.
D DME INFO> (2R) – Pushing 2R displays the DME INFO page

(described later in this section).
D BRG/DIST> (6R) – Pushing 6R selects the bearing/distance mode.

In this mode, the data fields in 1L and 2L display the bearing and
distance from the aircraft position displayed in 1L on the POS REF
1/2 page. The prompt in 6R changes to LAT/LON
(latitude/longitude), as shown in Figure 4--8, and pushing 6R again
switches the data fields in 1L and 2L back to LAT/LONG.
Figure 4--8
POS REF 2/2 Page – BRG/DIST Selected

REV 1 May 2018 4-11
Any displayed sensor can be deselected by pushing the CLR key with
the scratchpad empty and then pushing the LSK next to the desired
sensor. DESELECTED is displayed in the label line next to the sensor
type, as shown in Figure 4--8. Selecting DELETE for a sensor that is
already deselected reselects that sensor.
DME INFO Page

Pushing 2R on the POS REF 2/2 page displays the DME INFO page
Figure 4--9
DME INFO Page
The DME INFO page is described in the following paragraphs.
D DME POSITION (Line 1) – This is the DME position calculated by

the HT9100/HT1000 using the two NAVAIDs with the best geometry
for radio position. The two NAVAIDs must form an angle between
30 and 150. As the aircraft progresses along the route, the
HT9100/HT1000 uses the best known position and the NAVAIDs
available in the NAV database to tune stations that give the most
accurate position calculation.
D GS (2L) – The current groundspeed is displayed in 2L.
D WIND (2C) – Real time wind direction and velocity are displayed in
the center of line 2.
D DME 1 (3L) – This is the identifier for the DME tuned as DME 1.
D RANGE (3R) – This is the range to the DME tuned as DME1 (AUS
in Figure 4--9).

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D RANGE (4R) – This is the range to the DME tuned as DME2 (SAT
in Figure 4--9).
D STATION DESELECT (5L) – STATION DESELECT is used to

deselect NAVAIDs from being used in the navigation solution (for
example, DMEs known to be out of service (NOTAMs (Notice to
Airmen) or DMEs that are known to result in navigation errors). The
station identifier is entered into the scratchpad and line selected to
5L. To clear all of the deselected NAVAIDs from 5L, push the CLR
key with the scratchpad empty and line select DELETE to 5L.

REV 1 May 2018 4-13
Blank Page

4-14 REV 1 May 2018
5. Preflight -- Flight Planning and

Performance Initialization
INTRODUCTION
This section discusses preflight flight planning and performance
initialization.
Flight Planning - Route (RTE) 1 Page

Selecting the ROUTE prompt (6R) on the POS REF 1/2 page displays
the RTE pages. These pages let the pilot enter and activate flight plan
routes. Departure and destination International Civil Aviation
Organization (ICAO) identifiers are entered in 1L and 1R. The
intervening waypoints and airways are entered on subsequent pages.
Figure 5--1 shows a typical RTE 1 page.
Figure 5--1
Typical RTE 1 Page
NOTES: 1. Two system routes can be stored in the

HT9100/HT1000, although only one can be active at
any given time.
2. Pushing 6L displays the other RTE page.
3. The active route clears after the flight is complete
(landing time plus 5 minutes).
P28-- 3653-- 021 Preflight - Flight Planning and Performance Initialization

REV 1 May 2018 5-1
The RTE 1 page is described in the following paragraphs:
D ORIGIN (1L) – Box prompts are displayed in 1L to enter the ICAO

identifier for the origin airport. An entry in 1L clears any previous
route and departure or arrival procedures can be selected.
D DEST (1R) – Box prompts are displayed in 1R to enter the ICAO

identifier for the destination airport.
D RUNWAY (2L) – Valid entries are runway numbers contained in the

NAV database for the origin airport. Runways can be entered with
the keyboard or selected from the DEPARTURE/ARRIVAL page.
D FLT NO (2R) – A flight number (FLT NO) can be entered by the pilot
in 2R. This entry is optional (dashes). If a flight number is entered
here it propagates to the PROGRESS and REPORT pages.
D CO ROUTE (3R) – A company (CO) route can be entered in 3R. This

entry is optional (dashes). If a company route is entered in 3R, the
route is retrieved from the NAV database. Company routes are a
custom NAV database procedure and must be requested from the
airline’s NAV database supplier.
D <RTE COPY (5L) (Not shown in Figure 5--1) -- Pushing 5L when the
RTE COPY prompt is displayed copies RTE 1 to RTE 2 (or vice
versa if RTE 2 is displayed). RTE COPY COMPLETE is displayed
in large font when copying is complete. The RTE COPY prompt is
displayed only after a route has been activated.
D <RTE 2 (6L) – Pushing 6L displays the first page of the RTE 2 pages
(1/X page). An inactive route can be created, modified, or activated.
Modifying an inactive route does not alter the active route. The
prompt in 6L changes to RTE 1 when RTE 2 is displayed. If the route
has been modified but has not been activated, ERASE is displayed
in large font in 6L. Pushing 6L erases the pending modification.
D ACTIVATE> (6R) (Not shown in Figure 5--1) -- ACTIVATE is

displayed in 6R if the route is defined and has not yet been activated.
Pushing 6R activates the displayed route and arms the EXEC key.
To complete the route activation, push the EXEC key.
D PERF INIT> (6R) (Not shown in Figure 5--1) – If the required entries
have not been made on the PERF INIT page (indicated by box
prompts), PERF INIT is displayed in 6R. Pushing 6R displays the
PERF INIT page so that required information can be entered.
D OFFSET (6R) (Not shown in Figure 5--1) – OFFSET is displayed on

all ACT RTE pages when a parallel offset track is available. The
OFFSET function is available only in flight.
Preflight - Flight Planning and Performance Initialization P28-- 3653-- 021

5-2 REV 1 May 2018
The following pages describe entering and activating the route from
Dallas--Fort Worth (KDFW) to Cancun (MMUN).
Push 6R on the POS REF 1/2 page to display the RTE 1 -- 1/2 page,
Figure 5--2
RTE 1 -- 1/2 Page
To enter the Dallas--Cancun route, do the following;

D Enter KDFW (origin airport) in the scratchpad and push 1L.
D Enter MMUN (destination airport) in the scratchpad and push 1R.
D Enter 17R (departure runway) in the scratchpad and push 2L.
D Enter HT1649 (flight number) in the scratchpad and push 2R.
NOTE: KDFW is the ICAO identifier for Dallas--Fort Worth. MMUN is

the ICAO identifier for Cancun.

REV 1 May 2018 5-3
The resulting display is shown in Figure 5--3.
Figure 5--3
RTE 1 -- 1/2 Page Complete
Route (RTE) 2 Page

The route from KDFW to MMUN (described in Section 3, Flight
Operations), is entered starting on the RTE 1 2/2 page. When the RTE
1 page 1 is displayed, pushing the NEXT key displays page 2. The
waypoint identifiers or route segment termination points are entered on
the right side of the page and the airway identifiers (if applicable) are
entered on the left side of the page.
Enter the following information for the flight from Dallas to Cancun:
D Enter TNV in the scratchpad and push 2R.
D Enter J87 in the scratchpad and push 3L.
D Enter IAH in the scratchpad and push 3R.
D Enter SBI in the scratchpad and push 4R.
D Enter A766 in the scratchpad and push 5L.
D Enter EDGAR in the scratchpad and push 5R.

5-4 REV 1 May 2018
Figure 5--4
RTE 1 -- 2/3 Page
The RTE 1 -- 2/3 page is described in the following paragraphs.
D VIA (1L through 5L) – Airway identifiers of one to five characters

are entered in 1L through 5L.
D TO (1R through 5R) – Waypoint identifiers or route segment

termination points are entered in 1R through 5R.
D <RTE 2 (6L) – Pushing 6L displays RTE 2 information to enter a

secondary route (optional).
D ACTIVATE> (6R) – Pushing 6R when the ACTIVATE prompt is

displayed activates the route and arms the EXEC key. Pushing the
EXEC key completes the route activation.
D PERF INIT> (6R) (Not shown in Figure 5--4) -- If additional

initialization information is required before the route can be
activated, the PERF INIT prompt is displayed in 6R.
D OFFSET (6R) (Not shown in Figure 5--4) -- If an offset is available,

OFFSET is displayed in the 6R label line and a left or right offset
between 1 and 99 NM can be entered in the data line in 6R.
Route leg information and all intermediate waypoints can be viewed and
checked on the RTE LEGS pages.

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Push the LEGS key to display the RTE 1 LEGS page for the
Dallas--Cancun flight shown in Figure 5--5. The waypoints along the
route and the bearing and distance between each one are shown on the
RTE LEGS page.
Figure 5--5
RTE 1 LEGS -- 1/3 Page
Bearing can be either magnetic or true depending on the cockpit switch

position (if installed on the aircraft). If selected to TRUE, a small T is
displayed after the degree symbol of the displayed course shown in
Figure 5--6.
Figure 5--6
RTE LEGS Page – True Bearing

5-6 REV 1 May 2018
DEP/ARR INDEX Page
The DEP/ARR INDEX page shown in Figure 5--7, lets the pilot select
departures and arrivals for the origin and destination airports.
Departures and arrivals for route 1 and route 2 are listed if the two routes
have been entered.
The departure and arrival pages can be accessed at any time by

pushing the DEP/ARR key on the MCDU. The DEP/ARR INDEX page
is used to select the departure and arrival pages for the origin and
destination airports for each route. The DEP/ARR INDEX page also lets
the pilot review departure or arrival information for any other airport in
the NAV database.
Figure 5--7
DEP/ARR INDEX Page – KDFW Departures
RTE 1 and RTE 2 are displayed in the center field as line labels for lines
1 and 3, respectively. The originating airports are displayed in the center
of lines 1 and 3 (assuming two routes have been entered). The
destination airports are displayed in the center of lines 2 and 4.
NOTES: 1. If a route has been activated, ACT is displayed next to

the RTE 1 or RTE 2 line.
2. If RTE 1 and/or RTE 2 have not been entered, the data

fields below the respective line labels are blank.
The DEP prompts in 1L and 3L access SlDs and runways for the
departure airport(s). The ARR prompts in 1R through 4R access
STARS, approaches, and runways for the defined arrival and departure
airports.

REV 1 May 2018 5-7
The DEP/ARR INDEX also lets the pilot access departure and arrival
information for airports not defined in one of the two routes. The label
OTHER is displayed in the center of line 6. The pilot can review
departures for an airport not defined in RTE 1 or RTE 2 by entering the
airport identifier in the scratchpad and pushing 6L. Likewise, arrivals
can be reviewed by entering an identifier in the scratchpad and pushing
6R. Entries must be four-character ICAO identifiers that are stored in
the NAV database. These departures and arrivals can be viewed only
by procedure name and cannot be appended to a flight plan.
Departure Selection
Departure runways and SIDs are selected on the DEPARTURES page.
To access the DEPARTURES page, push 1L on the DEP/ARR INDEX
page. On the KDFW DEPARTURES page shown in Figure 5--8, the left
data fields display the available SlDs and the right data fields display the
available departure runways. There are three pages of SIDs and
runways for KDFW.
Figure 5--8
KDFW DEPARTURES – 1/3 Page
NOTE: If a runway is defined on the RTE 1 page, <ACT> (or <SEL>

(select) if the route has not been activated) is displayed next
to that runway.

5-8 REV 1 May 2018
After selecting a SID, transition, or runway, the selection moves to the

top and all other choices are removed, as shown in Figure 5--9.
Figure 5--9
KDFW DEPARTURES Page – Completed
NOTES: 1. The selected procedure and transition can be

reviewed on the RTE page.
2. Returning to the departure index and reselecting a
procedure loads a new procedure or transition and
resets the previously selected procedure or transition.
The reselected departure or arrival is indicated by
<SEL> on the DEPARTURES or ARRIVALS page, as

REV 1 May 2018 5-9
PERFORMANCE INITIALIZATION
Push the VNAV key to display the PERF INIT page and to initialize
entries. After initial power up, route entry, activation, and execution, the
PERF INIT prompt is displayed in 6R on the RTE page. Once the data
is entered on the PERF INIT page, the prompt in 6R on the RTE page
is not displayed again until the next power-up initialization.
NOTE: The PERF INIT page is cleared when the flight is complete
(after landing plus 5 minutes).
Figure 5--10 shows the PERF INIT page as it is displayed when not
initialized.
Figure 5--10
PERF INIT Page
The PERF INIT page is described in the following paragraphs.
D GR WT (1L) – The gross weight (GR WT) is displayed in thousands

of pounds or metric tonnes. The gross weight is automatically
calculated and displayed if zero fuel weight (ZFW) and fuel are
entered first. In installations where the HT9100/HT1000 is
interfaced with fuel flow sensors, the gross weight decreases as fuel
is burned off.
The gross weight is always the sum of the zero fuel weight in 3L and
the fuel weight in 2L.

5-10 REV 1 May 2018
Valid entries for gross weight are three-digit values, followed by a

decimal point and tenths (optional). Given any two entries of gross
weight, fuel, or zero fuel weight, the system calculates the third
entry.
NOTE: Display of metric tonnes or pounds is set up by
maintenance personnel on the maintenance configuration
pages.
D FUEL (2L) – This line normally displays the
HT9100/HT1000-calculated fuel quantity (CALC – in the center
field) or a value entered by the pilot. Prior to engine start, the fuel
quantity calculated by the HT9100/HT1000 should be set equal to
the total fuel. During flight, the fuel quantity decreases according to
fuel flow.
NOTES: 1. Only manual entries can be deleted.
2. Box prompts indicate that pilot--entry is required.
3. Auto fuel sensing is not available on all aircraft. If
not, 1L and 2L are blank.
D ZFW (3L) – Zero fuel weight (ZFW) is displayed in thousands of
pounds or metric tonnes. Box prompts are displayed until a valid
zero fuel weight is entered. If the pilot enters a gross weight in 1L
and a fuel weight in 2L, zero fuel weight is calculated.
D RESERVES (4L) – The reserve fuel weight in thousands of pounds
is displayed in 4L. The reserve fuel weight is used in determining an
insufficient fuel condition. An insufficient fuel condition triggers the
message CHECK FUEL – VNAV (if the HT9100/HT1000 system is
interfaced with aircraft fuel flow sensors).
Valid reserve entries are one to three digits, followed by a decimal
point and tenths (optional).
D TRANS ALT (5L) – This is the altitude above that the
HT9100/HT1000 displays altitude as a flight level (for example: FL
290). Default transition altitudes (TRANS ALT) are set by
maintenance personnel on the maintenance configuration pages.
The pilot can override the default altitude on this page when flying
in regions requiring a different transition altitude (TRANS ALT) by
entering the new altitude in the scratchpad and pushing 5L.
D CRZ ALT (1R) – The desired cruise altitude (CRZ ALT) is displayed
in 1R. Valid entries for cruise altitude are standard altitude entries.
This entry is required for VNAV and estimated time of arrival (ETA).
This altitude entry does not automatically change as the aircraft
climbs or descends to a new cruise altitude. The pilot must manually
change this altitude.

REV 1 May 2018 5-11
D CLIMB, CRUISE, DESCENT (2R, 3R, and 4R) – These fields are
the speed/Mach number and flight path angle (for climb and
descent).
These are used by the HT9100/HT1000 to determine top-of-climb

point, ETAs, and the top-of-descent point. They normally are not
changed by the pilot. However, pilot entries can be made on this
page and they override the default values. To return to the default
values, push the CLR key with the scratchpad empty and line select
DELETE to the correct field. Default values are set by maintenance
personnel on the maintenance configuration pages.
D SPD TRANS (5R) – The speed (SPD) restriction is displayed in 5R.

The default values of 250 knots below 10,000 feet can be changed
by the pilot.
NOTE: Any pilot-entered changes in 1R through 5R results in the

EXEC light to come on. These are changes to the vertical
path and require execution by the pilot. Any changes
made in 1L through 5L transfer automatically to the other
unit and do not require execution by the pilot.
To complete the PERF INIT page for the Dallas--Cancun flight, do the
following:
D Enter 104.5 (zero fuel weight) in the scratchpad and push 3L.
D Enter 32.4 (fuel weight) in the scratchpad and push 2L.
D Enter 10.0 (reserve fuel) in the scratchpad and push 4L.
D Enter 330 (cruise altitude) in the scratchpad and push 1R.

5-12 REV 1 May 2018
Figure 5--11 shows the completed PERF INIT page.
Figure 5--11
PERF INIT Page -- Complete
NOTE: If the system is configured for VNAV (see the maintenance
configuration option), the DESCENT page can be accessed
from the PERF INIT page by pushing the PREV or NEXT key.
ROUTE LEGS
Route legs are discussed in the following paragraphs.
Flight Plan Route Activation

Pushing the LEGS key displays the RTE 1 LEGS page, shown in
Figure 5--12.
Figure 5--12
RTE 1 LEGS Page – Route Activation

REV 1 May 2018 5-13
Once all of the LEGS information has been entered, the pilot can
activate the route by pushing 6R on the RTE LEGS page and then
pushing the EXEC key. The active waypoint is displayed in magenta
and lateral steering commands and the CDI/HSI information are valid.
If the waypoint is not active it is displayed in white , and lateral
steering commands and CDI/HSI information are invalid.
NOTE: There are cases where a course to the next waypoint in the
flight plan is undefined (such as flying through a discontinuity
or when a flight plan has been entered and no runway or
procedure has been selected). In such a case, the next
waypoint is displayed in white and the system does not
generate navigation data until the course to the waypoint is
defined. This can be done by performing a direct-to. An
example of this is -- -- --  displayed prior to TTT in Figure 5--12.
To have the system compute a course to TTT, perform a
direct-to TTT, and execute. Once this is done, the system
computes a course to TTT and TTT is displayed in
magenta , indicating that it is the active waypoint.
To perform a direct-to, do the following:
Push 6R (ACTIVATE) on the RTE 1 LEGS page and then push the
EXEC key to activate the route. The page title changes to ACT RTE 1
LEGS shown in Figure 5--13.
Figure 5--13
ACT RTE 1 LEGS Page
NOTE: See Appendix B, HT9100/HT1000 MCDU Displays for LEGS

page definitions and display characteristics.

5-14 REV 1 May 2018
Route Data Page

The ACT RTE 1 DATA page, as shown in Figure 5--14, is accessed by
pushing 6R on the ACT RTE 1 LEGS page. The route data page
displays the flight plan waypoints in the same sequence as the LEGS
page. Before takeoff, the first column displays the estimated time en
route (ETE) between waypoints. When airborne, this changes to ETA.
Each waypoint on the route data page has an associated wind page,
accessed by pushing the associated right LSK.
Figure 5--14
ACT RTE 1 DATA Page

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Wind Input
The WIND page for TNV shown in Figure 5--15, is accessed by pushing
5R on the ACT RTE 1 DATA page shown in Figure 5--14. Forecast
winds and temperatures at specified altitudes can be entered for
specific waypoints.
Figure 5--15
Initial ACT TNV WIND Page
Winds can be entered and displayed for a maximum of four altitudes.

When the desired altitude is entered in 1L a prompt is displayed on the
right side of the page where wind direction and velocity can be entered.
Wind direction and velocity are then entered in the correct data line.
Altitudes can be entered in any order. The HT9100/HT1000 sorts and
displays them from highest to lowest. If the initial cruise altitude and
temperature are entered in 5R, the system calculates temperatures for
the remaining altitudes.
For the Dallas--Cancun flight, do the following:

D Enter 250 in the scratchpad and push 1L.
D Enter 342/24 in the scratchpad and push 3R.
D Enter 290/--41 in the scratchpad and push 5R.

5-16 REV 1 May 2018
Figure 5--16
ACT TNV WIND Page With Entries Made
The entered winds propagate forward and backward along the entire
route if there are no other pilot-entered winds. Winds entered at the next
waypoint only propagate forward, as shown in Figure 5--17.
Figure 5--17
Propagated Wind

REV 1 May 2018 5-17
NOTES: 1. As winds for each waypoint are entered, pushing the

NEXT or PREV key steps through the flight plan
waypoints to the next point where wind entry is
desired. There is no reason to return to the RTE 1
DATA page to select the next waypoint position for
wind entry.
2. Entered winds are in large font, propagated winds are
in small font. Wind entries can be overwritten to
change the direction and velocity.
AUTOMATIC FLIGHT PLAN TRANSFER

In a dual installation, the AUTOMATIC FLIGHT PLAN TRANSFER
function automatically transfers the active flight plan to the other
system. This function requires the following:
D There is a dual NPU installation.
D Both have the same software.
D The active NAV databases are identical.
When the flight plan has been entered and activated, and the EXEC key
has been pushed, the flight plan is automatically transferred to the other
system. During transfer, the RTE X UPDATING message is displayed
in the receiving unit’s scratchpad. If the system is unable to transfer the
flight plan, TRANSFER UNABLE is displayed. The flight plan must be
executed on the receiving system to accept the transfer.
NOTE: Flight plan data on the two HT9100/HT1000 systems is

compared every 10 seconds. In the event that flight plan data
disagrees for more than 60 seconds, the
FLIGHT PLAN DISAGREE advisory message is displayed
in the scratchpad.
To transfer the flight plan, do the following.

D Activate the flight plan from the RTE 1 LEGS page.
D Push the EXEC key.

5-18 REV 1 May 2018
While the route is being transferred, RTE 1 UPDATING is displayed in

the scratchpad shown in Figure 5--18.
Figure 5--18
Receiving MCDU – Route 1 Updating
After the route has been received, the receiving MCDU switches to the
RTE LEGS page and the EXEC key lights. Push the EXEC key on the
receiving MCDU to accept the transferred flight plan shown in
Figure 5--19.
Figure 5--19
RTE 1 LEGS Page – Receiving MCDU

REV 1 May 2018 5-19
When the pilot modifies speed transition, cruise altitude, climb, cruise,
or descent profile data, the HT9100/HT1000 creates a modified route
and lights the EXEC key. The modified route information is transferred
to the other system when the pilot pushes the EXEC key. On the
receiving system, the EXEC key lights and must be pushed to accept
the modified route.
The HT9100/HT1000 automatically transfers the following flight plan

data when the EXEC key is pushed:
D Origin and destination airport
D Origin runway
D Flight number and company route identifier
D Lateral routing including SIDs, STARs, and procedures
D Offset
D LEGS page descent data including flight path angle (FPA) and
altitude constraints
D Descent path information
D PERF INIT data including speed transition, cruise altitude, and

climb, cruise, and descent profile data.
NOTES: 1. At the time of transfer, any existing modification on

the receiving unit is cleared.
2. In a triple HT9100/HT1000 installation, only two
units can be in communication at the same time.
The third unit can be switched to communicate with
unit 1 or unit 2.
The HT9100/HT1000 automatically transfers the following data when

it is entered (without any additional action from the pilot):
D RNP value from the POS REF page
D Fuel, weight, and transition altitude from the left side of the PERF
INIT page
D Wind data from the WIND page.

5-20 REV 1 May 2018
6. Takeoff/Climb
INTRODUCTION
During climb-out, a direct course to a fix or a course to an intercept for
a fix can be selected.
DIRECT-TO
Direct-to route entries let the pilot fly directly to a particular fix. The fix
can be part of the active route or it can be an off-path waypoint, as used
in this example.
To perform a direct-to, enter the desired fix in 1L on the first ACT RTE
LEGS page. This entry can be any of the following:
D Any NAV database waypoint, airport, navigation aid (NAVAID), or
NDB
D Any fix defined in the active or modified active route
D Any along-track waypoint
D A valid place/bearing/distance (PBD) waypoint
D A valid place-bearing/place-bearing (PB/PB) waypoint
D A LAT/LONG waypoint
D Any LAT/LONG crossing waypoint.
P28-- 3653-- 021 Takeoff/Climb

REV 1 May 2018 6-1
Once an entry has been made in 1L, a modification is created and the
page title becomes MOD RTE LEGS, as shown in Figure 6--1. After
verifying the modified path, the pilot has the option to execute or erase
the direct-to operation.
For the Dallas--Cancun flight, do the following to fly direct to LOA

(LEONA):
D Enter LOA in the scratchpad and push 1L.
Figure 6--1
MOD RTE 1 LEGS Page -- Direct-To
The data fields on the MOD RTE 1 LEGS page related to this function
are described in the following paragraphs:
D LOA (1L) – This is the direct-to waypoint entered by the pilot. The
desired track to the waypoint is displayed above the identifier.
D ERASE (6L) – This prompt is displayed only on the MOD pages.

Pushing 6L displays the previous unmodified page.
NOTES: 1. If the direct-to waypoint is part of the route, such as

BILEE or TNV, copy the waypoint to the scratchpad
and push 1L and the EXEC key.
2. A discontinuity is displayed when a waypoint is
entered that is not already part of the route.
3. ABEAM PTS (4R) and RTE COPY (5R) are
discussed later in this guide.
The direct-to can be executed or the pilot can choose to continue and
specify an intercept course as described in the next section.
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6-2 REV 1 May 2018
INTERCEPT COURSE
Selecting an intercept course to a particular fix is similar to the direct-to
procedure. A fix is entered in 1L on the first ACT RTE LEGS page, and
the MOD RTE LEGS page is displayed. The pilot then enters the
desired intercept course into box prompts in 6R or overwrites a value
that has already been entered on the MOD RTE LEGS page.
If the direct-to fix was line selected from the active route, the original
course to the fix is displayed in 6R. If an off-route fix is entered in 1L,
empty box prompts are displayed in 6R.
To intercept the 270 course to LOA do the following.

D Enter LOA in the scratchpad and push 1L.
D Enter 270 in the scratchpad and push 6R.
Figure 6--2
MOD RTE 1 LEGS Page – Intercept Course

REV 1 May 2018 6-3
Push the EXEC key to execute the course intercept. The display is
Figure 6--3
ACT RTE 1 LEGS Page
After pushing the EXEC key, the MOD RTE 1 LEGS page changes to
the ACT RTE 1 LEGS page. The HT9100/HT1000 creates two legs, an
inbound course to the active waypoint (in Figure 6--2 this is 270 to
LOA), and an intercept leg to the intercept point on the selected course.
Crosstrack deviation indications on the HSI or electronic flight
instrument system (EFIS) map are displayed for the inbound course to
the waypoint shown in Figures 6--5 and 6--6.
The intercept leg is constantly calculated from the aircraft present

position to the point where the aircraft track intercepts the 270 inbound
leg to LOA. This intercept leg is not shown on the MCDU LEGS page.
However, lateral steering information is generated for this leg for
autopilot coupling, as shown in Figure 6--4. A waypoint is not displayed
at the intersection of the current aircraft track with the inbound leg to the
active waypoint. However, a waypoint alert is generated as if there was
a waypoint at this intersection.
If the current track of the airplane does not cross the inbound course
to the active waypoint, NOT ON INTERCEPT HEADING is displayed
in the scratchpad and the EXEC key light goes out. When the aircraft
turns to a heading that intercepts the inbound course prior to the active
waypoint, the EXEC key lights and is armed for execution.

6-4 REV 1 May 2018
Distance-to-go (DTG) to LOA is from present position direct, not along

the flight path, as shown in Figures 6--4 and 6--5.
Figure 6--4
Course-To-Intercept
Figure 6--5
EFIS Course-To-Intercept Display

REV 1 May 2018 6-5
Figure 6--6 shows crosstrack deviation indications for the 270 inbound
course to LOA.
Figure 6--6
HSI Course-To-Intercept Display

6-6 REV 1 May 2018
7. Cruise
INTRODUCTION
This section discusses operations in the cruise phase of flight.
ROUTE MODIFICATION
The following pages discuss route modification.
Direct-To and Intercept Course

Modifying a route using direct-to or intercept course functions is
explained in Section 6, Takeoff/Climb.
Erasing an Active Route Leg

A leg or legs can be removed from an active route by moving the leg
after the last unwanted leg up in the flight plan to the point just prior to
the first unwanted leg. In the following example, the leg from SBI to
KLAMS is moved to immediately following BILEE, making the leg from
BILEE direct to SBI, and erasing the legs from TNV to IAH and from IAH
to SBI.
Push 5L with the scratchpad empty. SBI is copied to the scratchpad, as

Figure 7--1
ACT RTE 1 LEGS Page – Erasing a Route Leg
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REV 1 May 2018 7-1
Push 3L to replace TNV and IAH with SBI. The resulting display is
shown in Figure 7--2. Push the execute (EXEC) key to execute the
change.
Figure 7--2
MOD RTE 1 LEGS Page – Erasing a Route Leg
Route Discontinuity
A route discontinuity is created when there is no defined path between
successive waypoints in a flight plan. Discontinuities can be created
when waypoints are deleted, added, or a procedure is strung in a flight
plan.
The HT9100/HT1000 does not automatically bridge discontinuities.

When the aircraft gets to a route discontinuity, the message
DISCONTINUITY is displayed in the scratchpad. If the autopilot is
coupled to the HT9100/HT1000, the aircraft reverts to HDG hold.
Discontinuities can be cleared as follows:

D Copy the next waypoint after the discontinuity to the scratchpad.
D Push the LSK next to the discontinuity (where box prompts are
displayed).
The route discontinuity is cleared from the flight plan.
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7-2 REV 1 May 2018
In the route to Cancun, a discontinuity is shown after the LOA waypoint,

as shown in Figure 7--3. To close the discontinuity, copy BILEE to the
scratchpad and then push 2L and the EXEC key.
Figure 7--3
Route Discontinuity
SELECT DESIRED WPT (Waypoint) Page

The SELECT DESIRED WPT page is automatically displayed when a
waypoint is entered that exists at a number of different locations in the
NAV database (several waypoints have the same name). The SELECT
DESIRED WPT page is displayed to let the pilot select the desired NAV
database fix.
CAUTION
CARE SHOULD BE EXERCISED BEFORE SELECTING THE
PROPER NAVAID OR WAYPOINT FROM THE SELECT DESIRED
WPT PAGE OR LIST. THE PILOT SHOULD REVIEW THE NAVAID
TYPE, LAT/LONG, FREQUENCY, AND COUNTRY CODE AND
COMPARE THIS DATA TO THE CHART AND THE DESIRED
ROUTE TO ENSURE THE PROPER WAYPOINT IS SELECTED.
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As an example of selecting a desired waypoint from several with the

same name, enter SMITH in the scratchpad shown in Figure 7--4, and
push 5L.
Figure 7--4
ACT RTE 1 LEGS Page – Insert a FIX in Line 5L
There are duplicate SMITH waypoints in the database. The SELECT
DESIRED WPT page shown in Figure 7--5, lets the pilot choose the
correct one.
Figure 7--5
SELECT DESIRED WPT Page
The waypoints are displayed according to distance from the present
position. Push 1L to choose the SMITH waypoint with the correct fix.
If more than six non-unique identifiers exist, the remaining fixes are
displayed by pushing the NEXT key. Leaving the SELECT DESIRED
WPT page before selecting a fix cancels the fix entry.
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7-4 REV 1 May 2018
The SELECT DESIRED WPT page is described in the following

paragraphs.
D Identifier/Fix Type and Country Code (Label Lines 1 through 6)

-- The fix identifier, fix type, and location (country code) are all
displayed in the label line. Fix types can be APRT (airport), ADF
(automatic direction finder), DME, VOR, VORDME, or WPT. The
country codes are listed in Appendix D, Country Codes.
D Frequency (1L through 6L) (Not shown in Figure 7--5) -- If the fix
is a NAVAID, the frequency is displayed in the left side data line.
D Fix LAT/LONG (1R through 6R) -- Lines 1R through 6R display the

LAT/LONG coordinates of the associated fix.
When the correct fix is chosen by pushing the associated LSK, the
display returns to the ACT RTE 1 LEGS page.
If a discontinuity is created, remove it as described earlier in this

section.
Pilot-Defined Waypoints
Waypoints are specified as NAV database waypoints or pilot-defined

waypoints. All pilot-defined waypoints are created and entered on the
LEGS page.
Pilot-defined waypoints include the following:

D Place/bearing/distance
D Place-bearing/place-bearing
D LAT/LONG
D Along track
D LAT/LONG crossing.
Generally, waypoints are entered in the scratchpad and moved to the

desired location by pushing the correct LSK. If a waypoint is entered into
the scratchpad in an invalid format and then line selected, INVALID
ENTRY is displayed in the scratchpad. If a waypoint entry identifier that
is not in the NAV database is line selected, the message NOT IN
DATABASE is displayed.
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PLACE/BEARING/DISTANCE AND
PLACE-BEARING/PLACE-BEARING WAYPOINTS
Waypoints entered as a place, bearing, and distance are identified on

the LEGS page by the first three characters of the entry followed by a
two-digit sequence number. The sequence number indicates how many
pilot-defined waypoints have been created since power-up. The latitude
and longitude of PBD waypoints can be identified by selecting the
waypoint to the scratchpad, going to the REF NAV DATA page, and then
line selecting the waypoint to 1L.
The format for entering a PBD into the scratchpad is the reference
waypoint, radial (or bearing from), and distance.
Example: PBD SEA330/10 becomes SEA01
The format for entering PB/PB is the fix identifier for the first fix followed
by the bearing from the fix. A slash is entered followed by the fix
identifier for the next fix and the bearing from that fix.
Example: PB/PB SEA330/OLM020 becomes SEA02
NOTE: PB/PB identifiers must be within 700 NM and the bearing

from the fix can be entered in tenths of a degree, if desired.
LAT/LONG WAYPOINTS
Waypoints entered as a LAT/LONG are displayed as seven characters.

Latitude and longitude waypoints are entered with no space or slash
between latitude and longitude. Leading zeroes for longitude must be
entered (for example W095). Latitude and longitude can be entered
with resolution up to 0.01 minutes (hundredths of a minute).
D Example 1 -- N47 W008 would be entered as N47W008 and

displayed as N47W008.
D Example 2 -- N4715.4’ W0083.4’ would be entered as

N4715.4W00803.4 and displayed as N47W008.
NOTE: For some electronic flight instrument system (EFIS)

configurations, latitude and longitude waypoints on the
MCDU page are displayed as *LL01, *LL02, etc., on RTE 1
and *LL51, *LL52, etc., on RTE 2.
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ALONG TRACK WAYPOINTS

Along-track waypoints are entered using the waypoint name followed
by a slash (/) and minus (--) sign or no sign (no sign assumes a plus (+)
or positive distance ahead of the waypoint), and then the mileage offset
for the newly-defined waypoint. The created waypoint is then inserted
over the original waypoint and is automatically placed ahead of or
behind the waypoint.
Example:
D ELN/25 would be 25 miles after ELN on the present route.
D ELN/--30 would be 30 miles before ELN on the present route.
NOTES: 1. On the LEGS page, these along-track waypoints

would be inserted on top of ELN.
2. The naming convention for along-track waypoints is
the same as for PBD waypoints.
3. Downselecting an along-track waypoint into the
scratchpad displays the place, bearing, and distance
for the created along-track waypoint.
4. LAT/LONG waypoints cannot be used to create
along-track waypoints.
5. The leg length must be longer than the distance used
for the along-track waypoint.
LAT/LONG CROSSING POINTS

LAT/LONG crossing points are entered on the LEGS page using the
latitude or longitude in whole degrees. Longitude crossing point entries
must be four characters and latitude crossing point entries must be
three characters. A series of crossing points can be entered by adding
a dash after the latitude or longitude followed by the increment chosen
for the multiple waypoints. This entry must be made on the line prior to
the first desired crossing point. If the crossing point is prior to the next
fix, then this entry should be made to line 1. Crossing points are entered
on the existing flight plan route and do not add to or change the existing
path.
Examples:
D N50 creates a fix named N50.

D N50--2 creates a series of fixes at two degree intervals named N50,
N48... (if southbound towards destination) or N50, N52... (if
northbound towards destination). The interval range for specifying
the number of degrees between fixes is 1--20.
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REV 1 May 2018 7-7
D W070 creates a fix named W070.
D W070--2 creates a series of fixes at two-degree intervals named

W070, W072 (if westbound towards destination) or W070, W068 (if
eastbound towards destination). The interval range for specifying
the number of degrees between fixes is 1--20.
NOTE: If a leading zero is left out of a longitude fix (for example, W70)
then the system searches the NAV database for a waypoint
named W70. If it is not found, the message NOT IN
DATABASE is displayed in the scratchpad.
Entering LAT/LONG crossing points is allowed only in fields 1L through

5L on the RTE LEGS pages and in the TO fields on the RTE pages that
contain a fix.
ABEAM PTS (Points) and RTE COPY Prompts
With an active route, any time a direct-to is initiated on the RTE LEGS
page, the ABEAM PTS and RTE COPY prompts are displayed in 4R
and 5R, respectively.
The abeam PTS function lets the pilot retain reference points along a
direct-to path, as shown in Figure 7--6.
Figure 7--6
Abeam Points
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7-8 REV 1 May 2018
Flight plan waypoints on the active flight plan that are downpath of the
aircraft and prior to the direct-to waypoint are projected onto the
direct-to path abeam the original position. If the abeam location is less
than 100 NM from the original location, entered wind information is
retained. However, any altitude or speed constraints are not retained
for the created abeam points. Abeam waypoints are not generated if the
abeam distance exceeds 700 nautical miles (NM).
Abeam points are inserted into the flight plan as follows:
D If the original fix is a database waypoint, NAVAID, non--directional

beacon (NDB), or airport, then the abeam point on the new direct-to
path is named similar to a PBD point (for example, DFW01).
D If the original fix is a LAT/LONG waypoint, then the abeam waypoint

on the new direct-to path is named similar to a LAT/LONG point (for
example, N40W095).
D If the original fix is a PBD, then the abeam point on the new direct-to
path is named similar to a PBD point.
D If the original fix is a LAT/LONG crossing point, then the LAT/LONG

crossing point is recomputed so that it accurately marks the crossing
of the LAT/LONG. Therefore, LAT/LONG crossing points are not
brought over as abeam but are readjusted on the new path to the
actual LAT/LONG crossing point.
Abeam waypoints cannot be generated under the following conditions:
D From procedural waypoints (waypoints that make up runways,

departures, arrivals, approaches, and transitions).
NOTE: There are two exceptions to this rule. Abeam points can
be created from a fix terminating the last leg of any
departure procedure in the route, and from a fix
terminating the leg immediately preceding the first leg of
an arrival procedure in the route.
D Abeam points cannot be generated if it results in a course reversal

in the generated flight plan.
D Abeam points cannot be generated from waypoints on the original

track that do not have a defined LAT/LONG (for example,
conditional waypoints and legs that terminate with an intercept
(INTC).
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REV 1 May 2018 7-9
For the Dallas--Cancun flight, the clearance is via TORNN direct to IAH,
as shown in Figure 7--6. The pilot decides to retain BILEE and TNV, the
two waypoints in between. To do this, select IAH to the scratchpad on
the ACT RTE 1 LEGS page shown in Figure 7--7.
Figure 7--7
ACT RTE 1 LEGS Page
Push 1L. The ABEAM PTS prompt is displayed in 4R shown in

Figure 7--8.
Figure 7--8
RTE MOD LEGS Page – ABEAM PTS and
RTE COPY Prompts
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7-10 REV 1 May 2018
Push 4R to create the abeam points. ABEAM PTS SELECTED is

displayed in 4R in Figure 7--9.
Figure 7--9
MOD RTE LEGS Page – ABEAM PTS SELECTED
Push the EXEC key to create the abeam points shown in Figure 7--10.
Figure 7--10
New Abeam Points
(BIL12 and TNV13 in 1L and 2L)
NOTES: 1. Any winds entered at the original waypoint positions

are carried along when the new on course points are
constructed, as long as the lateral distance is not
greater than 100 NM.
2. If an intercept course (INTC CRS) is entered after
setting up a direct-to, the ABEAM PTS prompt is
removed.
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If the RTE COPY prompt is selected prior to pushing 4R (ABEAM PTS),

the original route (as it was before abeam selection) is retained in the
secondary route (RTE 2). It is then available for recall, if necessary. The
RTE COPY prompt should be selected prior to activating and executing
a direct-to. Copying the route saves the original route (as it was before
performing the direct-to) and retains it as the inactive route.
Parallel Lateral Path Offset

The pilot can establish a parallel lateral path offset to the left or right of
the original flight path. A lateral path offset can be from 1 to 99 NM left
or right of course and can be done only on the active leg. The offset is
entered at the OFFSET prompt in 6R on any ACT RTE page when the
aircraft is airborne, as shown in Figure 7--11.
Figure 7--11
Offset Function - ACT RTE 1 Page
The pilot can initiate, change, or cancel the offset using the offset
function on the ACT RTE page. When the offset is executed and
becomes the active path, the aircraft leaves the original path and
captures the offset route.
An offset can be entered only when the aircraft is airborne and not active
in the selected SID procedure or SID transition. The offset entry
propagates through the remaining route up to any of the following:
D The end of the route waypoint
D A discontinuity
D The start of a published standard terminal arrival route (STAR) or
approach transition or procedure
D A DME arc
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D A heading leg
D A holding pattern
D A course change of 45 or greater.
Thirty seconds before an offset is automatically canceled, END OF

OFFSET is displayed. The aircraft then turns to intercept the initial route
with a 45 course intercept and resumes the initial flight plan 45 seconds
prior to sequencing the end of that leg.
An offset is entered as a direction, either left (L) or right (R) of the active
route, followed by the offset distance in NM. The following example is
for a 20 NM offset to the right of the original path in Figure 7--12:
D Enter R20 in the scratchpad and push 6R.
Figure 7--12
ACT RTE 1 Page – R20 Offset
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REV 1 May 2018 7-13
ACT RTE LEGS PAGES
The RTE LEGS pages display a consecutive listing of flight plan

waypoints and pertinent information about each waypoint on the route.
The active waypoint is displayed in magenta . The ACT RTE LEGS
page shown in Figure 7--13, is displayed when an active route exists
and the LEGS key is pushed.
Figure 7--13
ACT RTE 1 LEGS Page
The active waypoint displayed in Figure 7--13 is NULEY. The computed

distance to the active waypoint is displayed in the center field (31.3 NM
to NULEY). Distance-to-go is dynamic and counts down as the aircraft
moves towards the waypoint. The distance to each waypoint is
displayed in whole numbers when it is 100 NM or greater and in tenths
of a mile below 100 NM.
As the aircraft sequences NULEY, the ACT RTE LEGS display moves
up, removing the waypoint that has been passed (NULEY). The next
active waypoint (EDGAR) is then displayed in magenta at the top of
the page.
On the ACT RTE LEGS pages, the calculated path to the waypoint is
displayed above each waypoint. For instance, the course to EDGAR
shown in Figure 7--13, is 143.
NOTE: See Appendix B, HT9100/HT1000 MCDU Displays for LEGS

page definitions and display characteristics.
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7-14 REV 1 May 2018
The ACT RTE LEGS page shown in Figure 7--13, is described in the
D NULEY (1L) -- This is the waypoint that the HT9100/HT1000 is

navigating toward (ACTIVE WPT).
D L or R (3L in Figure 7--13) -- If the flight plan leg is part of a terminal

area procedure (SID/STAR or approach) or holding pattern and the
procedure calls for a turn, the turn direction at the waypoint is
specified. If a turn procedure is not specified, no turn direction is
displayed.
NOTE: In case of a pilot-defined holding pattern, the L -- R symbol

reflects the turn direction entered by the pilot, regardless
of the turn direction specified on the chart. (The default
setting is a right turn.)
D /-- -- -- -- -- -- (1R and 2R in Figure 7--13) -- This indicates that no

vertical flight path or constraint is associated with the waypoints in
1L and 2L.
D VERTICAL FLIGHT PATH ANGLE/ALTITUDE, CONSTRAINT

(4R in Figure 7--13) -- The data line in 4R shows a vertical flight path
angle of 3.0 and a database constraint ( white , large font) of
1500A. This indicates that the aircraft is to cross waypoint CUN at
or above 1,500 feet.
D VERTICAL FLIGHT PATH ANGLE/PREDICTED CROSSING

ALTITUDE (5R in Figure 7--13) -- The data line in 5R shows a
vertical flight path angle of 3.0 and a system-computed crossing
altitude ( white , small font) of 5,909 feet for the procedure turn leg.
This indicates that the aircraft will cross the procedure turn leg at
5,909 feet.
D <RTE 2 LEGS (6L) -- Pushing 6L returns the display to the LEGS

page of the inactive route 2.
D RTE DATA> (6R) -- Pushing 6R displays the RTE DATA page.
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Figure 7--14 shows another example of the ACT RTE LEGS page.
Figure 7--14
ACT RTE 2 LEGS Page
D SPEED CONSTRAINT/ALTITUDE CONSTRAINT (1R in

Figure 7--14) -- The data line in 1R shows a speed constraint to
cross waypoint LANET at 220 knots at or above 3,000 feet. Large
white font for both of these constraints indicates that they are
derived from a database procedure.
Altitude constraints on the LEGS page are either AT OR ABOVE, AT

OR BELOW, AT, or window constraint altitudes. If the altitude
constraints are entered by the pilot, they are displayed in large font in
blue. If the altitude constraints are supplied by the NAV database
procedure, the altitudes are displayed in large font in white . System
predicted altitudes are displayed in small font in white . These
calculated altitudes can be overridden by the pilot and defined as AT OR
ABOVE, AT OR BELOW, AT, or window constraint altitudes.
If the constraint is AT OR ABOVE an altitude, it is displayed with an A

(for example, 14000A). If the constraint altitude is AT OR BELOW an
altitude, it is displayed with a B (for example, 14000B). If the constraint
is a window, it is displayed with the higher altitude first and the lower
altitude second (for example, 13000B 10000A). Above the transition
altitude, the constraints are displayed as flight levels (FL) and are
preceded by FL.
Flight path angles (FPAs) are generated by the system or extracted

from the NAV database and are a descent path that is calculated to
meet the altitude constraints. FPAs in large font are NAV database
angles.
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NOTES: 1. If an altitude entry has been modified by the pilot

(adding, deleting, or changing an entry) and the entry
is different from the initial flight plan entry, the value is
displayed in blue.
2. If a NAV database flight path angle must be increased
to adhere to a procedure specified altitude constraint,
the changed FPA is displayed in small font in blue.
When an approach procedure is appended to the route, the final

approach fix (FAF) and the missed approach point (MAP) are identified
on the LEGS page. An F is displayed next to the waypoint identifying
the FAF. Likewise, an M is displayed next to the waypoint identifying the
MAP. Both the F and the M are displayed in reverse video and in the
same color as the waypoint shown in Figure 7--15.
Figure 7--15
Missed Approach Point and
Final Approach Fix Identified
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ACT RTE DATA Page

The ACT RTE DATA page shown in Figure 7--16, is accessed by
pushing 6R (RTE DATA) on any ACT LEGS page. The ACT RTE DATA
page displays data for each waypoint on the ACT RTE 1 LEGS page.
The ACT RTE DATA page displays ETA when airborne or ETE on the
ground. Wind data for each waypoint can be displayed by pushing the
right LSK for that waypoint. Data entry on the ACT RTE DATA page is
not allowed.
Figure 7--16
ACT RTE 1 DATA Page
The ACT RTE DATA page is described in the following paragraphs.

D ETA (1L through 5L) -- The waypoint ETA calculated by the
HT9100/HT1000 is displayed in the left data fields. When on the
ground, this changes to ETE.
D WPT (1C through 5C) -- The identifier for the waypoint from the
LEGS page is displayed in the center data field. Waypoints are listed
in the same sequence as on the LEGS page.
D W> or > (1R through 5R) -- Pushing one of the right LSKs displays
the WIND page for the selected waypoint. W (wind) indicates that
wind data has been entered for that waypoint. A chevron (>) without
a W indicates that no wind data is entered for that waypoint or that
winds have been propagated to that waypoint.
D <LEGS (6L) -- Pushing 6L returns the display to the ACT RTE 1
LEGS page.
For wind input procedures, refer to WIND INPUT in Section 5,
Preflight -- Flight Planning and Performance Initialization.
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PROGRESS PAGES
PROGRESS 1/2 and 2/2 pages display information relative to the
progress of the flight.
PROGRESS 1/2 Page

Push the PROG function key to display the PROGRESS 1/2 page
Figure 7--17
PROGRESS 1/2 Page
The PROGRESS 1/2 page is described in the following paragraphs.
D LAST, ALT, ATA, FUEL (Line 1) -- The last waypoint crossed,
altitude, time, and fuel at that point are displayed in line 1.
D TO, DTG, ETA (Line 2) -- The active waypoint identifier,
distance-to-go (DTG), and ETA at the active waypoint are displayed
in magenta in line 2. The distance-to-go is the direct distance from
the aircraft present position to the active waypoint.
D NEXT (Line 3) -- The waypoint identifier, distance-to-go, and ETA
to the next waypoint are displayed in line 3. The distance-to-go is the
distance along the flight path from the aircraft to the next waypoint.
D DEST (Line 4) -- The destination ICAO identifier, distance-to-go,
and ETA for the destination are displayed in line 4. Distance-to-go
and ETA are measured along the flight plan route. If another
waypoint, NAVAID, or airport is inserted in this field, the distance and
ETA are measured directly to that point. If a flight plan waypoint is
entered into 4L, ENROUTE WPT is displayed in the label line. If the
waypoint is not in the flight plan, DIR TO ALTERNATE is displayed
in the label line. To return the DEST field to the original destination,
push the CLR key and select DELETE to 4L.
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D TO T/D (Top-of-descent) (5R) -- If the system is configured for

VNAV and the flight plan contains a valid descent path, the
top-of-descent is based on the first AT constraint in front of the
aircraft. If not, top-of-descent is based on cruise altitude, the
descent angle, and the end-of-descent point. In this case,
top-of-descent is adjusted for head and tail winds. The
top-of-descent is displayed when it is within 200 NM.
D TO T/C (Top-of-climb) (5R) (Not shown in Figure 7--17) -- On the

ground, top-of-climb is calculated based on the PERF INIT cruise
altitude and the climb angle. In the air, top-of-climb is based on
current groundspeed and vertical speed as the aircraft flies toward
the cruise altitude.
Top-of-climb and top-of-descent are used to compute ETAs.
D <POS REPORT (6L) -- Pushing 6L displays the POS REPORT

page. (See Figure 7--19.)
D POS REF> (6R) -- Pushing 6R displays the POS REF page.
PROGRESS 2/2 Page

The PROGRESS 2/2 page displays measured wind information, lateral
and vertical tracking errors, TAS, groundspeed, static air temperature
(SAT), and fuel information.
To access the PROGRESS 2/2 page shown in Figure 7--18, push the
NEXT key while the PROGRESS 1/2 page is displayed.
Figure 7--18
PROGRESS 2/2 Page
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The PROGRESS 2/2 page is described in the following paragraphs.
D TAS/GS (1L) -- The current true airspeed and groundspeed are

displayed in 1L. TAS is magenta if entered manually and blank if
failed.
D TO (1C) -- The active waypoint is displayed in 1C in magenta .
D WIND (1R) -- The current measured wind direction in degrees (true

heading), and velocity in knots is displayed in 1R.
D HDG/TK (2L) -- Heading and track are displayed in 2L. HDG is

magenta if entered manually and blank if failed.
D DA (Drift Angle) (2R) -- The angle between the aircraft heading and
the desired track is displayed in 2R.
D XTK (Crosstrack Error) (3L) -- The distance that the aircraft is left
or right of desired track is displayed (in NM) in 3L.
D TKE (Track Angle Error) (3C) -- The angle that the aircraft is either
diverging from or converging toward the desired track is displayed
in 3C.
D VTK ERR (Vertical Track Error) (3R) -- Vertical track error

information is displayed if the system is configured for VNAV and the
aircraft is past the top-of-descent in a valid VNAV descent. The VTK
ERR display is in feet above or below the vertical path. The display
is active in the DESCENT phase only. Above path deviations are
indicated with a plus sign (+) and below path deviations are indicated
with a minus sign (--).
D FUEL USED (4C) -- If the HT9100/HT1000 is configured for fuel flow

input, the total fuel used by all operating engines is displayed in the
center data field in line 4.
D SAT (4R) -- If the HT9100/HT1000 is configured for digital air data

input, static air temperature is displayed in C in 4R.
D FUEL USED (Line 5) -- The total fuel used by each operating engine
numbered from left to right across the aircraft is displayed in line 5.
D CALCULATED FUEL QTY (Quantity) (6R) -- The fuel quantity as

calculated from takeoff minus fuel used to that point in the flight is
displayed in 6R.
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POS REPORT PAGE

The POS REPORT page shown in Figure 7--19, displays speed,
altitude, and actual time of arrival (ATA) for the LAST position (lines 1
and 2) and ETAs for the TO waypoint (3R) and the destination (4R).
Current temperature, measured winds, and the next waypoint are also
displayed.
To access the POS REPORT page, push 6L on PROGRESS 1/2 page.
Figure 7--19
POS REPORT Page
Other flight plan waypoints from the active route can be entered in 4L
to display their ETA in 4R. To return 4L to the default waypoint, push the
CLR key and select DELETE to 4L.
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HOLDING PATTERNS
This section describes holding pattern creation, modification, and
guidance.
ACT RTE 1 - HOLD Page

The pilot can initiate a holding pattern contained in the route, at the
aircraft present position, or at any other desired waypoint. The holding
fix is entered in the HOLD AT field that is displayed at the bottom of the
ACT RTE 1 LEGS page when the HOLD function key is pushed as
shown in Figure 7--20. The desired hold waypoint is copied from the
flight plan or entered into the scratchpad and selected to 6L. The hold
is initiated by pushing the EXEC key.
The ACT RTE 1 LEGS page with the HOLD AT field is displayed in
Figure 7--20.
Figure 7--20
ACT RTE 1 LEGS Page – HOLD AT
The data fields on the ACT RTE 1 LEGS page that relate to the hold
function are described in the following paragraphs.
D HOLD AT (Line 6 Title) -- The holding fix is defined by the selection

in line 6.
D jjjjj (6L) -- The boxes in the HOLD AT line let the pilot enter
a flight plan waypoint or any other NAV database or pilot-defined
holding fix. The waypoints displayed on the ACT RTE 1 LEGS page
can be selected to the scratchpad, then entered in 6L. For example:
TNV has been selected as the desired holding fix in Figure 7--21.
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An off-route waypoint identifier (one that is not in the flight plan) can
be entered in the scratchpad. In this case, the system does not know
where to insert the hold, so HOLD AT XXX is displayed in the
scratchpad. The pilot then selects the insertion point in the flight plan
by pushing the correct LSK on the LEGS page.
D PPOS> (6R) -- Pushing 6R (PPOS -- present position) creates a

holding pattern at the aircraft present position.
NOTES: 1. Selecting the PPOS HOLD while on an offset path

deletes the offset path. The crew must define a
path back to the original route.
2. A PPOS hold creates a discontinuity.
The ACT RTE 1 HOLD page shown in Figure 7--21, is used to review
and change data associated with the holding patterns contained in the
route. On this page, the pilot can display and change the holding pattern
or exit from an active holding pattern. TNV has been selected as the
holding fix in Figure 7--21.
Figure 7--21
ACT RTE 1 HOLD Page
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The ACT RTE 1 HOLD page is described in the following paragraphs.
D FIX (1L) -- The holding fix is displayed in 1L.
D FIX BRG/DIST (1R) -- The continuously updated bearing and

distance from the aircraft to the holding fix are displayed in 1R.
D QUAD/RADIAL (2L) -- The quadrant (QUAD) and radial are

displayed in 2L. An assigned holding radial can be entered in 2L that
results in 3L reflecting the reciprocal inbound course.
D FIX ETA (2R) -- The FIX ETA in 2R is the estimated time to the
holding pattern fix point. This information is updated each time the
fix point is crossed.
D INBD CRS/DIR (3L) -- The inbound course and turn direction (INBD
CRS/DIR) are displayed in 3L. This data is entered with the
keyboard. The course is entered as a three-digit bearing followed by
an L for left turn or R for right turn (optional). L or R is also displayed
next to the holding fix on the ACT LEGS page.
NOTE: The default value in 3L is the present inbound course to

the holding fix with standard right turns.
D EFC TIME (3R) -- The expect further clearance (EFC) time lets the
pilot enter the time that further clearance can be expected. It is for
reference only and has no effect on hold parameters.
D LEG TIME (4L) -- The length of the inbound leg of the holding pattern
defaults to elapsed time instead of leg distance. It displays
1.0 minute at or below 14,000 feet and 1.5 minutes above
14,000 feet. This time can be changed by the pilot.
D LEG DIST (5L) -- Dashes are displayed in 5L unless the pilot enters
a leg distance with the keyboard, in which case LEG TIME is
removed.
D ENTRY (5R) -- The type of entry the system uses to enter the holding
pattern is displayed in 5R.
D <NEXT HOLD (6L) -- Pushing 6L (NEXT HOLD) displays another

ACT RTE 1 LEGS – HOLD page where an additional downpath hold
can be entered.
D <ERASE (6L) (Not shown in Figure 7--21) -- ERASE is displayed in

6L only on the MOD RTE HOLD page. Selecting ERASE deletes
any pending modifications, and returns the display to the RTE LEGS
page if the holding fix is consequently deleted.
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D EXIT HOLD> (6R) -- EXIT HOLD is displayed in 6R if the hold leg

is the active leg.
If 6R is pushed when EXIT HOLD is displayed, the system is armed

to exit the hold and EXIT ARMED is displayed, as shown in
Figure 7--22. When the EXEC key is pushed, the aircraft continues
in the holding pattern until the next time it crosses the holding fix,
then it exits the hold. A scratchpad message EXIT HOLD ARMED
is displayed 1 minute prior to reaching the holding fix. RESUME
HOLD can be selected at any time to cancel exit armed.
Figure 7--22
ACT RTE 1 HOLD Page – EXIT ARMED
EXIT ARMED in 6R is replaced with NO EXIT DISCONTINUITY

when the exit hold function cannot be armed. Exit hold does not arm
if a route discontinuity exists directly after the hold on the flight plan
route. To arm the exit hold in this case, the pilot must remove the
discontinuity, or perform a direct-to to the next waypoint in the flight
plan.
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NOTES: 1. If a NAV database procedure adds a holding

pattern as part of the approach procedure, the hold
can be exited automatically. A message EXIT
HOLD ARMED is displayed in the scratchpad
1 minute prior to exiting at the holding fix, in all
cases. The pilot can select the HOLD page and
select the RESUME HOLD> prompt if required to
proceed for another circuit.
2. Some departures have a hold-to-altitude built into
the SID. Once the aircraft reaches the predefined
altitude, it automatically exits the hold. Therefore,
the crew should monitor the exit status on the RTE
HOLD page.
3. If there is a discontinuity after the hold, the EXIT
HOLD> prompt is replaced by NO EXIT
DISCONTINUITY until the discontinuity is
removed.
4. When a hold is executed, it creates a holding fix on
the LEGS page. The holding fix on the LEGS page
can be deleted without creating a discontinuity.
D RESUME HOLD> (6R in Figure 7--22) -- RESUME HOLD is

displayed if EXIT ARMED has been selected. Pushing 6R
(RESUME HOLD) before crossing the holding fix results in the
aircraft to continue in the previously selected holding pattern.
CAUTION
ENSURE THAT THE HOLDING PATTERN CONFORMS TO ATC
REQUIREMENTS. THE HT9100/HT1000 DOES NOT
AUTOMATICALLY GENERATE HOLDING PATTERNS AS
PUBLISHED ON THE ASSOCIATED NAVIGATION CHART
UNLESS THE HOLDING PATTERN IS PART OF AN APPROACH
OR MISSED APPROACH PROCEDURE.
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Holding Pattern Guidance

When the holding pattern is created by the pilot, the system builds the
hold using the current aircraft groundspeed with the configured
autopilot bank limits. If the geometry of the hold exceeds the holding
airspace requirements, the system restricts the size of the hold and
annunciates HIGH HOLDING SPEED approaching the holding fix
(indicating that the system is not able to fly the restricted holding pattern
due to the configuration roll limits and current aircraft speed). The size
of the holding pattern is frozen while the aircraft is in the holding pattern
and the size is not adjusted until the aircraft crosses over the holding
fix the next time. When the aircraft next crosses the holding fix, another
snapshot of the aircraft groundspeed is taken and the holding pattern
is resized if necessary.
NOTE: Pilots must adhere to the maximum allowable holding speed

or less for holding patterns, because the HT9100/HT1000
computes pattern size based on the speed at the initial
crossing of the holding fix.
MOD HOLD PENDING Message

A MOD HOLD PENDING message is displayed in the scratchpad to
alert the crew that a pending modification has not been executed prior
to reaching the holding fix.
The message is displayed in the following situations:
D PRIOR TO ENTERING A HOLD -- If a MOD HOLD is created but

not executed and the aircraft is approaching the holding fix.
D AFTER ENTERING A HOLD -- If a MOD HOLD has been executed,

a second MOD HOLD is created but not executed, and the aircraft
is approaching the holding fix.
If the MOD HOLD is not executed, the aircraft continues to fly the
currently defined route or hold. If the MOD HOLD is executed prior to
the holding fix, the aircraft transitions to the new hold at the fix point. If
the MOD HOLD is executed after the holding fix, the aircraft transitions
to the new hold after crossing the holding fix the next time.
CAUTION
IF THE MOD HOLD IS TO BE EXECUTED AFTER THE HOLDING
FIX POINT, THE CREW SHOULD ENSURE THAT THE AIRCRAFT
WILL STAY IN THE HOLDING AIRSPACE PRIOR TO EXECUTING
THE MOD HOLD OR THE PILOT SHOULD ERASE THE MOD AND
REDEFINE THE HOLD.
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8. Descent
INTRODUCTION
The HT9100/HT1000 VNAV descent function displays descent path
deviation in the descent phase of flight. The VNAV function does not
send pitch steering commands to the autopilot.
The VNAV function creates a fixed geometric path that is independent

of winds and aircraft performance. The path construction begins at the
end-of-descent (E/D) and builds backward to the top-of-descent point.
As the path builds it complies with all altitude constraints. There is no
minimum or maximum slope for the descent path. The pilot can use the
DESCENT page to evaluate the ability of the aircraft to maintain
descent path. Descent path construction is described in detail later in
this section.
VNAV data and path deviation indications are displayed on the

DESCENT page, the LEGS page, and the PROGRESS 2/2 page.
Depending on aircraft installation, analog path deviations can also be
displayed on the HSI and the attitude director indicator (ADI).
DESCENT PATH
In order for the HT9100/HT1000 to build a Descent path, the following
conditions must be met:
D The system must be enabled for VNAV on the configuration pages.
D The flight plan must contain a destination airport.
D The flight plan must contain at least one AT altitude constraint in the
DESCENT phase.
D A cruise altitude must be entered on the PERF INIT page.
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A typical descent path is shown in Figure 8--1. If the descent path

cannot comply with an altitude constraint, the path is invalid.
Figure 8--1
Descent Path With Deceleration Segment -- 1
Deceleration Segment
The HT9100/HT1000 constructs a deceleration segment shown in
Figure 8--2, to the speed transition point (250/10000 in the U.S.) using
data entered on the PERF INIT page. The range of settings for building
a deceleration segment distance is 0 -- 50 NM. Entering zero eliminates
a deceleration segment from the flight plan. If the pilot enters an altitude
constraint above the deceleration segment, the deceleration segment
is deleted from the vertical path. The angle and distance for the
deceleration segment are defined on the configuration pages. The
slope of the deceleration segment ranges from 0 to 9. This range is
set by the airline and cannot be changed by the pilot.
Figure 8--2
Descent Path With Deceleration Segment -- 2
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Descent Path Construction

The following paragraphs describe descent path construction and how
the system treats flight plan components that are likely to be a part of
the descent.
D Flight Plan Discontinuities -- As the aircraft sequences into the

discontinuity, vertical deviation indications are removed and are set
to invalid.
D Procedure Turns -- When a procedure turn is inserted into the flight

plan, the distance around the procedure turn is used in the descent
path calculation.
D Lateral Offset -- Vertical deviation is removed when a lateral offset

is entered.
D Holding Patterns
— MANUAL (PILOT-ENTERED) HOLDS -- The distance around

the holding pattern is not counted in the descent path (it is not
used to calculate DTG). Vertical deviation from the descent path
is removed.
— NAV DATABASE HOLDS -- When a holding pattern is part of a

NAV database procedure, the distance around the holding
pattern is used in the descent path calculation, and vertical
deviation is displayed.
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DISPLAY OF VNAV DATA (SUMMARY)

The following paragraphs describe the VNAV display on the
HT9100/HT1000 display pages.
D LEGS PAGE -- The LEGS page displays descent path angles,

waypoint crossing altitudes, altitude constraints, and speed
constraints from the NAV database.
D PROGRESS Page 1 (See Figure 8--4) -- The PROGRESS 1/2 page

displays the top-of-descent point, distance-to-go, and ETA.
D PROGRESS Page 2 (See Figure 8--5) -- The PROGRESS 2/2 page

displays the numerical vertical deviation data.
D DESCENT Page (See Figure 8--6) -- The DESCENT page displays

the following:
— Active vertical constraint
— Next vertical constraint
— End-of-descent constraint
— Top-of-descent information and distance-to-go to the
top-of-descent point
— Current flight path angle
— Vertical bearing to the active vertical constraint
— Current vertical speed
— Required vertical speed to fly the descent path
— Long/short path distance information
— Numerical vertical deviation from descent path.
D VNAV Scratchpad Messages -- These are described later in this

section and include the following:
— VERTICAL TRACK CHANGE ALERT
— DESCENT PATH DELETED
— END-OF-DESCENT
— ACT DESCENT PATH INVALID
— CONFIGS DIFFER -- NO VNAV
— VNAV PATH NOT RECEIVED.
D Descent Path Deviation Display -- Depending on aircraft

installation, this can be displayed on the glideslope scale on the
electromechanical HSI and/or ADI, or drawn as a vertical scale in an
EFIS-equipped aircraft. The scale becomes active when the aircraft
is 30 seconds from the top-of-descent point.
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D Vertical Deviation (VDEV) Scaling -- The en route scaling of the

vertical deviation indicator can be modified by maintenance
personnel. The range can be modified from 500 to 2,000 feet. Full
scale deflection depends on the phase-of-flight and is described in
Table 8--1.
Table 8--1
VNAV Full Scale Deflection
Phase of Flight Full Scale VNAV Deflection
En Route (RNP 2 NM) 500 feet

Terminal (RNP 1 NM) 500 feet
Approach (RNP 0.3 NM) 150 feet
NOTES: 1. The HT9100/HT1000 outputs vertical deviation if:

- The aircraft is beyond the top--of--descent
- The VDEV ON/OFF prompt in 6R on the
DESCENT page is ON. (See Figure 8--6.) ON
is the default setting.
- Cruise altitude is entered on the PERF INIT
page.
- There is at least one AT constraint in the
descent flight plan.
- There is a valid barometric altimeter setting.
2. When VDEV is selected to OFF (LSK 6R on
DESCENT page), VNAV descent path deviation
data outputs are invalid. When the
HT9100/HT1000 transitions to Flight Complete,
VNAV deviation is reset to ON. The default value
for Flight Complete is 5 minutes after touch down.
However, this value may be varied in the system
configuration from 1--99 minutes and may be based
on fuel burn rate.
3. Vertical deviation display is invalid when flying
through a discontinuity, flying an offset route, or
flying a pilot-entered holding pattern. Vertical
deviation is also invalid for either of the following:
- When flying past the MAP of an approach
- When flying past the FAF of a selected
instrument landing system (ILS) precision
approach.
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D Flags – A flag on the vertical deviation scale is displayed to indicate

a failure. This can occur with a BARO ALT FAIL or UNABLE RNP
message.
D Flight Director -- The HT9100/HT1000 does not output information

to the flight director in the vertical axis.
ACT RTE LEGS PAGE (VNAV INFORMATION)
The ACT RTE LEGS page with VNAV information is shown in

Figure 8--3.
Figure 8--3
Altitude Constraints and Descent Path Angles
VNAV information is displayed on the LEGS pages. The displayed

altitude can be either an altitude constraint (AT, AT OR ABOVE, AT OR
BELOW, or a window constraint), or a predicted altitude computed by
the system along the descent profile at the waypoint. Altitude
constraints are displayed in large font. Predicted altitudes along the
descent profile computed by the system are displayed in small font. See
Figure 8--3, 1R to 4R. The LEGS page also displays the descent path
angle for the descent profile of each descent leg.
An altitude constraint can come from the NAV database as part of a

selected procedure or it can be entered by the pilot. Pilot--entries
override a NAV database constraint, but are not allowed on FAFs and
MAPs. Altitude constraints can be modified by the pilot except for the
FAF/MAP and any waypoint in between. When an altitude is entered by
the pilot, it is displayed in blue.
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AT OR ABOVE constraints are displayed as the altitude followed by A

(for example, 14000A). AT OR BELOW constraints are displayed as the
altitude followed by B (for example, 14000B). Window constraints are
displayed as the lower altitude followed by the higher altitude (for
example, 13000B/10000A). AT constraints are displayed as the
altitude. Above the transition altitude, information is displayed as flight
levels.
Angle or Speed Display
The system displays either speed constraint information (if it is a part

of a selected procedure) or a descent path angle. Speed constraint
information is advisory and does not affect descent path construction.
The descent path angle is normally displayed and is the angle
computed between two vertical constraints. The default path angle is
specified in the NAV database. When the descent angle is specified by
a procedure (MAP, FAF, final approach fix (FACF)), the value is
displayed in large font. Otherwise, it is displayed in small font. If a
procedure-specified angle must be changed by the system to meet an
altitude constraint, it is displayed in blue. Otherwise, it is displayed in
white.
PROGRESS PAGES (VNAV INFORMATION)
The PROGRESS page displays two fields related to VNAV operations.

These are top-of-descent point (5R in Figure 8--4) and vertical track
error (3R in Figure 8--5).
Figure 8--4
PROGRESS 1/2 Page
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These fields are described in the following paragraphs.
D TO T/D (5R in Figure 8--4) -- If the system is configured for VNAV

and the flight plan contains a valid descent path, the top-of-descent
point is based on that descent path and displayed on the
PROGRESS 1/2 page.
If the system is not configured for VNAV, the top-of-descent point is

based on the cruise altitude, the descent angle (on the PERF INIT
page), and the end-of-descent point. The top-of-descent is adjusted
for tail and head wind (up to a maximum of 50 NM). The
top-of-descent point is displayed when it is within 200 NM.
D VTK ERR (3R in Figure 8--5) -- Vertical track error is displayed on

the PROGRESS 2/2 page. Vertical track error is displayed in feet
with a plus sign (+) to indicate above path or a minus sign (--) to
indicate below path. The vertical track error is displayed when the
aircraft is in the active DESCENT mode.
Figure 8--5
PROGRESS 2/2 Page
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DESCENT PAGE
The DESCENT page is available if VNAV is enabled on the
configuration pages. Pushing the VNAV key when the aircraft is
airborne displays the DESCENT page shown in Figure 8--6. If the
aircraft is not airborne, the page is displayed by first pushing the VNAV
key, then the PREV or NEXT key.
Figure 8--6
DESCENT Page -- Before Top-of-Descent
After the top-of-descent point, the DESCENT page shown in Figure 8--7
is displayed.
Figure 8--7
DESCENT Page -- After Top-of-Descent
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The DESCENT page is described in the following paragraphs.
D SHORT or LONG (1L) -- This field displays the horizontal distance

of the aircraft from the descent path. If the aircraft is short of or below
the horizontal projection to the descent path, the field displays
SHORT and the horizontal distance the aircraft must travel to regain
the descent path. If the aircraft is above the descent path, the field
displays LONG and the horizontal distance from the descent path.
Distance is displayed in NM to one decimal place, as shown in
Figure 8--7 and Figure 8--8.
Figure 8--8
Descent Before Top-of-Descent
D VTK ERR (1C) -- Vertical track error is displayed in feet with a plus
sign (+) to indicate above path or a minus sign (--) to indicate below
path. The vertical track error is displayed when the aircraft is in the
active DESCENT mode. Vertical track error is rounded to the
nearest 10 feet.
D VS (1R) -- The actual vertical speed (VS) of the aircraft is displayed

in 1R. Vertical speed is rounded to the nearest 100 feet per minute.
D AT XXXX (2L) -- The altitude of the active vertical waypoint is

displayed in 2L. Prior to reaching the decelerate (DECEL) point
(Figure 8--1), the DECEL altitude is displayed.
D DTG (2C, 3C, and 4C) -- The center data field displays the
distance-to-go to the corresponding vertical waypoint.
D VS REQ (2R) -- This is the vertical speed required (REQ) to cross

the active vertical waypoint at the required altitude constraint,
shown in 2L. When the designated waypoint is not the active vertical
waypoint or before reaching the top-of-descent point, this value is
the predicted rate-of-descent to follow the descent path.
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D AT XXXXX (3L) -- This field displays the next vertical constraint. In

this example, the next vertical constraint is the end of the
deceleration segment. (The deceleration segment is described
earlier in this section.)
D VS REQ (3R) -- This is the vertical speed required for the segment
of the descent path displayed in 3L.
D E/D XXXXX (4L) -- This field displays the end-of-descent waypoint,
which is the last waypoint in the descent that has an AT altitude
constraint associated with it.
D VS REQ (4R) -- This is the vertical speed required for the segment
of the descent path displayed in 4L.
D FIX/ALT (5L) -- The FIX/ALT field lets the pilot enter any waypoint
and altitude to display the vertical bearing from the aircraft to the
entered waypoint and altitude. The default value is the active vertical
waypoint of the profile (same waypoint as displayed in 2L once the
top-of-descent point is passed).
D FPA (5C) -- This is the current aircraft inertial flight path angle in
degrees relative to the ground.
D VB (Vertical Bearing -- 5R) -- This is the angle from the aircraft to
the waypoint and altitude displayed in 5L. It is an indication of the
descent flight path angle required to reach the waypoint at the
altitude displayed in the FIX/ALT field. Flying the aircraft with a
descent flight path angle steeper than the displayed vertical bearing
ensures that the aircraft reaches the altitude displayed in the
FIX/ALT field prior to the designated waypoint, as shown in
Figure 8--9.)
Figure 8--9
Vertical Bearing to Active Constraint
D VDEV ON or VDEV OFF (6R) -- When selected ON, the

HT9100/HT1000 sends vertical deviation information to the forward
panel displays (ADI/HSI, EFIS). Pushing 6R (VDEV SELECT OFF)
turns the vertical deviation outputs off.
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VNAV MESSAGES
VNAV messages are listed in the following paragraphs.
D DESCENT PATH DELETED -- This message is displayed if the

pending route modification results in no descent path.
D VERTICAL TRACK CHANGE ALERT (VTA) -- This message and

annunciator are displayed prior to a vertical track change, as
described in Table 8--2.
Table 8--2
VTA Message Times
Time Before Vertical Track

Phase of Flight and Change that VTA Message and
RNP Annunciator Are Displayed
Oceanic/Remote -- 10 2 Minutes
NM
En Route -- 2 NM 30 Seconds
Terminal -- 1 NM 10 Seconds
Approach -- 0.3 NM 10 Seconds
The vertical track change alert is given at every altitude constraint

including the two deceleration points, if they are in the descent path.
D END OF DESCENT -- This message is displayed when the aircraft

is 2 minutes, 30 seconds, or 10 seconds (depending on RNP) from
the last altitude constraint on the descent path. (See Table 8--2.)
D ACT DESCENT PATH INVALID -- This message is displayed when

the system detects a climb in the descent path. VNAV is invalid when
this message is displayed.
D CONFIGS DIFFER -- NO VNAV -- This message is displayed when

the default (configured) performance data in a dual or triple
installation does not match. VNAV is disabled when this occurs,
because descent paths would be different.
D VNAV PATH NOT RECEIVED -- VNAV path information was not

received by the receiving unit. This message can be the result of a
temporary interruption to the transfer process. Any flight plan
modification remedies this situation.
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VNAV DESCENT SCENARIOS

This section shows two examples of VNAV descents, one with the
aircraft below the descent path and one with the aircraft above the
descent path, as it begins the descent.
VNAV Descent - Scenario One

The aircraft is cruising at FL270 and is 20 NM from the top-of-descent
point, as shown in Figure 8--10. The vertical deviation indicator is
showing the aircraft below the descent path. As the aircraft approaches
the descent path, the pointer on the vertical deviation scale starts to
move downward toward the center of the scale. The first altitude
constraint is CCC (AT constraint). Since a constraint was entered
above the deceleration altitude, the deceleration segment is not
included. BBB does not have an altitude constraint; waypoint XXX has
a window constraint; and waypoint AAA is an AT constraint.
Figure 8--10
Scenario One -- At Cruise Altitude Prior to Top-of-Descent
P28-- 3653-- 021 Descent

REV 1 May 2018 8-13
On the LEGS page, the active waypoint is CCC, the aircraft is 65 NM

from CCC, with a path that has 3.5 of slope to the AT constraint of
12,000 feet, as shown in Figure 8--11. Waypoint BBB does not have an
altitude constraint. The altitude shown (9700) is a prediction of the
altitude where the path will cross BBB.
Figure 8--11
Scenario One -- ACT RTE LEGS Page
Descent P28-- 3653-- 021

8-14 REV 1 May 2018
The DESCENT page shown in Figure 8--12, is showing the

top-of-descent point as the first active vertical constraint.
Distance-to-go is 20 NM. Current vertical speed is 00, since the aircraft
is in level flight. The next altitude constraint is CCC at 12,000 feet and
65 NM. When flying the path towards CCC, the required vertical speed
target is 2,000 fpm. This target is required to meet the constraint. Target
vertical speed is not generated to indicate how to acquire the descent
path. The next waypoint line shows the end-of-descent point (AAA).
Line 5 displays angular information relative to waypoint CCC (vertical
bearing from current aircraft position to CCC and the current aircraft
inertial flight path angle).
Figure 8--12
Scenario One -- VNAV DESCENT Page
P28-- 3653-- 021 Descent

REV 1 May 2018 8-15
VNAV Descent -- Scenario Two

The aircraft has flown past the top-of-descent point and is above path,
as shown in Figure 8--13. The vertical deviation indicator is at the
bottom of the scale. As the aircraft descends to reacquire the path, the
deviation pointer moves upward toward the center of the scale. Notice
on the profile that CCC is an AT constraint at 12,000 feet, as is waypoint
BBB. This creates a level segment between CCC and BBB. Waypoint
XXX is a window constraint, as shown in Figure 8--14. Waypoint AAA
is an AT constraint and is also the end-of-descent point.
Figure 8--13
Scenario Two -- Above Path in Descent
The LEGS page shown in Figure 8--14, displays CCC as the active
waypoint with an altitude constraint of 12,000 feet. The descent path
angle to CCC is 3.0. The next altitude constrained waypoint is BBB.
Notice that the descent path angle to BBB is 0. Because they both have
AT altitude constraints of 12,000 feet, the path was constructed as a
level segment. The path from BBB to AAA passes through a window
constraint at XXX and requires a descent path of 1.8.
Figure 8--14
Scenario Two -- ACT RTE LEGS Page
Descent P28-- 3653-- 021

8-16 REV 1 May 2018
The DESCENT page shown in Figure 8--15, shows that the aircraft is
long by a distance of 2.3 NM and that it is currently +450 feet (high). The
vertical bearing to the next altitude constraint (CCC) is 2.1. However,
the flight path angle is 0.0. To meet the altitude constraint at CCC
(12,000 feet), increase the rate-of-descent until the current aircraft flight
path angle is greater than the vertical bearing (remember that the
vertical bearing points to the active altitude constraint). The crew must
monitor vertical track error (VTK ERR) and current required vertical
speed (VS REQ) to reacquire the descent path. The required vertical
speed ensures that the altitude constraint at CCC is met.
Figure 8--15
Scenario Two -- DESCENT Page
P28-- 3653-- 021 Descent

REV 1 May 2018 8-17
Blank Page
Descent P28-- 3653-- 021

8-18 REV 1 May 2018
9. Arrival/Approach
INTRODUCTION
This section discusses operations in the arrival/approach phase of
flight.
ARRIVAL SELECTION
The arrivals for the destination airports are accessed from the
DEP/ARR INDEX shown in Figure 9--1.
The DEP/ARR INDEX can be accessed at any time by pushing the

DEP/ARR key on the MCDU. When the DEP/ARR key is pushed, ARR
prompts are displayed for both the departure (KDFW) and destination
(MMUN) airports. Arrivals are available for the departure airport in case
it is necessary to return.
Figure 9--1
DEP/ARR INDEX – KDFW Departures
P28-- 3653-- 021 Arrival/Approach

REV 1 May 2018 9-1
The destination airport (MMUN) is displayed in the center of the second

line under ACT RTE 1. Pushing 2R (ARR> for MMUN) displays STARS,
STAR transitions, approaches, approach transitions, and runways for
the arrival airport. When this page is displayed, all of the arrivals are on
the left side and all approaches and runways are on the right side shown
in Figure 9--2.
Figure 9--2
MMUN ARRIVALS 1/2 Page
When the pilot selects the correct STAR, STAR transition, approach,
and approach transition, all other STARS and approaches are removed
from the display and only the pilot selections are displayed, as shown
in Figure 9--3. SEL (SELECTED) is displayed next to the selection until
the route is activated and executed. When the route is activated and
executed, SEL changes to ACT (ACTIVE). To select the COCOS2
STAR, the VOR approach to RWY30, and the AVSAR transition for
Cancun, do the following:
D Push the DEP/ARR key to display the DEP/ARR INDEX page, as

D Push 2R on the DEP/ARR INDEX page. The MMUN ARRIVALS

page is displayed, as shown in Figure 9--2.
D Push 1L on the MMUN ARRIVALS page to select the COCOS2

STAR.
D Push 2R to select the VOR30 approach.
D Push 2R to select the AVSAR approach transition.
NOTE: Transitions for the approach are displayed after the

approach is selected.
Arrival/Approach P28-- 3653-- 021

9-2 REV 1 May 2018
After all selections are made, the display looks like Figure 9--3.
Figure 9--3
MMUN ARRIVALS 1/1 Page
After the selections have been executed, the display looks like
Figure 9--4.
Figure 9--4
MMUN ARRIVALS 1/2 Page After Selections Are Made

REV 1 May 2018 9-3
NOTES: 1. If a route has been activated, the label line on the

DEP/ARR INDEX page changes to ACT RTE 1 (or
ACT RTE 2).
2. If RTE 1 and/or RTE 2 have not been defined, the data
fields below the respective title lines do not show
departure or arrival airports.
3. Be sure that arrivals for a destination airport are
selected from the active route. Look for ACT after
RTE 1 or RTE 2 on the DEP/ARR INDEX page.
4. The name of the procedure and transition selected can
be reviewed on the RTE page.
5. Returning to the arrival index and reselecting a
procedure initiates a new procedure/transition
selection process and deletes the previously selected
procedure/transition.
CAUTION
CAUTIONAFTER SELECTING AN APPROACH, THERE MAY BE
A SHORT DELAY BEFORE THE CORRESPONDING
TRANSITIONS ARE DISPLAYED. DO NOT PUSH THE EXEC KEY
BEFORE REVIEWING APPROPRIATE TRANSITIONS.
Departure and arrival information for airports not defined in the route
can also be accessed from the DEP/ARR INDEX page. OTHER is
displayed in the center of line 6. The pilot can review departures for an
airport not defined in RTE 1 or RTE 2 by entering the identifier in the
scratchpad and pushing 6L (DEP). Likewise, arrivals for an airport can
be reviewed by entering the identifier in the scratchpad and pushing 6R
(ARR). Entries must be four-character ICAO identifiers stored in the
NAV database for departures or arrivals to be displayed. These
departures and arrivals can only be reviewed, they cannot be appended
to the flight plan.

9-4 REV 1 May 2018
APPROACHES AVAILABLE WITH THE

HT9100/HT1000
The following types of approaches are available with the HT1900.
D Non-Precision Approaches -- Non-precision approaches include

GPS stand-alone approaches and GPS overlays of VOR,
VOR/DME, NDB, etc., approaches, that are flown to the MAP. LNAV
roll steering is available on these approaches and is displayed on the
HSI or EFIS map display. The autopilot can be coupled laterally.
D Instrument Landing System Look-Alike (ILA) Approaches --

ILA approaches are GPS overlay or stand-alone approaches that
are flown down to the minimum descent altitude (MDA) or DA(H)
with lateral and vertical deviation guidance (pending Principle
Operations Inspector (POI) or Ops Spec approval). Lateral path
deviation is displayed on the HSI or EFIS map display. Vertical
deviation from the VNAV path is displayed on the HSI/ADI or EFIS
map display. Vertical and lateral steering commands are available
on these approaches for autopilot coupling.
D Special Category 1 (SCAT 1) Approaches -- A SCAT 1 approach

uses differential GPS for precision approach capability down to
CAT 1 minimums. The SCAT 1 approach can be coupled to the
autopilot for both the final approach course and the glideslope.

REV 1 May 2018 9-5
NON-PRECISION APPROACHES (LATERAL

GUIDANCE ONLY)
Selecting a Non-Precision Approach

Non-precision approaches to the destination airport are accessed from
the DEP/ARR page. To select an approach, push the LSK next to the
destination airport ARR prompt on the DEP/ARR page. All approaches
for the destination airport are listed along the right side of the page. If
there is more than one page (as indicated by 1/2 or 1/3 in the upper right
hand corner), use the NEXT key to display subsequent pages.
Find the desired approach and push the correct LSK. This appends the
approach segments to the flight plan, including the missed approach,
if available.
After an approach has been selected, the transitions to the approach

are displayed on the same page. It may take a few seconds for the
transitions to be displayed after an approach has been selected. If
desired, a transition segment to the approach can be selected.
NOTE: After selecting the approach and any approach transitions,

the pilot should review the procedure on the LEGS page for
any discontinuities, incorrect bearings, or distances. The
approach as represented on the LEGS page should conform
to the approach plate. In the event of any disparities, the
approach plate is the final authority.
The missed approach procedure is also appended to the flight plan but
must be manually connected to the missed approach point on the LEGS
page when the missed approach procedure is to be flown. This is done
by pushing the LSK next to EXECUTE MISSED APPROACH prompt.
Pushing this LSK ties the missed approach procedure to the missed
approach point and takes the HT9100/HT1000 out of approach mode.

9-6 REV 1 May 2018
Course Deviation Indicators (CDI)

As the aircraft flies towards the approach, the CDI sensitivity increases
corresponding to changes in RNP. En route RNP is 2.0 NM and occurs
outside of 30 NM from the airport. Within 30 NM of the airport the RNP
changes to terminal RNP (1.0 NM) and just outside the FAF the RNP
changes to approach RNP (0.3 NM). With each change in RNP the CDI
sensitivity increases. During final approach the full scale deflection of
the CDI represents 0.3 NM. These default RNP/CDI sensitivity settings
are summarized in Table 9--1.
Table 9--1
CDI Full-Scale Sensitivity
Flight Phase and RNP CDI Full-Scale Sensitivity
En Route (RNP -- 2.0 NM) 4.0 NM

Terminal (RNP -- 1.0 NM) 1.0 NM
Approach (RNP -- 0.3 NM) 0.3 NM
Flight Director Commands

The HT9100/HT1000 sends roll steering commands to the autopilot
and the flight director.

REV 1 May 2018 9-7
Indicators on the LEGS Page

The FAF is identified on the LEGS page by an F displayed in reverse
video next to the FAF waypoint. The MAP is identified with an M
displayed in reverse video next to the MAP waypoint. If there is a
procedure turn in the approach transition, the waypoint where the
aircraft enters the procedure turn is identified as P--TRN. The waypoint
where the aircraft begins the turn to the FAF is identified as OUT--B. The
waypoint where the inbound procedure turn intersects the final
approach course is identified as IN--B shown in Figure 9--5.
Figure 9--5
Procedure Turn Symbols

9-8 REV 1 May 2018
Approach Scratchpad Messages

The following scratchpad messages are associated with the approach
mode:
D CHECK GPS STATUS--POS REF -- At 30 NM from the destination,

this message is displayed if the system is not using GPS for
navigation.
D UNABLE APPROACH -- This message is displayed if there is a loss

of RAIM or if the GPS accuracy does not meet approach
requirements during the approach mode.
D UNABLE RNP -- This message is displayed if the GPS accuracy or

integrity does not meet a phase-of-flight RNP requirement.
D NO TRANSITION SELECTED -- This message is displayed if an

approach has been selected without a transition at the time of
execution. It is advisory only, since a transition to the approach may
not be desired.
D CHECK DEST RAIM-POS REF -- This message is displayed if, on

entering the terminal area, the HT9100/HT1000 predicts that the
approach RNP will not be available to support the approach
procedure.

REV 1 May 2018 9-9
EXAMPLE NON-PRECISION APPROACH (LATERAL

GUIDANCE ONLY)
The following is an example of a non--precision approach.
En Route and Terminal Area

The pilot should select and append the correct STAR, approach, and
transition to the flight plan before approaching the terminal area. When
the navigation source is GPS, the CDI on the HSI displays lateral
deviations from the lateral track on the LEGS page. The sensitivity of
the CDI in the terminal area is 1.0 NM full scale. Engaging the NAV
mode results in the autopilot capturing and tracking the lateral path.
Lateral path guidance is displayed by the flight director.
If desired, the pilot can run a DEST RAIM check to view approach GPS
accuracy predictions. However, at 30 NM from the destination, the
system performs its own RAIM prediction test. If the system passes the
RAIM prediction test, nothing occurs. If the RAIM prediction test fails,
the following occurs:
D The MSG annunciator turns on (flashing white).
D CHECK DEST RAIM--POS REF is displayed in the scratchpad.
NOTE: HT9100/HT1000 status annunciators are described later in

this section.
Transition to the Approach From a Procedure Turn

If the approach transition contains a procedure turn, the procedure turn
point and the out-bound leg are displayed on the LEGS page. (See
Figure 9--6.)
Figure 9--6
Approach From a Procedure Turn

9-10 REV 1 May 2018
In Figure 9--7, the aircraft is outbound on the 121 radial from CUN and
is 3.5 NM from the procedure turn point identified on the LEGS page as
procedure turn (P-TRN). At the P-TRN point, the procedure calls for a
45 turn to the right to a heading of 166. The aircraft flies outbound on
the procedure turn entry until flying over the OUT--B waypoint. At this
point the aircraft begins a left turn to join the 301 inbound course to
IN--B, which defines the end of the procedure turn.
Figure 9--7
Transition to the Approach From a Procedure Turn
Aircraft Inbound to the Final Approach Course
After the procedure turn has been completed, the aircraft will be
inbound to FF3O (FAF). The sensitivity of the CDI is 1.0 NM until 2 NM
outside the FAF. At this point the system transitions from terminal to
approach RNP and the CDI sensitivity is increased so that full-scale
deflection is 0.3 NM. With GPS as the selected source and the NAV
mode engaged, the autopilot captures and tracks the lateral path.
Lateral flight director roll steering guidance is displayed.

REV 1 May 2018 9-11
When the HT9100/HT1000 enters the approach mode at 2 NM from the

FAF, the APPR annunciator lights if the HT9100/HT1000 meets the
RNP requirements for the approach (both predictive RAIM and current
RAIM must pass integrity/accuracy checks). If the APPR annunciator
is on, then all sensors selected for the approach have passed their
integrity/accuracy checks.
If the HT9100/HT1000 does not pass the approach integrity/accuracy

checks, the following occurs:
D The RNP ALERT annunciator turns ON steady.
D The APPR annunciator does not turn ON.
D The MSG annunciator turns ON (flashing white).
D The scratchpad message UNABLE APPROACH is displayed on the

MCDU.
If this occurs, the pilot must use other means of navigation or abandon
the approach.
Final Approach Fix Inbound

When crossing the FAF, the pilot begins the descent to the MDA using
vertical speed. The approach continues until the MAP is crossed. At the
MAP the pilot decides to continue to landing or declare a missed
approach.
If the GPS cannot meet RNP requirements during the final approach
segment between the FAF and the MAP, the following occurs:
D The APPR (approach) annunciator turns OFF.
D The MSG annunciator turns ON (flashing white).
D The scratchpad message UNABLE RNP is displayed on the MCDU.
If this occurs, the pilot must use other means of navigation or abandon
the approach.
NOTE: The altitude displayed next to the MAP waypoint on the LEGS
page is from the NAV database. The paper approach chart is
the final authority for non-precision approach minimums.

9-12 REV 1 May 2018
Missed Approach
If a missed approach is necessary, the published missed approach
procedure is appended to the active route. If the takeoff and go-around
(TOGA) function is enabled, this is done automatically. If the TOGA
function is not enabled, the missed approach procedure must be
appended to the active route manually.
MANUAL GO-AROUND
If a missed approach is necessary, pushing 2L (EXECUTE MISSED

APPROACH) shown in Figure 9--8, on the ACT RTE 1 LEGS page
appends the missed approach legs to the active route.
Figure 9--8
ACT RTE 1 LEGS Page -- Before Missed Approach
To select and engage the missed approach, do the following.

D Push 2L on the ACT RTE 1 LEGS page to arm the missed approach.
D Push the EXEC key to execute the missed approach.

REV 1 May 2018 9-13
Figure 9--9 shows the ACT RTE 1 LEGS page after the missed
approach has been executed.
Figure 9--9
ACT RTE 1 LEGS Page -- After Missed Approach
AUTO GO-AROUND
If the TOGA (auto go-around) function is enabled, the missed approach

procedure is appended to the route, activated, and executed when the
TOGA button is pushed. Once the missed approach procedure is
appended, the RNP returns to 1.0 NM.
NON-PRECISION APPROACHES WITH ILS

LOOK-ALIKE
If the ILS look-alike (ILA) approach capability is enabled, the ILA
approach can be activated from the DESCENT page. The ILA approach
guidance is sent from the HT9100/HT1000 to the flight director as a
“pseudo ILS” so that it can be coupled to the autopilot (in most aircraft).
ILA approaches differ from conventional lateral non-precision

approaches in the following ways:
D ILA approaches construct a glidepath down to the threshold

crossing height (TCH).
D ILA approaches display ILS look-alike vertical and lateral deviations

on the CDI/HSI and the ADI.
D ILA approaches provide both vertical and lateral flight director

guidance commands that can be coupled to the autopilot (in most
aircraft).

9-14 REV 1 May 2018
ILA Path Construction

When the ILA approach is selected, the system constructs an ILS
look-alike approach based on the non-precision approach in the active
route. A lateral path is constructed with an inbound course that matches
the non-precision approach inbound course (FAF to MAP), and a
vertical path is constructed from the TCH using the published
non-precision approach descent slope from the NAV database.
NOTE: The pilot must confirm the displayed descent slope with the
correct published approach plate prior to flying the published
approach.

REV 1 May 2018 9-15
ILA Path Selection
An ILA approach must meet the following selection criteria:
D The inbound course on the approach plate must be within 3 of the

runway heading.
D The MAP must be at the approach end of the runway.
NOTE: The selected NAV database approach must have a runway

threshold with an associated vertical angle, a threshold
crossing height, and a defined final approach course.
instrument landing system (ILS), simplified directional facility
(SDF), localizer--type directional aid (LDA), and localizer
approaches are excluded.
To select the ILA approach path, select and activate the desired
approach on the DEP/ARR APPROACH page. If the approach is
ILA-compatible, ILA OFF -- -- -- is displayed in 6L on the DESCENT
page shown in Figure 9--10.
Figure 9--10
DESCENT Page (ILA OFF)
More Than 30 NM From Runway Threshold
If the approach is not ILA-compatible, blue dashes (-- -- -- --) are

displayed in 6L on the DESCENT page.
The pilot can determine if an approach is ILA-compatible any time,

including outside 30 NM of the approach runway.

9-16 REV 1 May 2018
To select and activate an ILA approach, the following conditions must

be met:
D The selected approach must be approved for GPS.
D There must be an active route with a defined destination airport and

the route must not be in a modified state (that is, it must be
executed).
D Approach RAIM must be valid.
D The aircraft must not have flown past and sequenced the MAP.
D Go-around must not have been selected.
D The aircraft must be within 30 NM of the inbound hemisphere of the

destination airport (Figure 9--11).
Figure 9--11
30 NM Approach Hemisphere

REV 1 May 2018 9-17
When the aircraft is about 30 NM from the destination airport,

SELECT ON is displayed in 6L on the DESCENT page shown in
Figure 9--12, (as long as all ILA approach criteria are met).
Figure 9--12
DESCENT Page Within 30 NM of Airport
Pushing 6L ( SELECT ON ) selects the ILA approach and the

following occurs:
D ILA OFF (DESCENT page -- 6L label line) changes to ILA ARMED.
D The LEGS page is displayed in a modified state with all transitions

to the approach eliminated, leaving only the last leg of the flight plan
(to the runway).
D After the modification to the LEGS page is executed, ILA ARMED

(DESCENT page -- 6L label line) changes to ILA ON.
D SELECT OFF is then displayed in the data field in 6L on the

DESCENT page. Pushing 6L selects the ILA approach off, if
necessary.

9-18 REV 1 May 2018
Indicators on the DESCENT Page

Figure 9--13 shows the DESCENT page with the ILA approach
activated.
Figure 9--13
DESCENT Page -- ILA Approach Activated
The ILA indications on the DESCENT page (after the ILA is selected on)
are described in the following paragraphs.
D VS (1R) -- The current vertical speed is displayed in 1R.
D DTG (2C) -- The distance-to-go to the end-of-descent point is

displayed in 2C.
D VS REQ (2R) -- The vertical speed required to hold the glidepath is

displayed in 2R.
D Threshold Crossing Altitude (5C) -- The threshold crossing

altitude or MSL altitude where the glidepath crosses the threshold
(also the MAP) is displayed in 5C.
D FPA and VB (5R) -- The current flight path angle (FPA) and the
current vertical bearing (VB) from the aircraft position to the
end-of-descent point are displayed in 6R.

REV 1 May 2018 9-19
Indicators on the LEGS Page

After the ILA is selected on, the LEGS page displays the following:
D Final approach course
D End-of-descent point
D Distance to the end-of-descent point
D Missed approach procedure.
The FAF is not identified on the LEGS page. The crew is responsible
for monitoring and identifying the MDA on the descent.
Figure 9--14 shows the LEGS page after the ILA approach has been
activated.
Figure 9--14
LEGS Page -- ILA Approach Activated
CAUTION
WHEN THE ILA IS SELECTED ON, THE FINAL APPROACH
COURSE AND END-OF-DESCENT POINTS ARE DISPLAYED ON
THE LEGS PAGE. ALL PREVIOUS LEGS ON THE LEGS PAGE
AND ANY ASSOCIATED CONSTRAINTS ARE REMOVED.

9-20 REV 1 May 2018
Course Deviation Indicators (CDI)

As the aircraft flies towards the approach, the CDI sensitivity increases,
corresponding to changes in RNP, as described in Table 9--2.
Table 9--2
CDI Sensitivity -- ILA Approach
Flight Mode Parameters Default HSI Scaling

RNP
En Route More than 30 NM 2.0 NM 4.0 NM

from airport
Terminal 30 NM from 1.0 NM 1.0 NM
airport to just
outside FAF
Approach Just outside FAF 0.3 NM 0.3 NM
to runway
threshold
ILA Selected 2 from a pseudo
On localizer antenna
point 10,000 feet
down the runway
(150 feet at
threshold)
ILA Course and Glidepath Indicators

In ILA mode, the HT9100/HT1000 generates pseudo-localizer and
pseudo- glideslope deviation signals. If at any time the HT9100/HT1000
system does not meet integrity or accuracy requirements, system flags
are displayed on the flight instruments (ADI/HSI, PFD/ND EFIS
displays).
ILA Scratchpad Messages

The following scratchpad messages are related to the ILA function.
D CHECK DEST RAIM -- POS REF -- This message is displayed if the

system predicts that, when entering the terminal area, the approach
RNP will not be available to support the approach procedure in the
active route.

REV 1 May 2018 9-21
D CHECK GPS STATUS -- POS REF -- This message is displayed

30 NM from the destination if the navigation source is not GPS.
D UNABLE APPROACH -- This message is displayed if there is a loss

of RAIM or if the GPS accuracy does not meet approach
requirements during the approach mode.
D UNABLE ILA -- This message is displayed if any of the following

occur after the ILA is selected on:
— Onside baro altitude fails.
— RAIM prediction or current RAIM fails.
— Unable RNP (i.e., pilot--entered an RNP greater than 0.3 NM).
— The approach is aborted or a missed approach is executed.
— The pilot modifies the flight plan and activates the change.
— The aircraft has flown within 30 NM of the airport but is currently

more than 35 NM away.
D UNABLE RNP -- This message is displayed if the GPS accuracy or

integrity does not meet a flight phase RNP requirement.
EXAMPLE ILA APPROACH (VERTICAL AND

LATERAL GUIDANCE)
The following is an example of an ILA approach.
En Route and Terminal Area

Outside of 30 NM from the destination airport, autopilot coupling should
be engaged to track the lateral path displayed on the LEGS page. CDI
sensitivity in the en route RNP mode is 4.0 NM full-scale deflection.
As the aircraft approaches the airport, verify that the correct approach
has been selected on the DEP/ARR page. When the aircraft is within
30 NM of the destination, the CDI sensitivity changes to 1.0 NM
full-scale deflection, and ILA OFF (small font) and SELECT ON (large
font) are displayed in 6L on the DESCENT page. When the ILA is
selected on and executed, the leg into the runway threshold becomes
active. If intermediate arrival legs exist, they are removed. At this point,
the autopilot can be selected to ILS mode.

9-22 REV 1 May 2018
NOTES: 1. Normal operation of the flight director/autopilot should

be followed for each particular aircraft.
2. The descent angle to the MAP is obtained from the

NAV database. In accordance with Aeronautical Radio
Inc. (ARINC) 424, Aeronautical Radio Inc. (TERPS),
and Procedure for Air Navigation Services -- Aircraft
Operations (PANS OPS), the projection of this angle
should meet or exceed all step-down altitude
restrictions. The pilot has final responsibility to comply
with published approach plate or airline specified
higher minimums for altitude restrictions.
3. Distance-to-go is displayed in tenths of a mile for better

resolution of the distance travelled along the approach
path and to make approach plate comparisons more
accurate.
Figure 9--15 shows an example of a typical ILA approach.
Figure 9--15
Example ILA Approach

REV 1 May 2018 9-23
Missed Approach
The ILA descent information (CDI/HSI deviation indications,
DESCENT, and LEGS page information) is valid until passing the
runway threshold. When passing the MAP, LNAV guidance can be
selected outbound from the final approach course or MISSED
APPROACH can be selected on the MCDU.
If a missed approach is made prior to the MAP, the ILA mode is

canceled, along with associated display and output information. The
autopilot reverts to the default mode (normally HDG SEL and V/S), if
it remains engaged.
If a missed approach is necessary, the published missed approach

procedure is appended to the active route. If the TOGA (auto
go-around) function is enabled, this is done automatically. If the TOGA
function is not enabled, the missed approach procedure must be
appended to the active route manually.
MANUAL GO-AROUND
If a missed approach is necessary, pushing 2L (EXECUTE MISSED

APPROACH) shown in Figure 9--16, on the ACT RTE 1 LEGS page
appends the missed approach legs to the active route.
Figure 9--16
ACT RTE 1 LEGS Page -- Before Missed Approach (Example)

9-24 REV 1 May 2018
To select and engage the missed approach, do the following.

D Push 2L on the ACT RTE 1 LEGS page to arm the missed approach.
D Push the EXEC key to execute the missed approach.
Figure 9--17 shows the ACT RTE 1 LEGS page after the missed
approach has been executed.
Figure 9--17
ACT RTE 1 LEGS Page -- After Missed Approach (Example)
AUTO GO-AROUND
If the TOGA (auto go-around) function is enabled, the missed approach

procedure is appended to the route, activated, and executed when the
TOGA button is pushed. Once the missed approach procedure is
appended, the RNP returns to 1.0 NM.
NOTE: This function is not available on all aircraft installations.

REV 1 May 2018 9-25
SCAT 1 PRECISION APPROACHES
DGPS tuning is displayed only if the configuration module indicates the

aircraft is equipped with DGPS airborne equipment.
NOTE: The following is a description of a typical differential global

positioning system (DGPS) precision approach. Additional
specialized equipment must be installed for an aircraft to be
capable of DGPS precision approaches.
Differential GPS System Overview
DGPS systems consist of a ground portion and an airborne portion, as

shown in Figure 9--18. With the required equipment, an aircraft can
perform precision approaches equivalent to an ILS Special Category I
(SCAT 1) approach. The SCAT 1 approach has autopilot coupling to
both the final approach course and the glideslope.
Figure 9--18
Differential Global Positioning System

9-26 REV 1 May 2018
The ground portion consists of a ground station with multiple GPS

receivers installed nearby. The GPS receivers are installed at a known
latitude and longitude position. The GPS receivers receive data from
the GPS satellite constellation and compute a GPS position. The
ground station computes the difference between the GPS receivers’
known position and the instantaneous position the receiver is
computing from the GPS constellation. The position difference is known
as the differential correction. By applying the differential corrections,
airborne receivers improve navigation accuracy to within 1.5 meters
vertically and 1 meter horizontally.
Using a VHF datalink, the ground station transmits differential

corrections and additional information to the aircraft GPS receivers to
create an ILS look-alike or co-located glidepath. The onboard GPS
receiver computes the aircraft deviation from the final approach path.
By using the accurate differential position, the receiver computes the
lateral and vertical error of the aircraft from the final approach path
transmitted by the ground station. The GPS receiver then sends these
deviations to the HSI for display. This information is also sent to the
digital flight guidance computer (DFGC) so the flight director and
autopilot can be coupled for the approach. Deviations from the GPS
receiver are designed to emulate an ILS beam.

REV 1 May 2018 9-27
DGPS Airborne Equipment
The airborne equipment in the DGPS system consists of dual

HT9100/HT1000s, a single Honeywell VHF datalink receiver (VL-500),
dual Honeywell Global Navigation Satellite System Units (GNSSU),
and dual navigation select panels (NSP). Figure 9--19 shows a block
diagram of a typical DGPS installation.
PILOT CO--PILOT
DISPLAYS DISPLAYS
(ADI/HSI) (ADI/HSI)
DFGC 1 DFGC 2
--930 --930
DADC AHRS
VOR 1 NSP NSP VOR 2

N N
APPR DGPS A APPR DGPS A
G G
P V P V
S S S S
RNP RNP
GPS E HT9100 HT9100 GPS E
ALERT ALERT
S L S L
T E T E
WPT VOR/ WPT VOR/
A C A C
MSG LOC T T MSG LOC T
T
U U
S OFSET FD S OFSET FD
CADC VL500 CADC
VHF
VDL
DATA
LINK
D/A D/A
ID--25318
429 HS GNSSU GNSSU 429 HS

1 2
Figure 9--19
Typical DGPS Airborne Equipment Interface
The HT9100/HT1000 uses pilot-entered data to tune the VHF datalink

receiver to the ground station VHF frequency. The ground station
transmits differential corrections to the aircraft using the VHF datalink.
Differential GPS data from the ground station is received by the datalink
receiver and sent to the GNSSUs, where the differential corrections are
applied. The datalink receiver also receives the vertical and lateral path
of the final approach segment and sends it to the GNSSUs. The
GNSSUs compute a differential GPS position and lateral and vertical
deviations from the desired path (transmitted by the ground station).
After the pilot has selected DGPS on the NSP, the deviations are
displayed to the pilot and transmitted to the DFGC for approach
coupling.

9-28 REV 1 May 2018
NAVIGATION SELECT PANEL (NSP)

The NSP consists of three switches for selecting the navigation source
displayed on the HSI and transmitted to the DFGC. The possible
selections are DGPS, GPS, and VOR/LOC. Only one source can be
selected at a time. The lights turn green when selected by the pilot to
indicate the active navigation source.
NOTE: A typical NSP is shown in Figure 9--20. Installation may vary
with the type of aircraft. Location of switches and indicators
may be different.
NSP
APPR DGPS N
A
G V
P
S RNP S
GPS
ALERT E
S L
T E
A WPT VOR/ C
T LOC T
U MSG
S
OFSET FD
CADC
ID--70391
Figure 9--20
Navigation Selection Panel
For SCAT 1 approaches, the DGPS must be selected for navigation

information to be displayed and sent to the DFGC.
GPS STATUS ANNUNCIATORS
The GPS status annunciators are on the left side of the NSP and are
labeled GPS STATUS. The HT9100/HT1000 status annunciators are
active only when GPS is selected as the navigation source. These
annunciators are normally located on the front panel in the pilot’s
primary field of view.
D APPR -- The APPR annunciator is used during precision and
non-precision approaches. The APPR annunciator turns on to
indicate that the HT9100/HT1000 is operating in the approach
mode. During HT9100/HT1000 approaches, this is a go
annunciator for the approach. Two APPR annunciators are
installed on the flight deck, one in front of each pilot. The annunciator
does not flash.

REV 1 May 2018 9-29
The APPR and RNP ALERT annunciators are mutually

exclusive. Only one annunciator can be on during an approach
being flown by the HT9100/HT1000.
D RNP ALERT -- The RNP ALERT annunciator turns on to indicate

that the HT9100/HT1000 does not meet accuracy and/or integrity
requirements for the current phase of flight. During approaches
using the HT9100/HT1000, this is a no-go annunciator. If it turns on
during an approach, the pilot must use other means of navigation or
abandon the approach.
D WPT -- The WPT annunciator is the lateral track change

annunciator. It turns on before sequencing the TO waypoint
according to Table 9--3. The annunciator does not flash. The color
is typically white, but may vary with installation.
Table 9--3
WPT Annunciator Timing
Time Before TO Waypoint

When WPT Annunciator
Flight Phase Turns On
Oceanic/Remote 2 Minutes
En Route 30 Seconds
Terminal and Approach 10 Seconds
D MSG -- The MSG annunciator turns on when a message is displayed

on the HT9100/HT1000. The annunciator flashes until the message
is cleared from the scratchpad.
D OFSET -- The OFSET annunciator turns on to indicate the pilot has

entered an offset. The OFSET annunciator turns off when the offset
is canceled.

9-30 REV 1 May 2018
SCAT 1 EXAMPLE APPROACH

The following paragraphs describe a DGPS approach from the en route
to the approach phase of flight. The DGPS 11 approach at KEWR is
used in this example.
Aircraft Outside Terminal Area

In the en route phase, the aircraft is beyond reception of the ground
station (30 NM radius). At this point, the VHF datalink can be tuned by
the pilot on the DGPS TUNING page. The DGPS TUNING page is
accessed by pushing 3L on the DATA INDEX page shown in
Figure 9--21.
Figure 9--21
Accessing DGPS TUNING Page
The DGPS TUNING page is shown in Figure 9--22.
Figure 9--22
DGPS TUNING Page

REV 1 May 2018 9-31
The DGPS TUNING page shown in Figure 9--23, is described in the

D TUNE (1L) -- The channel number and a time slot designator (alpha
characters A -- H) are entered in 1L.
D AIRPORT (2L) -- The airport identifier is entered in 2L.
D RUNWAY (3L) -- The runway identifier is entered in 3L.
D FAS (Final Approach Segment) (Line 4) -- The FAS identifier is

displayed in line 4. (For future use only. Not presently available.)
Once the DGPS TUNING page is displayed, enter the tuning data into
the scratchpad and line select it to the correct position. The data used
here is found in the upper part of the selected approach plate.
D Enter 263A in the scratchpad and push 1L.
D Enter KEWR in the scratchpad and push 2L.
Figure 9--23
Pilot-Entry of DGPS Approach at KEWR

9-32 REV 1 May 2018
Push 6R (TUNE) to initiate the tuning sequence. When 6R is pushed,

WAITING FOR DATA is displayed in the status line, as shown in
Figure 9--24. This message is displayed until corrections are received
from the ground station.
Figure 9--24
DGPS TUNING Page Following Tuning Command
While the aircraft is outside the terminal area, the approach procedure
can be selected and activated on the MCDU using the DEP/ARR key
and normal procedures described in the Approach section.
NOTE: DGPS approaches are not presently stored in the NAV

database of the HT9100/HT1000. If the DGPS approaches
are overlays of existing ILS approaches, the pilot can select
and activate the underlying ILS to view the approach
procedure on the LEGS page.

REV 1 May 2018 9-33
Aircraft in Terminal Area

When entering the terminal area, the HT9100/HT1000 receives
corrections from the ground station. Figure 9--25 shows GRND DATA
RECEIVED on the status line of the DGPS TUNING page, indicating
ground station data is being received from the VHF datalink. The right
side of the display shows the READBACK from the GNSSU. Dashes
in any of these fields indicate the received data is invalid or the received
status is not confirmed.
Figure 9--25
DGPS TUNING Page – Aircraft in Terminal Area
The GNSSU looks for the approach the pilot requested on the
HT9100/HT1000 in the data being received from the ground. The
GNSSU informs the HT9100/HT1000 the approach has been selected
and the HT9100/HT1000 confirms it is the correct approach. At this
point, the approach is displayed on the right side of the DGPS TUNING
page. The confirmation process is automatic and requires a maximum
of 22 seconds from the time the aircraft enters ground station reception
area. The airborne equipment is ready to fly the DGPS approach.
To display DGPS data on the HSI and couple the autopilot to track
DGPS, do the following:
D Confirm that the status message GRND DATA RECEIVED is

displayed on the DGPS tuning page to verify that the ground station
has been tuned and that data is being received. (See Figure 9--25.)
D Select DGPS on the NSP. (See Figure 9--20.)
D Select ILS on flight guidance control panel to couple the DGPS to

the flight director.

9-34 REV 1 May 2018
Final Approach Fix Inbound

As the aircraft approaches the FAF, the glideslope is captured and
tracked. At 1,500 feet radio altitude (RA), track (TRK) is the active flight
mode annunciator (FMA) mode for localizer and glideslope. If problems
occur during the final approach segment (between the FAF and the
MAP) and the GNSSU cannot compute the lateral and/or vertical
deviation, onside localizer and/or glideslope flags are displayed. This
is the indication to go-around.
NOTE: The ILS stays as the FMA during DGPS approaches, even
if the lateral and vertical deviations become invalid.
ACCURACY AND INTEGRITY REQUIREMENTS

Accuracy and integrity requirements are discussed in the following
paragraphs.
RAIM at Destination
The destination RAIM prediction for the active route destination airport
is accessed from the DEST RAIM page. The RAIM prediction looks at
a 30-minute window around the ETA for the arrival airport and
determines whether there will be enough satellites in the proper
geometry to make sure that RNP is met.
NOTE: Destination RAIM is a prediction only. This prediction is a look

ahead to see if there will be enough satellites in the proper
geometry at the ETA. Real time RAIM is always active
throughout flight, including the descent and approach flight
phases. Should RAIM become invalid during any flight phase,
UNABLE RNP is displayed in the scratchpad.
The pilot can check predictive RAIM at any time (on the ground or in the
air) by doing the following:
D Push the DATA key.
D Push 2L (POS REF) on the DATA INDEX page.
D Push 5R (DEST RAIM) on the POS REF page.

REV 1 May 2018 9-35
Figure 9--26 shows a typical DEST RAIM page.
Figure 9--26
DEST RAIM Page
At 30 NM from the destination, the system does its own RAIM prediction
test shown in Figure 9--26. If the RAIM prediction test fails, the following
occurs:
D The MSG annunciator turns on (flashing white ).
D CHECK DEST RAIM--POS REF is displayed in the scratchpad.
At 2 NM outside the FAF, the HT9100/HT1000 performs another

accuracy/integrity check. The APPR annunciator is turned on if the
HT9100/HT1000 meets the RNP requirements for the approach (both
predictive RAIM and current RAIM must pass accuracy/integrity
checks). If it does not, the following occurs:
D The APPR annunciator turns OFF.
D The MSG annunciator turns ON (flashing white ).
D The scratchpad message UNABLE APPROACH is displayed on the
MCDU.
NOTE: The HT9100/HT1000 status annunciators are described

earlier in this section.

9-36 REV 1 May 2018
Figure 9--27 shows the system RAIM checks that occur during the
approach.
Figure 9--27
System RAIM Checks in Approach Mode

REV 1 May 2018 9-37
Blank Page

9-38 REV 1 May 2018
10. Other Functions
INTRODUCTION
Other functions are discussed in this section.
REF NAV DATA PAGE

Information for waypoints, NAVAIDs, and airports in the NAV database
is accessed from the REF NAV DATA page. Pushing 2R on the DATA
INDEX page shown in Figure 10--1, displays the REF NAV DATA page
Figure 10--1
DATA INDEX Page
P28-- 3653-- 021 Other Functions

REV 1 May 2018 10-1
Figure 10--2 displays the REF NAV DATA page.
Figure 10--2
REF NAV DATA Page
To retrieve information for a waypoint, NAVAID, or airport, enter an

identifier in 1L. For this example, enter IAH in the scratchpad and push
1L. The REF NAV DATA page for IAH is shown in Figure 10--3.
Figure 10--3
REF NAV DATA Page – IAH
Other Functions P28-- 3653-- 021

10-2 REV 1 May 2018
The REF NAV DATA page is described in the following paragraphs.
D IDENT (1L) -- A valid entry in 1L is the identifier for any waypoint,

NAVAID, airport, or destination runway in the NAV database.
Changing the page replaces the waypoint identifier with dashes and
the associated data is removed. Deleting an entry is not permitted.
D FREQ (1R) -- If the identifier displayed in 1L is for a NAVAID, then

the NAVAID frequency (FREQ) is displayed in 1R. In this example,
the frequency for IAH is 116.60.
D LATITUDE (2L) -- The latitude of the fix entered in 1L is displayed

in 2L.
D LONGITUDE (2R) -- The longitude of the fix entered in 1L is

displayed in 2R.
D MAG VAR (3L) -- When a NAVAID identifier is entered in 1L, the

magnetic variation (MAG VAR) from true north for that NAVAID is
displayed in 3L.
D ELEVATION (3R) -- The elevation of the NAVAID, airport (reference

point), or runway threshold entered in 1L is displayed in 3R. If the
entry in 1L is a waypoint, the data field and title line in 3R are blank.
D COUNTRY (4L) -- The country where the waypoint is located is

displayed in 4L.
NOTE: Country codes are listed in Appendix D, Country Codes.

REV 1 May 2018 10-3
FIX INFO PAGE

The FIX INFO (information) page displays bearing and distance from
a selected waypoint to present position. The bearing data is magnetic
or true, selected by the position of the display reference switch
(depending on aircraft installation). The FIX INFO page shown in
Figure 10--4, is displayed by pushing 4R on the DATA INDEX page.
Figure 10--4
FIX INFO Page
The FIX INFO page is described in the following paragraphs.
D FIX BRG/DIS FR (1L) -- Valid entries in 1L are airports, NAVAIDs,

nondirectional radio beacons, or waypoint identifiers contained in
the NAV database. Identifiers are entered with the keyboard or are
line selected from another page.
D <ERASE FIX (6L) -- Pushing 6L removes all FIX data from the page.

10-4 REV 1 May 2018
REQUIRED NAVIGATION PERFORMANCE (RNP)

The RNP value for the current flight phase is displayed on the POS REF
page. The default RNP (based on stored values corresponding to flight
phase) is displayed in small font if the RNP has not been entered
manually. If an RNP value is entered manually, it overrides the
automatic default RNP value and is displayed in large font. A manual
entry automatically transfers to the other unit.
If a manual entry is deleted, the default RNP is displayed. If the pilot tries
to delete the default RNP, INVALID DELETE is displayed in the
scratchpad.
Valid manual entries are from 0.01 to 99.9 NM. If the pilot tries to enter
an RNP that is not in the correct format, INVALID ENTRY is displayed
in the scratchpad. If the pilot tries to enter an RNP value that is less
stringent than the default RNP for that flight phase, VERIFY RNP
ENTRY is displayed in the scratchpad.
The actual navigation performance (ACTUAL) is the computed
estimate of system accuracy and is displayed next to the RNP on the
POS REF page. The ACTUAL value is based on the position update
mode (GPS, DME, or inertial).
The POS REF page is accessed from the PROGRESS page. To display
the POS REF page, do the following:
D Push the PROG key to display the PROGRESS page.
D Push 6R (POS REF) on the PROGRESS page. The POS REF page
is shown in Figure 10--5.
Figure 10--5
POS REF Page -- RNP

REV 1 May 2018 10-5
ACTIVE ROUTE INTEGRITY PREDICTION
Before oceanic operations, it is necessary to predict the availability of

the HT9100/HT1000 satellite exclusion function. This is known as fault
detection and exclusion (FDE) and is explained in Appendix C, How the
GPS System Works. This is normally accomplished by the airline
dispatcher, but it also can be run on the HT9100/HT1000. The
HT9100/HT1000 does the prediction based on the anticipated
departure time and arrival time (or average groundspeed) and the
displayed RNP value. Running the FDE prediction from the
HT9100/HT1000 is time consuming and can be done only when the
aircraft is on the ground.
The ACT RTE INTEGRITY PRED page is accessed by pushing 5L on

the POS REF page. To enter the departure and arrival times for the FDE
prediction for the flight from Dallas to Cancun, do the following:
D Enter 1714 (departure time) in the scratchpad and push 1L.
D Enter 1922 (arrival time) in the scratchpad and push 2L.
Figure 10--6
Active Route RNP Prediction
Two FDE prediction programs are available, one for oceanic/remote

(4L in Figure 10--6) and one for BRNAV (basic RNAV) airspace (4R in
Figure 10--6). The RNP requirement for oceanic/remote airspace is
generally 10 NM and the RNP requirement for BRNAV airspace is 5 NM.
These RNP restrictions are taken into account when the prediction is
run.

10-6 REV 1 May 2018
If the pilot enters a departure time and arrival time, the HT9100/HT1000
computes the average groundspeed. Alternatively, the departure time
and groundspeed can be entered, and the HT9100/HT1000 computes
the arrival time.
Satellites that are known to be out-of-service (for example, as

communicated through NOTAMs) must be excluded from the
prediction program. Out-of-service satellites are entered in line 5 by
entering the pseudo random noise (PRN) number(s) in the scratchpad
and pushing 5L.
NOTE: The satellite PRN number must be used for deselection. Do

not use satellite vehicle (SV) numbers.
To begin the fault detection and exclusion (FDE) prediction for the
Dallas--Cancun flight, push 4L. While the prediction is running,
PREDICTION RUNNING is displayed between line 3 and line 4 shown
in Figure 10--7.
Figure 10--7
Prediction Running

REV 1 May 2018 10-7
If the FDE prediction passes, RTE OK AS FILED is displayed in line 4,

as shown in Figure 10--8.
Figure 10--8
Results of FDE Prediction
If the system displays RTE NOT OK AS FILED , as shown in

Figure 10--9, the route has failed the FDE check. This means there are
not enough good satellites in the proper geometry for the
oceanic/remote crossing. Changing departure time and/or
groundspeed can correct this condition.
Figure 10--9
Integrity Prediction – RTE NOT OK AS FILED

10-8 REV 1 May 2018
DATA INDEX AND NEAREST PAGES
The airports, VOR/DMEs, ADFs, and waypoints nearest the aircraft

can be displayed on the MCDU. The NEAREST pages are accessed
from the DATA INDEX page. To display the DATA INDEX page shown
in Figure 10--10, push the DATA key.
Figure 10--10
DATA INDEX Page -- NEAREST Page Access
Push 3R (NEAREST) on the DATA INDEX page to display the

NEAREST INDEX page shown in Figure 10--11. This page displays the
selections for nearest airports, VOR/DMEs, ADFs and waypoints.
Figure 10--11
NEAREST INDEX Page

REV 1 May 2018 10-9
Pushing the LSK next to one of the prompts on the NEAREST INDEX
page displays the associated page(s) listing the nearest airports,
VOR/DMEs, ADFs, or waypoints, starting with the one closest to the
present position. The identifier, bearing, and distance for each item are
displayed.
Figure 10--12 shows the NEAREST AIRPORTS page for the

Dallas--Cancun flight before departure.
Figure 10--12
NEAREST AIRPORTS Page

10-10 REV 1 May 2018
DEAD RECKONING AND HDG/TAS OVERRIDE PAGES

If the system enters dead reckoning mode, DR is displayed in 4L on the
POS REF page and DEAD RECKONING is displayed in the
scratchpad. Push 4L on the POS REF page to display the DEAD
RECKONING page shown in Figure 10--13. On this page, heading,
TAS, and wind can be entered. Track and groundspeed are calculated
and displayed in 4L (TK/GS). If dead reckoning occurs because of a
loss of only GPS, but the system still has heading and TAS data, all that
is required to compute the track is to manually enter the wind for each
leg of the flight plan. Steering commands are still sent to the autopilot
in dead reckoning mode. Elapsed time in 1R is the total time in dead
reckoning mode.
Figure 10--13
DEAD RECKONING Page

REV 1 May 2018 10-11
When the system is not in dead reckoning mode, HDG/TAS

OVERRIDE is displayed in 4L on the POS REF page. Pushing 4L
displays the same page, but the title is changed to HDG/TAS
OVERRIDE shown in Figure 10--14. ELAPSED TIME is not displayed
on the HDG/TAS OVERRIDE page. The pilot can manually enter
heading and/or TAS on this page, if heading or TAS has failed.
Figure 10--14
HDG/TAS OVERRIDE Page
NAV DATABASE CROSSLOAD

The NAV database crossload function is accessed from the
MAINTENANCE INDEX page. Push 6R on the DATA INDEX page to
display the MAINTENANCE INDEX page shown in Figure 10--15.
Figure 10--15
MAINTENANCE INDEX Page -- NAV Database Crossload

10-12 REV 1 May 2018
The prompts in 3L, 4L, and 5L are displayed only when the aircraft is
on the ground.
When 5L (NDB CROSSLOAD) is pushed, the connected systems

exchange data about their NAV databases (identifiers, expiration dates,
and sizes). Only those databases with a valid cyclic redundancy check
(CRC) are transmitted. If either database processor has not completed
the CRC checks, DATA BASE VALIDATION IN PROGRESS is
displayed.
If both systems have valid NAV databases (at least one each), the NDB
CROSSLOAD page shown in Figure 10--16, is displayed with prompts
for TRANSMIT and RECEIVE. If only one side has a valid NAV
database, then only one of the prompts is displayed.
Figure 10--16
NDB CROSSLOAD Page -- NAV Database Transfer
Pushing 1L (TRANSMIT) transfers the data from the onside unit to the
cross-side unit. Pushing 1R (RECEIVE) transfers the data from the
cross-side unit to the onside unit.

REV 1 May 2018 10-13
If neither side has a valid NAV database, the NAV database crossload
function is not available because no NAV databases are defined, as
Figure 10--17
Invalid NAV Database
If the units are unable to communicate their NAV database status to

each other, UNABLE -- NO COMM is displayed, as shown in
Figure 10--18.
Figure 10--18
NAV Database Communication Failure

10-14 REV 1 May 2018
When 1L (TRANSMIT) is pushed, the NDB CROSSLOAD page is

displayed, listing the onside NAV databases available for transmitting
to the other system, as shown in Figure 10--19.
Figure 10--19
NAV Database Transmit
When 1R (RECEIVE) is pushed, the NDB CROSSLOAD page is

displayed, listing the cross-side NAV databases shown in Figure 10--20.
Figure 10--20
NAV Database Receive

REV 1 May 2018 10-15
After selecting the NAV database to be transmitted (or received), the

requested action is displayed for review, as shown in Figure 10--21. (If
RECEIVE was selected, RECEIVING is displayed rather than
TRANSMITTING.)
Figure 10--21
NAV Database Transfer Review
The receiving system always overwrites the oldest database. The
identifier (and effective dates) are displayed in 2L. If no inactive
database exists (or if it fails validation), the word NOTHING is displayed
in 2L.
If only one NAV database is available in the transmitting system, the
system skips the page listing the available NAV databases and displays
the NDB CROSSLOAD page in Figure 10--21.

10-16 REV 1 May 2018
When BEGIN TRANSFER is selected (3R in Figure 10--21), the

transfer begins and the status of the transfer is displayed, as shown in
Figure 10--22. RECEIVING replaces TRANSMITTING.
Figure 10--22
NAV Database Data Transfer
The displays of each system are independent (that is, the pilot and
copilot can independently select different NAV database crossload
functions) until a transfer is started. After BEGIN TRANSFER is
selected, one side displays TRANSMITTING and the other side
displays RECEIVING.
The display shown in Figure 10--23 is displayed when either the onside
or cross-side database processors have not completed the validation
checks. This occurs if the crossload function is accessed shortly after
a power interrupt.
Figure 10--23
NDB CROSSLOAD Page – Validation in Progress

REV 1 May 2018 10-17
If a database that has just been transferred fails the validation, NAV
DATA CORRUPT is displayed in the scratchpad of the receiving unit.
The NAV database transfer is aborted and a TRANSFER ABORTED

message is displayed, as shown in Figure 10--24, if one of the following
occurs:
D Communication fails during a crossload.
D ABORT is selected (5R in Figure 10--22). (In this case, COMM FAIL
is not displayed.)
Figure 10--24
Communication Failure/Transfer Aborted

10-18 REV 1 May 2018
TRANSFERRING USER DATABASES
The system can transfer all user-defined routes and waypoints from
one unit to another using the crossload function. Push 6R on the DATA
INDEX page to display the MAINTENANCE INDEX page shown in
Figure 10--25.
Figure 10--25
MAINTENANCE INDEX Page -- User Database Transfer
Push 5L on the MAINTENANCE INDEX page to display the NDB

CROSSLOAD page with the TRANSMIT and RECEIVE prompts
shown in Figure 10--26. Pushing 1L (TRANSMIT) transfers the data
from the onside unit to the cross-side unit. Pushing 1R (RECEIVE)
transfers the data from the cross-side unit to the onside unit.
Figure 10--26
NDB CROSSLOAD Page -- User Database Transfer

REV 1 May 2018 10-19
When either TRANSMIT or RECEIVE is selected, the NDB

CROSSLOAD page is displayed, listing the databases that can be
transferred. In Figure 10--27 there are three prompts; two are for the
NAV databases and the other is for the user database (USER DB).
Figure 10--27
USER DB Prompt
When USER DB is selected (3L in Figure 10--27), the NDB

CROSSLOAD page changes to show a BEGIN TRANSFER prompt in
3R, as shown in Figure 10--28. Pushing 3R initiates the transfer.
Figure 10--28
BEGIN TRANSFER Prompt

10-20 REV 1 May 2018
When BEGIN TRANSFER is selected, the page changes to indicate

that the user database is being transmitted and it displays the
percentage complete, as shown in Figure 10--29.
Figure 10--29
User Database Transmitting
If 5R (ABORT) is pushed during the transfer, the transfer is aborted and

a TRANSFER ABORTED message is displayed, as shown in
Figure 10--30.
Figure 10--30
User Database -- TRANSFER ABORTED
NOTE: At any time on any NDB CROSSLOAD page, the pilot can
return to the main MAINTENANCE INDEX page by pushing
6L.

REV 1 May 2018 10-21
If communication fails during a crossload, COMM FAIL

TRANSFER ABORTED is displayed, as shown in Figure 10--31.
Figure 10--31
User Database -- COMM FAIL TRANSFER ABORTED
SV DATA PAGE
When GPS is the only navigation sensor available, the SV DATA
prompt is displayed in 3R on the POS REF page, as shown in
Figure 10--32.
Figure 10--32
POS REF Page – SV DATA Prompt

10-22 REV 1 May 2018
Push 3R on the POS REF page to display the SV DATA page, as shown
in Figure 10--33.
Figure 10--33
SV DATA Page
D Azimuth (AZM) -- The azimuth of the satellite is displayed in

D Elevation (ELV) -- The elevation of the satellite is displayed in

D Signal Quality (SIGQ) -- Signal quality is a measure of the GPS


Figure 10--33 the system is indicating it is 99.9% certain that the aircraft
position is within 0.02 NM of the position displayed on the POS REF
page.

REV 1 May 2018 10-23
MESSAGE RECALL
Messages that have been displayed in the scratchpad and cleared by
the pilot can be reviewed on the MESSAGE RECALL page. The
MESSAGE RECALL PAGE is accessed from the MAINTENANCE
INDEX page. Push 6R on the DATA INDEX page shown in
Figure 10--34, to display the MAINTENANCE INDEX page, as shown
in Figure 10--35.
Figure 10--34
DATA INDEX Page -- MAINTENANCE INDEX Page Access
Figure 10--35
MAINTENANCE INDEX Page -- MESSAGE RECALL Page Access

10-24 REV 1 May 2018
Push 6R on the MAINTENANCE INDEX page to display the MESSAGE

RECALL page, as shown in Figure 10--36, and review all of the
messages.
Figure 10--36
MESSAGE RECALL
The MESSAGE RECALL page displays all of the messages generated

by the HT9100/HT1000 since it was last powered up. Messages are
displayed in order of importance. Alerting messages ( yellow ) are
listed first. Advisory messages ( white ) are displayed after the
alerting messages.

REV 1 May 2018 10-25
USER ROUTES
The HT9100/HT1000 can store up to 128 user-defined flight plans with
up to 150 legs in each flight plan. These flight plans can be recalled and
loaded into one of the two system routes (RTE 1 or RTE 2). The USER
RTES prompt is displayed on page 1 of the RTE 1 or RTE 2 pages
shown in Figure 10--37. The USER ROUTES feature must be enabled
in the configuration pages in order for the prompt to be displayed.
Figure 10--37
USER RTES Prompt

10-26 REV 1 May 2018
Creating and Saving User Routes
To create a new user route, insert a new origin, destination, and at least
one waypoint in either route 1 or route 2. If the route does not contain
a discontinuity, the SAVE USER RTE #– – – – –> prompt is displayed
in 5R shown in Figure 10--38. If the route contains a discontinuity, no
prompt is displayed in 5R until the route is properly defined. The pilot
can assign a number to the route by entering the number into the
scratchpad and pushing 5R. If a pilot-entered number has already been
assigned to a route with the same origin and destination, RTE #
ALREADY EXISTS is displayed in the scratchpad. If 5R is pushed
without entering a number (leaving the spaces blank), the system
assigns a number. Pushing 5R saves the user route and the prompt in
5R changes to ORGN/DEST – # SAVED (for example, KDFW/MMUN
– 01 SAVED).
Figure 10--38
RTE 1 Page With USER RTES Prompt
NOTES: 1. The system saves all waypoints except runways,

SIDs, STARs, approach procedures, holding patterns,
altitude constraints, along track waypoints,
LAT/LONG crossing waypoints, or intercept legs of the
defined route.
2. A route can contain a user-stored waypoint if that

waypoint is part of the user database.
3. If the user database is full (128 user routes), an

UNABLE SAVE message is displayed in the
scratchpad when attempting to save another route.

REV 1 May 2018 10-27
To save the Dallas--Cancun route as a user route, do the following:
D Enter the route into the HT9100/HT1000 as either route 1 or route

2.
D Push 5R on page 1 of the RTE pages. KDFW/MMUN -- 01 SAVED

is displayed in 5R, as shown in Figure 10--39.
Figure 10--39
RTE 1 Page – User Route Saved
NOTES: 1. User routes created and saved on one

HT9100/HT1000 in a dual system are not
automatically crossloaded to the other side. However,
once the user route is called up, activated, and
executed, the HT9100/HT1000 system automatically
transfers the route to the other HT9100/HT1000.
2. All stored user routes can be transferred to the other
HT9100/HT1000 system(s) by accessing the user
route transfer prompt on the NDB CROSSLOAD page
(described earlier in this section). The NDB
CROSSLOAD page is accessible only while the
aircraft is on the ground.

10-28 REV 1 May 2018
Searching the Database for a User Route
The USER ROUTE index lists all the stored user routes. From this
page, the crew can search for a particular route by entering the ICAO
identifier for the origin, destination, or both.
Push 4R on page 1 of the RTE pages to display page 1 of the USER

ROUTES index, as shown in Figure 10--40.
Figure 10--40
USER ROUTES INDEX Page
The USER ROUTES page is described in the following paragraphs.
D ORIGIN (1L) -- The identifier for an origin airport can be entered in

1L to search the database for a specific route. Once the origin
identifier is entered, the system searches for and displays all routes
with that origin identifier.
D DEST (1R) -- The identifier for a destination airport can be entered

in 1R to search the database for a specific route. Once the
destination identifier is entered, the system searches for and
displays all routes with that destination identifier.
D 1L, 2L, 3L, and 4L -- Pushing one of these LSKs selects the
associated user route to load into the system as either route 1 or 2.
The route is displayed in the scratchpad.
D 1R, 2R, 3R, and 4R -- Pushing one of these LSKs selects and inverts
the associated user route to load into the system as either route 1
or 2. The route is displayed in the scratchpad.

REV 1 May 2018 10-29
For example, to search for routes from KAUS, enter KAUS in the
scratchpad and push 1L. All of the routes with KAUS as the origin are
displayed, as shown in Figure 10--41.
Figure 10--41
Search Results for Origin Identifier KAUS

10-30 REV 1 May 2018
Loading a User Route

After the desired user route is located in the database and selected with
the associated LSK, it is displayed in the scratchpad before it is loaded
into one of the system routes (RTE 1 or RTE 2). For example, push 5L
to select the KDFW/MMUN -- 02 route to the scratchpad, as shown in
Figure 10--42.
Figure 10--42
Selecting a User Route to Load

REV 1 May 2018 10-31
The RTE 1 and RTE 2 prompts in 6L and 6R are described in the

D <RTE 1 (6L) – Pushing 6L loads the selected user route into route 1
and the screen displays LOADING shown in Figure 10--43. When
the route is finished loading, the screen displays page 1 of route 1.
D RTE 2>(6R) – Pushing 6R loads the selected user route into route 2
and the screen displays LOADING shown in Figure 10--43. When
the route is finished loading, the screen displays page 1 of route 2.
Figure 10--43
Loading a User Route
The system loads only into an inactive route page. Therefore, RTE 1
in 6L or RTE 2 in 6R are displayed only if they are inactive. For example,
if route 1 is active, only RTE 2 is displayed in 6R.

10-32 REV 1 May 2018
The inverse route can be selected by pushing LSKs 2R through 5R. If

this is done, ORGN/DEST -- # (INVERT) is displayed in the scratchpad,
as shown in Figure 10--44. The route is then inverted and loaded into
either route 1 or route 2, as selected by the pilot.
Figure 10--44
Inverting a User Route
Deleting User Routes

Stored user routes can be deleted if they are no longer required or to
make room for new routes.
To delete a user route, push the CLR button with the scratchpad empty
and line select DELETE, as shown in Figure 10--45, to the desired route
with the associated left LSK.
Figure 10--45
Deleting User Routes

REV 1 May 2018 10-33
To delete the KDFW/MMUN--01 route, push the CLR key and then push
4L. After DELETE is selected to 4L, KDFW/MMUN--01 is displayed in
line 6 and YES and NO prompts are displayed in 6L and 6R, as shown
in Figure 10--46. Push 6L (YES) to delete the route or 6R (NO) to retain
the route.
Figure 10--46
Confirming User Route Delete

10-34 REV 1 May 2018
USER WAYPOINTS
If the system has been configured for user waypoints, the pilot can
define a waypoint using LAT/LONG, PB/PB, or PBD. The waypoint can
be named using any combination of up to five alphanumeric characters,
and stored for future retrieval. When retrieved, the waypoint can be
inserted into the flight plan the same as other waypoints. The
HT9100/HT1000 system is capable of storing up to 256 customized
user waypoints.
If the system is configured for user waypoints, pushing 5L on the DATA
INDEX page shown in Figure 10--47, displays the USER WPT LIST
page shown in Figure 10--48. The USER WPT LIST page lists all
user-defined waypoints.
Figure 10--47
DATA INDEX Page -- USER WPT LIST Access
Figure 10--48
USER WPT LIST Page

REV 1 May 2018 10-35
Defining a User Waypoint

Pushing 6L (NEW WPT) on the USER WPT LIST page displays a blank
USER WPT page for the pilot to define a waypoint using LAT/LONG,
PB/PB, or PBD. In Figure 10--49, the waypoint has been named
A5BC7. The new waypoint has been defined as a place, bearing, and
distance (PBD -- PXR180/20). When this PBD is inserted into 4L, the
HT9100/HT1000 automatically computes the LAT/LONG and displays
it in 3L.
Figure 10--49
User Waypoint Defined
Saving a User Waypoint

After a waypoint has been defined, SAVE USER WPT is displayed in
5R. Pushing 5R saves the waypoint and displays USER WPT SAVE
COMPLETE in 5R, as shown in Figure 10--50.
Figure 10--50
USER WPT SAVE COMPLETE Message

10-36 REV 1 May 2018
Retrieving a User Waypoint

The LIST prompt is displayed in 6L on the USER WPT page shown in
Figure 10--50. Pushing 6L displays the USER WPT LIST page(s)
shown in Figure 10--51. There may be several pages because the
system can store up to 256 customized waypoints.
Figure 10--51
USER WPT LIST Page -- Retrieving User Waypoints
Pushing the LSK next to a waypoint on the USER WPT LIST page
displays the USER WPT page for that waypoint. After confirming the
selection, the pilot can copy the waypoint name into the scratchpad and
transfer the waypoint into the flight plan through the LEGS page.

REV 1 May 2018 10-37
Deleting a User Waypoint

User waypoints can be deleted one at a time or all of the user waypoints
can be deleted at once.
Pushing 6R (DELETE ALL) on the USER WPT LIST page shown in

Figure 10--51, initiates the deletion and DELETE ALL is displayed in
line 6 with a YES prompt in 6L and a NO prompt in 6R. Pushing 6L
erases all user-defined waypoints that are in memory. Pushing 6R
cancels the deletion.
To delete one user waypoint at a time, push the CLR key with the
scratchpad empty and line select DELETE to the desired waypoint.
When a waypoint has been selected to be deleted, YES and NO
prompts are displayed in 6L and 6R, as shown in Figure 10--52. Push
6L to delete the selected waypoint or push 6R to retain the waypoint.
Figure 10--52
Deleting a User Waypoint
HT9100/HT1000 PAGE TREES

Figures 10--53 to 10--61 are page trees that show how MCDU pages are
accessed. Figure 10--62 shows the MCDU front panel.

10-38 REV 1 May 2018
Figure 10--53
POS REF Page Tree

REV 1 May 2018 10-39/10-- 40
Figure 10--54
VNAV Page Tree

REV 1 May 2018 10-41
Figure 10--55
LEGS Page Tree

10-42 REV 1 May 2018
Figure 10--56
DEP/ARR Page Tree

REV 1 May 2018 10-43
Figure 10--57
HOLD Page Tree

10-44 REV 1 May 2018
Figure 10--58
PROGRESS Page Tree

REV 1 May 2018 10-45
Figure 10--59
DATA INDEX Page Tree (Left LSKs)

10-46 REV 1 May 2018
Figure 10--60
DATA INDEX Page Tree (Right LSKs)

REV 1 May 2018 10-47/10-- 48
Figure 10--61
DATA (MAINTENANCE) Page Tree

REV 1 May 2018 10-49
Blank Page

10-50 REV 1 May 2018
Figure 10--62
MCDU Front Panel

REV 1 May 2018 10-51/10-- 52
Appendix A
HT9100/HT1000 Messages
INTRODUCTION
When an alerting or advisory message is triggered, the MSG
annunciator on the MCDU lights. Clearing the message or correcting
the condition cancels the message. Once the message is cleared, it is
not redisplayed, even if the condition triggering the message still exists.
To review messages once they have been cleared to the message log,
do the following:
D Push the DATA key.
D Push 6R on the DATA INDEX page.
D Push 6R on the MAINTENANCE INDEX page.
ALERTING MESSAGES
HT9100/HT1000 alerting messages are displayed on the MCDU
scratchpad in yellow and light the MCDU MSG annunciator.
Use the CLR key or correct the condition that triggered the message
to remove the message permanently. The message is pushed to the
background when data is manually entered into the scratchpad. The
message returns to the scratchpad when the data is removed.
Table A--1 describes the HT9100/HT1000 alerting messages.
Table A--1
Alerting Messages
HT9100/HT1000
Message Condition Pilot Action
ACT DESCENT The system has detected Recheck the descent

PATH INVALID a rise in the descent path and modify if
path. necessary.
AIO PROCESSOR The system has detected Cycle the power. If the
FAIL an internal memory or message is redisplayed,
timing violation. the system is inoperative.
A/P REFERENCE The 26 VAC reference Check the 26 VAC circuit

FAIL voltage is not available breaker and aircraft
so the HT9100/HT1000 power sources.
is not able to send
steering commands to
the autopilot.
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 1
Table A--1 (cont)

Alerting Messages
HT9100/HT1000
ALTITUDE INPUT The system has no The pilot should be

FAIL source for altitude data. aware that the top-of-
VNAV is disabled. Top-of- climb and top-of-descent
climb and top-of-descent are not calculated and
are not computed. that VNAV is inoperative.
Altitude legs in
procedures have to be
sequenced manually.
CHECK DEST The HT9100/HT1000 Check DEST RAIM on
RAIM--POS REF predicts that, on entering POS REF page. Be
the terminal area, prepared for UNABLE
approach RNP will not be APPROACH alert when
available to support the approaching the final
approach procedure in approach fix.
the active route.
CONFIGS Displayed when the Notify maintenance.
DIFFER--NO VNAV default (configured) Default configuration
performance data in the data in all
systems in a dual or triple HT9100/HT1000
installation do not match. systems has to be
VNAV is not available if checked.
this occurs.
DBASE The system has detected Cycle the power. If the
PROCESSOR FAIL an internal memory or message is redisplayed,
DEAD Insufficient satellites are Manually insert forecast

RECKONING available to support GPS winds for the current leg
navigation. in 3L on the DEAD
RECKONING page.
DESCENT PATH The active route had a Crew awareness.
DELETED valid descent path when
a modified active route
was created that
removed the last AT
altitude constraint
required to define the
descent profile.
DIO PROCESSOR The system has detected Cycle the power. If the
FAIL an internal memory or message is redisplayed,
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 2 REV 1 May 2018
Table A--1 (cont)

Alerting Messages
HT9100/HT1000
DME INPUT FAIL No DME data has been Monitor HT9100/HT1000

received from DME 1 or position using external
DME 2 for 10 seconds. sensors, as available.
GNSSU 1 FAIL or Built--in--test equipment Onside lateral and

GNSSU 2 FAIL (BITE) has detected a vertical path deviations
failure in one of the for the approach are
GNSSUs in a dual invalid.
installation. Verify that the cross-side
unit is working.
If the cross-side unit is
inoperative, suitable
supplemental navigation
is required for the
approach.
GPS ANTENNA BITE has detected a Monitor HT9100/HT1000

FAIL critical fault with the GPS position using external
antenna. sensors, as available.
GPS RECEIVER BITE has detected a Monitor HT9100/HT1000

FAIL critical fault with the GPS position using external
receiver. sensors, as available.
HDG INPUT FAIL The system is not If failure persists,

receiving any heading manually enter heading
data. Wind data and on the HDG/TAS
ETAs may be wrong. OVERRIDE page.
HOST PROC CRC BITE has detected a Cycle the power. If the
FAIL critical fault. message is redisplayed,
the system is inoperative.
HOST The system has detected Cycle the power. If the

PROCESSOR FAIL an internal memory or message is redisplayed,
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 3
Table A--1 (cont)

Alerting Messages
HT9100/HT1000
HSI REFERENCE The 26 VAC reference Check the 26 VAC circuit

FAIL voltage is not available breaker and aircraft
so the HT 9100/HT1000 power sources.
is not able to send
analog navigation
information to the flight
instruments or steering
information to the
autopilot.
INS INPUT FAIL The system is configured If the system is using
for INS interface and the GPS for position
INS has reported a failure updating, no action is
or stopped required. If the system is
communicating. using INS for position
updating, verify that an
alternate navigation
update source has been
selected.
IRS SENSOR FAIL The IRS has failed or is On the ground, cycle the
not communicating with power.
the HT9100/HT1000. In the air, check the IRS
MSU fault light.
MATH The system has detected Cycle the power. If the
COPROCESSOR an internal memory or message is redisplayed,
FAIL timing violation. the system is inoperative.
NAV DATA The HT9100/HT1000 Reload the NAV

CORRUPT NAV database has been database. If this is not
corrupted. Attempts to possible, select the
access the NAV alternate
database display the HT9100/HT1000 NAV
NOT IN DATABASE database on the IDENT
message. page until a reload can
be done.
NAV DATA OUT The HT9100/HT1000 Verify the navigation/

OF DATE NAV database has route data using current
expired. information.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 4 REV 1 May 2018
Table A--1 (cont)

Alerting Messages
HT9100/HT1000
ONSIDE ALT FAIL If the system is VNAV operations are not

configured for VNAV, this authorized.
is an alert message. The
onside unit is not
receiving onside altitude
data but is still receiving
altitude data from the
cross-side unit.
SAHRS SENSOR The SAHRS has failed or On the ground, cycle the
FAIL is not communicating SAHRS power.
with the In the air, check the
HT9100/HT1000. SAHRS MSU fault light.
SOFTWARE The HT9100/HT1000 System is inoperative.
CONFIG INVALID contains an invalid or
corrupt software
configuration. The
HT9100/HT1000 MCDU
is stuck on the IDENT
page.
TAS INPUT FAIL The system is not If failure persists,
receiving any true manually enter TAS on
airspeed data. Wind data the HDG/TAS
and ETAs may be wrong. OVERRIDE page.
UNABLE The current RAIM has The crew must use an
APPROACH failed or the RAIM alternate means to
prediction failed. navigate the approach or
execute a missed
approach.
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 5
Table A--1 (cont)

Alerting Messages
HT9100/HT1000
UNABLE ILA If the ILA status is ON or The crew must use an

ARMED, then the alternate means to
UNABLE ILA message is navigate the approach or
displayed under the execute a missed
following conditions: approach.
D Onside baro altitude
fails
D UNABLE RNP (i.e.,
pilot-entered RNP
>0.3)
D Approach is aborted or
missed approach is
selected
D A modified route is
executed
D TO/FROM indicates
FROM
D Active leg is not to the
MAP.
D Distance to the MAP is
greater than 35 NM.
UNABLE RNP The current Monitor HT9100/HT1000
HT9100/HT1000 position using external
navigation accuracy or sensors, as available.
integrity does not meet
the current RNP
requirements.
VDL FAIL BITE has detected a DGPS approach tuning is

failure in the VHF data not available.
link.
VERIFY POSITION The position solutions in Verify the position data

a dual HT9100/HT1000 on the POS REF page.
installation have drifted Monitor the
apart. HT9100/HT1000 position
using external sensors,
as available.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 6 REV 1 May 2018
Table A--1 (cont)

Alerting Messages
HT9100/HT1000
VERIFY RNP--POS The system has On the POS REF page,

REF transitioned to a flight verify that the entered
phase (en route, terminal, RNP value still applies for
etc.) that has a more the current phase of
stringent RNP than the flight.
pilot has entered.
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 7
ADVISORY MESSAGES
HT9100/HT1000 advisory messages are displayed on the MCDU
scratchpad in white and light the MCDU MSG annunciator. Table A--2
describes the HT9100/HT1000 advisory messages.
Table A--2
Advisory Messages
HT9100/HT1000
BARO POT INPUT There is an error reading On the ground: If baro

FAIL the baro potentiometer setting is above 30.4,
input. On the ground, move the baro setting to
baro settings above 30.4 29.92. If the message
generate this message. clears, reset to the
current baro setting and
ignore the message.
In the air: If the message
is displayed, the unit will
receive baro input from
the cross-side unit. No
new action is required.
CHECK Fuel--on--board is less On PERF INIT (VNAV)
FUEL-VNAV than programmed page, verify FUEL and
reserve. RESERVE quantities.
CHECK GPS This message is The crew must use

STATUS--POS REF displayed 30 NM from alternate means of
the destination if the navigation for the arrival
system is not using GPS and approach.
for navigation.
CHECK IRS INFO Any of the following: Notify maintenance.

PAGE battery fail, battery
voltage out of range, on
battery, AC power too
low, program pin invalid,
program pin change, or
air data computer (ADC)
input fail.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 8 REV 1 May 2018
Table A--2 (cont)

Advisory Messages
HT9100/HT1000
CHECK IRS The IRS is in ALIGN Check the position

POSITION mode but the position is information on the IRS
not within 0.1 minute of INFO page. If necessary,
the entered position. re--enter position on the
POS INIT page. If the
message persists, cycle
the power on the IRS and
enter the position on the
POS INIT page.
CHECK SAHRS Any of the following: Notify maintenance.
INFO PAGE hardware fault, SAHRS
fault, battery fail, battery
voltage out of range, on
battery, or overheat
condition.
CHECK SAHRS SAHRS is in ALIGN Check the position

POSITION mode but the position is information on the
not within 0.1 minute of SAHRS INFO page. If
the entered position. necessary, re--enter
position on the POS INIT
page. If the message
persists, cycle the power
on the SAHRS and enter
the position on the POS
INIT page.
CONFIG DATA The configured Crew awareness.

RESTORED performance data was
just changed in the dual
or triple installation and
agrees.
CYCLE IRS The IRS is in ALIGN Switch the mode select
OFF--ALIGN mode and requires MSU switch from align (NAV)
power to be cycled. to OFF and back to align
(NAV).
CYCLE SAHRS The SAHRS is in ALIGN Switch the mode select
OFF--ALIGN mode and requires MSU switch from align (NAV)
power to be cycled. to OFF and back to align
(NAV).
DISCONTINUITY A route discontinuity Access ROUTE LEGS
exists after the current page to resolve the route
active leg. discontinuity.
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 9
Table A--2 (cont)

Advisory Messages
HT9100/HT1000
END OF The aircraft is on the last Crew awareness.

DESCENT vertically constrained leg
that defines the descent
profile. The message is
displayed 2 minutes,
30 seconds, or
10 seconds (based on
RNP) prior to the vertical
track change.
END OF OFFSET Aircraft is within Crew awareness. The
2 minutes of the end of system will cancel the
offset point. programmed parallel
offset at the next leg
change (on the original
route).
END OF ROUTE The aircraft has flown Program additional route
beyond the last fix in the legs as required.
active route.
ENTER IRS The IRS is in the ALIGN Enter present position on
POSITION mode and requires the POS INIT page.
position initialization.
ENTER SAHRS The SAHRS is in the Enter present position on
POSITION ALIGN mode and the POS INIT page.
requires position
initialization.
EXIT HOLD Displayed 1 minute prior Crew awareness.
ARMED to aircraft exiting hold.
FLIGHT Five minutes after Crew awareness. The
COMPLETE landing at the destination current active flight plan,
airport, the IDENT page PERF INIT data (except
displays this message. CRZ ALT), and winds are
erased. Inactive route is
retained.
FLIGHT PLAN Displayed when the Initiate flight plan transfer
DISAGREE active routes in a dual or by re--entering cruise
triple installation do not altitude.
match.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 10 REV 1 May 2018
Table A--2 (cont)

Advisory Messages
HT9100/HT1000
FUEL INPUT FAIL The system has no Crew awareness. Fuel

source for fuel data. computations on PERF
INIT and PROG pages
are inoperative. CHECK
FUEL-VNAV message is
not available.
HDG SYNCHRO The system is configured Crew awareness.
INPUT FAIL for synchro heading and
inertial and a synchro
heading input has failed.
HIGH HOLDING The size of the upcoming Crew awareness.
SPEED hold has been restricted Reduce speed if desired.
due to airspace
limitations. The
HT9100/HT1000 may not
be able to maintain the
pattern due to aircraft
speed and configured
bank limits.
IRS ALIGN FAULT The IRS is unable to Check IRS INFO page
complete alignment. for exact conditions, then
cycle power to the IRS
and restart alignment.
MOD HOLD The message is Execute or erase
PENDING displayed when a modification prior to
pending modification has reaching hold fix.
not been executed prior
to reaching the hold fix.
NOT ON Current aircraft heading Maneuver aircraft to
INTERCEPT does not intercept the enable intercept, then
HEADING programmed course. execute course to
intercept.
NO TRANSITION An approach has been If desired, select
SELECTED activated without approach transition on
specifying a transition. ARRIVALS page.
ONSIDE ALT FAIL Onside unit is not Crew awareness.
receiving onside altitude
altitude data from the
cross-side unit. When
VNAV is enabled, this
message is an alerting
message .
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 11
Table A--2 (cont)

Advisory Messages
HT9100/HT1000
ONSIDE HDG FAIL Onside unit is not Crew awareness.

receiving onside heading
heading data from the
cross-side unit.
ONSIDE TAS FAIL Onside unit is not Crew awareness.
receiving onside TAS
TAS data from the
cross-side unit.
POS/ORIGIN The entered position is Check the position on the
DISAGREE not within 6 NM of the POS INIT page.
active route origin airport. Re--enter if necessary.
RAIM LIMIT The GPS RAIM Monitor HT9100/HT1000
EXCEEDS XX NM protection limit exceeds position using external
the specified (XX) value. sensors as available.
REAL TIME Internal battery on the Notify maintenance to
CLOCK ERROR HT9100/HT1000 may be schedule service.
bad.
RNP AVAILABLE The HT9100/HT1000 Monitoring of
navigation accuracy and HT9100/HT1000 position
integrity supports the using external sensors is
current RNP not required.
requirements.
RTE 1 UPDATING Route 1 has been or is Crew awareness.
being modified by the
cross-side system.
Onside display will
change to the RTE LEGS
page when complete and
will be in a MOD state.
Message clears
automatically when the
active route modification
is executed.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 12 REV 1 May 2018
Table A--2 (cont)

Advisory Messages
HT9100/HT1000
RTE 2 UPDATING Route 2 has been or is Crew awareness.

being modified by the
cross-side system.
Onside display will
change to the RTE LEGS
page when complete and
will be in a MOD state.
Message clears
automatically when the
active route modification
is executed.
SAHRS ALIGN SAHRS is unable to Check SAHRS INFO
FAULT complete alignment. page for exact
conditions, then cycle
power to the SAHRS and
restart alignment.
SET IRS HEADING The IRS is in the attitude Enter heading on the
(ATT) mode and requires POS INIT page.
heading initialization.
SET SAHRS The SAHRS is in the ATT Enter heading on the
HEADING mode and requires POS INIT page.
heading initialization.
SWITCH IRS TO The IRS has detected a Check IRS MSU
ATTITUDE fault that prevents annunciators and rotate
continuing in the NAV the mode switch to ATT
mode. position.
TIME OUT-- Communication with the Reselect the system.
RESELECT selected system has
failed.
TRANSFER Displayed on the system Flight plan must be
UNABLE that executed the active manually entered into the
route when the route other MCDU(s).
transfer to the cross-side
system fails.
UNABLE CRUISE The active route is too Access PERF INIT
ALT short to achieve the (VNAV key) page to
programmed cruise update cruise altitude as
altitude. required.
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 13
Table A--2 (cont)

Advisory Messages
HT9100/HT1000
VERT TRK Displayed at 2 minutes, Crew awareness.

CHANGE ALERT 30 seconds, or
10 seconds prior to
vertical track change
based on RNP for
oceanic/remote, en route,
or terminal. The vertical
track change alert is
given at every altitude
constraint and the two
deceleration points, if
present.
VNAV PATH NOT VNAV path information Modify flight plan so
RECEIVED was not received by the another automatic
receiving unit. Message transfer can be
may be the result of a attempted by the system.
temporary interruption in If a second failure
the transfer process. occurs, notify
maintenance.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 14 REV 1 May 2018
ENTRY ERROR MESSAGES

HT9100/HT1000 entry error messages are displayed in the MCDU
scratchpad in white . They must be removed by pushing the CLR key.
Table A--3 describes HT9100/HT1000 error entry messages.
Table A--3
Error Entry Messages
HT9100/HT1000
INVALID DELETE The last delete attempt is Data in the field cannot
invalid. be deleted.
INVALID ENTRY The last entry is invalid. The data entry syntax is
either incorrect, out of
range, or it was
line-selected to the
wrong field.
INVALID ENTRY -- Vertical navigation is Check cruise altitude
CONSTRAINT enabled and a cruise compatibility with
altitude has been entered selected arrival
that is lower than the procedures. Reselect
highest arrival constraint cruise altitude or arrival
that was contained in the procedures if necessary.
NAV database.
INVALID IN The system is flying an Execute a direct-to out of
APPROACH approach procedure and approach procedure prior
the last selection on the to selecting alternate
DEP/APP pages is arrival/approach.
invalid.
NOT IN The fix entered was not Verify that entered fix
DATABASE found in the NAV identifier is correct
database.
RECEIVING Flight planning action has Wait until data transfer is
ROUTE been attempted while the complete before
unit is receiving a route attempting flight plan
from the cross-side unit. modification.
ROUTE FULL The last pilot flight Use an inactive route to
planning operation was perform additional route
not performed because it planning.
would have resulted in
overflowing the maximum
route size of 150 legs.
RUNWAY N/A FOR The runway entered on Select another SID or
SID the RTE page is is invalid select another runway.
for the selected
departure.
P28-- 3653-- 021 HT9100/HT1000 Messages

REV 1 May 2018 A-- 15
Table A--3 (cont)

Error Entry Messages
HT9100/HT1000
STANDBY ONE The last pilot input is None required.

being processed by the
system.
UNABLE COPY An error occurred in the Clear the message and
database processor retry the route copy. If
when a route copy was message recurs, notify
performed. maintenance.
UNABLE SAVE An error occurred in the Clear the message and
database processor try saving the route or
when storing the route or waypoint again. If
user waypoint. message recurs, notify
maintenance.
VERIFY RNP The manually entered Verify that the proper
ENTRY RNP is less stringent RNP entry was made.
than the normal RNP for
the current flight phase.
MCDU ANNUNCIATOR LIGHTS

Table A--4 describes the HT9100/HT1000 MCDU annunciator lights.
Table A--4
MCDU Annunciator Lights
HT9100/HT1000 Message Condition
MSG An HT9100/HT1000 message is

displayed or waiting to be displayed.
CALL Reserved for future use.
EXEC Light EXEC button is armed for execution.
HT9100/HT1000 Messages P28-- 3653-- 021

A-- 16 REV 1 May 2018
Appendix B
HT9100/HT1000 MCDU Displays
INTRODUCTION
Table B--1 describes the HT9100/HT1000 display symbols and
wording.
Table B--1
MCDU Displays
MCDU
Display Symbol Type Comments
150_ OED Direct-to a fix or

course to a fix.
HOLD AT Hold to altitude. System remains in the hold until
(8000) reaching a specific altitude. These
types of holding patterns are normally
associated with some SIDs. Aircraft
climbs in the holding pattern until a
specific altitude is reached. Then the
system is set to exit the hold.
HOLD AT Hold to fix. The aircraft remains in the hold for one
SCARR complete pattern. After the aircraft
crosses the holding fix the system is
set to exit the hold. Typically, these
types of holds are part of an alignment
procedure for an approach. The
aircraft makes one turn around the
holding pattern and then exits the
hold.
HOLD AT Manual hold. This is the most common type of hold.
SCARR The pilot defines the hold on the route
of flight. The hold is also exited
manually with the pilot selecting the
exit hold function.
P28-- 3653-- 021 HT9100/HT1000 MCDU Displays

REV 1 May 2018 B-- 1
Table B--1 (cont)

MCDU Displays
MCDU
-- -- -- -- --_ Initial fix. The dashes indicate that the system

won’t compute course guidance to the
first fix on the flight plan. Typically this
leg type is shown as the first leg of a
SID after departure. The system
assumes that the aircraft will be on a
heading after takeoff until ATC gives
the crew direct on-course. Typically
the pilot then does a direct-to the first
waypoint on the route. The
HT9100/HT1000 then calculates the
course from present position direct to
the first waypoint and replaces the
dotted line with the new course.
Autopilot guidance is then available.
030_ Waypoint name
P-TURN that describes
turn to initial
outbound
heading for the
procedure turn.
180_ Point that
OUT-B terminates the
outbound leg of
the procedure
turn.
180_ Point at the
IN-B intersection of
the procedure
turn and the
inbound leg.
167_ Track between
ALDER two fixes.
069_ Course from a Sometimes referred to as a conditional
( 530) fix to an fix. Instead of the leg terminating at
altitude. another fix, the leg terminates at an
altitude.
055_ Course from a This leg terminates only when the pilot
VECTORS fix to a manual manually terminates it (i.e., performing
termination. a direct-to).
078_ HDG Heading to an This leg terminates when the aircraft
( 1530) altitude. reaches the altitude (in this case
1,530 feet).
HT9100/HT1000 MCDU Displays P28-- 3653-- 021

B-- 2 REV 1 May 2018
Table B--1 (cont)

MCDU Displays
MCDU
020 _ HDG Heading to a Leg terminates when the aircraft is a

PXR/13 DME distance. specific DME distance from a fix (in
this case 13 NM from PXR).
300 _ HDG Heading to a Leg terminates when the heading
(INTC) course intercepts the inbound leg (the next
intercept. leg displayed on the LEGS page).
085 _ HDG Heading to a Leg terminates at a specific DME
PXR350 VOR/DME distance off of a VOR radial.
radial.
20 ARC L DME arc to a The MCDU shows a left 20 NM DME
ABCDE fix. arc that terminates at a waypoint
called ABCDE.
20 ARC L DME arc to a This example shows the ARC ending
D360T fix. at a fix defined by a DME distance.
The D360T indicates this is a DME fix
(D) on the 360 radial at a distance of
20 NM. The alphabet is used to
identify DME distance. For example,
A=1DME, B=2DME, and so on. T
would be equal to 20 DME.
085 _ PXR350 Course to a This leg terminates when course
VOR radial. intercepts the 350_ radial of PXR.
080 _ ABC/20 Course to a This leg terminates at a fixed distance
distance. from ABC. Not to be confused with
DME distance. This distance is
computed and defined by the system.
120 _ Course to an
( 3000) altitude.
060 _ (INTC) Course to an
intercept
course.
F Final approach The F identifies the final approach fix
fix. for a non-precision approach. The F is
displayed in reverse video next to the
waypoint or fix identifying the FAF.
M Missed The M identifies the missed approach
approach point. point on a non-precision approach.
The M is displayed in reverse video
next to the waypoint or fix identifying
the MAP.

REV 1 May 2018 B-- 3
Table B--1 (cont)

MCDU Displays
MCDU
D136T DME fix. The example shows the fix as a DME

distance on a radial.
The D136T indicates this is a DME fix
(D) on the 136 radial at a distance of
20 NM. The alphabet is used to
identify DME distance. For example,
A=1DME, B=2DME, and so on. T
would be equal to 20 DME.
42.1 NM DTG (distance- Distance-to-go identifies distance as
170 NM to-go). measured along the flight path leg to
the next fix. If the distance is less than
99 NM, then tenths of a miles are
displayed. If distance is greater than
99 NM, whole miles are displayed.
L or R Direction of L or R displayed in reverse video
turn. indicates direction of turn. When turn
direction is associated with the NAV
database procedure (SID, STAR or
approach), then the turn direction
specified by the procedure is
displayed next to the fix where the turn
is initiated.
5000 At altitude. Displayed in large white font if the
altitude is an altitude restriction from
the NAV database. Displayed in large
blue font if the altitude is an altitude
restriction entered by the pilot.
Displayed in small white font if the
altitude is a crossing prediction made
by the HT9100/HT1000.
5000A At or above Indicates a crossing restriction that
altitude. requires the aircraft to cross the fix at
or above 5,000 feet. Displayed in large
white font if the altitude is an altitude
restriction from the NAV database.
Displayed in large blue font if the
altitude is an altitude restriction
entered by the pilot.

B-- 4 REV 1 May 2018
Table B--1 (cont)

MCDU Displays
MCDU
5000B At or below Indicates a crossing restriction that

altitude. requires the aircraft to cross the fix at
or below 5,000 feet. Displayed in large
white font if the altitude is an altitude
restriction from the NAV database.
Displayed in large blue font if the
altitude is an altitude restriction
entered by the pilot.
5000B Window Indicates a crossing restriction that
4000A altitude. requires the aircraft to cross the fix
between 5,000 and 4,000 feet.
Displayed in large white font if the
altitude is an altitude restriction from
the NAV database. Displayed in large
blue font if the altitude is an altitude
restriction entered by the pilot.
3.0_ Flight path FPA indicates angle of the constructed
angle (FPA). path relative to the ground. The angle
is calculated by the HT9100/HT1000
and cannot be directly modified by the
pilot. However, the pilot can modify the
FPA by modifying the altitude
restrictions. The angle specified
between the FAF and MAP fix cannot
be modified.
N47W008 LAT/LONG fix. The system truncates the entered
LAT/LONG. For example, the pilot
enters the full degrees, minutes, and
tenths of a minute.
(N4715.4W00803.5). When entered
on the LEGS page this is renamed
N47W008. To display the full
LAT/LONG, line-select it to the
scratchpad where it is displayed as
the full value.

REV 1 May 2018 B-- 5
Table B--1 (cont)

MCDU Displays
MCDU
SEA01 Place, bearing, The pilot defines a PBD by entering

and distance the place (NAVAID or waypoint), the
fix. bearing, and the distance (for
example, SEA180/10). This creates a
fix on the 180_ radial 10 NM from the
SEA VORTAC. When this is line
selected to the LEGS page, the
system renames it with the name of
the NAVAID or fix used and then adds
a number that represents the number
of pilot-defined waypoints that have
been created so far. 01 indicates this
is the first pilot-defined waypoint.
SEA02 Place, The PB/PB fix is created by naming a
bearing/place fix that is at the intersection of two
bearing fix. bearings from two fixes. For example,
entering SEA330/OLM270 creates a
fix at the intersection of the SEA 330
radial and the OLM 270 radial. The
02 indicates this is the second
pilot-defined waypoint.
SEA03 Along track fix. An along track fix is created by
naming a fix along the route of flight
and then defining a point in front or
behind the fix. For example, to create
an along track fix that is 10 NM after
fix SEA, enter SEA/10. To create an
along track fix that is 10 NM prior to
SEA, enter SEA/--10. The 03 indicates
this is the third pilot-defined waypoint.
SEA04 Abeam fix. Abeam point fixes are created by the
abeam point function on the LEGS
page when a direct-to has been
initiated.
N48 LAT/LONG LAT/LONG crossing fixes are
crossing fix. identified by the compass direction
(EWNS) and the crossing point in
degrees only.

B-- 6 REV 1 May 2018
Appendix C
How the GPS System Works

INTRODUCTION
GPS is a navigation system based on a constellation of 24 satellites
orbiting the earth at very high altitudes. This system was established
and is maintained by the U.S. Department of Defense (DOD). GPS can
give three-dimensional position measurements accurate to within
50 feet (15 m).
GPS is based on satellite ranging, that is, calculating a position by

measuring the distance to several different satellites. If we know that
the distance from satellite A is 11,000 miles, then we must be
somewhere on an imaginary sphere centered on the satellite and
having a radius of 11,000 miles, as shown in Figure C--1.
Figure C--1
Range to Satellite A
If, at the same time, the distance from satellite B is known to be

12,000 miles, then we must be on the circle where the two spheres
intersect, as shown in Figure C--2.
Figure C--2
Intersection of Two Spheres
P28-- 3653-- 021 How the GPS System Works

REV 1 May 2018 C-- 1
If we also know we are 13,000 miles from satellite C, our position is

further restricted to the two points in space where the three spheres
intersect, as shown in Figure C--3.
Figure C--3
Intersection of Three Spheres
One of these points is normally impossible (for example, far out in

space). GPS receivers have various techniques for distinguishing the
correct point from the incorrect one. Theoretically, these three
measurements are all that is required to determine the position of the
aircraft.
The basic idea behind measuring the distance to a satellite is the

velocity times travel-time equation:
Distance = Velocity x Time
The GPS system works by calculating how long a radio signal from a
satellite takes to reach the receiver, and then calculating the distance
to the satellite based on that time. The velocity of light is about
186,000 miles per second. So, if the receiver can determine exactly
when the GPS satellite started sending the radio signal, and exactly
when the receiver received it, it can calculate how long the signal took
to reach the receiver.
How can the GPS receiver determine exactly when the signal left the
satellite? The satellites and receivers are very precisely synchronized
to generate the same pattern of radio signals at exactly the same time.
This pattern, or code, is a complicated string of pulses that shows to be
random, but in fact, is carefully determined. Since the code shows to
be random, it is often referred to as pseudo-random code.
How the GPS System Works P28-- 3653-- 021

C-- 2 REV 1 May 2018
When the GPS receiver receives a satellite code, it measures the time
that elapsed between when it generated that code and when it received
the same satellite code. Plugging this value into the above equation
results in the distance from the aircraft to the satellite. Of course, the
measurements must be very precise--down to a nanosecond, or one
billionth of a second. The satellites achieve this accuracy by means of
atomic clocks that are amazingly precise. GPS receivers are equipped
with very precise electronic clocks – but not always precise enough.
Fortunately, trigonometry says that if three perfect measurements

locate a point in three-dimensional space, then four imperfect
measurements can eliminate any clock offset (as long as the offset is
consistent). So by making an extra satellite range measurement, the
receiver can eliminate clock offset.
An example helps explain this. For simplicity, a two-dimensional

example is used, such as a ship at sea (where altitude is already
known). This means that, if the receiver clocks were perfect, only two
range measurements are required to locate the exact position on the
surface of the earth. The third range measurement is the extra one.
Consider the example in Figure C--4. Suppose the receiver’s clock is

consistent, but is 1 second slow, and, for example, the signal from
satellite A takes 4 seconds to reach the receiver, while the signal from
satellite B takes 6 seconds. So the receiver really is where the two solid
lines intersect.
Figure C--4
Satellite Ranging -- 1

REV 1 May 2018 C-- 3
But, the imperfect receiver thinks the signal from satellite A took
5 seconds to reach it, and from satellite B, 7 seconds. So the receiver
thinks it is where the two shaded lines intersect, as shown in
Figure C--5, which could be miles from the actual location. Add a third
measurement to the calculation. The signal from satellite C takes
8 seconds to reach the receiver, but the receiver thinks it is 9 seconds.
In Figure C--5, the three solid lines intersect at the receiver’s true
location.
Figure C--5
Satellite Ranging -- 2
But, if the 1-second offset is added to the drawing, the three shaded
lines show three possibilities for the receiver location—the
pseudo-ranges is a result of the slow clock.
The GPS receiver, on calculating this series of points, assumes the

clock is off. It applies algebra to compute where the three points could
possibly intersect, and gives this intersection as the true location.
Since an aircraft GPS system operates in three dimensions, it requires

four measurements to cancel out any error. This means that it cannot
determine a truly accurate position unless it has four satellites within
range above the horizon. If only three satellites are available, altitude
from the aircraft altimeter or manual input can permit continued
navigation at reduced accuracy.
There are some other sources of minor errors in the GPS system. Tiny
variations can occur in the altitude, speed, and position of a satellite.
These changes are monitored by the Department of Defense and the
corrections are sent back to the satellite, where they are broadcast
along with the pseudo-random codes. Other variations can be a result
of ionospheric and atmospheric delays.

C-- 4 REV 1 May 2018
Another possible source of error is Geometric Dilution of Precision

(GDOP). This means that the intersection point of two ranges is slightly
less accurate when the satellites are close together. In a typical case,
the sum of these errors amounts to no more than 100 feet (30m), and
in a worst case, no more than 200 feet (70m).
A sophisticated form of GPS, differential GPS, allows precise

measurements down to a centimeter (1 in = 2.54 cm). Such
ultra-precise measurements are based on at least 15 minutes of GPS
data collection at a stationary location and very precise knowledge of
a reference point. This form of GPS is used in surveying and is being
tested as a precision landing system.
In order to detect GPS position errors, IFR certified navigation systems,

like the HT9100/HT1000, implement a function called receiver
autonomous integrity monitoring, or RAIM (also referred to as fault
detection).
Using redundant measurements (more than four satellites, or four

satellites and an altimeter), the RAIM function can measure the
accuracy of the GPS position solution. Depending on the geometry of
the available satellites and the protection limit available, the
HT9100/HT1000 annunciates errors that exceed the accuracy
requirements for the current flight mode.
By adding an additional satellite measurement (for a total of six

measurements or more), the HT9100/HT1000 can also detect which
satellite has resulted in a position error, and exclude that satellite from
the position calculation function. This function is referred to as fault
detection and exclusion (FDE).
Before conducting oceanic operations, a prediction of the availability of

the FDE function for the intended flight must be conducted.

REV 1 May 2018 C-- 5
GPS INFORMATION CENTER

GPS is providing highly accurate data 24 hours a day. Once fully
operational, GPS is enabling land, sea, and airborne users to determine
their three-dimensional position, velocity, and time anywhere in the
world with unprecedented accuracy. Satellite-based GPS is the most
precise radio navigation system available today and in the foreseeable
future.
Precise Worldwide Position, Velocity, and Time

GPS consists of three segments: space, control, and user. The space
segment contains 24 operational satellites about 10,900 NM above the
earth. The satellites complete an orbit cycle every 12 hours and
transmit direct line-of-sight radio frequency signals to users worldwide.
A ground control network tracks the satellites, precisely determines
orbits, and transmits orbit definition data to each satellite. Navigation
and position fixing using GPS is done with passive trilateration. Users
measure range to and compute the position of four satellites and
process the measurements to determine three-dimensional position
and time.
Although GPS was originally designed to enhance the war-fighting

capability of the U.S. and allied military forces, the unprecedented
accuracy already available from the system has given rise to a wide
variety of civil GPS applications. As the GPS reaches full maturity,
applications are anticipated to continue to emerge, and worldwide civil
land, sea, and airborne users are expected to outnumber military users
by a sizable margin.
Civil GPS Information Center

In order to accommodate the requirements of the large worldwide civil
GPS user community, the U.S. Government has established the GPS
Information Center (GPSIC). Operated and maintained by the United
States Coast Guard for the Department of Transportation, the primary
function of the GPSIC is to provide information to and serve as the point
of contact for civil GPS users.

C-- 6 REV 1 May 2018
Information Available
Information available from the GPSIC is called the Operational
Advisory Broadcast. This broadcast contains the following general
categories of GPS performance data:
D Current constellation status (satellite health data)
D Future status (planned outages of satellites)
D Almanac data (suitable for making GPS coverage and satellite

visibility predictions).
Information Media
GPS Operational Advisory Broadcast information is available from the
GPSIC in the following forms:
D Computer bulletin boards
D Voice tape recording
D Voice broadcasts
D Facsimile broadcast.
All GPSIC services are provided free of charge. Registration for the
GPSIC bulletin board is done on-line at the first session.
The communication parameters for the GPSIC bulletin board are as

follows:
D Asynchronous - 8 data bits
D 1 start bit, 1 stop bit
D No parity
D Full duplex
D XOn/XOff
D Both Bell and CCITT protocols.
The GPSIC computer bulletin board can be accessed by dialing

(703) 313--5910 for modem speeds of 300--14,400 bps.
The telephone number for the voice tape recording is (703) 313--5907.

REV 1 May 2018 C-- 7
Information Requests
In addition to the prerecorded Operational Advisory Broadcast

information available, the GPSIC is prepared to respond to individual
user inquiries, comments, or concerns regarding civil access to and use
of the GPS. The GPSIC accepts calls of this nature from civil users
24 hours a day. The number is (703) 313--5900.
Written comments, questions, or concerns on the GPS or operation of

the GPSIC can be addressed to:
Commanding Officer
U.S. Coast Guard ONSCEN
7323 Telegraph Road
Alexandria, VA 22315
(703) 313--5400
(703) 313--5449 Fax
Other Information Sources
GPS status information can also be obtained from the following

sources:
D WWV/WWVHHF radio broadcasts WWV minutes 14 & 15; WWVH

minutes 43 & 44. Frequencies — 5, 10, 15, 20 MHz.
D Defense Mapping Agency (DMA) weekly Notices to Mariners
D DMA broadcast warnings (NAVAREA, HYDROLANT, and

HYDROPAC)
D DMA NavInfoNet, ANMS

— 1200 BAUD -- (301) 227--5295
— 2400 BAUD -- (301) 227--4630
— 9600 BAUD -- (301) 227--4424
D USCG Broadcast Notices to Mariners
D NAVTEX Data Broadcast -- 518 kHz.
Users must register off-line before accessing the DMA NavInfoNet. A

user ID and information booklet are available by writing the DMA
Hydrographic/Topographic Center (ATTN: MCN/NAV--INFONET)
Washington, DC 20315--0030 or calling (301) 227--3296.

C-- 8 REV 1 May 2018
GPS Information Center Users Manual

Detailed information on the GPSIC services and how the services can
be obtained is available in a GPS Information Center Users’ Manual.
The Users’ Manual can be obtained by calling (703) 313--5900 or writing
the Information Center.
NOTE: Satellite visibility window predictions are not offered by the

GPSIC. This information is available from commercial
sources or from commercially available software.
Civil GPS Service Steering Committee

In addition to the services provided by the GPSIC, the U.S. Government
has established a Civil GPS Service Steering Committee (CGSSC).
The purpose of the CGSSC is to address issues and problems that
relate to the civil use of the GPS and to provide a forum for discussions
between civil GPS users and the DOD.
The CGSSC consists of an Executive Council, General Committee,

and five subcommittees:
D Precise Positioning and Surveying
D Timing
D Reference Station
D International
D Carrier Phase Tracking.

REV 1 May 2018 C-- 9
The CGSSC is jointly chaired by the U.S. Department of Transportation

and the U.S. Coast Guard. Points of contact are:
U.S. Department of Transportation

Research and Special Programs Administration
400 7th Street, SW, Room 9402
Washington, DC 20590--0001
Phone: (202) 366--4433
Fax: (202) 366--7431
Commandant (G--NRN)
U.S. Coast Guard
2100 Second Street, SW
Washington, DC 20593--0001
Phone: (202) 267--2390
Fax: (202) 267--4158
The CGSSC meets about every three months and the General
Committee meetings are open to all interested parties.

C-- 10 REV 1 May 2018
Appendix D
Country Codes
INTRODUCTION
The following codes shown in Table D--1, are used to identify countries
in the Honeywell International NAV database.
Table D--1
HT9100/HT1000 Country Codes
Code Country Code Country
AFG Afghanistan BLR Belarus

AGO Angola BLZ Belize
AIA Anguilla BMU Bermuda
ALB Albania BOL Bolivia
ANT Aruba BRA Brazil
ARE United Arab Emirates BRB Barbados

ARG Argentina BRN Brunei
ARM Armenia BTN Bhutan
ASM American Samoa BWA Botswana
ATG Antigua CAF Central African Republic
AUS Australia CAN Canada
AUT Austria CHE Switzerland

AZE Azerbaijan CHL Chile
BDI Burundi CHN People’s Rep. of China
BEL Belgium CIV Ivory Coast
BEN Benin CMR Cameroon
BFA Burkina Faso COG Congo
BGD Bangladesh COK Cook Island
BGR Bulgaria COL Colombia
P28-- 3653-- 021 Country Codes

REV 1 May 2018 D-- 1
Table D--1 (cont)

BHR Bahrain COM Comoros

BHS Bahamas CPV Cape Verde
CRI Costa Rica FSM Palau
CUB Cuba GAB Gabon
CYP Cyprus GBR United Kingdom
CYN Cayman Islands GEO Georgia

CZE Czech Republic GHA Ghana
DEU Germany GIB Gibraltar
DJI Djibouti GIN Guinea Republic
DMA Dominica GLP Guadeloupe

DNK Denmark GMB Gambia
DNK Faroe Islands GNB Guinea--Bissau

DOM Dominican Republic GNQ Equatorial Guinea
DZA Algeria GRC Greece

ECU Ecuador GRD Grenada
EGY Egypt GRL Greenland
ESP Canary Islands GTM Guatemala
ESP Melilla GUF French Guiana
ESP Spain GUM Guam

EST Estonia GUM Mariana Island
ETH Ethiopia HKG Hong Kong

FIN Finland HND Honduras
FJI Fiji Islands HRV Croatia
FLK Falkland Islands HTI Haiti
FRA France HUN Hungary
FRO Faroe Islands IDN Indonesia
Country Codes P28-- 3653-- 021

D-- 2 REV 1 May 2018
Table D--1 (cont)

FSM Caroline Island IND India

FSM Micronesia IOT Chagos Archipelago
IRL Ireland LUX Luxembourg
IRN Iran LVA Latvia
IRQ Iraq MAR Morocco
ISL Iceland MDA Moldova

ISR Israel MDV Maldives
ITA Italy MEX Mexico
JAM Jamaica MHL Marshall Islands
JOR Jordan MID Midway Island

JPN Japan MLI Mali
JTN Johnston Island MLT Malta

KAZ Kazakhstan MMR Union of Myanmar
KEN Kenya MNG Mongolia

KGZ Kyrgyzstan MNP Mariana Islands
KHM Kampuchea MOZ Mozambique
KIR Kiribati MRT Mauritania
KNA St. Kitts MSR Montserrat
KOR Korea MTQ Martinique

KWT Kuwait MUS Mauritius
LAO Laos MWI Malawi

LBN Lebanon MYS Malaysia
LBR Liberia MYT Mayotte
LBY Libya NCL New Caledonia
LCA St. Lucia NER Niger
LKA Sri Lanka NGA Nigeria

REV 1 May 2018 D-- 3
Table D--1 (cont)

LSO Lesotho NIC Nicaragua

LTU Lithuania NIU Niue
NLD Netherlands SHN Ascencion
NOR Norway SHN St. Helena
NPL Nepal SLB Solomon Islands
NRU Nauru SLE Sierra Leone

NZL New Zealand SLV El Salvador
OMN Oman SOM Somalia
PAK Pakistan SPM Miquelon Island
PAN Panama STP Sao Tome & Principe

PER Peru SUR Suriname
PHL Phillipines SVK Slovakia

PNG Papua New Guinea SVN Slovenia
POL Poland SWZ Swaziland

PRI Puerto Rico SWE Sweden
PRK People’s Rep. of Korea SYC Seychelles
PRT Portugal SYR Syria
PRY Paraguay TCA Turks & Caicos Islands
PYF French Polynesia TCD Chad

QAT Qatar TGO Togo
REU Reunion THA Thailand

ROM Romania TJK Tajikistan
RUS Russia TKM Turkmenistan
RWA Rwanda TON Tonga
SAU Saudi Arabia TTO Tobago
SDN Sudan TUN Tunisia

D-- 4 REV 1 May 2018
Table D--1 (cont)

SEN Senegal TUR Turkey

SGP Singapore TUV Tuvalu
TWN Taiwan XJK Kazakhstan
TZA Tanzania XJO Moldova
UGA Uganda XJR Russia
UKR Ukraine XJT Tajikistan

URY Uruguay XJW Wake Island
USA United States YEM Yemen
UZB Uzbekistan YUG Yugoslavia
VCA St. Vincent ZAF Bophuthatswana

VEN Venezuela ZAF Ciskei
VGB British Virgin Islands ZAF Namibia

VIR Virgin Islands ZAF South African Republic
VNM Vietnam ZAF Southwest Africa

VUT Vanuatu ZAF Transkei
WLF Futuna Island ZAF Venda
WSM Western Samoa ZAR Zaire
XJA Armenia ZMB Zambia
XJI Kyrgyzstan ZWE Zimbabwe

XJJ Azerbaijan

REV 1 May 2018 D-- 5
Blank Page

D-- 6 REV 1 May 2018
Appendix E

(Super AHRS)
INTRODUCTION
HT9100/HT1000 for flight. This appendix describes the following:
D The initialization procedure for the HT9100/HT1000 when it is

interfaced with a Honeywell Super Attitude and Heading Reference
System (SAHRS or super AHRS)
D The operational differences when the HT9100/HT1000 has a

SAHRS and a DME interface.
NOTE: This appendix is designed to replace Section 4, Preflight --

System Initialization, if this Pilot’s Guide is used in aircraft
equipped with an HT9100/HT1000 and a Honeywell SAHRS.
AIRCRAFT WITH GPS AND SAHRS

This section describes installations when the HT9100/HT1000 is
interfaced with a Honeywell SAHRS.
P28-- 3653-- 021 Preflight - System Initialization (Super AHRS)

REV 1 May 2018 E-- 1
IDENT Page
HT9100/HT1000 is the IDENT page shown in Figure E--1. The IDENT
page lets the pilot review the aircraft type, engine type, operating
system software version, and NAV databases. All data on the aircraft
IDENT page should be reviewed for accuracy and applicability. The
only data that can be changed on the IDENT page is the active NAV
database. Any MCDU message can be cleared from the scratchpad
using the CLR key. (MCDU messages are explained in Appendix A,
HT9100/HT1000 Messages.)
Figure E--1
IDENT Page
The IDENT page is explained in the following paragraphs.
module.
database cycles in 1 year, so sometimes the database cycle number
coincides with the month it is effective, and sometimes it does not.
The eighth, ninth, and tenth digits designate the sequence number.
The sequence number is the number of revisions incurred within a
database cycle.
Preflight - System Initialization (Super AHRS) P28-- 3653-- 021

E-- 2 REV 1 May 2018
following:

pushing 3R with the scratchpad empty shown in Figure E--2.
Figure E--2
shown in Figure E--3.
Figure E--3

REV 1 May 2018 E-- 3


D POS INIT> (6R) – When all the data on the IDENT page has been
checked and verified as correct, push 6R to display the POS INIT
page.
POS INIT 1/3 Page

displays the POS INIT page. When the aircraft is on the ground, the
POS INIT 1/3 page can be used to initialize the SAHRS with the present
position. The POS INIT 1/3 page is shown in Figure E--4.
Figure E--4
POS INIT 1/3 Page – SAHRS
When the POS INIT 1/3 page is displayed, pushing the NEXT key
displays the POS REF 2/3 page and pushing the PREV key displays
the POS REF 3/3 page.
The POS INIT 1/3 page is described in the following paragraphs.
D LAST POS (1R) – This is the last valid HT9100/HT1000 position of

the aircraft. This field is blank if the HT9100/HT1000 position is
based on GPS.

E-- 4 REV 1 May 2018
D REF AIRPORT (2L) – The ICAO identifier for the departure airport
is entered in 2L. After it has been entered, the system retrieves the
corresponding LAT/LONG for the airport reference point from the
NAV database and displays it in 2R.
D UTC (GPS) (4L) – Universal coordinated time (UTC) from the GPS
HT9100/HT1000 real--time clock (RTC) is displayed. GPS or RTC
is displayed next to the UTC label.
D GPS POS (4R) – The LAT/LONG for the present position (as
determined by the GPS) is displayed in 4R.
D SET HDG (5L) – If the SAHRS is in the ATT mode, SET HDG is
displayed in 5L. If SET SAHRS HEADING is displayed in the
scratchpad, the pilot can enter the magnetic heading in 5L. It is
automatically sent to the SAHRS when it is entered.
D SET SAHRS POS (5R) – When the aircraft is on the ground and the
SAHRS is in the align mode, SET SAHRS POS is displayed in 5R
with box prompts. When a LAT/LONG is entered in 5R it is
automatically sent to the SAHRS for initialization.
D <SAHRS INFO (6L) – Pushing 6L displays the SAHRS INFO page
for the SAHRS in use.
POS REF 2/3 Page

The POS REF 2/3 page shown in Figure E--5, is displayed by pushing
the NEXT key when the POS INIT 1/3 page is displayed, or by pushing
the PREV key when the POS REF 3/3 page is displayed.
Figure E--5
POS REF 2/3 Page – SAHRS

REV 1 May 2018 E-- 5
D POS (GPS, SAHRS, or DR) (1L) – The corrected aircraft position

is displayed in 1L. The source for the aircraft position is displayed
in the label line. The priority for calculating aircraft position is:
— GPS
— SAHRS
D UTC (2L) – Universal coordinated time (UTC) from the GPS signal
is displayed in 2L. If GPS time is invalid, the time from the
HT9100/HT1000 real time clock (RTC) is displayed. GPS or RTC is
displayed next to the UTC label.
D GS (2R) – The aircraft groundspeed, as computed by the

HT9100/HT1000, is displayed in 2R.
D RNP/ACTUAL (3L) – These are the required navigation

performance (RNP) and actual navigation performance (ACTUAL)
values.
phases and corresponding RNP values are listed in Table E--1.
Table E--1
Default RNP Values
En Route 2.0 NM
Terminal 1.0 NM

E-- 6 REV 1 May 2018

from automatically defaulting to the next flight phase RNP. To return
to the default RNP, push the CLR key and then push 3L.


true airspeed (TAS), groundspeed (GS), track (TK), and WIND). If
the system is in dead reckoning mode, DR is displayed in 4L.
D <DR (4L) (Not shown in Figure E--5) – Pushing 4L when the DR

entering and displaying data (HDG, TAS, GS, TK, and WIND). DR
is displayed in 4L instead of HDG/TAS OVERRIDE when the

the ACT RTE INTEGRITY PRED page. This prompt is displayed
only when there is an active route. The ACT RTE INTEGRITY
PRED page is described in Section 10, Other Functions.

displays the DEST RAIM page. The DEST RAIM page is described
in Section 9, Arrival/Approach.


REV 1 May 2018 E-- 7
POS REF 3/3 Page

data for each of the solutions. Figure E--6 shows an example of the POS
REF 3/3 page when SAHRS equipment is installed.
Figure E--6
POS REF 3/3 Page – SAHRS

valid, 1L displays the position in either LAT/LONG format or
bearing/distance format. If the GPS position is invalid, the data field
is blank. Pushing 1L when LAT/LONG is displayed copies the
LAT/LONG coordinates to the scratchpad.
D GPS INFO> (1R) – Pushing 1R displays the SV DATA page.
D SAHRS (3L) – If the inertial position is valid, 3L displays the position

in either LAT/LONG format or bearing/distance format. If the
SAHRS is not in the NAV mode or the SAHRS position is invalid, the
data field is blank. Pushing 3L when LAT/LONG is displayed copies
the LAT/LONG coordinates to the scratchpad.
D SAHRS INFO> (3R) – Pushing 3R displays the INFO page for the
SAHRS.

E-- 8 REV 1 May 2018

2/3 page. The prompt in 6R changes to LAT/LON shown in
Figure E--7, and pushing 6R again switches the data fields in 1L and
3L back to LAT/LONG.
Figure E--7
POS REF 3/3 Page – SAHRS (BRG/DIST Selected)
Any displayed sensor can be deselected by pushing the CLR key and
then pushing the LSK next to the desired sensor. This displays
DESELECTED next to the sensor type and inhibits that sensor from
being used in the position calculation. Selecting DELETE for a sensor
that is already deselected reselects that sensor.

REV 1 May 2018 E-- 9
SV DATA PAGE
Pushing 1R on the POS REF 3/3 page displays the SV DATA page
shown in Figure E--8.
Figure E--8
SV DATA Page




Figure E--8 the system is indicating it is 99.9% certain that the aircraft
position is within 0.02 NM of the position displayed on the POS REF 3/3
page.

E-- 10 REV 1 May 2018
SAHRS INFO PAGE
Pushing 3R on the POS REF 3/3 page displays the SAHRS INFO page.
The data displayed on this page depends on whether the SAHRS has
completed alignment, as shown in Figures E--9 and E--10.
Figure E--9
SAHRS INFO Page During Alignment
Figure E--10
SAHRS INFO Page After Alignment

REV 1 May 2018 E-- 11
The SAHRS INFO page is described in the following paragraphs.
D SAHRS POSITION (1L) – The SAHRS position is displayed in 1L.

If the position is invalid, or if the SAHRS is not in the ALIGN or NAV
mode, this line is blank.
D IN ALIGN MODE (Line 2 – During Alignment) (Figure E--9) – This

is the time remaining (in minutes) until full inertial alignment is
complete (NAV mode available).
D GS and DFT RT (Line 2 – After Alignment) (Figure E--10) – After

alignment, the groundspeed and drift rate (DFT RT) are displayed
in line 2. The drift rate is computed as the current distance between
the SAHRS position and the HT9100/HT1000 NPU position, divided
by the time since NAV mode began. It is displayed in NM/hr.
D NM FROM GPS POS (Line 3) – This is the position difference

between the SAHRS and the HT9100/HT1000 GPS position in
terms of direction (north or south, and east or west) and distance.
TOTAL direct distance is shown on the right. This field is blank
during SAHRS alignment and in the ATT mode.
D STATUS CODE (4L) – The status code is displayed in 4L. The

codes are described in Table E--2.
Table E--2
Status Codes – SAHRS
Status Code Displayed When:
ALIGN In ALIGN mode

NAV MODE In NAV mode
TEST MODE In TEST mode
ATTITUDE MODE In ATT mode
SAHRS DATA UNAVAILABLE Failed or not communicating
with the HT9100/HT1000

E-- 12 REV 1 May 2018
D ACTION/MALF (5L) – If a malfunction (MALF) occurs in the

SAHRS, the HT9100/HT1000 displays an action/malfunction
message. If more than one action/malfunction message is active, a
chevron ( < ) is displayed in 5L. Pushing 5L when the chevron is
displayed accesses the ACTION/MALF page shown in Figure E--11.
Figure E--11
ACTION/MALF Page – Example
The action/malfunction messages are described in Table E--3.
Table E--3
Action/Malfunction Messages – SAHRS
Action/Malfunction Message Action or Information
ALIGN TESTS FAIL SAHRS align criteria failed at

end of alignment.
ATTITUDE INVALID SAHRS critical fault detected.
AUTO NAV REALIGN SAHRS has entered the
automatic re--align mode.
BATTERY FAIL Battery fault occurred while
operating on battery.
BATTERY OUT OF RANGE Battery input voltage is out of
range.
CYCLE SAHRS OFF--ALIGN Switch SAHRS MSU to OFF
then to ALIGN.

REV 1 May 2018 E-- 13
Table E--3 (cont)

Action/Malfunction Messages – SAHRS
ENTER SAHRS POSITION SAHRS is in ALIGN mode and

requires position initialization.
EXCESSIVE MOTION Aircraft is moving too much for
SAHRS to complete the
alignment procedure.
HARDWARE FAULT One or more hardware failures
detected in the SAHRS unit.
LAT/LONG NOT RECEIVED Position was transmitted to the
SAHRS but was not received.
ON BATTERY SAHRS is operating on battery.
OVERHEAT CONDITION SAHRS is overheating. Check
cooling fans and air ducts.
PPOS ENTRY ERROR Error between entered and
SAHRS-calculated position.
SAHRS FAULT SAHRS built-in test detected a
non-critical fault.
SET SAHRS HEADING SAHRS is in ATT mode and
requires magnetic heading entry.
D <INFO (6L) – Pushing 6L returns the display to the SAHRS INFO

page.
D POS INIT> (6R) – This prompt is displayed only when the SAHRS
is in the ALIGN mode. Pushing 6R returns the display to the POS
INIT page 1/3.
AIRCRAFT WITH GPS, SAHRS, AND DME

HT9100/HT1000 is interfaced with both a SAHRS and DME. In these
aircraft, the HT9100/HT1000 has an additional input (DME) for
calculating and verifying aircraft position.
IDENT Page
DME interface.

E-- 14 REV 1 May 2018
POS INIT 1/3 Page
There are no differences on the POS INIT 1/3 page for

SAHRS-equipped aircraft that have a DME interface.
POS REF 2/3 Page
The POS REF 2/3 page shown in Figure E--12, is very similar for aircraft
that have a DME interface.
Figure E--12
POS REF 2/3 Page – SAHRS With DME
The differences are described in the following paragraphs.
D POS (GPS, DME/DME, SAHRS, or DR) (1L) – The corrected

aircraft position is displayed in 1L. The source for the aircraft
position is displayed in the label line. The priority for calculating
aircraft position is:
— GPS
— DME/DME
— SAHRS


REV 1 May 2018 E-- 15
POS REF 3/3 Page

The POS REF 3/3 page shown in Figure E--13, is very similar for aircraft
that include a DME interface.
Figure E--13
POS REF 3/3 Page – SAHRS With DME


or bearing/distance format. If the DME position is invalid, the data
field is blank. Pushing 2L when LAT/LONG is displayed copies the

D SAHRS (3L) – If the inertial position is valid, 3L displays the position

in either LAT/LONG format or bearing/distance format. If the
SAHRS is not in the NAV mode or the SAHRS position is invalid, the
data field is blank. Pushing 3L when LAT/LONG is displayed copies
the LAT/LONG coordinates to the scratchpad.
D SAHRS INFO> (3R) – Pushing 3R displays the INFO page for the
SAHRS.

E-- 16 REV 1 May 2018

In this mode, the data fields in 1L, 2L, and 3L display the bearing and
2/3 page. The prompt in 6R changes to LAT/LON, as shown in
Figure E--7, and pushing 6R again switches the data fields in 1L, 2L,
and 3L back to LAT/LONG.
DME INFO PAGE
The DME INFO page shown in Figure E--14, is displayed by pushing 2R

on the POS REF 3/3 page.
NOTE: For a complete description of the DME pages, refer to

Appendix I, Distance Measuring Equipment (DME)
Information Page.
Figure E--14
DME INFO Page

REV 1 May 2018 E-- 17
Blank Page

E-- 18 REV 1 May 2018
Appendix F

(Litton LTN92 IRS)
INTRODUCTION
Inertial reference system

interfaced with a Litton LTN92 Inertial Reference System (IRS)
D The operational differences when the HT9100/HT1000 has an

LTN92 IRS and a DME interface.

equipped with an HT9100/HT1000 and a Litton LTN92 IRS.
AIRCRAFT WITH GPS AND AN LTN92 IRS

interfaced with an LTN92 IRS.
P28-- 3653-- 021 Preflight - System Initialzation (Litton LTN92 IRS)

REV 1 May 2018 F-- 1
IDENT Page
HT9100/HT1000 is the IDENT page shown in Figure F--1. The IDENT
Figure F--1
IDENT Page
module.
database cycles in one year, so sometimes the database cycle
number coincides with the month it is effective, and sometimes it
does not. The eighth, ninth, and tenth digits designate the sequence
number. The sequence number is the number of revisions incurred
within a database cycle.
Preflight - System Initialzation (Litton LTN92 IRS) P28-- 3653-- 021

F-- 2 REV 1 May 2018
following:

pushing 3R with the scratchpad empty, as shown in Figure F--2.
Figure F--2
shown in Figure F--3.
Figure F--3

REV 1 May 2018 F-- 3

page.
POS INIT 1/3 Page

POS INIT 1/3 page can be used to initialize the IRS with the present
position. The POS INIT 1/3 page is shown in Figure F--4.
Figure F--4
POS INIT 1/3 Page – IRS
based on GPS.

F-- 4 REV 1 May 2018
D SET IRS POS (5R) – When the aircraft is on the ground and the IRS
is in the align mode, SET IRS POS is displayed in 5R with box
prompts. When a LAT/LONG is entered in 5R it is automatically sent
to the IRS for initialization.
D <IRS INFO (6L) – Pushing 6L displays the IRS INFO page for the
inertial system in use.

POS REF 2/3 Page

The POS REF 2/3 page shown in Figure F--5, is displayed by pushing
Figure F--5
POS REF 2/3 Page – IRS

REV 1 May 2018 F-- 5

D POS (GPS, IRS, or DR) (1L) – The corrected aircraft position is
— GPS
— IRS
values.
The displayed RNP value is base on the current flight phase. Flight
phases and corresponding RNP values are listed in Table F--1.
Table F--1
Default RNP Values
En Route 2.0 NM
Terminal 1.0 NM
Approach 0.3 NM


F-- 6 REV 1 May 2018

D <DR (4L) (Not shown in Figure F--5) – Pushing 4L when the DR




POS REF 3/3 Page

data for each of the solutions. Figure F--6 shows an example of the POS
REF 3/3 page when IRS equipment is installed.
Figure F--6
POS REF 3/3 Page – IRS

REV 1 May 2018 F-- 7

D IRS (3L) – If the inertial position is valid, 3L displays the position in

either LAT/LONG format or bearing/distance format. If the IRS is not
in the NAV mode or the IRS position is invalid, the data field is blank.
Pushing 3L when LAT/LONG is displayed copies the LAT/LONG
coordinates to the scratchpad.
D IRS INFO> (3R) – Pushing 3R displays the INFO page for the IRS.

Figure F--7, and pushing 6R again switches the data fields in 1L and
Figure F--7
POS REF 3/3 Page – IRS (BRG/DIST Selected)
DESELECTED in the label line next to the sensor type and inhibits that
sensor from being used in the position calculation. Selecting DELETE
for a sensor that is already deselected reselects that sensor.

F-- 8 REV 1 May 2018
SV DATA PAGE
Pushing 1R on the POS REF 3/3 page displays the SV DATA page, as
shown in Figure F--8.
Figure F--8
SV DATA Page




Figure F--8 the system is indicating it is 99.9% certain that the aircraft
page.

REV 1 May 2018 F-- 9
IRS INFO PAGE
Pushing 3R on the POS REF 3/3 page displays the IRS INFO page. The
data displayed on this page depends on whether the IRS has completed
alignment. See Figures F--9 and F--10.
Figure F--9
IRS INFO Page During Alignment
Figure F--10
IRS INFO Page After Alignment

F-- 10 REV 1 May 2018
The IRS INFO page is described in the following paragraphs.
D IRS POSITION (1L) – The IRS position is displayed in 1L. If the

position is invalid, or if the IRS is not in the ALIGN or NAV mode, this
line is blank.
D IN ALIGN MODE (Line 2 – During Alignment) (Figure F--9) – This

D GS, WIND, and DFT RT (Line 2 – After Alignment) (Figure F--10)

– After alignment, the groundspeed, wind velocity and direction, and
drift rate are displayed in line 2. The drift rate is computed as the
current distance between the IRS position and the HT9100/HT1000
NPU position, divided by the time since NAV mode began. It is
displayed in NM/hr.

between the IRS and the HT9100/HT1000 GPS position in terms of
direction (north or south, and east or west) and distance. TOTAL
direct distance is shown on the right. This field is blank during IRS
alignment.

codes are described in Table F--2.
Table F--2
Status Codes – LTN92 IRS
ALIGN In ALIGN mode

IRS DATA UNAVAILABLE Failed or not communicating

REV 1 May 2018 F-- 11
D ACTION/MALF (5L) – If a malfunction occurs in the IRS, the

HT9100/HT1000 displays an action/malfunction message. If more
than one action/malfunction message is active, a chevron (<) is
displayed in 5L. Pushing 5L when the chevron is displayed accesses
the ACTION/MALF page, as shown in Figure F--11.
Figure F--11
The action/malfunction messages are described in Table F--3.
Table F--3
Action/Malfunction Messages
AC PWR TOO LOW The 115 VAC input power is too

low.
ADC INPUT FAIL Air data information is not being
received.
ALIGN TESTS FAIL Cycle IRS power and restart the
align process.
ATTITUDE INVALID IRS critical fault detected.
BATTERY FAIL Battery fault occurred while
operating on battery.
BATTERY OUT OF RANGE Battery input voltage is out of
range.
CHECK 26VAC REF INPUTS At least one of the required
26 VAC inputs is missing.

F-- 12 REV 1 May 2018
Table F--3 (cont)

Action/Malfunction Messages
DELAYED MAINTENANCE The IRS has detected a

non-critical fault.
ENTER IRS POSITION IRS is in ALIGN mode and
requires position initialization.
IRS to complete the alignment
procedure.
IRS but was not received.
ON BATTERY IRS is operating on battery.
IRS-calculated position.
PROG PIN CHANGE Program pin strapping has
changed since the last
power-up.
PROG PIN INVALID Program pin strapping is invalid.
SWITCH IRS TO ATTITUDE Switch the IRS to the attitude
mode.
D <INFO (6L) – Pushing 6L returns the display to the IRS INFO page.
D POS INIT> (6R) – This prompt is displayed only when the IRS is in
the ALIGN mode. Pushing 6R returns the display to the POS INIT
1/3 page.
AIRCRAFT WITH GPS, IRS, AND DME

HT9100/HT1000 is interfaced with both an IRS and DME. In these
IDENT Page
DME interface.

REV 1 May 2018 F-- 13
POS INIT 1/3 Page

There are no differences on the POS INIT 1/3 page for IRS-equipped
aircraft that have a DME interface.
POS REF 2/3 Page

The POS REF 2/3 page, shown in Figure F--12, is very similar for
Figure F--12
POS REF 2/3 Page – IRS With DME
D POS (GPS, DME/DME, IRS, or DR) (1L) – The corrected aircraft

position is displayed in 1L. The source for the aircraft position is
displayed in the label line. The priority for calculating aircraft position
is:
— GPS
— DME/DME
— IRS


F-- 14 REV 1 May 2018
POS REF 3/3 Page

The POS REF 3/3 page, as shown in Figure F--13, is very similar for
aircraft that include a DME interface.
Figure F--13
POS REF 3/3 Page – IRS With DME
The POS REF page 3/3 is described in the following paragraphs.



D IRS (3L) – If the inertial position is valid, 3L displays the position in

either LAT/LONG format or bearing/distance format. If the IRS is not
in the NAV mode or the IRS position is invalid, the data field is blank.
D IRS INFO> (3R) – Pushing 3R displays the INFO page for the IRS.

REV 1 May 2018 F-- 15

Figure F--7, and pushing 6R again switches the data fields in 1L, 2L,
DME INFO PAGE
The DME INFO page shown in Figure F--14, is displayed by pushing 2R


Appendix I, DIstance Measuring Equipment (DME)
Information Page.
Figure F--14
DME INFO Page

F-- 16 REV 1 May 2018
Appendix G

(Carousel IV A INS)
INTRODUCTION

interfaced with a Carousel IV A Inertial Navigation System (INS)
D The operational differences when the HT9100/HT1000 has an INS

and a DME interface.

equipped with an HT9100/HT1000 and a Carousel IV A INS.
AIRCRAFT WITH GPS AND A CAROUSEL IV A INS

interfaced with a Carousel IV A INS.
P28-- 3653-- 021 Preflight - System Initialization (Carousel IV A INS)

REV 1 May 2018 G-- 1
IDENT Page
HT9100/HT1000 is the IDENT page shown in Figure G--1. The IDENT
Figure G--1
IDENT Page
module.
database cycle.
Preflight - System Initialization (Carousel IV A INS) P28-- 3653-- 021

G-- 2 REV 1 May 2018
following:

pushing 3R with the scratchpad empty shown in Figure G--2.
Figure G--2
shown in Figure G--3.
Figure G--3

REV 1 May 2018 G-- 3

page.
POS INIT 1/3 Page

POS INIT 1/3 page can be used to initialize the INS with the present
position. The POS INIT 1/3 page is shown in Figure G--4.
Figure G--4
POS INIT 1/3 Page – INS
based on GPS.

G-- 4 REV 1 May 2018
D SET INS POS> (5R) – When the aircraft is on the ground and the
INS is in the align mode, SET INS POS is displayed in 5R with box
to the INS for initialization.
D <INS INFO (6L) – Pushing 6L displays the INS INFO page for the

POS REF 2/3 Page

The POS REF 2/3 page shown in Figure G--5, is displayed by pushing
Figure G--5
POS REF 2/3 Page – INS

REV 1 May 2018 G-- 5

D POS (GPS, INS, or DR) (1L) – The corrected aircraft position is
— GPS
— INS
values.
phases and corresponding RNP values are listed in Table G--1.
Table G--1
Default RNP Values
En Route 2.0 NM
Terminal 1.0 NM
Approach 0.3 NM


G-- 6 REV 1 May 2018

D <DR (4L) (Not shown in Figure G--5) – Pushing 4L when the DR




POS REF 3/3 Page

data for each of the solutions. Figure G--6 shows an example of the
POS REF 3/3 page when INS equipment is installed.
Figure G--6
POS REF 3/3 Page – INS

REV 1 May 2018 G-- 7

D INS (3L) – If the inertial position is valid, 3L displays the position in

either LAT/LONG format or bearing/distance format. If the INS is not
in the NAV mode or the INS position is invalid, the data field is blank.
D INS INFO> (3R) – Pushing 3R displays the INFO page for the INS.

Figure G--7, and pushing 6R again switches the data fields in 1L and
Figure G--7
POS REF 3/3 Page – INS (BRG/DIST Selected)

G-- 8 REV 1 May 2018
SV DATA PAGE
Pushing 1R on the POS REF 3/3 page displays the SV DATA page, as
shown in Figure G--8.
Figure G--8
SV DATA Page




Figure G--8 the system is indicating it is 99.9% certain that the aircraft
page.

REV 1 May 2018 G-- 9
INS INFO PAGE

Pushing 3R on the POS REF 3/3 page displays the INS INFO page. The
data displayed on this page depends on whether the INS has completed
alignment, as shown in Figures G--9 and G--10.
Figure G--9
INS INFO Page During Alignment
Figure G--10
INS INFO Page After Alignment
The INS INFO page is described in the following paragraphs.

D INS POSITION (1L) – The INS position is displayed in 1L. If the
position is invalid, or if the INS is not in the ALIGN or NAV mode, this
line is blank.
D IN ALIGN MODE (Line 2 – During Alignment) (Figure G--8) – This

G-- 10 REV 1 May 2018
D GS, WIND, and DFT RT (Line 2 – After Alignment) (Figure G--10)

current distance between the INS position and the HT9100/HT1000
NPU position, divided by the time since NAV mode began. It is
displayed in NM/hr.

between the INS and the HT9100/HT1000 GPS position in terms of
direction (north or south, and east or west) and distance. TOTAL
direct distance is shown on the right. This field is blank during INS
alignment.

codes are described in Table G--2.
Table G--2
Status Codes – INS
Remaining Time to
Status Code Description NAV
9 WARM UP 16 minutes to go
8 HORIZ INIT 11 minutes to go
7 ENTER ALIGN POS 8 minutes to go
6 ALIGNING 7 minutes to go
0--5 OK TO NAV
D ACTION/MALF (5L) – If a malfunction occurs in the INS, the

HT9100/HT1000 displays an action/malfunction message. The
action code may be displayed for a very brief period followed by a
malfunction code number. These code numbers are listed in a table
defining each number set. The table is maintained by the airline to
help in detecting and correcting inertial system malfunctions.
D <POS (6L) – Pushing 6L returns the display to the POS REF 3/3
page.
D POS INIT> (6R) – This prompt is displayed only when the INS is in
the ALIGN mode. Pushing 6R returns the display to the POS INIT
page 1/3.

REV 1 May 2018 G-- 11
AIRCRAFT WITH GPS, INS, AND DME

HT9100/HT1000 is interfaced with both an INS and DME. In these
IDENT Page
DME interface.
POS INIT 1/3 Page

There are no differences on the POS INIT 1/3 page for INS-equipped
POS REF 2/3 Page

The POS REF 2/3 page shown in Figure G--11, is very similar for aircraft
Figure G--11
POS REF 2/3 Page – INS With DME

G-- 12 REV 1 May 2018
D POS (GPS, DME/DME, INS, or DR) (1L) – The corrected aircraft

is:
— GPS
— DME/DME
— INS

POS REF 3/3 Page

The POS REF 3/3 page shown in Figure G--12, is very similar for aircraft
Figure G--12
POS REF 3/3 Page – INS With DME


REV 1 May 2018 G-- 13


D INS (3L) – If the inertial position is valid, 3L displays the position in

either LAT/LONG format or bearing/distance format. If the INS is not
in the NAV mode or the INS position is invalid, the data field is blank.
D INS INFO> (3R) – Pushing 3R displays the INFO page for the INS.

Figure G--7, and pushing 6R again switches the data fields in 1L, 2L,

G-- 14 REV 1 May 2018
DME INFO PAGE
The DME INFO page shown in Figure G--13, is displayed by pushing

2R on the POS REF 3/3 page.

Information Page.
Figure G--13
DME INFO Page

REV 1 May 2018 G-- 15
Blank Page

G-- 16 REV 1 May 2018
Appendix H

(ADIRU)
INTRODUCTION

interfaced with a Honeywell Air Data Inertial Reference Unit
(ADIRU)
D The operational differences when the HT9100/HT1000 has an

ADIRU and a DME interface.

equipped with an HT9100/HT1000 and a Honeywell ADIRU.
AIRCRAFT WITH GPS AND ADIRU

interfaced with a Honeywell ADIRU.
P28-- 3653-- 021 Preflight - System Initialization (ADIRU)

REV 1 May 2018 H-- 1
IDENT Page
HT9100/HT1000 is the IDENT page, as shown in Figure H--1. The
IDENT page lets the pilot review the aircraft type, engine type,
operating system software version, and NAV databases. All data on the
aircraft IDENT page should be reviewed for accuracy and applicability.
The only data that can be changed on the IDENT page is the active NAV
Figure H--1
IDENT Page
module.
database cycle.
Preflight - System Initialization (ADIRU) P28-- 3653-- 021

H-- 2 REV 1 May 2018
following:

pushing 3R with the scratchpad empty, as shown in Figure H--2.
Figure H--2
that were in the ACTIVE field move to the INACTIVE field in 3R,
as shown in Figure H--3.
Figure H--3

REV 1 May 2018 H-- 3


page.
POS INIT 1/3 Page

POS INIT 1/3 page can be used to initialize the ADIRU with the present
position. The POS INIT 1/3 page is shown in Figure H--4.
Figure H--4
POS INIT 1/3 Page – ADIRU

H-- 4 REV 1 May 2018

based on GPS.
D <SET HDG (5L) – If the ADIRU is in the ATT mode, SET HDG is
displayed in 5L. The pilot can enter the magnetic heading in 5L. It
is automatically sent to the ADIRU when it is entered.
D SET IRS POS> (5R) – When the aircraft is on the ground and any
IRU is in the align mode, SET IRS POS is displayed in 5R with box
to the IRUs for initialization.
D <IRS INFO (6L) – Pushing 6L displays the IRS INFO page for the


REV 1 May 2018 H-- 5
POS REF 2/3 Page
The POS REF 2/3 page shown in Figure H--5, is displayed by pushing
Figure H--5
POS REF 2/3 Page – ADIRU
The POS REF page 2/3 is described in the following paragraphs.
D POS (GPS, IRS, or DR) (1L) – The corrected aircraft position is

— GPS
— ADIRU (IRS)


values.

H-- 6 REV 1 May 2018
The displayed RNP value is base on the current flight phase. Flight
phases and corresponding RNP values are listed in Table H--1.
Table H--1
Default RNP Values
En Route 2.0 NM
Terminal 1.0 NM
Approach 0.3 NM

D <DR (4L) (Not shown in Figure H--5) – Pushing 4L when the DR
is displayed in 4L instead of HDG/TAS OVERRIDE whenever the

REV 1 May 2018 H-- 7

POS REF 3/3 Page

data for each of the solutions. Figure H--6 shows an example of the POS
REF 3/3 page when ADIRU equipment is installed.
Figure H--6
POS REF 3/3 Page – ADIRU

D IRS (3L, 4L, and 5L) – For aircraft with ADIRU equipment, the label
lines in 3L, 4L, and 5L display IRS1, IRS2, or IRS3, depending on
the source of the position information. If the inertial position is valid,
the data fields display the position in either LAT/LONG format or
bearing/distance format. If the ADIRU is not in the NAV mode or the
ADIRU position is invalid, the data field is blank. Pushing 3L, 4L, or
5L when LAT/LONG is displayed copies the LAT/LONG coordinates
to the scratchpad.

H-- 8 REV 1 May 2018
D IRS INFO> (3R, 4R, and 5R) – Pushing 3R, 4R, or 5R displays the
correct INFO page for the ADIRU source (IRS INFO page).

In this mode, the data fields in 1L, 3L, 4L, and 5L display the bearing
and distance from the aircraft position displayed in 1L on the POS
REF 2/3 page. The prompt in 6R changes to LAT/LON shown in
Figure H--7, and pushing 6R again switches the data fields in 1L, 3L,
4L, and 5L back to LAT/LONG.
Figure H--7
POS REF 3/3 Page – ADIRU (BRG/DIST Selected)

REV 1 May 2018 H-- 9
SV DATA PAGE
Pushing 1R on the POS REF 3/3 page displays the SV DATA page
shown in Figure H--8.
Figure H--8
SV DATA Page




Figure H--8 the system is indicating it is 99.9% certain that the aircraft
page.

H-- 10 REV 1 May 2018
IRS INFO PAGE

Pushing 3R, 4R, or 5R on the POS REF page 3/3 displays the
corresponding IRS INFO page. The data displayed on this page
depends on whether the ADIRU has completed alignment, as shown
in Figures H--9 and H--10.
Figure H--9
IRS INFO Page During Alignment
Figure H--10
IRS INFO Page After Alignment
The IRS INFO page is described in the following paragraphs.
D IRS POSITION (1L) – The ADIRU position is displayed in 1L. If the
position is invalid, or if the ADIRU is not in the ALIGN or NAV mode,
this line is blank.
D IN ALIGN MODE (Line 2 – During Alignment) (Figure H--9) – This

REV 1 May 2018 H-- 11
D GS, WIND, and DFT RT (Line 2 – After Alignment) (Figure H--10)

current distance between the ADIRU position and the
HT9100/HT1000 NPU position, divided by the time since NAV mode
began. It is displayed in NM/hr.

between the ADIRU and the HT9100/HT1000 GPS position in terms
of direction (North or South, and East or West) and distance. TOTAL
direct distance is shown on the right. This field is blank during ADIRU
alignment and in the ATT mode.

codes are described in Table H--2.
Table H--2
Status Codes -- ADIRU
ALIGN In ALIGN mode

IRS DATA UNAVAILABLE Failed or not communicating

H-- 12 REV 1 May 2018
D ACTION/MALF (5L) – If a malfunction occurs in the ADIRU, the

HT9100/HT1000 displays an action/malfunction message. If more
than one action/malfunction message is active, a chevron (<) is
displayed in 5L. Pushing 5L when the chevron is displayed accesses
the ACTION/MALF page shown in Figure H--11.
Figure H--11

REV 1 May 2018 H-- 13
The action/malfunction messages are described in Table H--3.
Table H--3
Action/Malfunction Messages – ADIRU
ALIGN TESTS FAIL ADIRU align criteria failed at

end of alignment.
CYCLE IRS OFF--ALIGN Switch ADIRU to OFF then to
ALIGN.
ADIRU to complete the
alignment procedure.
ADIRU but was not received.
OVERHEAT CONDITION ADIRU is overheating. Check
cooling fans and air ducts.
ADIRU-calculated position.
D <INFO (6L) – Pushing 6L returns the display to the IRS INFO page.
D POS INIT> (6R) – This prompt is displayed only when the ADIRU
is in the ALIGN mode. Pushing 6R returns the display to the POS
INIT 1/3 page.
AIRCRAFT WITH GPS, ADIRU, AND DME

HT9100/HT1000 is interfaced with both an ADIRU and DME. In these
IDENT Page
DME interface.
POS INIT 1/3 Page

There are no differences on the POS INIT 1/3 page for
ADIRU-equipped aircraft that have a DME interface.

H-- 14 REV 1 May 2018
POS REF 2/3 Page

The POS REF 2/3 page shown in Figure H--12, is very similar for aircraft
Figure H--12
POS REF 2/3 Page – ADIRU With DME
D POS (GPS, DME/DME, IRS, or DR) (1L) – The corrected aircraft

is:
— GPS
— DME/DME
— ADIRU (IRS)


REV 1 May 2018 H-- 15
POS REF 3/3 Page

The POS REF 3/3 page shown in Figure H--13, is very similar for aircraft
Figure H--13
POS REF 3/3 Page – ADIRU With DME
D DME INFO (2R) – Pushing 2R displays the DME INFO page
D IRS (3L, 4L, and 5L) – For aircraft with ADIRU equipment, the label
lines in 3L, 4L, and 5L display IRS1, IRS2, or IRS3, depending on
the source of the position information. If the inertial position is valid,
the data fields display the position in either LAT/LONG format or
bearing/distance format. If the ADIRU is not in the NAV mode or the
ADIRU position is invalid, the data field is blank. Pushing 3L, 4L, or
5L when LAT/LONG is displayed copies the LAT/LONG coordinates
to the scratchpad.

H-- 16 REV 1 May 2018
D IRS INFO> (3R, 4R, and 5R) – Pushing 3R, 4R, or 5R displays the
correct INFO page for the ADIRU source (IRS INFO page).

In this mode, the data fields in 1L through 5L display the bearing and
2/3 page. The prompt in 6R changes to LAT/LON shown in
Figure H--7, and pushing 6R again switches the data fields in 1L
through 5L back to LAT/LONG.
DME INFO PAGE
The DME INFO page shown in Figure H--14, is displayed by pushing

2R on the POS REF 3/3 page.

Information Page.
Figure H--14
DME INFO Page

REV 1 May 2018 H-- 17
Blank Page

H-- 18 REV 1 May 2018
Appendix I
Distance Measuring Equipment

(DME) Information Page
INTRODUCTION
For a single DME connected to a single HT9100/HT1000 (a
one--to--one arrangement) DME operates as described in IRS
Appendix E, Preflight -- System Initialization (Super AHRS) through
Appendix H, Preflight -- System Initialization (ADIRU). The DME
information pages are accessed through the POS INIT 3/3 page shown
in Figure I--1.
Figure I--1
POS REF 3/3 Page
P28-- 3653-- 021 Distance Measuring Equipment (DME) Information Page

REV 1 May 2018 I-- 1
DME INFO PAGE

With the HT9100/HT1000--007F software, a scanning DME can be
installed without a tuning control panel.
Single HT9100/HT1000 With Scanning DME

A single scanning DME connected to a single HT9100/HT1000,
operates the same as described in Appendix E, Preflight -- System
Initialization (Super AHRS) through Appendix H, Preflight -- System
Initialization (ADIRU).
The DME INFO page shown in Figure I--2, is displayed by pushing 2R

Figure I--2
DME INFO Page
The DME INFO page is described in the following paragraphs.
D DME POSITION (Line 1) – This is the DME position calculated by

the HT9100/HT1000 using the two NAVAIDs with the best geometry
for radio position. The two NAVAIDs must form an angle between
30 and 150. As the aircraft progresses along the route, the
HT9100/HT1000 uses the best known position and the NAVAIDs
available in the NAV database to tune stations that give the most
accurate position calculation.
D GS (2L) – The current groundspeed is displayed in 2L.
D WIND (2C) – Real time wind direction and velocity are displayed in
the center of line 2.
Distance Measuring Equipment (DME) Information Page P28-- 3653-- 021

I-- 2 REV 1 May 2018
D RANGE (3R) – This is the range to the DME tuned as DME1 (AUS
in Figure I--2).
D RANGE (4R) – This is the range to the DME tuned as DME2 (SAT
in Figure I--2).
D STATION DESELECT (5L) – STATION DESELECT is used to

deselect NAVAIDs from being used in the navigation solution (for
example, DMEs known to be out of service (NOTAMs) or DMEs that
are known to result in navigation errors). The station identifier is
entered into the scratchpad and line selected to 5L. To clear all of
the deselected NAVAIDs from 5L, push the CLR key and line select
DELETE to 5L.
D <POS REF (6L) -- Pushing 6L returns the display to the POS REF
page.
Dual HT9100/HT1000 With Scanning DME

A single Scanning DME can be used by dual HT9100/HT1000’s.
Default configuration sets one as Master and the other as Slave. The
Master side displayed MASTER in small font above LSK 6. It also
provides the Station Deselect line at LSK 5L as in a single DME/single
HT arrangement. Pushing SELECT SLAVE > (LSK 6R) switches the
onside MCDU to SLAVE and the offside to MASTER , as shown in
Figure I--3.
Figure I--3
MASTER Side Display

REV 1 May 2018 I-- 3
The SLAVE side displays SLAVE in small font and does not display
the Station Deselect line. SLAVE is displayed in above LSK 6R.
Pushing SELECT MASTER > (LSK 6R) switches the onside MCDU
to MASTER and the offside to SLAVE, as shown in Figure I--4.
Figure I--4
SLAVE Side Display

I-- 4 REV 1 May 2018
In a dual HT9100/HT1000 installation where both NPUs are interfaced

to a single Honeywell scanning DME, as shown in Figure I--5, the
following rules apply:
Figure I--5
Typical Single DME/DUAL NPU Configuration
With Tuning Panel
The NPU configured as MASTER on the DME INFO page:
D Applies defined rules for DME station selection and tuning.
D Selects the DME station pair (station frequencies) to be tuned.
D Transmits selected DME station pair to be tuned to the SLAVE NPU

over system cross--talk bus.
D Transmits selected DME station tuning frequencies (label 035 in

Figure I--5) to the DME via ARINC 429 output port 7.
D Controls and displays the DME STATION DESELECT list on DME

INFO page.
D Controls the DME Tuning Valid contacts to indicate, if DME Tuning

Valid is TRUE.

REV 1 May 2018 I-- 5
The NPU configured as SLAVE on the DME INFO page:
D Applies defined rules for DME station tuning.
D Receives the selected DME station pair to be tuned from the

MASTER NPU over system cross--talk bus.
D Verifies the selected DME stations to be tuned are on the current

nearest list.
D Transmits selected DME station tuning frequency (label 035 in

Figure I--5) to the DME via ARINC 429 output port 7.
D Receives DME station data (DME distance data) from DME on

ARINC 429 input port 18.
D Does NOT display DME STATION DESELECT list on the DME

INFO page.
D Controls the DME Tuning Valid contacts to indicate, if DME Tuning

Valid is TRUE regardless of whether or not DME Tuning is Valid.

I-- 6 REV 1 May 2018
Acronyms and Abbreviations

Acronyms and abbreviations used in this guide are defined as follows:
TERMS DEFINITION
A/P autopilot
ACT active
ADC air data computer
ADF automatic direction finder
ADI attitude director indicator
ADIRU air data inertial reference unit
AHRS attitude and heading reference system
AIO analog input output
ALT altitude
AOG aircraft--on--ground
APPR approach
APRT airport
ARINC Aeronautical Radio Inc.
ARR arrival
ATA actual time of arrival
ATC air traffic control
ATS Aerospace Technical Support
ATT attitude
AZM azimuth
BITE built--in test equipment

BRG bearing
BRNAV basic random area navigation
BRT bright
C Centigrade
CAGE Commercial and Government Entity
CALC calculated
CAT category
CDI course deviation indicator
CGSSC Civil GPS Service Steering Committee
CLR clear
CO company
CRC cyclic redundancy check
CRS course
CRZ cruise
P28-- 3653-- 021 Acronyms and Abbreviations

REV 1 May 2018 Abbrev-- 1
TERMS DEFINITION
DA drift angle
DB database
DECEL decelerate
DEP departure
DEST destination
DFGC digital flight guidance computer
DFT RT drift rate
DGPS differential global positioning system
DIO digital input output
DIR direction
DIS, DIST distance
DMA Defense Mapping Agency
DME distance measuring equipment
DOD Department of Defense
DR dead reckoning
DTG distance--to--go
DTK desired track
E/D end--of--descent
ECCN Export Classification Control Number
EFC expect further clearance
EFIS electronic flight instrument system
ELV elevation
ERR error
ETA estimated time of arrival
ETE estimated time en route
EXEC execute
FAA Federal Aviation Administration

FACF final approach centerline fix
FAF final approach fix
FDE fault detection and exclusion
FL flight level
FLT flight
FLT NO flight number
FMA flight mode annunciator
FPA flight path angle
FREQ frequency
FTS Flight Technical Services
Acronyms and Abbreviations P28-- 3653-- 021

Abbrev-- 2 REV 1 May 2018
TERMS DEFINITION
GDOP geometric dilution of precision
GNSSU global navigation system sensor unit
GPSIC global positioning system information center
GR gross
GRND ground
GS groundspeed
HDG heading
HDOP horizontal dilution of precision
HSI horizontal situation indicator
ICAO International Civil Aviation Organization

IDENT identification
ILA instrument landing system look--alike
ILS instrument landing system
IN--B, INBD inbound
INFO information
INIT initialization
INS inertial navigation system
INTC intercept
IRS inertial reference system
L left
LAT latitude
LDA localizer--type directional aid
LON, LONG longitude
LSK line select key
MAG magnetic
MALF malfunction
MAP missed approach point
MCDU multifunction control display unit
MDA minimum descent altitude
MOD modified
MSG message
NAV navigation
NAVAID navigation aid

TERMS DEFINITION
NDB NAV database,
non--directional beacon
NLR no license required
NM nautical mile(s)
NPU navigation processor unit
NSP navigation select panel
Ops operations
OUT--B outbound
P--TRN procedure turn

PANS OPS Procedure for Air Navigation Services --
Aircraft Operations
PB place/bearing
PB/PB place bearing/place bearing
PBD place/bearing/distance
PERF performance
POI Principle Operations Inspector
POS position
PPOS present position
PRED prediction
PREV previous
PRN pseudo random noise
PROG progress
PTS points
QTY quantity
QUAD quadrant
R right
RA radio altitude
RAIM receiver autonomous integrity monitor
REF reference
REQ required
RMA return material authorization
RNAV random area navigation
RNP required navigation performance
RTC real--time clock
RTE route

TERMS DEFINITION
SAHRS super attitude and heading reference system
SAT static air temperature
SCAT special category
SDF simplified directional facility
SEL selected
SID standard instrument departure
SIGQ signal quality
SlD standard instrument departure
SP space
SPD speed
SPEX spares exchange
STAR standard terminal arrival route
SV satellite vehicle
T/C top--of--climb
T/D top--of--descent
TAS true airspeed
TCH threshold crossing height
TERPS U.S. Standard for Terminal Instrument
Procedures
TK, TRK track
TKE track angle error
TOGA takeoff or go--around
TRANS transition
TRN turn
TSO Technical Standard Order
USCG U.S. Coast Guard

UTC universal time coordinated
VAR variation
VB vertical bearing
VDEV vertical deviation
VDL VHF datalink
VDOP vertical dilution of precision
VHF very high frequency
VNAV vertical navigation
VOR VHF omnidirectional range
VS vertical speed

TERMS DEFINITION
VTA vertical track (change) alert
VTK vertical track
W wind
WPT waypoint
WT weight
XTK crosstrack
ZFW zero fuel weight

Glossary
The following is a list of technical and operational terms, acronyms, and
abbreviations with explanations in alphabetical order.
ACT Active flight plan or route leg

ACT RTE Active route
ADC Air data computer
Alphanumeric A letter and a number
ALT Altitude, corrected for local barometric
pressure
AT The distance relative to the active vertical
waypoint
Bearing The horizontal direction to a point referenced to
north (true, magnetic, or grid)
BITE Built-in test equipment
BRG/DIS Bearing/distance
C Centigrade
CALC An HT9100/HT1000-calculated value.
CO ROUTE Company route, pilot-entered information
Cross Track Distance off course in nautical miles
(XTK)
DA Drift angle — The angle between the heading
and the track
Desired Track The direction the pilot has to fly to reach the
(DTK) TO waypoint
DEST Destination airport
DFGC Digital flight guidance computer (autopilot)
DFT RT Drift rate
Direct-to A navigation equipment function that lets the
aircraft proceed directly from present position
to a selected waypoint.
DMA Defense Mapping Agency
P28-- 3653-- 021 Glossary

REV 1 May 2018 Gloss-- 1
E/D The last waypoint in the descent that has an

AT altitude constraint
EFC Expect further clearance
FDE Fault detection and exclusion — Software that
predicts GPS satellite coverage to support
navigation, fault detection, and satellite
exclusion for a selected flight plan. FDE
prediction capabilities meet the requirements
for using the HT9100/HT1000 GPS Navigation
System as a primary means of navigation for
oceanic/remote operations as detailed in
N8110.60.
FPA Flight path angle in degrees relative to the
ground
FREQ Frequency
GPS Global positioning system — A satellite-based
navigation system
GPS Antenna Flat microstrip antenna that receives GPS
satellite signals
Great Circle The shortest distance between two points on
Route the earth’s surface
GS Groundspeed — The speed of aircraft as
measured over the ground
GR WT Gross weight
HDG/Heading Direction that the aircraft longitudinal axis
points with respect to north (true, magnetic, or
grid)
ILA GPS ILS look--alike non--precision approach
INBD CRS/DIR Inbound course and turn direction
INTC CRS Intercept course
Intersection The crossing of two VOR radials or victor
airways
KT Speed in knots
LAT Latitude in degrees, minutes, and tenths
LCD Liquid crystal display
Glossary P28-- 3653-- 021

Gloss-- 2 REV 1 May 2018
LON or LONG Longitude in degrees, minutes, and tenths

MAG VAR Magnetic variation — The difference between
true and magnetic north
NAVAID Navigation aid
NM Distance in nautical miles
PDOP Position dilution of precision
PROG Progress
QUAD/RADIAL Quadrant and radial
RAIM Receiver autonomous integrity monitoring —
Used to monitor the integrity of the navigation
information received from the satellites.
Estimates an upper limit on the position
accuracy available under the conditions
dictated by the satellites. The limit depends on
the number of satellites in view and their
relative positions in the sky.
REF NAV DATA Reference navigation data — Information
about waypoints, navaids, airports, and
runways that is stored in the database and is
available for display by the HT9100/HT1000.
SCAT ILS special Category 1 approach
TAS True airspeed — The speed of aircraft relative
to the surrounding air
Track (TK) (TKE) The actual direction traveled over the ground
referenced to north (true, magnetic, or grid)
TSO C115b Technical Standard Order used by the FAA for
airborne area navigation equipment using
multisensor inputs
TSO C129 Technical Standard Order used by the FAA for
GPS navigation systems
UTC Universal time coordinated
VDL VHF datalink
VDOP Vertical dilution of precision. See dilution of
precision.
P28-- 3653-- 021 Glossary

REV 1 May 2018 Gloss-- 3
VOR VHF (very high frequency) omnidirectional

range transmitter — A ground-based
navigation aid.
Waypoint (WPT) A defined location (airport, VOR, etc.) used in
a flight plan or as a destination
WIND Current wind speed and direction
WT Weight
Glossary P28-- 3653-- 021

Gloss-- 4 REV 1 May 2018
Index
A 9-29
navigation select panel
Abbreviations, Abbrev--1 (NSP), 9-29
Abeam points, 7-8 differential GPS system
Accuracy and integrity overview, 9-26
requirements, 9-35 en route and terminal area, 9-10
Acronyms, Abbrev--1 final approach fix inbound, 9-12
ACT RTE 1 -- HOLD page, 7-23 HT9100/HT1000 approaches,
ACT RTE DATA page, 7-18 9-5
ACT RTE LEGS page, 7-14 ILA path construction, 9-15
VNAV information, 8-6 introduction, 9-1
Angle or speed display, 8-7 missed approach, 9-13
Active route integrity prediction, non--precision approaches,
10-6 example ILA approach, 9-22
ADIRU, status codes, H--12 non--precision approaches
Advisory messages, A--8 (lateral guidance only), 9-6
Aerospace Technical Support aircraft inbound to final
(ATS), 1-3 approach course, 9-11
Air data inertial reference unit course deviation indicators,
(ADIRU), H--1 9-7
system initialization, H--1 en route and terminal area,
aircraft with GPS and 9-10
ADIRU, H--1 example, 9-10
aircraft with GPS, ADIRU, final approach fix inbound,
and DME, H--14 9-12
Aircraft in terminal area, 9-34 flight director commands, 9-7
Aircraft inbound to the final indicators on the LEGS
approach course, 9-11 page, 9-8
Aircraft outside terminal area, 9-31 manual go--around, 9-13
Alerting messages, A--1 missed approach, 9-13
Angle or speed display, 8-7 scratchpad messages, 9-9
Annunciator lights, A--16 selecting, 9-6
Arrival/Approach, accuracy and transition to approach from
integrity requirements, destination procedure turn, 9-10
RAIM prediction, 9-35 non--precision approaches with
Arrival/approach, 9-1 ILS look--alike, 9-14
accuracy and integrity course deviation indicators,
requirements, 9-35 9-21
aircraft inbound to final approach ILA course and glidepath
course, 9-11 indicators, 9-21
arrival selection, 9-1 ILA path selection, 9-16
differential GPS airborne ILA scratchpad messages,
equipment, 9-28 9-21
GPS status annunciators,
P28-- 3653-- 021 Index

REV 1 May 2018 Index-- 1
Index (cont)
Arrival/approach (cont) erasing an active route leg,
non--precision approaches with 7-1
ILS look--alike (cont) intercept course, 7-1
indicators on the DESCENT parallel lateral path offset,
page, 9-19 7-12
indicators on the LEGS pilot--defined waypoints, 7-5
page, 9-20 route discontinuity, 7-2
precision approaches RTE COPY prompts, 7-8
aircraft in terminal area, 9-34 SELECT DESIRED WPT
aircraft outside terminal area, page, 7-3
9-31 Customer support, 1-3
final approach fix inbound, Aerospace Technical Support
9-35 (ATS), 1-3
SCAT 1, 9-26 Flight Technical Services (FTS),
SCAT 1 example, 9-31 1-4
transition to approach from Honeywell aerospace technical
procedure turn, 9-10 publications, 1-5
Auto go--around, 9-14 online access for technical
publications, 1-4
C D
Carousel IV A INS DATA INDEX page, 10-9
status codes, G--11 Dead reckoning, 10-11
with GPS, G--1 DEP/ARR page, 5-7
Course deviation indicators (CDI), Departure selection, 5-8
9-7, 9-21 Descent, 8-9
Crossing points, LAT/LONG, 7-7 ACT RTE LEGS page with
Cruise, 7-1 VNAV information, 8-6
ACT RTE DATA page, 7-18 Angle or speed display, 8-7
ACT RTE LEGS page, 7-14 deceleration segment, 8-2
holding patterns, 7-23 introduction, 8-1
ACT RTE 1 -- HOLD page, page, 8-9
7-23 path, 8-1
holding pattern guidance, construction, 8-3
7-28 PROGRESS page, 8-7
MOD HOLD PENDING VNAV operations, 8-7
message, 7-28 VNAV data display, 8-4
POS REPORT page, 7-22 VNAV descent scenarios, 8-13
PROGRESS pages, 7-19 scenario one, 8-13
page 1/2, 7-19 scenario two, 8-16
page 2/2, 7-20 VNAV messages, 8-12
route modification, 7-1 DESCENT page, 8-9
ABEAM PTS (points), 7-8 Descent path, 8-1
direct--to, 7-1 deceleration segment, 8-2
Index P28-- 3653-- 021

Index-- 2 REV 1 May 2018
Index (cont)
Descent path (cont) multifunction control display
path construction, 8-3 unit (MCDU), 2-4
Direct--to, 6-1, 7-1 navigation processor unit
Distance measuring equipment (NPU), 2-3
(DME), information page system components, 2-2
dual HT9100/HT1000 with system functions, 2-5
scanning DME, I--3 guidance, 2-5
single HT9100/HT1000 with navigation database, 2-6
scanning DME, I--2 navigation performance, 2-6
system interfaces, 2-5
system block diagram, 2-5
E Flight plan transfer, automatic, 5-18
Flight planning, 5-1
EFIS, course to intercept, 6-5 route activation, 5-13
En route and terminal area, 9-10, route legs page, 5-13
9-22 DEP/ARR index page, 5-7
Entry error messages, A--15 route pages, page 2, 5-4
Erasing active route leg, 7-1 RTE (route) page 1, 5-1
Flight profile, 2-1
Flight Technical Services (FTS),
F 1-4
Functions, additional, 10-1
Final approach fix inbound, 9-12, active route integrity prediction,
9-35 10-6
FIX INFO page, 10-4 DATA INDEX, 10-9
Flight director commands, 9-7 Dead reckoning, 10-11
Flight management FIX INFO page, 10-4
flight profile, 2-1 HDG/TAX override, 10-11
multifunction control display unit MESSAGE RECALL page,
(MCDU), 2-7 10-24
conventions, 2-8 NAV database crossload, 10-12
data entry, 2-14 NEAREST page, 10-9
data line, 2-13 page trees, 10-38
functional areas, 2-8 REF NAV DATA page, 10-1
interface terms, 2-14 required navigation performance
keypad, 2-9 (RNP), 10-5
page formats and data SV DATA page, 10-22
labels, 2-11 transferring user databases,
special purpose keys, 2-10 10-19
system description, 2-2 USER ROUTE index, 10-29
global positioning system USER ROUTES feature, 10-26
(GPS) antenna, 2-3 user waypoints, 10-35
P28-- 3653-- 021 Index

Index (cont)
G I
IDENT page, 4-2
Global positioning system (GPS), ILA course and glidepath
2-3, 9-26 indicators, 9-21
airborne equipment, 9-28 ILA path construction, 9-15
navigation select panel ILA path selection, 9-16
(NSP), 9-29 ILA scratchpad messages, 9-21
status annunciators, 9-29 Indicators on the DESCENT page,
antenna, 2-3 9-19
civil GPS information center, Indicators on the LEGS page, 9-8,
C--6 9-20
information available, C--7 Inertial navigation system (INS),
information center, C--6 G--1
users manual, C--9 Carousel IV A, G--1
information media, C--7 preflight -- system
information requests, C--8 initialization, G--1
other information sources, C--8 system initialization
precise worldwide position, aircraft with GPS and
velocity, and time, C--6 Carousel IV A INS, G--1
service steering committee, C--9 aircraft with GPS, INS, and
system overview, 9-26 DME, G--12
Inertial reference system (IRS),
F--1
LTN92, F--1
preflight -- system
H initialization, F--1
system initialization
aircraft with GPS and LTN92
HDG/TAS override, 10-11 IRS, F--1
Holding pattern guidance, 7-28 aircraft with GPS, DME, and
Holding patterns, 7-23 LTN92 IRS, F--13
ACT RTE 1 -- HOLD page, 7-23 Intercept course, 6-3, 7-1
holding pattern guidance, 7-28 course to intercept, 6-5
MOD HOLD PENDING
message, 7-28
Honeywell aerospace technical L
publications, 1-5
Honeywell product support, 1-2 LAT/LONG crossing points, 7-7
HSI course to intercept, 6-6 LTN92 IRS
HT9100 messages action/malfunction messages,
advisory, A--8 F--12
alerting, A--1 status codes, F--11
entry error, A--15 system initialization, F--1
MCDU annunciator lights, A--16 with GPS, F--1
Index P28-- 3653-- 021

Index (cont)
LTN92 IRS (cont) waypoint, 2-15
with GPS and DME, F--13 keypad, 2-9
alpha and numeric keys, 2-9
function keys, 2-9
M page formats and data labels,
2-11
Maintenance index, 10-12 boxes, 2-13
MAINTENANCE INDEX page, dash prompts, 2-14
10-12 label line, 2-13
Manual go--around, 9-13 large font display, 2-14
MCDU front panel, 10-51 page number, 2-14
MESSAGE RECALL page, 10-24 page or action prompts, 2-13
Messages page title, 2-13
advisory, A--8 scratchpad line, 2-13
alerting, A--1 small font, 2-14
entry error, A--15 waypoint identifiers, 2-13
MCDU annunciator lights, A--16 special purpose keys, 2-10
VNAV, 8-12 BRT/DIM key, 2-10
Missed approach, 9-13, 9-24 CLR key, 2-10
MOD HOLD PENDING message, DATA key, 2-11
7-28 EXEC key, 2-11
Multifunction control display unit MENU key, 2-10
(MCDU), 2-4, 2-7, A--16 NEXT key, 2-10
advisory messages, A--8 PREV key, 2-10
alerting messages, A--1 slash (/) key, 2-10
annunciator lights, A--16
conventions, 2-8
data entry, 2-14 N
entry error messages, A--15
functional areas, 2-8 NAV database crossload function,
annunciators, 2-9 10-12
display screen, 2-8 Navigation database, 2-6
line select keys, 2-9 Navigation performance, 2-6
interface terms, 2-14 Navigation processor unit (NPU),
activate, 2-15 2-3
active, 2-14 Navigation select panel (NSP),
enter, 2-15 9-29
erase, 2-15 NEAREST page, 10-9
execute, 2-15 Non--precision approaches
inactive, 2-15 course deviation indicators, 9-7
initialize, 2-15 example ILA approach, 9-22
message, 2-15 ILA path construction, 9-15
modify, 2-15 lateral guidance only, 9-6
prompt, 2-15 auto go--around, 9-14
select, 2-15 example, 9-10
P28-- 3653-- 021 Index

Index (cont)
Non--precision approaches (cont) MCDU front panel, 10-51
lateral guidance only (cont) MESSAGE RECALL page,
flight director commands, 9-7 10-24
indicators on the LEGS NAV database crossload
page, 9-8 function, 10-12
manual go--around, 9-13 NEAREST page, 10-9
scratchpad messages, 9-9 page trees, 10-38
selecting, 9-6 DATA (MAINTENANCE)
with ILS look--alike, 9-14 page tree, 10-49
auto go--around, 9-25 DATA INDEX page tree (left
course deviation indicators, LSKs), 10-46
9-21 DATA INDEX page tree (right
ILA course and glidepath LSKs), 10-47
indicators, 9-21 DEP/ARR page tree, 10-43
ILA path selection, 9-16 HOLD page tree, 10-44
ILA scratchpad messages, LEGS page tree, 10-42
9-21 POS REF page tree, 10-39
indicators on the DESCENT PROGRESS page tree,
page, 9-19 10-45
indicators on the LEGS VNAV page tree, 10-41
page, 9-20 REF NAV DATA page, 10-1
manual go--around, 9-24 required navigation performance
missed approach, 9-24 (RNP), 10-5
SV DATA page, 10-22
transferring user databases,
O 10-19
USER ROUTE index, 10-29
Online access for technical USER ROUTES feature
publications, 1-4 creating and saving, 10-27
Operational differences, 4-8 deleting, 10-33
aircraft with DME, 4-8 searching the database,
DME INFO page, 4-12 10-29
IDENT page, 4-8 user waypoints, 10-35
POS REF 1/2 page, 4-9 define a waypoint, 10-36
POS REF 2/2 page, 4-10 deleting, 10-38
Other functions retrieving, 10-37
active route integrity prediction, saving a waypoint, 10-36
10-6
DATA INDEX page, 10-9 P
Dead reckoning, 10-11
FIX INFO page, 10-4 Page trees, 10-38
HDG/TAX override, 10-11 DATA (MAINTENANCE) page
introduction, 10-1 tree, 10-49
MAINTENANCE INDEX page, DATA INDEX page tree (left
10-12 LSKs), 10-46
Index P28-- 3653-- 021

Index (cont)
Page trees (cont) R
DATA INDEX page tree (right
LSKs), 10-47 RAIM prediction, destination
DEP/ARR page tree, 10-43 airport, 9-35
HOLD page tree, 10-44 REF NAV DATA page, 10-1
LEGS page tree, 10-42 Required navigation performance
POS REF page tree, 10-39 (RNP), 10-5
PROGRESS page tree, 10-45 RNP values, default, 4-6
VNAV page tree, 10-41 Route legs, 5-13
Parallel lateral path offset, 7-12 Flight plan route activation, 5-13
Performance initialization, 5-10 Route data page, 5-15
Pilot overview Route modification, 7-1
customer support, 1-3 ABEAM PTS (points), 7-8
Aerospace Technical direct--to, 7-1
Support (ATS), 1-3 erasing active leg, 7-1
Flight Technical Services intercept course, 7-1
(FTS), 1-4 parallel lateral path offset, 7-12
Honeywell aerospace pilot--defined waypoints, 7-5
technical publications, 1-5 route discontinuity, 7-2
online access for technical RTE COPY prompts, 7-8
publications, 1-4 SELECT DESIRED WPT page,
Honeywell product support, 1-2 7-3
introduction, 1-1 RTE COPY prompts, 7-8
POS REF page, 4-5 RTE page 1, 5-1
POS REPORT page, 7-22
Preflight
flight planning, 5-1 S
RTE (route) page 1, 5-1
performance initialization, 5-1 SAHRS
system initialization action/malfunction messages,
air data inertial reference E--13
unit, H--1 status codes, E--12
LTN92 IRS, F--1 Scratchpad messages, 9-9
stand--alone installations, 4-2 SELECT DESIRED WPT page, 7-3
with DME, 4-8 Selecting a non--precision
PROGRESS pages, 7-19, 8-7 approach, 9-6
page 1/2, 7-19 Special category (SCAT), SCAT 1
page 2/2, 7-20 precision approaches, 9-26
with VNAV information, 8-7 example, 9-31
Progress pages, 8-7 Status annunciators, GPS, 9-29
P28-- 3653-- 021 Index

Index (cont)
Status codes POS INIT page, G--4
ADIRU, H--12 POS REF page, G--5, G--7
IRS, F--11 SV DATA page, G--9
SAHRS, E--12 aircraft with GPS and LTN92
INS, G--11 IRS, F--1
Super attitude and heading IDENT page, F--2
reference system (SAHRS), IRS INFO page, F--10
system initialization POS INIT page, F--4
aircraft with GPS and SAHRS, POS REF page, F--5, F--7
E--1 SV DATA page, F--9
aircraft with SAHRS, GPS, and aircraft with GPS, ADIRU, and
DME, E--14 DME, H--14
SV DATA page, 10-22 IDENT page, H--14
SV data page, 4-7 POS INIT page, H--14
System block diagram, 2-5 DME INFO page, H--17
System components, 2-2 POS REF page, H--15, H--16
System description, 2-2 aircraft with GPS, DME, and
global positioning system (GPS) LTN92 IRS, F--13
antenna, 2-3 DME INFO page, F--16
multifunction control display unit IDENT page, F--13
(MCDU), 2-4 POS INIT page, F--14
navigation processor unit (NPU), POS REF page, F--14, F--15
2-3 aircraft with GPS, INS, and
system components, 2-2 DME, G--12
System functions, 2-5 DME INFO page, G--15
guidance, 2-5 IDENT page, G--12
navigation database, 2-6 POS INIT page, G--12
navigation performance, 2-6 POS REF page, G--12, G--13
System initialization aircraft with SAHRS and GPS,
aircraft with DME, 4-8 E--1
DME INFO page, 4-12 IDENT page, E--2
IDENT page, 4-8 INFO page, E--11
POS REF 1/2 page, 4-9 POS INIT page, E--4
POS REF 2/2 page, 4-10 POS REF page, E--5, E--8
aircraft with GPS and ADIRU, SV DATA page, E--10
H--1 aircraft with SAHRS, GPS, and
IDENT page, H--2 DME, E--14
IRS INFO page, H--11 DME INFO page, E--17
POS INIT page, H--4 IDENT page, E--14
POS REF page, H--6, H--8 POS INIT page, E--15
SV DATA page, H--10 POS REF page, E--15, E--16
aircraft with GPS and Carousel air data inertial reference unit,
IV A INS, G--1 H--1
IDENT page, G--2 LTN92 IRS, F--1
INS INFO page, G--10
Index P28-- 3653-- 021

Index (cont)
System initialization (cont) V
stand--alone installations, 4-2
IDENT page, 4-2 Vertical navigation, 8-13
POS REF page, 4-5 descent, 8-13
SV data page, 4-7 ACT RTE LEGS page with
System interfaces, 2-5 VNAV information, 8-6
data display, 8-4
PROGRESS pages with
T VNAV information, 8-7
scenarios, 8-13
VNAV messages, 8-12
Takeoff/climb
VNAV data display, 8-4
direct--to, 6-1
VNAV descent scenarios, 8-13
EFIS course to intercept, 6-5
scenario one, 8-13, 8-16
HSI course to intercept, 6-6
VNAV messages, 8-12
intercept course, 6-3
course to intercept, 6-5
introduction, 6-1
Transferring user databases, 10-19 W
Transition to the approach from a
Waypoints
procedure turn, 9-10
along track, 7-7
define a waypoint, 10-36
LAT/LONG, 7-6
U PB/PB, 7-6
PBD, 7-6
USER ROUTE index, 10-29 pilot--defined, 7-5
USER ROUTES feature, 10-26 user, 10-35
creating and saving, 10-27 deleting, 10-38
deleting, 10-33 retrieving, 10-37
loading, 10-31 Wind page, 5-16
searching the database, 10-29 Winds, propagated, 5-17
P28-- 3653-- 021 Index

Blank Page
Index P28-- 3653-- 021


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Honeywell International Inc.

21111 N. 19th Ave.

TO: HOLDERS OF THE HT9100/HT1000 GNSS NAVIGATION

REVISION NO. 1 DATED MAY 2018

Because of the extensive changes and additions throughout the guide,

(Software Load 007F -- Color

This document contains technical data and is subject to U.S. export

Honeywell Materials License Agreement

P28-- 3653-- 021

Materials solely to operate, maintain, or repair the Honeywell Product on or

P28-- 3653-- 021

STATUTORY, OR INDIRECT DAMAGES, LOSS OF PROFITS, REVENUES,

WARNING: INCORRECTLY MAINTAINED AND/OR REPAIRED

P28-- 3653-- 021

Honeywell and SPEX are registered trademarks of Honeywell International

P28-- 3653-- 021

P28-- 3653-- 021

For each revision, Honeywell has included the Revision Number,

Revision Revision Insertion

1 May 2018 May 2018 H

P28-- 3653-- 021 Record of Revisions

Record of Revisions P28-- 3653-- 021

List of Effective Pages

Title Pilot Overview

Record of Revisions Flight Management

List of Effective Pages 2--3 H May 2018

H indicates a changed page A indicates added page

P28-- 3653-- 021 List of Effective Pages

Subheading and Page Date Subheading and Page Date

Preflight -- System Initialization (cont) Cruise

Preflight -- Flight Planning and 7--10 H May 2018

H indicates a changed page A indicates added page

List of Effective Pages P28-- 3653-- 021

Subheading and Page Date Subheading and Page Date

Descent (cont) 9--29 H May 2018

H indicates a changed page A indicates added page

P28-- 3653-- 021 List of Effective Pages

Subheading and Page Date Subheading and Page Date

Other Functions (cont) A--16 H May 2018

10--29 H May 2018 Appendix B

H indicates a changed page A indicates added page

List of Effective Pages P28-- 3653-- 021

Subheading and Page Date Subheading and Page Date

Appendix E G--5 H May 2018

F--1 May 2018 H--3 H May 2018

G--1 May 2018 I--1 H May 2018

H indicates a changed page A indicates added page

P28-- 3653-- 021 List of Effective Pages

Subheading and Page Date Subheading and Page Date

Acronyms and Abbreviations

H indicates a changed page A indicates added page

List of Effective Pages P28-- 3653-- 021

1. PILOT OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

2. FLIGHT MANAGEMENT . . . . . . . . . . . . . . . . . . . . . 2-1

3. FLIGHT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . 3-1

4. PREFLIGHT -- SYSTEM INITIALIZATION . . . . . . 4-1

P28-- 3653-- 021 Table of Contents

Table of Contents (cont)

4. PREFLIGHT -- SYSTEM INITIALIZATION (CONT)

Table of Contents P28-- 3653-- 021

Table of Contents (cont)

P28-- 3653-- 021 Table of Contents

Table of Contents (cont)

10. OTHER FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 10-1