King KLN-90A Pilots Manual
King KLN-90A Pilots Manual
King KLN-90A Pilots Manual
Pilot's Guide
KLN 90A
ORs 10
AlliedSignal
u
A E R O S P A C E
BENDlX/KlNG@
AlliedSignal General Aviation Avionics 400 North Rogers Road Olathe, Kansas 66062-1212 Telex 669916 KINGRALl FAX 913-791-1302 Telephone: (913) 7683000
0 1993 AlliedSignal Inc.
9/93 006-08743-0000
5K Printed i U S A . n
e e e e e
IMPORTANT= Special installation procedures must be followed in order for the KLN 9OA to be certified for IFR terminal and en route use. If These procedures are followed, the KLN 9OA can be used for IFR use but is not certified for use in any type of approach. Consult the KLN 9OA Flight Manual Supplement for the operating limitations of this unit.
SEPTEMBER, 1993
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................................................... i PREVIEW OF OPERATION............................................................................................................................................ II CHAPTER 1 . KLN WA SYSTEM COMPONENTS.................................................................................................... 1-1 CHAPTER 2 .DATA BASE ......................................................................................................................................... 2-1 2.1 FUNCTIONS OF THE DATA BASE ................................................................................................................. 2-1 2.2 DATA BASE COVERAGE AREAS AND CONTENTS .................................................................................. 2-1 2-3 2.3 USE OF ICAO IDENTIFIERS ........................................................................................................................... 2-3 2.4 UPDATING THE DATA BASE ......................................................................................................................... 2-4 2.4.1 Computer Updating of the Data Base ................................................................................................ 2.4.2 Cartridge Exchange Updating of the Data Base ................................................................................ 2-5 2.5 USER DEFINED DATA BASE ......................................................................................................................... 2-6 2.6 INTERNAL MEMORY BACKUP BAlTERY .................................................................................................... 2-6 CHAPTER 3 KCC 90 TAKE-HOME CASE ............................................................................................................... 3-1 3.1 DESCRIPTION ................................................................................................................................................. 3-1 3-1 3.2 THE TAKE-HOME MODE ................................................................................................................................ 3-3 3.3 SElTING UP THE KCC 90 .............................................................................................................................. CHAPTER 4 LEVEL 1 OPERATION......................................................................................................................... 4-1 4-1 4.1 COVERAGE AREA .......................................................................................................................................... 4-3 4.2 TURN-ON AND SELF TEST ............................................................................................................................ 4.3 DISPLAY FORMAT .......................................................................................................................................... 4-9 4.4 BASIC OPERATION OF PANEL CONTROLS .............................................................................................. 4-11 4.4.1 Page Selection .................................................................................................................................. 4-12 4.4.2 Data Entry ......................................................................................................................................... 4-14 4.4.3 Altemative Waypoint Data Entry Method ......................................................................................... 4-15 .............................................................................. 4-15 4.4.4 The Duplicate Waypoint Page ........................... 4.5 MESSAGE PAGE ........................................................................................................................................... 4-16 4-17 4.6 INITIALIZATION AND TIME TO FIRST FIX ................................................................................................ 4.7 SELECTING WAYPOINTS ............................................................................................................................ 4-20 w' : 4.7.1 Selecting Waypoints By Identifier ..................................................................................................... 4-20 4.7.2 Selecting Waypoints By Scanning ..................................................................................................... 4-21 4.7.3 "Nearest" And "Complete" Waypoint Scan Lists .............................................................................. 4-22 '........................................... 4-23 4.7.3.1 Nearest Airports In An Emergency .................................................... 4.7.3.2 Continuous Display Of Nearest Airport ......................................................................................... 4-24 4.7.4 Selecting Waypoint By Name Or City ............................................................................................... 4-24 4.8 DIRECT TO OPERATION .............................................................................................................................. 4-27 4.8.1 Direct To-Procedure 1 ...................................................................................................................... 4-27 4.8.2 Direct To-Procedure 2 ...................................................................................................................... 4-28 4.8.3 To Recenter The D-Bar .................................................................................................................... 4-28 4.8.4 To Proceed Direct To Another Waypoint ......................................................................................... 4-28 4.8.5 Cancelling Direct To Operation ........................................................................................................ 4-29 4-29 4.8.6 Waypoint Alerting For Direct To Operation ...................................................................................... 4.9 THE NAVIGATION PAGES ........................................................................................................................... 4-31 4.9.1 The Navigation 1 P8ge (NAV 1) ....................................................................................................... 4-31 4.9.2 The Super NAV 1 Page ................................................................................................................... 4-32 4.9.3 The Navigation 2 Page (NAV 2) ....................................................................................................... 4-32 4.9.4 The Navigation 3 Page (NAV 3) ....................................................................................................... 4-32 4.9.5 The Navigation 4 Page (NAV 4) ....................................................................................................... 4-34
4.9.6 The Navigation 5 Page (NAV 5) .......................................................................................... s m .......... 4-34 4.9.7 The Super NAV 5 Page .................................................................................................................... 4-36 4. 0 SPECIAL USE AIRSPACE ALERT .............................................................................................................. 4-39 4-42 4. 1 VIEWING THE WAYPOINT PAGES ........................................................................................................... 4-42 4.1 1.1 Airport Pages .................................................................................................................................. 4-42 4.11.2 The Airport 1 Page (APT 1) ............................................................................................................ 4-43 4.11.3 The Airport 2 Page (APT 2) ............................................................................................................ 4.1 1.4 The Airport 3 Page (APT 3) ............................... ........................................................................... 4-43 4-45 4.1 1.5 The Airport 4 Page (APT 4) ............................................................................................................ 4.11.6 The Airport 5 Page (APT 5) ............................................................................................................ 4-47 4.11.7 The Airport 6 Page (APT 6) ............................................................................................................ . 4 4.1 1.8 The VOR Page ............................................................................................................................... 4-49 4.1 1.9 The NDB Page ................................................................................................................................ 4-49 4.1 1.10 The Intersection Page (INT) ......................................................................................................... 4-49 4.1 1.11 The Supplemental Waypoint Page (SUP) .................................................................................... 4-51 4.1 2 FREQUENCIES FOR NEAREST FLIGHT SERVICE STATIONS ........................................................... 4-52 4.13 FREQUENCIES FOR AIR ROUTE TRAFFIC CONTROL CENTERS (ARTCC) ....................................... 4-52 4.14 VIEWING AND SE-TTING THE DATE AND TIME ....................................................................................... 4-53 4.1 5 ALTITUDE ALERTING ................................................................................................................................. 4-55 4.1 6 HEIGHT ABOVE AIRPORT ALERT ............................................................................................................ 4-58 4.1 7 REMOTE MOUNTED ANNUNCIATORS .................................................................................................... 4-59 4.18 SAMPLE TRIP .............................................................................................................................................. 4-60 4.18.1 Pre-Departure ................................................................................................................................. 4-60 4.1 8.2 Enroute ........................................................................................................................................... 4-60 4.18.3 Terminal Area ................................................................................................................................. 4-61 CHAPTER 5 LEVEL 2 OPERATION......................................................................................................................... 5-1 5.1 CREATING AND MODIFYING FLIGHT PLANS .......................................................................................... 5-1 5.1.1 Creating A Flight Plan ......................................................................................................................... 5-2 5.1.2 Activating A Numbered Flight van ..................................................................................................... 5-3 5-4 5.1.3 Adding A Waypoint To A Flight Plan .................................................................................................. 5.1.4 Deleting A Waypoint From A Flight Plan W L ....1................................................................................. 5-5 5.1.5 Deleting Flight Plans ........................................................................................................................... 5-5 5.1.6 Storing FPL 0 As A Numbered Flight Plan ......................................................................................... 5-6 5.2 OPERATING FROM THE ACTIVE FLIGHT PLAN ................................. .................................................. 5-7 5.2.1 General Procedures ............................................................................................................................ 5-7 5.2.2 Tum Anticipation And Waypoint Alerting ............................................................................................ 5-8 5.2.3 Viewing The Waypoint Pages For The Active Flight Plan Waypoints ............................................. 5-10 5-10 5.2.4 Combining Direct To And Flight Plan Operation .............................................................................. 5.2.5 The Distancenimes Pages .............................................................................................................. 5-11 5.2.6 The Distancenime 1 Page ( D n 1) ................................................................................................... 5-11 5.2.7 The Distancmime 2 Page (D/ 2) ................................................................................................... 5-12 5.2.8 The Distancmime 3 Page (D/T 3) .................................................................................................... 5-12 5.2.9 The D i s t a n m m e 4 Page (D/T 4) ................................................................................................... 5-13 5.3 SAMPLE TRIP ................................................................................................................................................ 5-15 5.3.1 Pre-Departure ................................................................................................................................. 5-16 5.3.2 Enroute ................. ............................................................................................................................ 5-16 5.3 SAMPLE TRIP ................................................................................................................................................ 5-19 CHAPTER 6 LEVEL 3 OPERATION......................................................................................................................... 6-1 6.1 TRIP PLANNING .............................................................................................................................................. 6-1 6-2 6.1.1 The Trip Planning 0 Page (TRI 0) .......................................................................................................
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6.1 -2 The Trip Planning 1 And Trip Planning 2 Pages (TRI 1 and TRI 2) .................................................. 6-3 6.1.3 The Trip Planning 3 And Trip Planning 4 Pages (TRI 3 and TRI 4) .................................................. 6-5 6.1.4 The Trip Planning 5 And Trip Planning 6 Pages (TRI 5 and TRI 6) .................................................. 6-6 6.2 ADVISORY VNAV OPERATION ..................................................................................................................... 6-7 6-7 6.2.1 VNAV For Direct To Operation ........................................................................................................... 6.2.2 VNAV For Flight Plan Operation ......................................................................................................... 6-9 6.3 CALCULATOR PAGES .................................................................................................................................. 6-10 6.3.1 The Calculator 1 Page (CAL 1) ........................................................................................................ 6-10 6.3.2 The Calculator 2 Page (CAL 2) ........................................................................................................ 6-11 6.3.3 The Calculator 3 Page (CAL 3) ........................................................................................................ 6-12 6.3.4 The Calculator 4 Page (CAL 4) ........................................................................................................ 6-12 6.3.5 The Calculator 5 Page (CAL 5) ........................................................................................................ 6-13 6.3.6 The Calculator 6 Page (CAL 6) ........................................................................................................ 6-14 6.3.7 The Calculator 7 Page (CAL 7) ........................................................................................................ 6-15 6.4 USER-DEFINED WAY POINTS ..................................................................................................................... 6-16 6.4.1 Creating An Airport User Waypoint .................................................................................................. 6-16 6.4.2 Creating A VOR User Waypoint ....................................................................................................... 6-18 6-18 6.4.3 Creating An NDB User Waypoint ..................................................................................................... 6.4.4 Creating Intersection Or Supplemental User Waypoints ................................................................. 6-18 6-20 6.4.5 Deleting User-DefinedWaypoints .................................................................................................... 6.5 REFERENCE WAYPOINTS .......................................................................................................................... 6-21 6.6 CENTER WAY POINTS .................................................................................................................................. 6-25 6.6.1 Creating Center Waypoints And Inserting Them in Flight Plans ...................................................... 6-25 6.6.2 Viewing the Center Waypoints After Insertion Into A Flight Plan ..................................................... 6-26 6.6.3 Creating Center Waypoints After Modifying A Flight Plan ............................................................... 6-27 6-28 6.7 PROGRAMMING THE TURN-ON PAGE ...................................................................................................... 6.8 THE STATUS PAGES ................................................................................................................................... 6-29 6.8.1 Determining The Status Of The GPS Signals .................................................................................. 6-29 6.8.2 Determining KLN 9OA Software Status And Operational Time ...................................................... 6-31 6.9 MODES OF OPERATION .............................................................................................................................. 6-32 6-32 6.9.1 Selecting The Enroute-Leg Mode Or The Emoute-OBS Mode ....................................................... 6.9.2 The Enroute-Leg Mode ..................................................................................................................... 6-33 6.9.3 The Enroute-OBS Mode ................................................................................................................... 6-33 6.9.4 Switching From The Enroute-OBS Mode To The Enroute-Leg Mode .: ........................................... 6-35 6.9.5 Activating A Waypoint While In The Enroute-OBS Mode ................................................................ 6-35 6.10 THE FUEL MANAGEMENT PAGES ........................................................................................................... 6-36 6.10.1 The Other 5 Page (OTH 5) ............................................................................................................. 6-36 6-37 6.10.2 The Other 6 Page (OTH 6) ............................................................................................................. 6.10.3 The Other 7 Page (OTH 7) ............................................................................................................. 6-37 6.10.4 The Other 8 Page (OTH 8) ............................................................................................................ 6-37 6.11 THE AIR DATA PAGES .............................................................................................................................. 6-38 6.1 1.1 The Other 9 Page (OTH 9) ............................................................................................................. 6-39 6.11.2 The Other 10 Page (OTH 10) ......................................................................................................... 6-39 6.1 2 OPERATION OUTSIDE THE PRIMARY COVERAGE AREA .................................................................... 6-40 6.1 3 OPERATION WITHOUT 9 DATA BASE CARTRIDGE .............................................................................. 6-40 APPENDIX A NAVIGATIONAL f E m S ................................................................................................................... A-1 APPENDIX B MESSAGE PAGE MESSAGES......................................................................................................... B-1 APPENDIX C STATUS LINE MESSAGES ............................................................................................................. C-1 APPENDIX D ABBREVIATIONS.............................................................................................................................. D-1 APPENDIX E SECONDS TO DECIMAL MINUTES ................................................................................................ E-1
The KLN 90A is an extremely sophisticated navigational device, capable of providing highly accurate navigation over most parts of the world. You will be amazed at all of the navigational and other aeronautical functions that the unit can perform. However, you dont need to master all of the KLN 90As capabilities at once. In just a short time you will be confidently using it to make your flying duties easier and more enjoyable. You will learn new features as you have a need or desire to learn them and soon will establish the best way of using the KLN 90A to meet your particular flying requirements. Dont let the size of this Pilots Guide intimidate you! It is written in plain, simple English instead of computereeze and it assumes you are not an experienced user of GPS or other types of long range navigation equipment. If you are experienced, so much the better. This Pilots Guide also includes hundreds of sample screen figures and other illustrationsto make your learning easier. It is designed so that you can start at the front and progress in the order presented; however, you may want to skip around and learn things in your own order. There are several appendices in the back that you may find useful from time to time.
As you become proficient with using the KLN 90A, dont be tempted to rely on it as the sole means of navigation. A good pilot never relies on just one source of navigation for either VFR or IFR flying. Cross check your position using VOR, DME, ADF, or other navigational devices you may have in the cockpit - including your eyes! Be sure and keep a copy of this Pilots Guide in the aircraft to use as a reference. You never know when you may have a question youll want to look up. One last thing. Dont get so involved in learning to use the KLN 90A that you forget to fly the airplane. Be careful, and remember to keep a close eye out for other aircraft. NOTE: A white border is used around data on some of the figures in this Pilots Guide to indicate that the data inside the border is flashing. An example of this is figure 4-5 where the white border around the characters ACKNOWkEDGE? and ENT is used to indicate that both are flashing.
No doubt you are going to read this entire manual just as soon as you possibly can. But just to get an idea of how easy the KLN 90A is to operate, the following operational preview is presented. This operational preview assumes the KLN 90A has been properly installed, the unit was previously operational in the same general geographical location, and that no peripheral equipment interfaced with the KLN 90A (such as external HSls, CDls, autopilots, RMls, fuel flow systems, moving map display, etc.) is to be used at this time. If you are using this operational preview in flight, do so only in good VFR conditions and only with an alternate means of navigation available to cross-check position. 1. Push the power/brightness knob located in the upper right corner of the unit to the in position. After a few seconds of warm up, the screen will show a Turn-On page with the words SELF TEST IN PROGRESS at the bottom of the page. Rotate the power/brightness knob to select the desired screen brightness. After a few seconds the TurnOn page will automatically be replaced with the Self Test page. (Note: If the KLN 90A is being used in the optional KCC 90 take-home case, a Take-Home Warning page is displayed before the Self Test page and must be acknowledged by pressing lENTl.) The Self Test page is recognizable because it shows the date and time on the right side. If the date and time are incorrect by more than 10 minutes, refer to section 4.2of this manual. The bottom left side of the Self Test page must display ANNUN ON to indicate that thew KLN 90 has passed an internal self test. In most KLN 90 installationsthe first two characters of the altimeter setting BAR0 field will be highlighted in inverse video (dark characters on a light background) on the right side of the screen. This area of inverse video is called the cursor. Use the right inner knob to select the correct first two characters of the altimeter setting. Next, turn the right outer knob one step clockwise to position the cursor over the third character of the altimeter setting. Use the right inner knob to select the correct number. Once again turn the right outer knob one step clockwise to position the cursor over the last character of the altimeter setting. Use the right inner knob to complete entering the correct altimeter setting.
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Test page. (Note: If the KLN 9OA is installed for VFR only operation, a VFR only warning page is diplayed after the self test page has been approved. This warning page must be acknowledged by pressing lENTl .)
3.
A Data Base page is now displayed showing the date the data base expires or the date it expired. Press lENTl to acknowledge the information displayed on this page.
A page displaying the letters PRESENT POS at the top will now be on the left side of the screen. In a couple minutes or less, this page will display the aircrafts present position. It shows the position both in latitude/longitudeand in terms of the radial and distance from a nearby VOR. Verify that the position is correct before proceeding. Press the button. A page with the words DIRECT TO is now displayed on the left. In step 6 you will enter the ICAO identifier of the destination airport. The identifier will have a K prefix for a Continental US. airport, a CY prefix for a Canadian airport, or a P prefix for an Alaskan airport if the identifier is all letters. For example, LAX becomes KLAX. For these countries if the identifier contains any numbers, there is no prefix. For example, TX04 is entered TX04. For other areas of the world the airport identifier entered should be identical to how it is charted.
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6.. Rotate the left inner knob until the first character
of the airport identifier is displayed. Turn the left outer knob on-e step clockwise to move the flashing segment to the second character position. Rotate the left inner knob to select the second character of the identifier. Use this procedure to enter the complete airport identifier.
7.
Press lENTl. The right side will display a page showing the identifier, name and position of the airport just entered. Confirm that the correct airport is displayed. Press lENTl a second time to approve the airport data. A Navigation page is now on the right side of the screen. It displays the distance, ETE, and bearing to the destination airport. In addition, it displays groundspeed and a course deviation indicator. If the left inner knob is rotated one step counterclockwise, you will get an enlarged Navigation page occupying the entire screen.
8.
Turn the right outer knob clockwise to position the cursor over the word APPROVE? if the cursor is not there already. Press lENTl to approve the Self
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A basic KLN 90A system consists of a panel mounted KLN 9OA GPS sensorhavigation computer, a data base cartridge, and an antenna. An altitude input is required to obtain full navigation and operational capabilities. Additional system components may be added or interfaced to the KLN 90A which increase its features and
capabilities. Some of these optional components include an external course deviation indicator (CDI), or HSI, RMI, fuel management system, air data system, ARTEX ELS10 emergency locator transmitter (ELT), autopilot, and external annunciators.
HSI
OR
EHSl
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KI 525A
AUTOPILOT
KI 206
The KLN 9OA panel mounted unit contains the GPS sensor, the navigation computer, a CRT display, and all controls required to operate the unit. It also houses the data base cartridge which plugs directly into the back of the unit.
The data base cartridge is an electronic memory containing a vast amount of information on airports, navaids, intersections, special use airspace, and other items of value to the pilot. The data base is designed to be easily updated by the user by using a laptop computer and BendidKing furnished 3.5 inch diskettes. The data base may also be updated by removing the obsolete cartridge and replacing it with a current one.
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KA 91 GPS Antenna
The GPS antenna available for use with the KLN 9OA is the KA 91. It is a patch antenna designed to always be \ mounted on the top of the aircraft. The KLN 90A has analog outputs to drive the left-right deviation bar of most mechanical CDls and HSls. In addition, it has digital outputs to automatically drive the course pointer and display flight plan waypoints on the BendidKing EHI 40 and EHI 50 electronic HSls. The BendidKing KI 229 and KNI 582 RMls may be interfaced to the KLN 90A to provide a display of magnetic bearing to the waypoint. The NAV mode of the BendidKing KFC 150, KAP 150, KAP 150H, KAP 100, KFC 200, KAP 200, KFC 250, KFC 300, and KFC 400 Flight Control Systems may be coupled to the KLN 9OA. Many other autopilots may also be coupled to the KLN 90A. Actual autopilot performance and capability when coupled to the KLN 90A may vary significantly from one autopilot model to another.
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Certain DigifloTM and MinifloTM fuel management systems manufactured by Shadin Co. Inc. as well as certain fuel computers manufactured by ARNAV Systems, Inc. and SHELTECH LTD interface with the KLN 90A. These interfaces allow the pilot to view fuel related parameters calculated by the KLN 90A such as how much fuel will be remaining when the aircraft lands at the destination. Compatible air data systems are available from BendidKing and Shadin Co. An air data system is capable of providing the KLN 90A with true air speed data which is used for wind determination. The Shadin air data system also will convert heading data from the BendidKing KCS 55A and some other compass systems to a format that allows wind calculations to be fully automatic. Altitude may be provided to the KLN 90A from an encoding altimeter, blind encoder, or one of the air data computers mentioned above. Altitude is used as an aid in position determination when not enough satellites are in view. Altitude is also used in several altitude related features such as three dimensional special use airspace alerting, height above airport, and altitude alerting.
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Some installations may require remote annunciators to be mounted in the aircraft panel in order to indicate the status of certain KLN 90A functions. Specifically, the KLN 90A has outputs to provide annunciation for waypoint alert and message.
Also available is the KCC 90 take-home case. The KCC 90 contains a power supply which plugs into a standard 115 volt or 230 volt electrical wall outlet and a mounting rack housed in an attractive briefcase. It allows a user to operate the KLN 90A from the comfort of his home, office, or motel room. It can be used to perform flight planning, database updating or as an excellent means of learning to use the KLN 90A.
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CHAPTER 2 - DATA BASE
One reason the KLN 90A is such a powerful navigation system is because of its extensive data base. A data base is an area of electronic memory used to store a large catalog of navigationaland aeronautical information.
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Likewise, the International data base LGO provides information for the whole world, but it provides detailed information for its primary area, the group of ICAO regions consisting of Europe, East Europe, Africa, Mid East, Pacific, South Pacific, and South America. Less complete information is stored in the International data base for its secondary area, North America. Specifically, both data bases contain complete information for all worldwide VORs, NDBs, and minimum safe altitudes (MSAs). For its primary area, the data base contains public use and military airports which have any runway at least 1000 feet in length. For its secondary area, the data base also contains airports having a hard surface runway at least 3000 feet in length. Airport communication frequencies and runway information are provided only for airports in the primary area of the data base. Intersections, air route traffic control center data, flight service station frequencies, and special use airspace are also provided only for the primary area. The following is a listing of the KLN 90A North American and International data base contents: *AIRPORTS Identifier Name City, State or Country Type (public or military) Latitude and Longitude Elevation Approach indicator for precision, non-precisionor no instrument approach at airport Radar approach/departure environment indi tor Whether airport underlies TCA, TRSA, ARS , CTA, or TMA w' Time relative to UTC (Zulu)
*Runway data (designation, length, surface, lighting, traffic pattern direction) Airport Services (fuel, oxygen, customs, indicator for presence of a landing fee) Airport Comments (user may manually enter remarks of up to 33 characters at any 100 airports in data base)
VORs Identifier Name Frequency DME indicator Class (high altitucd, low altitude, terminal, undefined) Latitude and Longitude Magnetic variation
NDBs Identifier Name Frequency Latitude and Longitude (Note - Outer Compass Locators are stored as Intersections) *INTERSECTIONS (low altitude, high altitude, SID/STAR, approach, and outer markers) Identifier Latitude and Longitude MISCELLANEOUS *Air Route Traffic Control Center (ARTCCs and FIRS) boundaries and frequencies (VHF and HF) *Flight Service Stations (Location of points of communication and associated frequencies - VHF and HF) Minimum Safe Altitudes *Special Use Airspace boundaries (Prohibited, '. Restricted, Warning, Alert, MOA, TCA, TRSA, ARSA, CTA, TMA)
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*Communication frequencies (VHF and HF): ATlS Clearance delivery Tower Ground control Unicom Multicom Approach (IFR) Departure (IFR) TCA, TRSA, ARSA, CTA, TMA (VFR) Center (when used for approach) Arrival Radar Director AWOS (automatic weather observing station) AAS (aeronautical advisory s rvice) atibn service) AFlS (aerodrome flight inforrir ATF (Aerodrome traffic frequency) CTAF (common traffic advisory frequency) MF (mandatory frequency) Ramp control PCL (pilot-controlled lights)
250 USER DEFINED WAYPOINTS Identifier Latitude and Longitude Additional data depending on how user defines waypoint: User airports (elevation and surface of longest runway) User VOR (frequency and magnetic variation) User NDB (frequency)
And you think your telephone directory has a lot of information!
* Items indicated with asterisk are included in the primary data base coverage area, but not in secondary coverage area. The exception is that airports in primary coverage area include those public and military bases having a runway at least 1000 feet in length.. Airports in secondary coverage area are those having a hard surface runway at least 3000 feet in length.
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Every 28 days, ASGAA receives new NavData information from Jeppesen Sanderson. This information is processed and downloaded onto both diskettes and data base cartridges. ASGAA makes these two types of update services available to you in a choice of several subscription or random update programs. See section 2.7 of this manual for details on these programs.
Regardless of whether the computer method or the cartridae exchanae method of data base uDdatina is used. . ASEAA sends the update so that it arrives pzor to the next effective date. The new update mav be installed any time prior to the effective date and the KLN 90A will use the previous data UD to the effective date and automatically beain usina the-new data on the effective date. In order to get maximum utilization from the KLN 90A, ASGAA highly encourages you to update the data base on a frequent basis, if not every 28 days. It is also a matter of safety to not fly with out of date information.
WARNING: The accuracy of the data base information is only assured if it is used before the end of the effectivity period. Use of out of date data base information is done entirely at the users own risk.
2.4.1 ComDuter UDdatina Of The Data Base Update information is sent to you on several 3.5 disks. In order to use this update method you must have access to a computer having a disk drive capable using and booting (loading) from 3.5 1.44 megabyte high density disks. In addition, an optional PC Interface kit must be used. Included in the kit are a data loader jack (wired to the KLN 90A and usually installed in the aircraft's instrument panel) and an interface cable that plugs into both the computer and into the data loader jack. CAUTION: The data base must be updated only while the aircraft is on the ground. The KLN 9OA does not perform any navigation functions while the data base is being updated. Since a data base update takes approximately 10 minutes it is a good idea to turn off all electrical equipment on the aircraft except for the KLN 9OA to avoid running down the aircraft battery.
NOTE: The disks sent to you can only be used to update one KLN 9OA, affhough they can update this specific unit numerous times. The first time the disks are used in an update operation, a unique identification code from the KLN 9OA being used is uploaded to the disks. These disks may be used in this specific KLN 9OA an unlimited number of times which could be required if you switch back and forth between the North American and lntemational data bases during one update cycle. These disks may not, however, be used to update other KLN 9OAs. This update protection ensures that Jeppesen Sanderson is properly compensated for the use of their NavData.
Follow these steps to update the KLN 9OA:
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1. Plug the 9 pin female connector end of the interface cable into a COM serial port of the computer. If the computer has COM 1 and COM 2 serial ports, either may be used. Some computers use a 9 pin COM serial port connector while other computers use a 25 pin connector. If the computer being used has a 9 pin connector, the interface cable connector will plug directly into the computer's 9 pin connector. If the computer's COM serial port uses a 25 pin connector, use the 25 pin to 9 pin adapter included in the PC interface kit to adapt the interface cable's connector to the computer's connector.
2. Plug the other end of the interface cable (4 conductor male plug) into the data loader jack that is mounted in the aircraft or in the KCC 90 take-home case.
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Figure 2-2
U P D A T E
D A T A
E A S k
6. Press I The data base region (N AMERICAN or . INTERNATIONAL) and the expiration date of the data base presentlv loaded in the KLN 90A is displayed (figure 2-4). If the data base is out of date the word EXPIRES changes to EXPIRED. 7. Press lENTl to acknowledge the information on this page and to continue the update procedure. The estimated load time in minutes is now displayed (figure 2-5).
Fiuure 2-3
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U P D R T E
N AfYlERICRN
NOTE: In steps 5, 6, and 7, repeated presses o f m will terminate the update process and bring the display back to the original SET 0 page shown in figure 2-2.
DRTFt BASE E X P I R E S
Figure 2-4
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Figure 2-5
8. Press lENTl to acknowledge the estimated load time and begin erasing the existing data base. The unit will now display ERASING DATA BASE (figure 2-6). After the data base has been erased, loading of the new data begins automatically. As the new data is being loaded, the percentage of transfer is displayed (figure 2-7).. 9. Monitor the computer screen. When the first disk is complete the computer screen will display Insert Disk 2 then press any key to continue. Disk 1 should now be removed from the disk drive and disk 2 should be inserted. Press any key on the computer. The load operation will continue. If there are 3 disks the computer screen will prompt when to use disk 3.
10. The KLN 90A will indicate when the data base update is complete as shown in figure 2-8. The computer screen will display the new data base expiration date. You may either tum the KLN 90A off at this point or press lENTl to restart the KLN 90A.
Figure 2-6
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11. Remove the interface cable. Remove the disk from the computer. Turn off the computer.
U P D A T E * D A T A B AS-t
The chances are small of having difficulty updating the data base but if you have a problem: First check that the interface cable is properly connected and that the computer is turned on. If there is a problem with the connection or the computer the KLN 90A will display LOADER NOT READY. When the problem is corrected this prompt is removed and the update operation can continue from where it left off. i
If the wrong disk is inserted the computer screen will,j$s; play Incorrect Disk please insert disk -., where the number 2 or 3 is inserted in the blank.
Figure 2-8
If an intemal test fails after the data has been loaded, the KLN 9OA will display CHECKSUM ERROR, DATA BASE INVALID, ACKNOWLEDGE?. Press lENTl to acknowledge. The KLN 90A will then display RETRY and EXIT. Use the left outer knob to position the cursor over the desired choice and press lENTl.
There are other error messages that may be displayed. If you have a problem that you cant resolve, write down any error messages to aid your BendidKing Service Center in identifying the problem.
2.4.2 Canriaae Excnanae upaanna of the Data Base To exchange the KLN 90A cartridge it is necessary to remove the KLN 9OA from the aircrafts instrument panel. The KLN 9OA and the mounting rack have been designed to provide for easy removal. Follow these steps to update the data base cartridge.
Figure 2-9
.+
1. Insert the KLN 9OA insertionhemoval tool (supplied with unit) in the small hole located on the right side of the front of the unit (figure 2-9). A standard 3/32 inch Allen wrench may also be used. 2. Tum the tool counterclockwise until the locking mechanism becomes loose and then continue tuming counterclockwise until it just barelv beains to become snua. Do not turn so far counterclockwise that the mechanism starts to bind and can no longer be tumed.
3. The KLN 90A should now be loose from the rack. Pull the unit out of the rack by pulling on the sides of the
radios front panel. DO NOT REMOVE BY PULLING ON THE KNOBS. 4. Remove the old data baseicartridge by pulling it straight out the back of the KLN &A (figure 2-10). 5. Remove the new data base cartridge from its shipping container. Note that the label on the cartridge indi-
/
Figure 2- 0 7
cates which side is up and which end to insert i KLN 9OA. Insert the new cartridge into the back of the unit. When the cartridge is properly inserted, the Insert To Here marking on the label can just be seen protruding from the rear of the KLN 90A (figure 2-11).
6. Make sure that the front lug of the locking mechanism is in the up position (figure 2-9). Insert the KLN 90A back in the rack as far as it will go.
7. Re-insert the insertionhemoval tool. Turn the tool clockwise until snug. The KLN 90A should now be locked back into the mounting rack. Pull gently on the front panel to verify that the unit is indeed locked into its rack.
d. The container which was used to ship the new cartridge to you is used to return the old cartridge back to ASGAA. A retum shipping label is included in the container. Remove the backing from the label and place it in the address position of the shipping container.
Figure 2-1 1
9. Insert the old cartridge into the container. Peel off the protective backing from the adhesive on the end flap of the container. Press the flap against the adhesive to seal the container. 10. Please return the old cartridge promptly by mailing immediately at any mailbox. No postage is required if mailed from within the U.S. Users will be billed for cartridges not retumed and no additional cartridges will be sent until either the old cartridge or payment for the old cartridge is received.
The following tear-out pages can be used for ordering the North American and lntemational data base update services from ASGAA. The forms may be mailed or faxed for your convenience.
________________________________________I____-_--_-______-_-____-_--.
Detach hem
Price: $495*
Price: $359*
Price: $289*
Name: Company: Address: City: State: Telephone: FAX: J Aircraft Make: Aircraft Model:
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Zip Code: 1
v.
Method of Payment 0 Check enclosed 0 Money order enclosed Diskette F o r m a h a p t o p Computer Required Mastercard VISA (SeeSection 2.4.1 of K I N 9OA Pilots Guide for details.) 7 Complete Update Service. Price: $ ~ 9 * Number Expires Provides 13 updates-one every 28 days for one year. Signature
Single Update. Provides one Price: $149* update upon receipt of order.
Price: $319*
*Piease include tax if you are subscribing from the following states: CA, FL, KS, MO, MN, NM, TX.
Send to:
Price: $239*
Price: $119*
AlliedSignal GAA Data Base Update Service Mail Drop #45 400 N. Rogers Road Olathe KS 66062-1212 Telephone: (913) 768-2828 FAX: (913) 791-1 302
Tape here
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Update Services
OComplete Update Service. Provides 13 updates--one every 28 days for one year.
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Price: $49
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0Six-time Update Service. Provides six updates--one every 56 days for one year. 0Four-time Update Service. Provides four updates-one during each quarter for
one year. O s i n g l e Update. Provides one update upon receipt of order.
Price: $34
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Price: $25
Price: $12
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Method of Payment
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Wire Transfer: Chase Manhattan Bank of New York, Account No. 910-2-538734
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Registration Information
Please set up the service under:
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Country :
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Note: Updates are current for 28 days after effective date on cartridge. If you select any service other than the complete 13-time service your KLN 90A will begin alerting you after 28 days that your data base is out of date.
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CHAPTER 3
3.1 DESCRIPTION
The optional KCC 90 is a specially designed case containing a power supply, cooling fan, and rack for the KLN 90A GPS. The KCC 90 provides an excellent means of allowing the KLN 90A to be utilized from the comfort of your home or office for detailed flight planning of future trips. Estimates of time enroute, distance, minimum altitudes, and fuel requirements may be easily determined. It also provides an ideal way of leaming to use the KLN 90A, since the division of attention required inside of an aircraft cockpit results in a poor learning environment. The KLN 90A data base may be electronically updated with the unit in the case by using the data loader jack provided by the KCC 90. In addition, when installed in the KCC 90 take-home case, the KLN 90A is protected against a moderate degree of the abuse associated with transporting the unit to and from the aircraft.
e
3.2 THE TAKE-HOME MODE
When the KLN 90A is used in the KCC 90 case, it is automatically put into the take-home mode. When the KLN 90A is in the take-home mode, it performs as if it is receiving adequate satellite signals to determine its position. It displays the latitude and longitude of its last known position or of whatever position it is initialized to on the Setup 1 (SET 1) page (see section 4.6 "INITIALIZATION). In addition, a groundspeed may be entered on the SET 1 page and the KLN 90A will track a flight plan or a direct to waypoint just as if it was actually functioning in an aircraft. Distances count down, waypoints sequence, special use airspace is alerted, the moving map shows airports and navaids passing by - what a great way to learn the many features of the KLN 90A! Trip planning may also be accomplished with the unit in the take-home mode using the six trip planning pages as described in section 6.1, "Trip Planning."
NOTE: If the KLN 90A is to be used in the "take-home mode," but not in a KCC 90, forced-air cooling must be provided.
31
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11. The KLN 90A Pilots Guide, aeronautical charts, or other pilot aids may be stored in the pouch located in the KCC 90 lid. The lid also has slots to provide storage for pens, pencils, and the insertion/removal tool. The Abbreviated Operators Manual may be stored on top of the KLN 90A rack. 12. A data loader jack is provided in the KCC 90 for computer updating of the KLN 90As data base. See section 2.4.1.
4. Check the voltage selection switch located to the right of the red ON/OFF power switch to make sure it is in the appropriate position. The selection choices are 1 15 or 230 volts. 115 volts is the common voltage used in the United States. 5. Plug the power cord into a suitable electrical receptacle.
6. Press the KCC 90s red power switch to the ON posi-
tion. Do not cover the vent holes on top of the case. A fan pulls air from the outside of the case to provide cooling to the KLN 90A.
7. Refer to the instructions beginning in section 4.2 TURN-ON AND SELF-TEST, for KLN 90A operation. A groundspeed and the aircrafts position may be set on the SET 1 page. Be sure to position the cursor over CONFIRM? and to press the lENTl button any time you change either the groundspeed or position of the aircraft. 8. When use is completed, turn off the KLN 90A with thebi power/brightness switch located on the unit.
NOTE: It is a good idea to re-initialize the unit back to the aircrafts position on the SET 1 page before you turn off the KLN 9OA. This will save you the effort of possibly having to initialize the unit when it is put back into the aircraft.
9. Press the KCC 90s red power switch to the OFF position. 10.The rack may be lowered back into the case by pulling up slightly on the handle of the rack and then pulling forward on the release mechanism located on the left side of the rack.
NOTE: The KCC 90 cont h s a microswitch that automatically turns the pow r supply off if the KLN 9OA rack is lowered into the case while the red power switch is left in the ON position.
3-3
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3-4
CHAPTER 4 - LEV
This is the first of three chapters specifically dealing with operating the KLN 90A. In this chapter you will learn the basic operation of the front panel controls and then how
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to perform Direct To navigation (navigatingfrom your present position direct to your desired location).
74"
74"
60"
45"
60"
45"
30"
15"
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30"
45"
30"
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60"
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IMPORTANT: Special installat& procedures must be followed in order for the KLN 9OA to be certified for IFR terminal and en route use. If these procedures are followed, the KLN 9OA can be used for IFR use but is not certified for use in any type of approach. Consult the KLN 9OA Flight Manual Supplement for the operating limitations of this unit.
r
LEFT OUTER KNOB
POWEWBRIGHTNESS
4
ENTER BUTTON BUTTON DIRECT TO BUlTON
I RIGHT
INNER KNOB
LALYA
NOTE: When power is applied to the KLN 9OA it always wakes up in the Enroute-Leg mode. Only the EnrouteLeg mode is described in this chapter. In this mode the KLN 9OA performs great circle navigation (the shortest distance between two points located on the earths surface). The course deviation output displayed on the units intemal course deviation indicator (CDl) and provided to an extemal HSI or CDI is five nautical miles left and right, full scale sensitivity. The other mode of the unit is Enroute-OBS and is described in section 6.9 of this Pilots Guide.
1. Turn-on the KLN 90A by pressing the powerhrightness knob to the in position. The power/brightness knob is located on the upper right side of the unit. It takes just a few seconds for the screen to warm up.
2. The Turn-On page will be displayed for a few seconds (figure 4-3). During this time the KLN 90A performs an extensive internal test. The ORS (Operational Revision Status) level number in the upper right corner of the display should match the ORS level indicated on the first page of this Pilots Guide (page before Table of Contents). If..desired, you may program four lines of personalized information which is displayed each time the Turn-On page isb.,. .. in view. The procedure for doing this is described in section 6.7. When the intemal test is complete, the Turn-On page will automatically be replaced by the Self Test page (figure 4-4). Note: if the KLN 9OA is operating in a KCC 90 take-home case, the Take-Home Warning page (figure 4-5) is displayed first and must be acknowledged by pressing DEI. See chapter 3 for more information on the KCC 90 and the Take-Home mode. 3. Adjust the display brightness to the desired level by rotating the powerhrightness knob. Clockwise rotation increases brightness and counterclockwise rotation decreases brightness.
4. Verify that the data displayeh oh the left side of the Self Test page is the same as is being displayed on the appropriate equipment in the aircraft which is interfaced to the KLN 90A. If the KLN 90A is not connected to any other equipment in the aircraft, you may skip to step 5.
Figure 4-3
Figure 4-4
WHKNING:
CKNO W LEDG E
Figure 4-5
The distance fie1 (nautical miles). If the KLN 90A is interfaced to a compatible indicator that displays DME distance, the indicator should be displaying 34.5 nautical miles.
If the KLN 90A is interfaced with a NAV indicator such as an HSI or a course deviation indicator (CDI), the D-bar (deviation bar) should be indicating a half scale deviation to the right. The TO/FROM indicator should be showing FROM.
The 06s IN field will display dashes in most installations. However, if the KLN 9OA is interfaced with a NAV indicator such that the KLN 9OA can "read" the selected course from the NAV indicator, then the OBS IN field should display the same course as on the NAV indicator. The 06s OUT field always displays 315 degrees and is only applicable when the KLN 90A is interfaced with an HSI which has a driven course pointer capable of being driven by the KLN 9OA. This type of HSI is normally found in jets and turboprops. If this type of NAV indicator is interfaced to the KLN 90A, the course pointer on the NAV indicator should be driven to 315 degrees and both the 06s IN and OBS OUT fields should be displaying 315 degrees. The RMI field always displays 130 degrees. If the KLN 90A is connected to a compatible RMI in the aircraft, the RMI should indicate a bearing to the station of 130 degrees.
If any of the above checks fail, do not use the associated equipment with the KLN 90A.
5. If the KLN 9OA has passed the intemal self test,"ihe bottom left side of the Self Test page will display ANNUN ON to indicate that the extemal annunciators, if installed, should all be illuminated. If instead, a flashing TEST FAIL is displayed, recycle power to the KLN 90A. If the Self Test page still displays TEST FAIL, the KLN 90A requires repair and should not be used for navigation.
6. Verify inat the aate aspla&% the rignt siae of the Self Test page is correct. The KLN 90A has an internal battery powered calendar/clock, so the date and time normally dont require setting. The battery has a life of approximately 3 years. In addition, the KLN 90As system date and time are automatically updated very precisely when at least one satellite is being received. However, if for some reason the date or time are incorrect it is necessary to enter the correct date or time so that the KLN 90A can reach the navigation mode. The date must be correct and the time must be correct within ten minutes so that the KLN 9OA will start looking for the correct satellites.
If the date is incorrect, rotate the right outer knob counterclockwise until the cursor is over the entire date field (figure 4-6). Rotate the right inner knob until the correct day of the month is displayed (figure 4-7). Then, rotate the right outer knob one step clockwise to place the flashing part of the cursor over the month field (figure 4-8). Rotate the right inner knob to display the correct month (figure 4-9). Rotate the right outer knob one step clockwise again and use the right inner knob to select the first digit of the correct year (Figure 4-10). Next, rotate the right outer knob one more step clockwise and then use the right inner knob to select the second digit of the year (figure 4-1 1). When the date is correct, press m.
7. Verify that the time displayed on the right side of the Self Test page is correct to within ten minutes of the actual time. Remember, once the KLN 90A receives the first satellite, it will automatically be very accurately updated by the satellite to the correct time. However, you are responsible for assuring the correct time zoneis selectedon the KLN 9OA. l i it is neces-Ld.., saw to reset the time. use the riaht outer knob to poition the cursor over the time zone field (figure 412). Use the right inner knob to select the desired time zone (figure 4-13). The following are the time zones which the KLN 9OA is capable of displaying: UTC GST GDT ATS ATD EST EDT CST CDT MST MDT PST PDT AKS AKD Coordinated UniversalTime (Zulu) Greenland Standard Time (UTC - 3) Greenland Daylight Time (UTC - 2) Atlantic Standard Time (UTC - 4) Atlantic Daylight Time (UTC - 3) Eastem Standard Time (UTC - 5) Eastern Daylight Time (UTC - 4) Central Standard Time (UTC - 6) Central Daylight Time (UTC - 5) Mountain Standard Time (UTC - 7) Mountain Daylight Time (UTC - 6) Pacific Standard pitqe (UTC - 8) Pacific Daylight Time (UTC - 7) Alaska Standard Time (UTC - 9) Alaska Daylight Time (UTC - 8)
Figure 4-6
Figure 4-7
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Figure 4-8
Figure 4-9
Figure 4- 10
Figure 4- 1 1
I DATE#TIME
Figure 4- 12
Figure 4- 13
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Hawaii Sta dard Tim (UTC - 10) Hawaii Daylight Time (UTC - 9) Samoa Standard Time (UTC - 11) Samoa Daylight Time (UTC - 10)
You will be able to change the time zone any time you desire on several other pages, so dont worry if youre not sure which time zone to choose. UTC - Coordinated Universal Time (also called Zulu) is always a safe choice. Once you have selected the desired time zone, turn the right outer knob one step counterclockwise to position the cursor over the entire time field (figure 4-14). Use the right inner knob to select the correct hour (figure 4-15). Since 24 hour time is used, be sure to add 12 if the time is after 1:00 P.M.(2:30 P.M. becomes 14:30). Now tum the right outer knob one step clockwise to position the flashing part of the cursor over the first minutes position (figure 4-16). Turn the right inner knob to select the desired value. Tuming the right outer knob one more step clockwise positions the flashing part of the cursor over the second minutes position, and the right inner knob is now used to finalize the time selection (figure 4-17). When the correct time has been entered, press lENTl to start the clock running. Dont worry that you cant update the seconds. The KLN 90A system time will automatically be corrected very precisely once a satellite is received.
8. Turn the right outer knob clockwise to position the cursor over the first two digits of the altimeter bar0 set field if the cursor is not there already (figure 4-18). The last KLN 90A bar0 setting entered is displayed. If the correct altimeter setting is displayed skip to step 10 after reading the following notes.
Figure 4- 14
Figure 4- 15
Figure 4- 16
Figure 4- 17
NOTE: The KLN 9OA will use an altitude input from a : altitude encoder or air data computer. Since the altitude from these devices is usually pressure altitude, an altimeter bar0 correction is required to ensure maximum accuracy. This altitude input is used for altitude related features of the KLN 9OA. Therefore, it is important to keep the altimeter bar0 setting updated on the Self Test page when power is first applied to the KLN 9OA and on the Altitude page each time a new bar0 correction is made to the aircrafts altimeter. NOTE: The altimeter bar0 setting may be changed at a later time from inches to millibars (or vice versa) on the SET 7page. NOTE: The altimeter bar0 set field will not be a cursor field if the KLN 9OA is interfaced,to certain air datdaltimefer systems which update the bhro set field when the aircrafts altimeter bar0 setting is updated.
Figure 4- 18
9. To enter the correct bar0 setting, rotate the right inner knob to select the first two digits of the correct altimeter setting (figure 4-19). Rotate the right outer knob one step clockwise to move the flashing cursor over the third position. Use the right inner knob to select the correct number. Use the right outer and inner knobs to complete the bar0 setting (figure 4-20). Now press lENTl. 10. With the correct altimeter setting entered, the altitude displayed on line 4 should be correct within 100 feet. 11. Turn the right outer knob clockwise to position the cursor over APPROVE? if it is not there already (figure 4-21). Press lENTl to approve the Self Test page. If the KLN 90A altitude alert audio is utilized in the instatlation, five beeps should be heard when the Self Test page is approved. The alert audio volume may later be adjusted to the SET 9 page. (Note: If the KLN 90A is installed for VFR only operation, a VFR only warning page is diplayed after the self test page has been approved (Figure 4.21a). This warning page must be acknowledged by pressing lENTl .) 12. The Data Base page will now be displayed with the cursor over ACKNOWLEDGE?. Line 1 indicates whether a N AMERICAN or INTERNATIONAL data base is being used. If the data base is current, line 3 will show the date when the data base expires (figure 4-22). Figure 4- 1 9 Figure 4-20
1
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Figure 4-21
t.
Figure 4-2 1a
If the data base is out of date, line 3 shows the date that it expired (figure 4-23). The KLN 9OA, will still function with an out of date data base; however, you must exercise extreme caution and always verify t a, h t. the data base information is correct before using information from an out of date data base.
Press lENTl to acknowledge the information on the Data Base page. WARNING: The accuracy of the data base information is assured only if the data base is current. Operators using an out of date data base do so entirety at their own risk.
Figure 4-22
N AMERICFIN DATA BASE EXPIREb 04 MAR 33 ALL DATA MUST BE CON USE
Figure 4-23
The NAV 2 page (present posiiion) is now automaiicaiiy displayed on the left side of the screen and the waypoint page for the waypoint which was active when the KLN 9OA was last tumed off will be displayed on the right side (figure 4-24). If the last active waypoint was an airport, the APT 4 page (airport communications) will be displayed. Isn't that convenient! Almost always, the waypoint which was active when you last removed power from the KLN 90A is the airport where you landed. Therefore, when you get ready to depart, the airport communication frequencies for that airport will automatically be displayed for you! When the NAV 2 page first appears, it is quite likely that the present position will be dashed. It can take the KLN 9OA several minutes to acquire the GPS satellites and to make its initial calculation of your position. When the KLN M A reaches a NAV ready status and is able to navigate, the NAV 2 page will display your present position in two ways (figure 4-25). The bottom of the page will display the aircraft's latitude and longitude. Above the latituddongitude position is the present position expressed as the distance and radial from a neatby VOR. The VOR displayed on the NAV 2 page is the nearest low or high altitude class VOR. Terminal class VORs are not used because many charts do not depict a compass rose around them and verifying the displayed radial would be difficult. Verify that the present position shown on the NAV 2 page is correct.
Figure 4-24
Figure 4-25
NOTE: In order to reach a NAV ream status, the aircraft must be away from obstructions blocking the KA 9 GAS 7 antenna's view of required satellites. If the KLN 9OA fails to reach a NAV ready status within five minutes, refer to section 4.6, "Initializationand Time To First kif'.
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Figure 4-26 Figure 4-27 Figure 4-28
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8 . 2 N M TWR N 41"8;2.60' APR
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Figure 4-29
Figure 4-30
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KMKC
Figure 4-31
pages, all having the same page number, used to present all of the required information. That is, all of the information associated with a particular page number doesn't fit on the page being viewed. In this case the "+" sign indicates that there are two or more APT 4 pages. Figure 432 shows the second APT 4 page for KMKC (Kansas City Downtown airport). The lower center segment (E) of the display (figure 4-29) is used to present four different kinds of information. The first seven spaces of this segment indicate the mode in which the KLN 90A is operating. In figure 4-29, ENRLEG designates the unit is in the Enroute-Leg mode of operation. The Enroute-Leg mode is the normal mode of operation. This mode, as well as the other mode of operation, ENROUTE-OBS, is discussed in section 6.9. The last three spaces of segment (E) are usually blank but may contain the characters MSG or ENT. The characters MSG in figure 4-33 indicate that there is a message to be viewed on the Message page - accomplished by pressing IMSGI. The characters ENT will flash in these spaces when it is necessary to press to complete various kinds of operations (figure 4-34). Segment (E) is also used as an area for displaying short operational messages to the user called "status line messages". These messages are displayed for approximately five seconds, then this segment retums to its previous display. An example of a status line message is shown in figure 4-35. A complete listing of status line messages is contained in appendix C of this Pilot's Guide.
I KMKC
Figure 4-32
Figure 4-33
Figure 4-34
2 BUM 3 4 5 KTUL
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Figure 4-36
4.4.1 PaaeSelection I' now time for leaming to select a desired page. ts
WE: cursor timtion, which is contml/ed by the left The and right lcRSW (cursor) buttons, is not used in selecting pages and the buttons should not be pressed at this time. If CRSR is annunciated in the lower left or right segments of the dkiplay, press the left or right lcRsFu button (as appropriate) to fum the cursor function off. The left outer knob is rotated to select one of eight page types for the left side of the screen. These eight page types are the following:
Page Annunciation Knob Annunciation TRIP MODE FPL NAV CALC STAT SETUP OTHER Paae Name Trip Planning Mode Flight Plan Navigation Calculator status setup Other Page Numbers
OM
'up to 10with fuel management system and air data interfaces Remember that the page type for the left side is always annundated in the lower left segment of the screen. The first three letters of the page type are always used for annunciation on the screen -TRI for TRIP, MOD for Mode, SET for SETUP, etc. Rotating the left outer knob doclcvvise selects the page type in the top-tebottom order shown above. Rotating the left outer knob counterclockwise selects the page type in the opposite order.b/The page type selection wraps around from OTHER to TRIP; that is, the knob has no mechanical stops.
Once you have selected the desired page type using the left outer knob, you may select the page number by rotating the left inner knob. Let's use an example to make sure you understand. You are presently viewing the NAV 2 page on the left page. YOU wish to view the CAL 5 page. Rotating the left outer knob one step dockwise will display the CAL page that you last viewed-we'll say the Calculator 1 page. Tuming the left inner knob four steps clockwise o three steps counterclockwise will bring you r to the CAL 5 page. Got it?
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Youve probably already figured out that the right side of the unit operates in a similar manner to the left side. There are, however, a couple of differences. First, the page types are different for the right side except for NAV. The Navigation pages are identical on both sides of the screen. Just as on the left side, only the first three letters of the page type are used for annunciation on the screen. The page types for the right side are the following: Paae Annunciation CTR REF ACT D/T NAV APT VOR NDB INT SUP Knob Annunciation CTR REF ACTV D/T NAV APT VOR NDB INT SUPL Paae Name Center Wpt. Reference Wpt. Active Wpt. Distancenime Navigation Airport Wpt. VOR Wpt. NDB Wpt. Intersection Wpt. Supplemental Wpt. Paae Numbers
1-2 None ** 1-4 1-5 1-6 None None None None
**Varies with the type of waypoints in the active flight plan The second difference from the left side is that the right inner knob has both an in and an out position. With the knob pushed in it works exactly like the inner knob on the left side. Make sure the right inner knob is pushed in for now. Later in this chapter well discuss how the right inner knob in the out position performs a waypoint scan function.
h .
NOTE: In this Pilots Guide the right smaller knob is assumed to be in the inposition unless it specificallp states that the knob should be in the out position. Therefore, the words rotate the right inner knob mean to turn the right inner knob while the knob is in the inposition.
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4.4.2 Data Entry Now that you've learnea now IO select the desired page, you're ready to learn the means of entering data. It is necessary to enter data, for example, in order to specify a Direct To waypoint of your choice. The general procedure for entering a waypoint identifier is described below. The Trip Planning 3 (TRI 3) page is shown in this example but the procedure is applicable to many other pages. You need not perform these steps now since they will be described again shortly.
1. If the cursor is not positioned on the screen location where you desire to enter the waypoint identifier (figure 4-37), press lCRsRJ (left lCRSRl for left page or right lCRSRl for right page) to turn on the cursor function (figure 4-38). 2. If required, rotate the outer knob (left outer knob for left page or right outer knob for right page) to position the cursor in the desired location (figure 4-39).
Figure 4-37
Figure 4-38
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Figure 4-39
Figure 4-40
3. Rotate the appropriate inner knob to select the first character of the waypoint identifier (figure 4-40). 4. Tum the appropriate outer knob one step clockwise to move the cursor to the second character position (figure 4-41). 5. Rotate the inner knob to select the second character (figure 4-42). Figure 4-4 1
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+ +
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Figure 4-42
6. Use the outer and inner knobs in this manner until the complete waypoint identifier is displayed (figure 4-43), Note that you may not have to enter the last characters of the identifier because each time you enter a character, the KLN 9OA offers you the firkt identifier in the data base beginning with the characters you have bd : entered
7. If ENT is flashing in the lower middle segment of the
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Figure 4-43
display, then press I display a waypoint This will . page on the right side of the screen for the waypoint identifier you just entered (figure 4-44). 8. Verify the waypoint information displayed, and then press lENTl again to approve the waypoint page. The right side will return to the page previously displayed (figure 4-45). Figure 4-44
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Figure 4-45
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4.4.3 Alternative Wavpoint Data Entry Method There is another method of data entry for waypoints which you will sometimes find convenient. This method applies when there is a page on the left side of the screen with the cursor over a field where a waypoint is enterable. You may fill the waypoint field on the left side by first selecting the desired waypoint page on the right side (figure 4-46). When lENTl is pressed, the waypoint field on the left will contain the flashing identifier of the waypoint that is displayed on the right side (figure 4-47). To finalize the section, lENTl is pressed again (figure 4-48). 4.4.4 The Duplicate Wavpoint Paae There are some waypoints in the data base whose identifiers are not unique. That is, more than one waypoint has the same identifier. When a waypoint identifier has been entered which is not unique to a single waypoint, a Duplicate Waypoint page appears on the left side (figure 4-50). The Duplicate Waypoint page is used to select which of the waypoints having the same identifier is actually desired. The waypoint identifier is displayed on the top left of the page. To the right of the identifier is the number of waypoints in the data base having the identifier. Below the identifier is a list of the waypoint types (APT, VOR, NDB, INT, SUP) and the associated countries which use the identifier. To see an example of a DuplicateWaypoint page perform the following steps: 1. P r e s s m 2. Tum the left inner knob to select the letter D as a waypoint identifier (figure 4-49). D is the full identifier of several waypoints in the KLN 90A data base. .>
Figure 4-46
Figure 4-47
Figure 4-48
DIRECT TU:
a,
Figure 4-49
c
Figure 4-51
Figure 4-50
Figure 4-52
a4
Figure 4-53
a I
NSIDE
SPC USE
BELOlJ
2800Ft
Figure 4-54
Press lMSGl again to return to the previous page. The message will remain active while the almanac data is being collected.
2. The aircraft must be located such that the GPS antenna has an unobstructed view of the sky so that required satellite signals are not being blocked. If necessary, position the aircraft away from hangars or other obstructions.
updated very accurately. However, if the time displayed on the Self Test page or the SET 2 page is in error by more than 10 minutes it is necessary to enter a correct time. See section 4.2, "Turn-On and Self Test." 4. The aircraft's position should be within 60 nm of where the KLN 9OA last had a valid position. If the distance is greater than 60 nm the KLN 90As position should be "initialized" on the SET 1 page. Since the KLN 90A stores its position when power is removed, it is usually not necessary to initialize the position when power is later reapplied. However, initialization may be required, for example, if the KLN 9OA was not tumed on for a flight or if it stopped navigating somewhere along the last flight due to a lack of adequate satellite coverage. In addition, if the KLN 9OA was "flown" in the take-home mode while in the KCC 90 case, the position will probably require initialization. If there is any doubt about whether or not to initialize, go ahead and do it! It's no big deal and it takes just a moment. To initialize the position:
1. Select the Setup 1 page (SET 1) by first turning the left outer knob to display a SET type page. Next, turn the left inner knob until the SET 1 page is selected (figure 4-55).
Figure 4-55
9725.97p 0 K T 308"
Figure 4-56
IYI I
PT:
gT"25.97' 0 KT 308"
37"39. 0 '
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Figure 4-57
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i *
NOTE: As an altemative, you can also enter the approximate latitude and longitude of your present position directty on the SET 1 page instead of entering a waypoint identifier.
8. Use the left outer knob to position the cursor over CONFIRM?, if it is not there already (figure 4-58).
9. Presscm.
94O35.55'
I :
Figure 4-58
NO=: The groundspeed (KT) and heading (") fields are not used for actual initialization in an aircraft. However, if the KLN 9OA is in the take-home mode while in the KCC 90 case, entering a groundspeed will allow the KLN 9OA to 'Wy" along the active flight plan (or to a direct to waypoint) starting from the initialization waypoint. A heading may be entered in the initial heading field while in the take-home mode if the one offered is not desired. If the take-home mode is used, remember to reinitialize the KLN 90A to the aircraft's location before reinstalling it back in the aircraft.
10.Use the left knobs to select the NAV 2 page. When the KLN 90A reaches the NAV ready status and is therefore able'to navigate, the NAV 2 page will display the present position. Verify that the latitude and longitude or the VOR, radial, and distance display of present position are correct.
=..
1. Rotate the right outer knob to select the airport type pages (APT). Rotate the right inner knob to select the APT 1 page if it is not already in view (figure 4-59). (Actually, the airport identifier can be entered on any of the six Airport pages but well use the APT 1 since it displays the airport name.) 2. Press the right lCRSRl to bring the cursor on the screen over the first character in the airport identifieq (figure 460). The right inner knob should be pushed in the in w position. 3. Turn the right inner knob to select a K (figure 4-61). You may turn the knob either clockwise or counterclockwise, the letters and numbers wrap around with a blank character separating the 9 and the A. Go ahead and experiment a little bit. 4. Rotate the right outer knob one step clockwise to position the cursor over the second character in the airport identifier (figure 4-62). 5. Use the right inner knob to select the second character, S (figure 4-63). 6. Use the right outer and right inner knobs in the same manner as above to select the Aand the T (figure 4-64). You are now viewing the APT 1 page for KSAT.
i 4
L
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I EIDDEFORD
E., MUN N 43O27.84 W 70O28.38
I--4
Figure 4-59
Figure 4-60
Figure 4-61
Figure 4-62
7 . Press the right lCRSRl to remove the cursor from the right page. The APT 2, APT 3, APT 4, APT 5, and APT 6 pages may be viewed by rotating the right inner knob.
I
I SHERIDAN
1-
IW10026.08
Figure 4-63
4 .
Figure 4-64
Did you notice that as you entered the K in step 3 that the second and third characters also changed? That is because every time you enter a character (in this case the W), the KLN 9OA searches its data base to offer the first waypoint in the data base which begins with the characters you have already entered. Since the KLN 90A considers numbers lower in order than letters, KO0 is the first airport identifier in the data base beginning with a K. Lets do one more example to show how this data base search can save you time and effort. For the second example lets select Bloomington VOR whose identifier is BMI.
1. Make sure you have tumed the right cursor off from the previous example. Now rotate the right outer knob to display a VOR type page (figure 4-65).
2. Press the right lCRSRl to bring the cursor on the screen over the first character in the VOR identifier (figure 4-
66) *
3. Enter a B with the right inner knob (figure 4-67).
H
N 3230.44
W 9010.05
Figure 4-65
112.60
5E
Figure 4-66
4. Use the right outer knob to position the cursor over the second character and use the right inner knob to select the M (figure 4-68). Surprise! When you entered the M, the KLN 9OA searched its data base for the first VOR identifier beginning with BM and found BMI. You didnt have to enter the last character. Many times you will only have to enter several characters of the waypoint identifier and the KLN 9OA will fumish the rest. 5. Press the right lCRSRl when you are done entehng data so you can view other pages. ,b ,
5O31.35
Figure 4-67
I
Figure 4-68
4.7.2 Selectina Waypoints By Scanninq To select waypoints using the scanning method:
1. Select the desired waypoint type (APT, VOR, NDB, INT, or SUP) on the right side by using the right outer knob.
L& &
There are actually two waypoint scan lists for airports, VORs, and N D k . These two lists are the complete list and the nearesr list. The complete list contains all of the waypoints in the data base for a waypoint type (all the airports for example). The nearest list consists of the nine nearest waypoints to your present position. Therefore, if you are in the nearest airport list, it will contain the nine nearest airports relative to your location. There is no nearesr list for intersections (INT) and supplemental waypoints (SUP). The nearest list is positioned in front of the complete list. That is, you must scan backwards (tum the knob counterclockwise) through the complete list to reach the nearest l i . You will know when you have reached the nearest list because the top right portion of the waypoint page will flash the relative position of the waypoint to your position. NR1 indicates nearest (figure 4-69) while NR 9 indicates the ninth nearest (figure 4-70). As you scan clockwise NR 1, NR 2 NR 3,..., 9, the next scan position , NR is the beginning of the complete list. The nearest list can only be reached scanning backwards. It does not wrap around after the last waypoint in the complete list. Waypoint pages displayed in the nearest list do not contain a latitude and longitude position as they do in the complete list. Instead, the bearing and distance to the waypoint are displayed. In addiion, nearest airport pages display the length, surface, and lighting of the longest runway. Once the nearest airport is being displayed, the other airport pages (APT 2-APT 6) for that airport are available for display by making sure the right in er knob is pressed in and then tuming it to select the de red airport pageu ., -
Figure 4-69
Figure 4-70
The nine airports in the nearest list are the nine airports which meet the criteria selected on the Setup 3 page (SET 3 . The SET 3 page allows you to specdy what cri) teria you want an airport to meet before it is considered for the nearest airport list. To specify the airport criteria:
1. Select the SET 3 page on the left side (figure 4-71).
2. Press the left lcRsRl to tum on the left cursor function. The cursor will appear over the minimum runway length field.
Figure 4-71
I
NEAREST Apt1
Figure 4-72
4. Rotate the left outer knob one step clockwise to position the cursor over the runway surface criteria (figure
47) -3.
Figure 4-73
5. Tum the left inner knob to select either HRD SFT or to select HRD. If HRD S I T is chosen, then both hard and soft surface runways meeting the required runway length will be included in the nearest airport list. If HRD is chosen, then only hard surface runways will be included. Hard surface runways include concrete, asphalt, pavement, tarmac, bitumen, and sealed. Soft surface runways include turf, gravel, clay, sand, dirt, ice, steel matting, shale, and snow. For example, if the minimum runway criteria selected i s 2200 feet in length and HRD surface, then only airports having a hard surface runway at least 2200 feet in length will be displayed in the nearest airport list.
NOTE: The capabiliiy to display nearest airports exists only when the KLN 9OA is actually operating in the primary data base coverage area. For example, if the KLN 90 contains a North American data base it will not display nearest airports while operating in Europe.
4.7.3.1 Nearest Airports In An Emeraencv In the event of an emergency, a special procedure exists to very quickly get to the beginning of the nearest airport list:
1. PressEEl. 2. Press The waypoint page for the nearest airport is now displayed on the right side. The right inner knob may now be used in the normal manner to scan the other nearest airports (knob in the out position) or to view all six airport pages for a speci ic airport (knob in the ,in position). Figure 4-69 s ows an example of a nearest APT 1 page. w
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4.7.3.2 Continuous Displav Of Nearesr AirDon When the nearest airport page is initially displayed, NR 1 is displayed in the upper right hand corner of the page to designate this airport as the nearest airport. However, if you continue to fly along your flight plan with this page selected, the same airport will be displayed and its position in the nearest airport list will change from NR 1 to NR 2, NR 3, NR 4 ... NR 9 until finally it wont be in the nearest airport list at all. The reason for this is that in the event of an actual emergency once you have determined which airport you are heading for, you dont want the nearest airport list to update while you are maneuvering or looking up data on the other airport pages for that airport.
There may be times, however, when youre flying over unfriendly terrain when you wish to always have the nearest airport displayed on the right side of the screen while you view another page, such as the NAV 1 page, on the left side. The means for doing this on the KLN 90A is the following:
1. Display the nearest airport page by pressing lMSGl followed by pressing lENTl.
4.7.4 Selectina Wavpoints Bv Name Or City When you know the identifier of the desired wayhint you will use one of the two methods just described to select it.
However, what if you know the name but you dont know b* . the identifier or your desired waypoint? Youre in luck because the KLN 9OA will allow you to enter the first few characters of the name to help you find it in the data base. We will use a couple of examples to illustrate how this is done. For VORs and NDBs you may use the navaid name. For airports, you may use the airport name on the APT 1 page or the city name (where the airport is located) on the APT 2 page. In this first example we want to view the information in the KLN 9OA data base for Napoleon VOR (located just East of Kansas City) but we dont remember the identifier for it. 1. Tum the right outer knob to the VOR waypoint type. The VOR waypoint in view is not important.
Figure 4-74
2. Press the right m.Make s$e tpe right inner knob is pushed to the in position.
1
Figure 4-75
4. Turn the right inner knob to display the first character of the waypoint name, N in this case (figure 4-76).
5. Turn the right outer knob one step clockwise and then use the right inner knob to enter the second character, A(figure 4-77).
i12.00 1 0 b
6. Use the right outer knob and right inner knob as before to select the third character, P , and fourth character, 0(figure 4-78). Up pops Napoleon and its identifier, ANX! 7. Press the right @Si turn off the cursor function so to you can view other pages. We will now use another example to show how we may enter a few characters and then scan through all the waypoints in the data base beginning with those characters. Lets use this method to find Stapleton International airport located in Denver, CO.
1. Use the right outer knob to select the airport type waypoints. If the APT 1 page is not displayed, use the right inner knob to select the APT 1 page. The airport displayed at this time is not important.
Figure 4-76
Figure 4-77
A
1
Figure 4-78
N 3512.09
Figure 4-79
6. Rotate the right outer knob one step clockwise to locate the cursor over the fourth character position (figure 4-80). You will now scan through all the airport names beginning with STA. 7. Pull the right inner knob to the out position (figure 481). 8. Turn the right inner knob (in the out position) to scan through all the airport names beginning with STA. There are about thirty-nine of them. Not too good you say. We can make it a lot easier t find Stapleton if Q we enter another character. 9. Push the right inner knob back to the in position. 10.Use the right inner knob to select a P in the fourth character position.
i .
I
Figure 4-80
Figure 4-81
11.Rotate the right outer knob one more step clockwise to position the cursor over the fifth character. 12.Pull the right inner knob to the "out" position (figure 482). Once again rotate the knob to scan through all the airport names beginning with "STAP. How about that! Now there are just a few names and Stapleton International is easy to find, KDEN (figure 4-83).
Figure 4-82
To verify that this is the airport located in Denver, push the right inner knob to the "in" position and press the right CRSR], to turn off the cursor function. Select the APT 2 page for KDEN to verify that KDEN is in Denver (figure 4-84).
Figure 4-83
NOTE: This same method may be used on the APT 2 page with the name of the city where the airport is located.
~
There are a few changes made to names in order to accommodate the KLN 90A display and to make the names easier to find. 1. Names which are too long to fit on the display are abbreviated. The first six characters are usually exactly correct, but the following are exceptions: North, Northem, East, Eastern, etc. - uses N,E Southeast, Northwest, etc. - uses SE, NW Point - uses PT Port - uses PT Fort - uses FT Saint - uses ST General - uses GEN Person's name - uses initials for other than last name unless very well known (Will Rogeb World airport) Delete "City of' (City of Colorado Springs Municipal) Delete "Greater" (Greater Buffalo Intl) Delete "The" (The Hartsfield Atlanta Intl)
2. Unless the first word is greater than eight characters, it is usually not abbreviated.
Figure 4-84
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3. Delete most punctuation such as periods and apostrophes. 4. Abbreviations for lntemational are INTL, INT, and IN. 5. Abbreviations for Regional are REGL and REG.
Figure 4-85
81 3. When 1. is pressed, the waypoint identifier for the current active waypoint will be displayed.
4. If there is no active waypoint when 1. is pressed, then 81 the Direct To page displays blanks. In order for there not to be an active waypoint, there is no Direct To waypoint and there are no waypoints in Flight Plad 0. All right, rules are rules, you say. But how do I performw Direct To navigation? Since you won't leam flight plan operation until later, let's see how to apply rules 2 and 3 at this time to proceed Direct To our desired destination, Oshkosh, Wisconsin. The identifier for Wittman field in Oshkosh is KOSH. 4.8.1 Direct TeProcedure 1 1. Press DEI. The Direct To page is displayed on the left side (figure 4-85). The cursor will already be on the left page. A waypoint identifier may or may not be displayed, it doesn't matter at this point. 2. Rotate the left inner knob to select the first character of the desired waypoint's identifier (figure 4-86). Remember to enter the "K", C-, or "P" prefix for certain uired (see section 2.3, airports in North America, if =USEOF i c A 0 iDENTiFiE#.
4
I
.'
Figure 4-86
DIRECT TO:
wy
Figure 4-87
3. Tum the left outer knob one step clockwise to move the flashing portion of the cursor over the second character position (figure 4-87).
4. Rotate the left inner knob to select the second character of the identifier (figure 4-88). 5. Use the left outer and inner knobs as in the previous steps until the desired identifier is completely displayed (figure 4-89).
3IRECT TO:
1-
6. Press E@l to display the waypoint page on the right side for the selected waypoint (figure 4-90). Note: If an incorrect identifier has been entered, you may immediately start using the left inner knob to re-enter the correct identifier.
7. Press E@l again to approve the displayed waypoint page. The right side will display the NAV 1 page and the left side will return to the page which was dis8 played prior to pressing 1 1 (figure 4-91). The selected waypoint is now the active Direct To waypoint.
4.8.2 Direct To-Procedure2 1. Select the desired waypoint page on the right side (figure 4-92) using one of the three procedures explained in section 4.7, "SELECTING WAYPOINTS'. 2. Press m. The Direct To page is displayed on the left side and it contains the desired waypoint identifier (figure 4-93). 3. Press E@l to approve the waypoint page displayed on the right side. The right side will now display the NAV 1 page, and the left side will retum to the page which was displayed prior to pressing DEI (figure 494). The selected waypoint is now the active Direct To waypoint.
w'
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Figure 4-88
4-89
Figure 4-90
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0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Figure 4-9 7
4.8.3 To Recenter The D-Bar If you get off course and wish to recenter the left/right deviation bar (D-Bar) to proceed to the same waypoint: 1. Select a non-waypoint page (NAV, WT, REF, or CTR) or the active waypoint page on the right side.
0 0 0 0 0 0 0 0
Figure 4-92
u a
2. Press E .The Direct To page is displayed on the l left, containing the active waypoint identifier.
3 PressEm. .
Figure 4-93
4.8.4 To P o Anoth r W int You may proceed Direct To another waypoint other than the active one by using Direct To procedure 1 or 2 at any time.
0 0 0 0 0 0 0 0
e
Figure 4-94
0 0 0 0
4.8.5 Cancellina Direct To Operation The primary reason for wanting to cancel Direct To operation is to retum to flight plan operation which is described later in section 5.2 OPERATING FROM THE ACTIVE FLIGHT PLAN. To cancel Direct To operation:
1. Press=
2. P r e s s m
4.8.6 Wavpoint Alertina For Direct To Operation Approximately 36 seconds prior to reaching a Direct To waypoint, the arrow preceding the waypoint identifier on the waypoint page for the active waypoint will begin flashing. This arrow will also be flashing on any Navigation page or Distancemime (D/T) page displaying the active waypoint identifier. This is called waypoint alerting. If an extemal waypoint alert annunciator is mounted in the aircraft, this annunciator will begin flashing at the same time.
The active navigation leg. For Direct To operation this consists of the Direct To symbol, 8.,followed by the active Direct To waypoint identifier (figure 4-95). For the leg of a flight plan this consists of the from waypoint identifier and the active to waypoint identifier (figure 4-96). An arrow (+) precedes the active waypoint identifier. A course deviation indicator (CDI) that displays left and right deviation from the desired track. A vertical bar operates like a navigation deviation needle on a conventional CDI or HSI. An on-course indication is displayed when the vertical deviation bar is centered on the triangle in the middle of the CDI. In both modes each dot represents one nautical mile deviation from the desired track. Therefore, the CDI shows course deviation five nautical miles left a@ right of course. A vertical deviation bar positioned two dots to the right of the center triangle indicates the aircraft isJ. two nautical miles to the left of course (figure 4-97). The center triangle also serves as the CDls TO/FROM indicator and operates in the same manner as a conventional CDI TO/FROM indicator; an up triangle indicates to the active waypoint while a down triangle (figure 4-98) indicates from the active waypoint. The word FLAG is displayed over the CDI when the KLN 90A is not usable for navigation (figure 4-99). Distance (DIS) to the active waypoint. Groundspeed (GS) Estimated time enroute (ETE) Bearing (BRG) to the active yaypoint.
Figure 4-95
ryur G
V-JU
KOSH
_ I
Figure 4-97
Figure 4-98
Figure 4-99
4.9.2 The Super NAV 1 Paae When the NAV 1 page is selected on both the left and right sides at the same time, the Super NAV 1 page is displayed (figure 4-100). The Super NAV 1 page contains exactly the same information as the standard NAV 1 page but spreads the data out across the entire screen making it even easier to view. The word "FLAG is displayed over the CDI when the KLN 9OA is not usable for navigation. 4.9.3 The Naviaation 2 Paae (NAV 2) The NAV 2 page in figure 4-101 displays the aircraft's present position in two formats. The first format is in terms of the distance and radial from a nearby VOR. (Although terminal VORs are in the data base, they are not used on this page since many aeronautical charts do not display a compass rose around them for orientation purposes). The second format is in latitude and longitude. 4.9.4 The Naviaation 3 Paae (NAV 3) The NAV 3 page, such as shown in figure 4-102, displays the following supplementary navigation information: Desired track (DTK) - The great circle course between two waypoints. Any CDI or HSI driven by the KLN 90A, including the CDI displayed on the NAV 1 page, is referenced to this DTK. You may wish to view the navigation terminology diagram in Appendix A at this time if you are unfamiliar with terms like desired track and actual track.
Figure 4- 100
Figure 4- 102
NOTE: If the KLN 90 is in the Enroute-OBS mode, the selected course (06s) displayed instead of the.desired is track on the NA V 3 page (figure 4- 103).
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Y
Actual track (TK) The aircraft's present track over the ground. Note: If there is insufficient velocity, the KLN 90A will display dashes (- -) instead of the actual track.
Cross track error correction This is a text means of indicating how far and which direction to get back on course. It is consistent with the vertical deviation bar displayed on the NAV 1 page. "FLY L 2.7 NM" means fly left 2.7 nautical miles to get on course. Minimum Safe Altitude for present position (MSA) IMPORTANT: The minimum safe altitude displayed is the altitude defined by Jeppesen as "Grid Minimum Off-Route Altitude (Grid MORA)". This altitude is derived by Jeppesen for sectors which are one degree of latitude by one degree of longitude in size. One degree of latitude is 60 nautical miles. One degree of longitude is 60 nautical miles at the equator and progressively less than 60 nautical miles as one travels away from the equator. One degree of longitude is approximately 50 nautical miles at the southem most parts of the U.S. and is approximately 40 nautical miles at the northem most parts of the U.S. The MSA altitude information is contained in the data base and is updated when the data base cartridge is updated. The minimum safe altitude (MSA) provides "reference point" clearance within these one degree latitude by
one degree longitude sectors. Jeppesen defines a reference point as "a natural (Peak, Knoll, Hill, Etc.) ot man-made (Tower, Stack, Tank, Building, etc.) object". Jeppesen states the following about the GMI Minimum Off-Route altitude: "Grid MORA value8 clear all reference points by 1000 feet in areas whet% the highest reference points are 5000 feet MSL ot lower. MORA values clear all reference points by 2000 feet in areas where the highest reference poiMa are 5001 feet MSL or higher". The KLN 90A disdashes for areas outside the data base coverage arel or for areas where the Grid MORA is not defined Minimum Enroute Safe Altitude (ESA). IMPORtAdQT: When the KLN 9OA is in the Enroute-Leg mode, c)Iyb minimum enroute safe altitude is the highest M a sector altitude from the present position to the h4 waypoint, then to the destination waypoint along t k active flight plan. See figure 4-104. When the KLbd 90A is in the Enroute-OBS mode, the minimum eriroute safe altitude is the highest MSA sector dtude from the present position to the active waypoint. WARNING: The MSA and ESA altltudes displayed M# advisory in nature only. They should not be rcrlkd upon as the sole source of obstacle and tb# l t# avoidance information. Refer to current aeronar#lbd charts for appropriate minimum clearance dltltudeib.
Figure 4- 104
4-23
4.9.5 The Naviaation 4 Paae [NAV 4) The NAV 4 page (figure 4-105) is used for altitude alerting and for advisory vertical navigation (VNAV). The operation of altitude alerting is described in section 4.15 and the operation of VNAV is described in section 6.2. 4.9.6 The Naviaation 5 Paae (NAV 5) The NAV 5 page provides a navigation graphics presentation. It is useful in providing you with proper orientation of the navigation situation. In all KLN 90A installations there are three common map orientation formats that may be selected on the NAV 5 page: a True North up display, a desired track up display, or an actual track up display. In addition, if the KLN 90A is interfaced with a source of heading in a compatible format then a heading up presentation may also be selected. When the North up display is selected, viewing the NAV 5 page is like looking at a navigation chart with North at the top. When the desired track up display is selected, viewing the NAV 5 page is like looking at a chart that is turned so that your course line is always pointing up. When the actual track up display is selected, viewing the NAV 5 page is like looking at a chart that is tumed so that the direction the aircraft is tracking over the ground is pointing up. In a no wind condition, actual track is identical to the aircraft's heading.
CAUTION: When using the actual track up format it is typical for there to be a slight delay from the time a heading change is made until the correct map orientation is displayed. Be careful when using either the desired track up display or the actual track up display to not think that a heading up display is being used. The desired track up display orientation is most useful when the aircraft's heading is approximately the same as the desired track. In chapter 5 of this Pilot's Guide you will leam to use flight plan operation where the NAV 5 page really becomes useful. When navigating using flight plan operation, the active flight plan (FPL 0) waypoints are displayed using the number associated with the waypoint as it appears on the FPL 0 page (figure 4-106). Thus, the position of the third waypoint in FPL 0, MXE, is indicated by a 3 on the NAV 5 page. Lines connect the flight plan waypoints. An arrow points to the active waypoint and shows the current flight pian leg. When operating Direct To a waypoint which is not in the active flight plan the Direct To waypoint is indicated on the NAV 5 page by an * (figure 4-107). To select the desired NAV 5 orientation, press the appropriate lCRSRl (left lCRSRl if NAV 5 pagqis 9n left side and vice versa). The cursor will be over the map range scale (figure 4-108). Turn the appropriate outer knob one step counterclockwise to position the cursor over the map orientation field (figure 4-109). Rotate the appropriate inner
1
Figure 4- 105
Figure 4- 106
r t
Figure 4- 107 Figure 4- 108 Figure 4- 109
knob to display Nt for North up, DTKt for desired track l) 1 ) up (figure 4-1 o ,TKt for actual track up (figure 4-1 l , or HDGt for heading up (figure 4-112).The heading up selection is not presented as a choice if heading is not provided to the KLN 90A. If the cursor is moved to the map range scale using the outer knob or if the cursor is turned off with the lCRSRl button, then the DTKt, TKt, or HDGt annunciation is replaced with the actual value. The 123 O displayed in the lower left corner of figure 4113 shows how the actual track is displayed when the cursor is not over the map orientation field as it was in figure 4-1 11. If a heading input is available to the KLN 90A then heading up is usually the best map orientation to select. Otherwise, track up display is usually preferred for use in flight. However, the track up display is only usable when the aircraft is moving 30 knots or more so the North up display may be a good choice while operating on the surface of the airport or hovering in a helicopter. Notice that in both the North up format and the desired track up format, the aircraft's position is depicted by a diamond. In the actual track up format and the heading up format, the aircraft's position9s depicted by an aircraft symbol. The range scale is displayed in the lower right corner of the NAV 5 page. The range scale indicates the distance from the aircraft's position (the diamond or aircraft symbol) to the top of the screen. Range scale selections from 1 NM to 1000 NM may be made by pressing the appropriate lCRSRl and turning the appropriate inner knob. For 14 example, figure 4-1 illustrates the results of changing the range scale of the map in figure 4-108from 40 nautical miles to 15 nautical miles. When the NAV 5 page is displayed on the left side of the screen and any selected waypoint page is displayed on the right side, the location of the selected waypoint is indicated by a "+" on the NAV 5 page (figure 4-115). Of course, the display scale must be chosen which allows the selected waypoint to be displayed.
I
i I
Figure 4- 1 10 Figure 4-1 11
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~~
~~~
Figure 4- 112
Figure 4- 1 13
Figure 4- 114
7z\
%34
N+ NmLJ ~. E N R - L _ - G E _
Figure 4- 115
4.9.7 The SuDer NAV 5 Paae Regardless of whether you ultimately learn to use just the Direct To capabilities of the KLN 90A or whether you master all of its sophisticated features, you will definitely want to learn how to use the Super NAV 5 page! The Super NAV 5 page provides you with a true moving map display of your present position and route of flight in relation to nearby navaids and airports. The Super NAV 5 page is displayed by selecting the NAV 5 page on both the left and right sides at the same time (figure 4-116). As you can see, the Super NAV 5 page has a unique format unlike any other KLN 90A page. This is done so that you get the maximum amount of screen dedicated to graphics display. There are no page display indicators in the lower left and right segments of the display to tell you the Super NAV 5 page is being displayed. However, you will soon learn to recognize the Super NAV 5 page by its unique format. The mode annunciation, which normally appears in the lower center segment of the screen, is now located on the far left side. The message prompt is now located in the lower left corner of the graphics display.
The left side of the Super NAV 5 page shows the following information: The active waypoint identifier Distance to the active waypoint Groundspeed Estimated time enroute Mode of operation Map orientation Range Scale Like the NAV 5 page, the Super NAV 5 page shows a graphics depiction of the direct to waypoint or the waypoints making up the active flight plan. But surprise number one is that the Super NAV 5 page shows alphanumeric waypoint identifiers on the graphics display to make orientation even easier for you. The map orientation choices are the same as for the NAV 5 page: North up, desired track up, actual track up, or heading up (if a proper source of heading is provided). Remember that for actual track up, graphics are displayed only when the aircrafts groundspeed is greater than 30 knots. The 1 NM to 1000 NM range scale choices are also the same as those provided on the NAV 5 page. The left lCRSRl and left inner and outer knobs are used to change the range scale and map orientation in the same manner as on the NAV 5 page. Now surprise number two. You may elect to have nearby VORs, NDBs, and/or airports added to the graphics display! To do so, press the right lCRSRl to display a pop up menu on the right side of the screen (figure 4-117). Notice from the menu that a circle with a dot in the center represents a VOR, a smaller circle represents a NDB, and a small diamond represents an airport. The VORs,
RP
9.1NM
200KT
KpHLi
LRP$
:03
lKMDT
Figure 4- 1 1 6
LRPx
I *
1KMDT
Figure 4- 1 17
e e a a
NDBs, and airports displayed are those from the nearest waypoint lists described in section 4.7.3, Nearest and Complete Waypoint Scan Lists. When the menu is first displayed the cursor will be on the VOR selection field. Rotate the right inner knob to display one of the following: TLH, LH (figure 4-118), H, or OFF. TLH Terminal, low altitude, and high altitude VORs are selected. In addition, VORs of undefined class will be displayed. In some parts of the world VORs are not classified into one of the three standard classes: therefore, TLH must be selected to display these undefined class VORs. LH Only low altitude and high altitude VORs will be displayed. H Only high altitude VORs will be displayed.
e e e
Figure 4- 118
e e e e
OFF No VORs displayed In a like manner NDBs and/or airports may be selected by first using the right outer knob to move the cursor over the NDB or APT selection field and then using the right inner knob to select ON or OFF. The example in figure 4119 shows low and high altitude VORs as well as NDBs having been selected. Notice that the range scale has been changed from 60 nm to 40 nm. When the desired selections have been made, press the right lCRSRl to remove the menu (figure 4-120). The following operational hints will make using the Super NAV 5 more enjoyable. It is easy to clutter the display with so much data that it is unusable. Select a range scale that allows an uncluttered presentation of the chosen VORs, NDBs, and airports. Or, select another combination of VORs, NDBs, and airports from the menu. Experiment and continue to make new selections for different phases of your trip. For example, you may find that in the enroute part of the flight selecting high altitude VORs provide you with enough information, while in the terminal area you select a smaller range scale and select more items.
Figure 4- 1 19
Figure 4- 120
Press EEl to instantly declutter the VOR, NDB, and airport selections from the graphics display. Flight plan and Direct To waypoints will still be displayed. Press EEl again to restore the selections. While taxiing on the airport or flying in the traffic pattern, select the 1 NM or 2 NM scale to display the airport runway diagram instead of the usual airport diamond symbol. All runway designations are shown on the 1 NM scales (figure 4-121). If the 2 NM scale is selected, then the runway designations are shown only for the longest runway. If your KLN 90A is not provided a heading input you may wish to select a North up display while the aircraft is on the airport since an actual track up graphics presentation can only be displayed when the aircraft is moving at least 30 knots. CAUTION: The NAV 5 and Super NAV 5 pages do not display weather, terrain, special use airspace, or other data.
Figure 4- 121
4-38
The KLN 90A will normally alert you prior to entering one of these areas with a message prompt. When the Message page is viewed it will display AIRSPACE ALERT and will also display the name and type of the special use airspace (figure 4-122). If the special use airspace is a TCA, ARSA, CTA, or TMA, the message page will also instruct you to see the Airport 4 page (airport communications) for the primary airport so that the correct communications frequency may be determined (figure 4-123). The SUA alert feature is three dimensional. The SUA areas are stored in the KLN 90A data base with regard to altitude when the actual SUA altitude limitations are charted in terms of mean sea level (MSL). Therefore, if you are flying either above or below an SUA area you wont be inconvenienced with nuisance alert messages. However, if the actual lower limit of a SUA is charted in terms of an altitude above ground level (AGL), then it is stored in the KLN 90A as all altitude below the upper limit of the SUA. If the actual upper limit of an SUA is charted in terms of AGL, it is stored in the KLN 90 as unlimited.
If the altitude input to the KLN 90A is pressure altitude from an altitude encoder or air data computer, then you must manually update the KLN 90A with an altimeter setting (baro correction) in order to receive accurate SUA alerting. You may easily update the altimeter setting by pressing the lALTl button to display the Altitude page (figure 4-123a). The cursor will be over the inches field if inches was previously selected on the SET 7 page. If millibars was selected on the SET 7 page then the cursor will be over the first two digits of the millibar field. The left inner knob is used to change the digits and the left outer knob is used to move the cursor to the desired position. When the altimeter setting is complete, press lALTl to return to the pages previously in view.
~~
Figure 4- 122
Figure 4- 123
HLIlIUUt.
3RRQ :29.92
I
Figure 4- 123a
4-39
CAUTION: Failure to keep the altimeter bar0 setting updated will result in inaccurate special use airspace alerting. If this feature is used, it is a good idea to update the altimeter bar0 setting on the ALT page each time you make a change to an aircrafts altimeter setting.
NOTE: If there is no altitude input to the KLN 9OA, all altitudes will be regarded as being within the boundary of the SUA area.
as cylinders of airspace so all altitudes below the upper limit of these areas are considered to be in the SUA.
The message prompt for a special use airspace alert will occur when the aircrafts position is at a point such that a projection of the aircrafts existing track over the ground is approximately 10 minutes from penetrating the outer f boundary o one of these areas. It will also occur if the f aircraft is within approximately two nautical miles o one of these areas even if the aircrafts projected track over the ground wont actually penetrate the SUA area (figure 4-124). If one of the SUA areas is penetrated, another message will state: INSIDE SPC USE AIRSPACE.
Only the outer lateral boundaries are stored for TCAs, ARSAs, CTAs, and TMAs. These SUA areas are stored
Figure 4- 124
e e e a e e a e
The SUA alert feature may be disabled (or enabled) on the Setup 8 (SET 8) page, shown in figure 4-125). After displaying the SET 8 page on the left side, press the left ER%d to turn on the left cursor function. The left inner knob is used to display AIRSPACE ALERT ENABLE or AIRSPACE ALERT DISABLE.
1-
AIRSPACE
ALERT ENABLE
IERT BUFFER
I
If the SUA alert feature has been enabled, the KLN 90A allows you to select a vertical buffer on the SET 8 page (figure 4-126) in order to provide an additional layer of protection from inadvertently entering a SUA area. To select a vertical buffer, make sure the SUA alert feature has been enabled. Press the left lCRSRl to turn on the left cursor and then use the left outer knob to move the cursor over the first position of the vertical buffer (figure 4127). Use the left outer knob to position the cursor and the left inner knob to select each number (figure 4-128). The buffer may be selected in one hundred foot increments. After the desired selection has been made, press the left lCRSRl to turn off the cursor function.
The vertical buffer serves to stretch the SUA area in both directions by the selected buffer altitude. For example, lets say you have selected a buffer of 1000 feet and the actual SUA area exists from 5,000 feet MSL to 12,000 feet MSL. In this case you will receive SUA alert messages if you fly at any altitude between 4,000 and 13,000 feet MSL. CAUTION: It is the pilots responsibility to avoid those areas of special use airspace where ATC clearance to penetrate is required but has not been obtained. The KLN 90As special use airspace alert is only a tool to assist the pilot and should never be relied upon as the sole means of avoiding these areas.
ALERT ENABLE
i ! k R T BUFFER
I
Figure 4- 128
Figure 4- 127
v
4.11 VIEWING THE WAYPOINT PAGES
You learned in section 4.7, SELECTING WAYPOINTS, the different means of selecting the desired waypoint. You will now see what information may be displayed for each of the waypoint types (airport, VOR, NDB, intersection, and supplemental).
411.1 Airport Paues . There are six airport pages (APT 1, APT 2, ..., APT 6) for every airport in the published data base. The data base primary area contains public use and military airports which have a runway at least 1000 feet in length (see section 2.2, Data Base Coverage Areas and Contents). We will use Orlando Executive airport to illustrate what is contained on the airport pages. 41 1 2 The Airport 1 Paae (APT 1) . .
See figure 4-129. Airport identifier. An arrow precedes the identifier if it is the active waypoint. Airport name. Figure 4- 129
If the airport underlies the outer boundary of a TCA (Terminal Control Area), an ARSA (Airport Radar Service Area), CTA (Control Area - used outside USA), or TMA (Terminal Area used outside USA), the letters TCA, ARSA, CTA, or TMA, respectively, will appear on the left side of this line. Note that there is no altitude information applied to this criteria.
ORL ANDD
EXEC
. . Y l
.h
N 2832.71
In addition, if the airport is a military airport the letters MILTRY will appear on the right side of this line. The latitude and longitude of the airport reference point (the official location of the airport). As shown in figure 4-130, the APT 1 page has a different format when it is displayed as one of the nine nearest airports (see section 4.7.3 Nearest And Complete Waypoint Scan List and section 4.7.3.1 Nearest Airports In An Emergency. To the right of the airport identifier are the letters NR followed by a number designating the nearest airport (NR l ,second nearest airport (NR 2 ,etc. to the air) ) crafts present position. The length, surface, and lighting of the longest runway. The bearing and distance to the airport.
03.1 NM ]APT 1
Figure 4- 130
IL
4.1 1.3 The Airport 2 Paue (APT 2) See figure 4-131. Airport identifier. An arrow precedes the identifier if it is the active waypoint. The city where the airport is located. The state if the airport is located in the United States, the Province if located in Canada, or the country outside the United States and Canada. A listing of the abbreviations used for States, Provinces, and countries is contained in Appendix D. Airport elevation. The elevation is rounded to the nearest 10 feet. Time in relationship to UTC (Zulu). 2-05, for example, indicates local standard time is five hours behind UTC time. If the airport is located in an area which observes daylight savings time, the information in parentheses shows the daylight savings time in relationship to UTC. Instrument approach information.
+KQRL ORLANDO
FL
Figure 4- 131
- airport has an ILS approach. ILS - airport has a MLS approach. MLS ILS/MLS - airport has an ILS and MLS approach. NP APR - airport has a nonprecision approach and no ILS or MLS. NO APR - airport does not have an instrument approach.
a
The symbol (R) designates that the airport is serviced by an Approach/Departure control facility having radar capability. If you are on an instrument flight plan, you know whether to expect vectors to the final approach course or whether you will have to do your own transition. If you are VFR, you know whether or not the Approach/Departure control is capable of providing separation advisories.
4.1 1.4 The AirDort 3 Paae (APT 3) The function of the APT 3 page is to display runway information for the selected airport. For many airports the first APT 3 page depicts a North up runway diagram for the airport as shown in figure 4-132 for KORL.
NOTE: This runway diagram is present only for those airports where Jeppesens data contains the position of the runway thresholds.
Figure 4- 132
The primary AP I 3 page (figure 4-133) follows the runway diagram. Runway designation, lighting, and types of surface for up to five runways are displayed in order of length, beginning with the longest. Since there are many times when all of an airports runway information does not fit on one page, additional APT 3 pages are used to display the data. Remember that a + inserted between the page type and the number (APT+3 in this case) is used to indicate that there is more than on Airport 3 page. The letters RT followed by a runway designation indicate that the runway normally has a right hand traffic pattern. In figure 4-133, RT 25 31 designates that runways 25 and 31 have a right hand traffic pattern. Runway number designation for both ends of the runway. Runway lighting availability. L - runway lighting sunset to sunrise LPC - runway lighting is pilot controlled LPT - runway lighting is part-time or onrequest Blank indicates no runway lighting Runway length in feet. Runway surface: HRD - hard surface (includes asphalt, concrete, pavement, sealed, tarmac, and bitumen) TRF -turf GRV -gravel CLY -clay SND -sand DRT -dirt ICE -ice MAT - steel matting SHL -shale SNW - snow - Blank indicates runway surface type is unknown. In the event that there is no runway information for an airport, the following message is displayed on the APT 3 page: RUNWAY DATA NOT AVAILABLE
1
Figure 4133
4.1 1.5 The Airport 4 Paae (APT 4) See figure 4-134 The APT 4 page is used to display communication frequencies for the selected airport. Airport identifier. An arrow precedes the identifier if it is the active waypoint. Frequencies for: ATlS - automatic terminal information service PTAX - pre-taxi clearance CLR - clearance delivery GRND - ground control RAMP ramphaxi control TWR -tower UNlC -unicom MCOM - multicom CTAF - common traffic advisory frequency MF - mandatory frequency ATF - aerodrome traffic frequency AFlS - aerodrome flight information service TCA - terminal control area (VFR frequency) ARSA - airport radar service area (VFR frequency) CTA - control area (VFR frequency used out side USA) TMA -terminal area (VFR frequency used outside USA) APR - approach control DEP - departure control CTR - center (when center is used for approach/departure control) ARVL - arrival RDR - radar only frequency DIR - director (approach controlhadar) AWOS - automatic weather observing station AAS - aeronautical advisory service PCL - pilot controlled lighting
Figure 4- 134
In addition to the standard VHF frequencies shown in figure 4-134, HF frequencies are shown at airports that utilize high frequency communications that fall in the 2000 kHz to 30,000 kHz frequency band. These are typically used in remote areas of the world. One way to tell HF frequencies is that they do not contain a decimal point. A display of 6547 would indicate a frequency of 6,547 kHz. Airports which have numerous communication frequencies will have multiple Airport 4 pages indicated by APT+4. Part-time operation, such as for a control tower, is indicated with an * to the left of a frequency. The frequencies associated with a TCA, ARSA, CTA, or TMA are VFR frequencies. Airports which have one of these categories of frequencies also have APR and DEP which are IFR frequencies.
Where required, APR, DEP, TCA, ARSA, CTA, and TMA frequencies are sectorited. That is, a frequency may be used only within a certain range of radials from a designated reference location. The format for displaying the sectorization is to show the frequency first, followed by the identifier of the associated reference point, followed next by the associated altitude restrictions. For example, figure 4-1 35 shows that the Orlando approach control frequency 121.10 MHz is used between the 311 radial and the 60" radial from KMCO (Orlando International airport) for altitudes at and below 5500 feet.
O
Figure 4- 135
NOTE: When an altitude restriction is shown on the Airport 4 page, the abbreviation BEL means at and below the specified altitude. Likewise, the abbreviation ABV means at and above the specified altitude. Thus, ABV 4UOUFT means at and above 4000 feet and BEL 3999fi means at and below 3999 feet.
In a few cases, APR, DEP, TCA, ARSA, CTA, and TMA frequencies are sectorized such that the restriction cannot be displayed on a single page. When this occurs the following message is displayed on the APT 4 page: TEXT OF FREQUENCY USAGE NOT DISPLAYED There are also some airports in the data base for which no communications information is available. The following message is then displayed on the APT 4 page: COMM FREQ DATA NOT AVAILABLE
0 0 0 0 0 0 0 0
4.1 1.6 The AirDort 5 Page (APT 5 ) The Airport 5 page is used to store and display userentered remarks. These remarks might include information on lodging, dining, airport services, or anything else you desire to record for later use. Up to 100 airports may contain these remarks. A remark may contain up to three lines of eleven characters each. Letters, numbers, hyphens, and spaces may be used in the remark. To enter a remark: Select the APT 5 page for the desired airport (figure 4-136). Press the right lCRSRl . Rotate the right outer knob until the cursor fills the entire third line of the screen (figure 4-137). Use the right inner knob to select the first character of the remark. Use the right outer knob to move the flashing portion of the cursor to the second cursor position, and then use the right inner knob to select the second character. Use the right outer and inner knobs to select the rest of the first line of the remark (figure 4-138). Press JENTJ to approve the first line. The cursor will move to the next line (figure 4-139). Use the above procedure to select the characters for the second and third lines of the remark. Press lENTl to individually approve each line of the remark. Press the right lCRSRl to turn the right cursor function off (figure 4-140). The Other 4 page (OTH 4) includes a listing of all airports whose APT 5 pages contain remarks (figure 4-141). To delete a previously entered airport remark, select the Other 4 page, position the left cursor over the desired airand then press m. If there port identifier, press m, are more than five airports with remarks, you will have to use the left outer knob to scroll the cursor down the list on the Other 4 page to find the desired airport identifier.
Figure 4- 136
Figure 4- 137
Figure 4- 138
Figure 4- 139
Figure 4- 14G
Figure 4- 141
4.1 1.7 The Aimort 6 Page (APT 6 ) The APT 6 page shows aeronautical services available for the selected airport. These services include customs, fuel, and oxygen availability as well as an indicator to denote the presence of a landing fee. Refer to figure 4-142.
Customs information is displayed as follows: CUSTOMS-FULL Customs facilities are available without restriction NO CUSTOMS No customs facilities are avaiable CUSTMSPR Customs facilities are available but require prior request or permission for use CUSTMSREST Customs facilities are available on a restricted basis, check with the airport before planning to use CUSTMS-ADCS Customs are available for private aircraft arriving to the U.S.from Canada or Mexico. Advance notice of arrival to customs officers is to be included in the flight plan transmitted to an FAA facility. This code is used when this is the only type customs facility available. The FAA term for the service is ADCUS. (blank) Blank line indicates that customs information is not available in the database. The following fuel types are displayed: 80 80 octane 100 100 octane 1 00LL 100 octane, low-lead MOGAS Automotive fuel JET Jet fuel (any type jet fuel qualifies) NO FUEL No fuel available
If there are no oxygen services available at the selected airport, the fifth line will display NO OXYGEN. If any type of oxygen service is available, the fifth line will read OX and the rest of the line will display the specific oxygen service: H high-pressure HB high-pressure bottled L low-pressure LB low-pressure bottled ALL all of the above oxygen services available
Figure 4- 142
The sixth line of the APT 6 page denotes the presence of a landing fee: LANDING FEE The airport has a landing fee NO LDG FEE The airport does not have a landing fee NO FEE INFO Jeppesen does not have any information on whether or not there is a landing fee for this airport
4.1 1.8 The VOR Paae The VOR page shown in figure 4-143 for Blue Ridge VOR is used to 'illustrate the contents of a VOR page.
VOR identifier. An arrow precedes the identifier if it is the active waypoint.
The letter D appears following the VOR identifier if the VOR has DME capability. The name of the VOR. The class of VOR: T - terminal L - low altitude H - high altitude U - undefined The VOR frequency (MHz). The published magnetic variation of the VOR. The latitude and longitude of the VOR
As you learned in section 4.7.3, "Nearest And Complete Waypoint Scan Lists", you may display the nearest nine VORs to the aircraft's present position. When a VOR page is displayed as part of the nearest VOR list, the latitude and longitude is replaced with the bearing and distance to the VOR (figure 4-144).
Figure 4- 143
1
Figure 4144
4.1 1.9 The NDB Paae The NDB page shown in figure 4-145 for Lawrence NDB is used to illustrate the contents of an NDB page. NDB identifier. An arrow precedes the identifier if it is the active waypoint. The name of the NDB. The NDB frequency (kHz). The latitude and longitude of the NDB NOTE: NDBs which are combined with outer markers (usually called outer compass locators) are not stored with NDBs. Instead, they are stored with intersections and are found on the intersection (INT) pages. There is also a nearest NDB scan list as explained in section 4.7.3. When a NDB page is displayed as one of the nearest NDBs the latitude and longitude are replaced with the bearing B (figure 4-146).
II
LAWRENCE
Figure 4-145
Figure 4- 146
4-49
4.1 1.10 The Intersection Paae (INT) The Intersection pages contain low altitude, high altitude, approach, and SID/STAR intersections as well as outer markers and outer compass locators. The Intersection page for KENZY outer compass locator (figure 4-147) is used as an example of what is displayed for Intersection pages:
I 1J
'
The intersection, outer marker, or outer compass locator name. The location of the intersection, outer marker, or outer compass locator expressed in terms of a radial and distance from a nearby VOR. The KLN 90A chooses the closest VOR. Note that it takes a few seconds for the VOR ident, radial, and distance to be calculated and displayed. The latitude and longitude of the intersection, outer marker, or outer compass locator. You may also enter the identifier of another nearby waypoint in the REF field, and the page will compute and display the radial and distance from the nearby waypoint to the intersection. This information is not stored with the Intersection page and is lost when leaving the page. To calculate the radial and distance from a nearby waypoint:
1. Display the desired Intersection page.
Figure 4-147
3. Rotate the right outer knob until the cursor is positioned over the identifier adjacent to REF (figure 4-
148).
4. Use the right inner and outer knobs to select the desired identifier (figure 4-149). 5. Press lENTl to display the waypoint page for the identifier just entered.
6. Press lENTl to approve the waypoint page. The
Figure 4- 148
Figure 4- 149
v u
Intersection page is displayed with the computed radial and distance (figure 4-150). 7. Press the right lCRSRl to turn off the right cursor function
1
Figure 4- 150
4-50
4.1 1.1 1 The Supplemental Waypoint Paae (SUP) Supplemental waypoints are user-defined waypoints that have not been defined specifically as an airport, VOR, NDB, or intersection. The procedure for creating supplemental waypoints is explained in section 6.4.4. Supplemental waypoints also include ARTCC Center waypoints and Reference waypoints which you will learn to create later in chapter 6 of this Pilots Guide. Figure 4151 shows an example of a typical Supplemental Waypoint page. The following information is displayed on a Supplemental waypoint page:
Figure 4- 151
The name or identifier of the supplemental waypoint. The position of the supplemental waypoint expressed in terms of a radial and distance from a nearby VOR. The latitude and longitude of the supplemental waypoint. In addition, you may enter the identifier of another nearby waypoint in the REF field and the page will compute and display the radial and distance from the nearby waypoint to the supplemental waypoint. The procedure for doing this is identical to that just explained above for an intersection waypoint. This radial and distance information is not stored with the Supplemental Waypoint page and is lost when leaving the page.
3 3 3 3
w w
NOTE: In some areas of the world the KLN 9OA provides the location of the nearest point of communication with a facility providing information (INF) or radio (RDO) services.
Select the Other 1 page (OTH 1) on the left side to view two of the nearest points of communication with Flight Service Stations. There will normally be two OTH 1 pages, one for each of the two points of contact. The name of the FSS is at the top of the page. There can be from one to four frequencies included for a point of contact (figure 4-152). Remember that in the US. the frequency 122.00 MHz is used for Flight Watch and the frequency 123.60 MHz is used for Aeronautical Advisory Service. As you know, it is often possible to communicate with a FSS by transmitting on 122.10 MHz and listening on the VOR frequency. In cases like this, the OTH 1 page displays the frequencies to use for transmit and receive and also the VOR name through which you are communicating (figure 4-153). In some parts of the world, high frequency (HF) communications are used for these services. HF frequencies are displayed on the OTH 1 page where appropriate. Remember, you can easily recognize HF frequencies because they do not have a decimal point.
I
122.20, 122.55
nTU+l 1
I
3 3 L
Figure 4- 152
r I uuuqc FSS
TX
OMAHA VDR
REC
122.10 116.30
Figure 4- 153
NOTE: Frequencies for Area Control Centers are displayed on the OTH 2 page for some areas of the world.
4-52
NOTE: You will not be able to update the time or date if the KLN 9OA is receiving a time and date from a satellite.
If it is required to set the date:
1. Select the SET 2 page on the left side (figure 4-155).
UH I k ' I l l ' l t .
I
!
Figure 4- 155
Figure 4- 156
DATE/TIME
DATEJTIME
Figure 4- 158
Figure 4- 159
Figure 4- 160
IT 11IS
1. Select the SET 2 page on the left side. 2. Press the left EEd to turn on the left cursor function if it is not on already.
21 : 2 3 : 0 4 m CORD U N I V / Z
CENTRAL DAY
u
Figure 4- 162
3. Use the left outer knob to position the cursor over the time zone (figure 4-1 61). 4. Use the left inner knob to change the time zone, if desired (figure 4-162).A listing of the time zones and their abbreviations is contained in section 4.2.
5. Tum the left outer knob one step counterclockwise to position the cursor over the time (figure 4-163).
6. Rotate the left inner knob to select the correct hour 64). Remember, the KLN 90A uses 24 hour (figure 4-1 time. If it is 1:00 P.M. or later, add 12 hours (for example, 2:30P.M. becomes 14:30).
7. Turn the left outer knob one step clockwise to position
the flashing part of the cursor over the first minute's position, and then use the left inner knob to select the 65). correct value (figure 4-1
Figure 4- 163
UH I tf I l l ' l t
1 1 J U N 33
I
CEb4TRA.L
DAY
Figure 4- 165
9. Press
JCRS-dJ
Figure 4- 166
4-54
NOTE: The altitude alerting function of the KLN 9OA does not meet FAR Part 91 for turbojet-powered civil airplanes.
Figure 4- 167
NOTE: The altimeter bar0 set may be changed from inches to millibars on the SET 7 page.
2. Use the left knobs to update the altimeter bar0 setting if required. There are three cursor positions. Use the left outer knob to move the cursor and the left inner knob to change digits (figure 4-168). With the proper altimeter bar0 setting, the indicated altitude (IND) on the right should be the same as the aircraft's actual altimeter.
Figure 4- 168
NOTE: There may be some difference (less than 100 feet) between the indicated altitude (IND) and the aircraft's actual altitude if the altitude input to the KLN 9OA is from an altitude encoder because these encoders only provide altitude in 100 foot increments.
3. Turn the left outer knob one step clockwise to position the cursor over the ALERT: field (figure 4-169). If OFF is displayed, turn the left inner knob to select ON (figure 4-170). When alerting is enabled, an arrow to the right of ON points to the selected altitude on the right side of the screen.
Figure 4- 169
Figure 4- 170
4. Select a warn altitude by using the left outer knob to position the cursor over the WARN: field (figure 4-171). Use the left inner knob to select the desired warn altitude. It is selectable in one hundred foot increments from 200 feet up to 900 feet. Normally, you will use the same warn altitude all the time so you only have to enter this the first time you use altitude alerting. The recommended warn altitude is 300 feet.
Figure 4- 171
5.
tnter the selected altitude one digit at a time in the SEL field of the NAV 4 page by using the right outer knob to position the cursor over the desired digit and the right inner knob to change the digits until the entire selected altitude is displayed (figure 4-172).
Only the selected altitude field (SEL) and the indicated altitude (IND) of the NAV 4 page are used for altitude alerting. The rest of the NAV 4 page is used for vertical navigation which is described in chapter 6.
6. Press lALTl to retum to the pages previously being dis-
Figure 4- 172
played.
7. The aural alarm activates as follows: 1000 feet prior to reaching the selected altitude three short tones Upon reachingthe selected altitude - two short tones Deviating above or below the selected altitude by more than the warn altitude - four short tones. NOTE: Due to the resolution of the altitude input, it may be necessary to decend slightly below or climb slighty above the selected altitude before the two tones are activated indicating that the selected altitude has been reached. This selected altitude alert must be activated to arm the system for providing the altitude deviation alert.
The KLN 90A can provide the aural alarm tones in either of two ways: it may be connected to an audio input of an audio amplifier contained in an audio panel so that the aural alarm is heard through the aircrafts speaker and headphones. Or the KLN 90A may be interfaced with an extemal tone generator installed in the aircraft. In order to use altitude alerting, the KLN 90A must have an altitude input. If the altitude input is from an altitude encoder or from an air data computer not having a bar0 altitude output, then it will be necessary for you to manually input the proper altimeter setting in order to get accurate alerting. Remember, the altitude coming from an encoder is pressure altitude and must be corrected with the proper altimeter setting to convert to actual altitude. This altimeter setting is easily accomplished by entering the altimeter bar0 setting on the Altitude page. Press lALTl to display the Altitude page. Use the left knobs to make the altimeter bar0 setting. Press again to return to the pages previously being displayed. Its so easy you have no excuses for not keepingthe bar0 setting updated! CAUTION: The altitude alerting feature will only be accurate if the altimeter bar0 correction is kept updated. If altitude alerting is used, it is a good idea to update the altimeter bar0 set on the ALT page each time you make a change to the aircrafts altimeter setting.
The volume of the aural alarm tone is changeable on the SET 9 page (figure 4-173). Press the left lCRSRl to activate the left cursor and use the left inner and outer knobs to select a desired volume between 00 and 99. Increasing numbers increases the volume.
ALERT VOLUME :
NOTE: The altitude alerting and height above aitporf features can be disabled in the KLN 9OA installation harness so that these features are not selectable by the pilot. When this has been done the SET 5, SET 9, and Altitude pages display OFF and cannot be changed. In addition, the SET 5 and ST 9 pages display the following :FEATURE DISABLED.
Figure 4- 173
To enable or disable the height above airport alert, press the left ICRSRI. Use the left outer knob to position the cursor over the enable/disable field. Turn the left inner knob to select ON or OFF as desired. To select the offset height, use the left outer knob to position the cursor over the offset field (figure 4-176). Turn the left inner knob to select an offset between 800 feet and 2000 feet. Press the left lCRSRl to turn the cursor off.
WARNING: The height above airport alert feature does not serve the same function as a radar altimeter. It does not provide any warning about the aircrafts actual height above the airports surrounding terrain.
ON
Figure 4- 176
The alert tone is provided in the same way as described in section 4.15, Altitude Alerting. The volume is adjustable on the SET 9 page In order to use the height above airport alert, an altitude input must be provided to the KLN 90A. If the altitude input to the KLN 90A is pressure altitude such as from an altitude encoder or air data computer, then the altitude must be corrected with the proper altimeter bar0 setting. This is accomplished on the ALT page as described in section 4.1 5, Altitude Alerting. CAUTION: The height above airport alert feature will only be accurate if the altimeter bar0 correction is correct. If the height above airport alert feature is enabled, it is a good idea to update the altimeter bar0 set on the ALT page each time you make a change to the aircrafts altimeter setting.
NOTE: The altitude alerting and height above airport features cFn be disabled in the KLN 9OA installation harness so that these features are not selectable by the pilot. When this has been done the SET 5, SET 9, and Altitude pagqs display OFF and cannot be changed. In addition, the SET 5 and SET 9 pages display the following :FEATURE DISABLED.
Figure 4- 77 1
4-59
screen while the NAV 2 page returns to the left side. The NAV 1 page indicates it is 384 nautical miles to Austin and that the bearing is 225 degrees. After take-off, the NAV 1 page will also display groundspeed and estimated time enroute. 1O.You now decide to view the Super NAV 1 page. Rotate the left inner knob to select the NAV 1 page. 4.18.2 Enroute 1. You depart from runway 36 at Little Rock and are told to maintain runway heading. After several radar vectors for traffic avoidance you are finally cleared on course. The D-Bar indicates that the radar vectors have taken you north of the original course and you decide to proceed Direct To Austin from your present and then position. To recenter the D-Bar, press m, press lENTl. 2. In order to determine the minimum enroute safe altitude (ESA) for the flight you view the NAV 3 page. It indicates an ESA of 4300 feet for the trip and minimum safe altitude for your present position of 3400 feet. 3. After departure control has directed squawk 1200, frequency change approved, you decide it would be a good idea to obtain VFR flight following. To obtain the frequency for Center, select the Other 2 page (OTH 2). It indicates that for your position, you should be able to contact Memphis Center on 118.85 MHz. 4. Youve only flown about 100 nautical miles, but you begin wondering where you would go if an engine suddenly started running rough. You decide to use the KLN 90A to determine where the nearest airports are from your present location. To view the nearest and then press m.The nearest airports press m, airport is Hope Municipal (M18) which is eight nautical miles from your position on a bearing to the airport of 11 degrees. You now rotate the right inner knob to view the other APT pages for Hope Municipal. You learn, for example, that it is located in Hope, Arkansas, and has two hard surface runways that are each 5500 feet in length. By pulling the right inner knob to the out position, you may now scan clockwise through the remaining eight airports in the nearest airport list.
5. For the majority of the enroute portion of the flight you select, the Super NAV 5 pages moving map display. You do this by selecting NAV 5 on both sides of the screen. Pressing the right lCRSRl brings up the waypoint display menu on the right side of the screen. You then use the right knobs to select APT: ON so that nearby airports are shown on the moving map display. Pressing the right EEFd again removes the menu from the screen. You select the 30 nm range
6. By this time the KLN 90A has reached a NAV ready status. You know this because the NAV 2 page is now showing a valid present position, in this case 3.8 nautical miles on the 320 degree radial from Little Rock (LIT) VOR.
7. Press 1. to bring up the Direct To page on the left 81 side. Use the two left knobs to enter the identifier of Mueller Municipal airport (KAUS) by using the left inner knob to select the characters and the left outer knob to move the flashing part of the cursor to the desired cursor location. 8. Press lENTl to bring up the APT 1 waypoint page for Mueller Municipal airport on the right side. 9. Press lENTl again to approve the waypoint page. The NAV 1 page is now displayed on the right side of the
scale and the track up map orientation (TKt) on the left side using the left lCRSRl and left knobs. 6. Since it is a good idea to not rely on just one navigation source, you decide to cross check the KLN 90A position against other equipment in the aircraft. The NAV 2 page indicates you are presently located on the Texarkana (TXK) VOR 68 degree radial at a distance of 19 nautical miles. By tuning your Navigation Receiver and DME to TXK, you are able to confirm that this is the correct position.
4.18.3 Terminal Area 1. About 50 nautical miles from Austins Mueller airport you start preparing for your arrival. Viewing the APT 4 page for KAUS you determine that the ATlS frequency is 119.20 MHz and tower is 121.OO MHz.
2. A few minutes later, the message prompt begins flashing. When you press m,the message page advises: AIRSPACE ALERT AUSTIN ARSA SEE KAUS APT 4 PAGE BELOW 4600 FT. The Special Use Airspace Alert feature has determined that you are within 10 minutes of penetrating the Austin ARSA. When you view the APT 4 page, you see that the ARSA frequencies are sectorized. You determine from the APT 4 page that the proper frequency to use is 124.90 MHz since you are Northeast of Austin and 124.90 MHz is the appropriate frequency to use from 3 degrees to 91 degrees.
3. After you call Austin approach control for clearance into the ARSA, you view the rest of the APT pages for KAUS to determine the field elevation and available runways. The first APT 3 page shows you a runway diagram for the airport.
4. After landing, the KLN 90A is turned off either by pulling the powerhrightness switch to the out position or with the avionics master switch if one is installed.
0 0
This is the second of three chapters specifically dealing with operating the KLN 90A. In this chapter you will learn to create and use flight plans. A flight plan is an organized listing of waypoints defining your route of flight. You may feel that you learned all you need to know in chapter 4 about operating the KLN 90A, since you can use the Direct To operation to fly anywhere you want to go. However, you would be selling yourself and the KLN 90A short if you stop there. Using the units flight plan capabilities provides more information and, in some respects,
reduces your enroute workload regardless of whether your flying is done VFR or IFR. Other advantages of creating flight plans are: (1) the entire route of flight for an upcoming trip can be created and stored prior to departure; and (2) the routes for frequently made trips need to be created just once and may then be recalled as required for later use. Using the KLN 90A only for Direct To operation would be like flying a retractable gear aircraft with the gear down all the time - youre just not getting the most out of your equipment!
5.1.1 Creatina A Fliaht Plan A flight plan for a flight from Lakefront airport in New Orleans, LA. to St. Petersburg/Clearwater, FL. International airport will be used as an example of how to create a flight plan. The waypoints making up the flight plan are: KNEW (bakefront airport), GPT (Gulfport VOR), SJI (Semmes VOR), CEW (Crestview VOR), MA1 (Marianna VOR), TLH (Tallahassee VOR), CTY (Cress City VOR), and KPlE (St. Petersburg/Clearwater International airport. To create the flight plan:
1. Rotate the left outer knob to select the flight plan (FPL) type pages (figure 5-1).
W E ? IICIIVRT? 1 :KMKC
2:EUM 3:osw 4 :TUL
I
Figure 5-2
Figure 5- I
:I
L H J U L
2:
Figure 5-3
Figure 5-4
,OAD INURT?
1: 2:
5. Turn the left outer knob one step clockwise to move the flashing portion of the cursor over the second character position, and then use the left inner knob to select the desired character.
Figure 5-5
6. Use the above procedure to select the entire identifier for the first waypoint (figure 5-5).
7. Press m. A waypoint page for the identifier just
KlYCW
2:
LAKEFRONT N 3002.53
ENR-LEG
entered will be displayed on the right side (figure 5-6). If a mistake was made and the wrong waypoint identifier was entered, press lCLRl and begin again. If a mistake was not made but the waypoint identifier just entered isnt in the data base, a page allowing creation of a user defined waypoint will appear on the right side. Refer to section 6.4, USER-DEFINED WAYPOINTS, for instruction on how to define a user created waypoint.
lEtJTllRPT
Figure 5-6
a.
Press lENTl again to approve the waypoint page being displayed. The cursor will move to the second waypoint position (figure 5-7).
NOTE: A small number of waypoints are stored in the database as fly-over waypoints. These waypoints are associated with SID/STAR procedures. Fly-over means
Figure 5-6a
that, for some reason, the governing agencies have decided that it is important to fly directly over the waypoint instead of being able to cut the corner by using turn anticipation (see section 5.2.2). In these cases the KLN 9OA will present a waypoint type identification page (Figure 5-6a). Simply select the way in which the waypoint is intended to be used with the left outer knob and press lENTl . If the SIDBTAR choice is selected, the KLN 9OA will disable turn anticipation for that waypoint (if previously enabled). The KLN 9OA will enable turn anticipation after the waypoint has been passed (if turn anticipation was previously enabled). If en route is selected, then normal turn anticipation occurs.
9. Use the same procedure to enter the rest of the waypoints in the flight plan (figure 5-8). If the flight plan consists of five or more waypoints, the waypoints will automatically scroll as necessary to allow entry of the next waypoint.
2:-
Figure 5-7
10.When all of the waypoints have been entered in the flight plan, the left outer knob may be rotated to move the cursor up and down and manually scroll through the waypoints making up this flight plan. This is useful if the flight plan contains six or more waypoints since not all of the waypoints can be displayed at one time. When the left outer knob is rotated to the full counterclockwise position, the cursor will be positioned over USE? (figure 5-9). If there are more than five waypoints in the flight plan, the first four waypoints will then be displayed followed by the last waypoint in the flight plan. Rotate the left outer knob to move the cursor and manually scroll to see the missing intermediate waypoints.
11.Press the left lCRSRl to turn off the left cursor function. Additional flight plans may now be created in the same manner.
Figure 5-8
Figure 5-9
5.1.2 Activatina A Numbered Fliaht Plan To activate one of the previously created numbered flight plans:
1. Use the left outer knob to select the flight plan (FPL) VPe pages.
I / -1 1 INVRT?
2. Rotate the left inner knob to select the desired flight plan (figure 5-10).
I
. -
Figure 5- 12
Figure 5- 13
4. Press lENTl to activate the flight plan in the order shown (figure 5-12). To activate the flight plan in inverse order (first waypoint becomes last and last waypoint becomes first), rotate the left outer knob one step clockwise to position the cursor over USE? INVRT? before pressing lENTl (figure 5-13).
5. The selected flight plan is now displayed as FPL 0, the active flight plan. Any changes made to FPL 0 will not affect how this flight plan is stored as the numbered flight plan.
Figure 5-12
Figure 5-13
5.1.3 Addina A Wavpoint To A Fliaht Plan A waypoint may be added to any flight plan containing fewer than 20 waypoints. To add a waypoint to a flight plan:
1. Press the left lCRSRl to enable. the left cursor function if it is not on already (figure 5-14). 2. Rotate the left outer knob as necessary to position the cursor over the waypoint identifier which you desire to follow the waypoint being added. Another way to think of this is to position the cursor over the location in the flight plan you wish the new waypoint to be added. For example, if SJI is presently the third waypoint in the flight plan and you widh to insert BUGLE intersection in the number three bosition in front of S ,move the cursor over SJI (figure 5-15). I
Figure 5-1 4
Figure 5-15
Figure 518
5.1.4 Deletina A Wavpoint From A Fliaht Plan To delete a waypoint from a flight plan:
1. Press the left lcRSRl to enable the left cursor function if it is not on already.
2. Rotate the left outer knob as necessary to position the cursor over the waypoint to be deleted (figure 5-19). .. 3. Press EDl. The letters DEL (delete) will appear to the left of the identifier and a question mark will appear to the right of the identifier (figure 5-20). If a mistake was made and you do not wish to delete this waypoint, press EEl. 4. Press lENTl and the waypoint will be deleted from the flight plan. The other waypoints in the flight plan will be correctly repositioned (figure 5-21). 5. Press the left lCRSRl to turn off the left cursor function.
1
Figure 5-19 Figure 5-20
Figure 5-21 5.1.5 Deletina Fliaht Plans To delete a flight plan which is no longer required:
1. Display the flight plan (FPL 0, FPL 1, FPL 2, ..., or FPL
2. Make sure the left cursor function is turned off. If the left cursor is on, press the left lCRSRl to turn it off.
3. Press m. The words DELETE FPL? will appear at the top of the page (figure 5-23). If a mistake was made and you do not wish to clear this flight plan, press lCLRl.
Figure 5-22
Figure 5-23
t
Figure 5-24
5.1.6 Storina FPL 0 As A Numbered Fliaht Plan The active flight plan may be loaded into a numbered flight plan so that it can be recalled for later use. This may be desirable, for example, if the active flight plan was originally created on the FPL 0 page and not as a numbered flight plan. To store the active flight plan as a numbered flight plan:
LOAD
FPL O ? l
1. Select a numbered flight plan page which does not contain any waypoints (figure 5-25). If none exist, use the procedure described in section 5.1.5, Deleting Flight Plans, to clear a flight plan which is no longer required. 2. Press the left lCRSRl to tum on the left cursor function with the cursor over the blank first waypoint position (figure 5-26).
Figure 5-25
LOAD FPL 0?
1:-
1 I I I
!
1:
3. Rotate the left outer knob one step counterclockwise to position the cursor over LOAD FPL O? (figure 527). 4. Press lENTl to load the active flight plan into this numbered flight plan (figure 5-28).
Figure 5-26
Figure 5-27
Figure 5-28
5-6
Although any of the KLN 90A pages may be utilized while operating along a flight plan, common page selections are the FPL 0 page on the left side while simultaneously displaying one of three Distancerime pages (D/T 1, D T 2, D/T 3) or the NAV 5 page (naviT gation graphics) on the right side. The information contained on the Distancenime pages is explained later, beginning in section 5.2.5, The Distancerime Pages. The Super NAV 5 page is especially useful for flight plan operation. It provides you with a visual orientation of your position in the active flight plan and displays the alphanumeric identifiers of the flight plan waypoints. Of course the other four Navigation pages may also be used extensively. Now would be a good time to take a couple of minutes and review the NAV 5 and Super NAV 5 pages as they relate to flight plan operation (see sections 4.9.6 and 4.9.7). Always verify that you are viewing the active flight plan page (FPL 0) and not one of the other numbered flight plan pages. The active leg of the flight plan is designated with a G symbol. A leg is defined as the course line between a pair of waypoints (a from waypoint and a to waypoint). The head of the arrow is positioned to the left of and points to the active to waypoint. In figure 529, GPT is the to waypoint. The tail of the G symbol is positioned to the left of the from waypoint. KNEW is the from waypoint in figure 5-29. The G symbol is not displayed unless the KLN 90A is actually receiving navigation signals suitable for navigation. (Note: If the unit is in the KCC 90 take-home case, it has been tricked into thinking it is receiving signals and therefore the G symbol can be displayed). Also, the G symbol will not be displayed if Direct To navigation is occurring. If in doubt as to whether or not Direct To operation is occurring, view the NAV 1 page. If the top line shows the 8. symbol (figure 5-30) instead of a from waypoint (figure 5-31), then Direct To navigation is occurring. If it is desired to cancel the Direct To operation and operate from the active flight plan; press DEI,then press m, then press m. As flight plan waypoints are reached, the active leg symbol automatically orients itself on the next leg.
Figure 5-29
Figure 5-30
Figure 5-31
If the flight plan contains more waypoints than can be displayed on the screen at one time, the page will automatically scroll as progress is made along the flight plan so that the active leg is always displayed (figure 5-32). The last waypoint in the flight plan is always displayed at the bottom of the FPL 0 page, even if all of the waypoints in the flight plan can't be displayed on the page at one time. To view intermediate waypoints, turn the left cursor function on and use the left outer knob to manually scroll through all of the waypoinJs, as desired. If scrolling is performed all the way tcr the end of the flight plan, a blank waypoint position will exist so that a waypoint may be added to the end of the flight plan (figure 5-33). 5.2.2 Turn Anticipation And Wavpoint Alertinq Prior to reaching a waypoint in the active flight plan, the KLN 90A will provide navigation along a curved path segment to ensure a smooth transition between two adjacent legs in the flight plan. That is, the CDI or HSI left/right deviation will be referenced to the dashed line in figure 534. This feature is called turn anticipation. The transition course is based upon the aircraft's actual groundspeed and the amount of course angle change between the two legs. The KLN 90A automatically sequences to the next leg after passing the midpoint in the transition segment. Approximately 20 seconds prior to the beginning of turn anticipation, the arrow preceding the active waypoint identifier will begin flashing on the FPL 0 page and on any Navigation page, Distanceflime page, or waypoint page displaying the active waypoint identifier (figure 5-35). This is called "waypoint alerting". If an external waypoint alert annunciator is mounted in the aircraft, this annunciator will begin flashing at the same time. To utilize the turn anticipation feature, start the turn transitioning to the next leg in the flight plan at the very beginning of turn anticipation. This occurs when the external waypoint alert annunciator stops flashing and goes on steady. At this time the KLN 90A will notify you with a message on the Message page of the new desired track to select on your HSI or CDI. ADJ NAV IND CRS TO 123" A message will not be given if the change in desired track (course change) is less than 5". In addition, a message will not be given if the KLN 90A is interfaced with an EHSl or HSI having a course pointer that is automatically slewed to the correct desired track.
Figure 5-32
Figure 5-33
WPT 3
WPT1
Figure 5-34
Figure 5-35
The desired track (DTK) displayed on the NAV 3 page also changes to the value for the next leg at the beginning of turn anticipation. Turn anticipation becomes inactive when transition to the next leg has been made.
If desired, turn anticipation may be disabled (or enabled) on the Setup 6 page (SET 6 ) using the left lCRSRl and the left inner knob to select between DISABLE or ENABLE (figure 5-36). If turn anticipation is disabled, navigation is provided all the wav to the wavDoint, and wavDoint alerting occurs approximately 36 seconds prioito reaching the waypoint.
7NTICIPATE
ENABLE
B T
1
Figure 5-36
1 -
5-9
5.2.3 Viewina The Wavpoint Paaes For The Active Fliaht Plan WavDoints The waypoint pages(s) for each of the waypoints in the active flight plan may be easily displayed by selecting the Active Waypoint page type (ACT) on the right side. When the ACT page type is first selected, the waypoint page for the active waypoint will be displayed (figure 537). The location of the waypoint in the fight plan (waypoint 1, waypoint 2, etc.) is annunciated with a number to the left of the identifier. In addition, an arrow to the left of the waypoint number designates the active waypoint. The letter to the far right of the identifier designates the type of waypoint: A = airport, V = VOR, N = NDB, I = intersection, or S = supplemental. For VORs having DME capability, the letter D is displayed between the VOR identifier and the V. To view the other waypoints in the flight plan, pull the right inner knob to the out position and turn it to view each of the waypoints in the order they are contained in the flight plan (figure 5-38). For airport waypoints, the right inner knob may be pushed back to the in position and rotated to display any of the six airport pages (figure 5-39). Pulling the knob back out will allow further scanning of the waypoint pages in the active flight plan.
5.2.4 Combinina Direct To And Fliaht Plan Operation It is very common when using flight plan operation to use the Direct To function to proceed directly to a waypoint which exists in the flight plan. For example, after takeoff it is common to receive radar vectors in the terminal area and then be given a clearance direct to the first point in the flight plan that was filed. The KLN 90A makes this kind of operation very easy to accomplish. Whenever you do a Direct To operation to a waypoint which is in the active flight Plan (FPL 0), the system will provide navigation to the waypoint and then automatically resume navigation along the flight plan when the Direct To waypoint is reached. Waypoints which exist prior to the Direct To waypoint in the active flight plan are bypassed. Of course, the active flight plan will never be resumed if the Direct To operation is to a waypoint which is not in the active flight plan.
4: 5:
1: 2: 3:
I P
8:
Figure 5-38
Any of the several methods previously described for initiating Direct To operation may be used, although the one below is the easiest for this application. The procedure below takes advantage of rule number 1 described in section 4.8. .
5-10
G
-1
1 :KNEW
-+
2 GFT
D I I
L
2:GPT 3:
GULFPORT
2"E N 30'24.40'
109.00
W 89'04.60'
3. Press m. The waypoint page for the selected waypoint in FPL 0 will be displayed on the right side (figure 5-41).
4. Press lENTl to approve the waypoint page. The Direct
ENR-LEG
I ACT
D
..
Figure 5-40
DIRECT TO:
SJI
To waypoint identifier in the active flight plan will now be preceded by just an arrow (figure 5-42). The G symbol is not displayed since there is no "from" wavpoint in the flight plan.
If for some reason it is desired to cancel the Direct To operation prior to reaching the Direct To waypoint in order to proceed along the flight plan leg, press m,then and then , press I press m.
5.2.5 The Distance/Time Paaes As stated earlier, it is common to use the Distancenime pages in conjunction with flight plan operation. The Distancenime pages are specially designed to be most useful when the active flight plan page (FPL 0) is displayed simultaneously on the left side.
I "
i
SEMMES
Figure 5-4 1
5.2.6 The Distancmime 1 Paae (DIT 1) When the FPL 0 page is displayed on the left side and the D/T 1 page is displayed on the right side, the distance (DIS) and estimated time enroute (ETE) atie displayed for each of the active flight plan waypoints (figure 5-43). The distance displayed is the cumulative distance from the aircraft's present position to each waypoint along the flight plan route. The ETE is displayed in hours:minutes. If Direct To operation is occurring to a waypoint that is not in the active flight plan, then the D K 1 page is blank when the FPL 0 page is displayed on the left (figure 5-44).
Figure 5-42
[;
1 i K N t W
ui3
CIC
2:GPT
34
163 477 Figure 5-43 DIS
3:SJI
4 :CELJ 5 :M A 1
8:KPIE
76
243
If a numbered flight plan page (FPL 1 though FPL 25) is displayed on the left side, the distances displayed are from the first waypoint in the flight plan and have nothing to do with the aircraft's present position. No ETEs are then shown (figure 5-45).
ETE
1 :KNEw 2 :GPT
3:SJI 4:CEW
2 :BUM
4 :TlJL
51
Fiaure 5-45
5-11 I
If a non-flight plan page is displayed on the left, the format of the DIT 1 page changes to display just the distance and ETE for the active waypoint and for the last waypoint in the flight plan (figure 5-46).
5.2.7 The Distancenime 2 Paae (D/T 2) When the FPL 0 page is displayed on the left side and the D/T 2 page is displayed on the right side, the distance and estimated time of arrival are displayed for each of the active flight plan waypoints (figure 5-47). The distances are as described for the D/T 1 page. The time zone associated with the estimated time of arrival is annunciated at the top right of D/T 2 page. The time zone may be changed by enabling the right cursor function to bring the cursor over the time zone, and then turning the right inner knob to select the desired time zone (figure 5-48). Changing the time zone on the D R 2 page changes the time zone on other pages where time is displayed. If a numbered flight plan page other than FPL 0 is displayed on the left side, no estimated times of arrival are displayed (figure 5-49).
Figure 5-46
43
Fiaure 5-47
1Q:33
If a non-flight plan page is displayed on the left side, the format of the D/T 2 page changes to display just the distance and estimated time of arrival for the active waypoint and for the last waypoint in the flight plan (figure 5-50).
5.2.8 The Distancaime 3 Paae !D/T 3) When any flight plan page is displayed on the left side and the D/T 3 page is displayed on the right side, the distance and desired track (DTK) are displayed (figure 5-51). The distances are as described for the D/T 1 page. The desired track is the great circle course between two waypoints. You should view the diagram in Appendix A if you are unfamiliar with this term.
Figure 5-48
If a non-flight plan page is displayed on the left side, the format of the D/T 3 page changes to display just the distance and desired track for the active waypoint and for the next waypoint in the fliaht plan (figure 5-52). Note that this is different than for the D/T 1 and D/T 2 pages.
Figure 5-49
Figure 5-50
Figure 5-51
Figure 5-52
*
5.2.9 The Distance/Time 4 Paae (DIT 4) The format of the D K 4 page does not change. It displays on a single page the pertinent times for the flight regardless of what is displayed on the left page and regardless of whether flight plan or Direct To operation is occurring (figure 5-53). The information displayed on the D/T 4 page is the following:
The destination waypoint. The selected time zone. The time zone may be changed by pressing the right lCRSRl and using the right inner knob to select the desired time zone. DEP - The departure time. There are two definitions of departure time depending on what has been selected on the Setup 4 page (SET 4 see figure 554). If the SET 4 page displays RUN WHEN GS > 30KT, then the departure time is that time when the groundspeed first reached 30 knots. If instead, the SET 4 page displays RUN WHEN POWER IS ON, then the departure time is the time when power was applied to the KLN 90A. The SET 4 page may be changed by pressing the left CRSR( while the SET 4 page is displayed on the left side and then rotating the left inner knob. Press the left lCRSRl again to turn the left cursor function off.
Figure 5-53
-_ T I MER UPERAT I O N
Figure 5-54
TIME - The present time. The time may be reset on the Self Test page at system turn-on or on the SET 2 page. ETA - The estimated time of arrival at the destination waypoint. FLT The flight time. If RUN WHEN GS > 30 KT is selected on the SET 4 page, then flight time is the amount of time that the aircraft's groundspeed has been above 30 knots. Normally, this will be the time since takeoff. However, time spent at groundspeeds less than 30 knots such as intermediate stops without shutting down power or helicopter hovering is not counted as flight time.
If the present position flags (NAV flag) after being valid in the NAV mode, the flight timer continues to run if the groundspeed was more than 30 knots immediately before the flag.
If RUN WHEN POWER IS ON is selected on the SET 4 page, then flight time is the time since power on.
5-13
3 3
\ GULF OF MEXICO
[ W
a
5.3.1 Pre-Departure 1. After turn-on and approval of the Self Test and Data Base pages, the APT 4 page (airport communication frequencies) for KNEW is displayed on the right side of the screen. Viewing the APT 4 page, you set up the COMMs for ATIS, Clearance Delivery, Ground, and Tower.
2. You create the flight pian on the FPL 4 page exactly as described for this route in section 5.1.l. The flight
Figure 5-56
plan route is from KNEW, to GPT (Gulfport VOR), to SJI (Semmes VOR), to CEW (Crestview VOR), to MA1 (Marianna VOR), to TLH (Tallahassee VOR), to CTY (Cress City VOR), to KPIE. 3. The flight plan is now activated (made FPL 0) as described in section 5.1.2. 4. Until the KLN 90A reaches a NAV ready status, there is no L symbol to indicate the active flight plan leg on the FPL 0 page and no distances displayed on the D/T 1 page (figure 5-56).
5. Shortly, the KLN 90A reaches a NAV ready status (figure 5-57). You see that the distance is 496 NM to St.
I
I
Figure 5-57
Petersburg/Ciearwater along the flight plan route. The active leg of the flight plan is KNEW - GPT and is so indicated on the FPL 0 page 2 with the L symbol. 6. You briefly view the D/T 3 page to determine that the desired track to the first waypoint, GPT, is 63 degrees (figure 5-58). 5.3.2 Enroute 1. After departure from runway 18R at Lakefront airport, you receive radar vectors out of the New Orleans TCA. Finally, you are cleared direct Gulfport. At this point you are slightly South of the original course because of the radar vectors. Since you are displaying the D/T 1 page (a non-waypoint page) on the right side, to proceed direct to the active waypoint in the flight plan you press m, and then press lENTl (figure 5-59). Remember that if a waypoint page would have been displayed on the right side when 1. was 81 pressed, the Direct To page would have contained that waypoints identifier, not the active waypoints identifier). You reselect the D/T 1 page on the right side (figure 5-60). Since you are still climbing at 120 knots, the ETEs are not representative of what they will be when you level off at cruise speed. 2. Approaching Gulfport, the arrow adjacent to GPT begins flashing. This waypoint alert notification begins approximately 20 seconds before the time to start your turn to join the second flight plan leg, GPT SJI. You briefly view the DlT 3 page to see that the next desired track is 61 degrees. Figure 5-58
Figure 5-59
Figure 5-60
3. As you pass abeam GPT, heleg orientation automatically changes to the second leg (figure 5-61).
4m After joining the second leg of the flight plan, you view the D/T 1 page to see that the ETE to sdl is 14 minutes and that the ETE to your destination is 2 hours and 28 minutes. The D/T 2 page indicates you should arrive over WI at 9:37 am Central Standard Time and at KPlE at 1151 am. Since KPlE is on Eastern Standard Time, you use the right cursor and right inner knob to change the time zone to EST (figure 562). You may decide a better altemative is to select Coordinated Universal Time (UTC, which is also called Zulu time). In addition, you briefly check the D/T 4 page to get a display of your departure time, the actual time, the flight time so far, and the ETA and ETE to KPlE (figure 5-63).
I209
: 14 :43 1 :03
Figure 5-6 1
2:GPT 3 :SJI
I :I..Y.IEW
m
129
EST
4 :CEW S:MAI
10:37 11:06
8:KPIE
1269
I443
Figure 5-62
11:33
1.2:51
DEP
KPIE
TIME ETA
Figure 5-63
10.
Figure 5-64
,EM
CEW'
QHVC
:20
NR-LEG
1840t
1'
*
I
'NUN
'BFM
Figure 5-65
5-17
8. When you are 20 NM West of MAI, you decide to prsceed direct to Cross City VOR (CTY). To do this, you place the cursor over CTY on the FPL 0 page (figure 5-66). Next, you press 1. to view the waypoint 81 page for CTY, and then press lENTl (figure 5-67)).
ETE 20
:07
:20 :50
1124
6 :TLH
7:
-1
El : K P I E
FNR-I
151 254
FG
5-68).
9. Over CTY you check the weather and determine that it is currently marginal VFR at St. Petersburg and that you may have to shoot the ILS 17L approach. You add CAPOK, the outer compass locator for runway 17L, to your flight plan using the same procedure as described in section 5.1.3 (figure 5-69).
Figure 5-66
10.To prepare yourself for the arrival into St. Petersburg/Clearwater International airport, you familiarize yourself with the data base information for KPIE. The easiest way to do this is to select the ACT pages on the right side. If necessary, scan the waypoints in the active flight plan by first pulling the right inner knob to the out position. Then, rotate it to view the desired waypoint. For KPIE, push the right inner knob back to the in position and rotate it to display the six airport pages.
11. By the time you get to the St. Petersburg terminal area, the weather has cleared so that an instrument approach is not necessary. You delete CAPOK from the flight plan exactly as described in section 5.1.4.
+++++++++++ 4:CEW DIS 147Nt.t 5 :MA1 G5 180KT 6 :TLH -f 7 : C T Y ETE :48 ~:KPIE ~BRG 119 FPL 01 ENR-LEG
Figure 5-67
Figure 5-68
n1s
ETE
I
Figure 5-69
5-18
This is the third of three chapters specifically dealing with operating the KLN 90A. In this chapter you will learn to use many of the supplementary features of the KLN 90A. These include such things as the Advisory
VNAV, the Trip Planning pages, the Calculator pages, and other features that you may find very beneficial and convenient to use in your flying.
NOTE: The Trip Planning pages rely on pilot enterable inputs for true airspeed, groundspeed, and fuel flow, These pages do not utilize inputs from fuel flow or air data sensors. Fuel management and air data pages are discussed in section 6.10 and 6.11. NOTE: Areas of special use airspace are displayed on the Trip Planning pages without regard to altitude.
6.1.I The Trip Plannina 0 Paae [TRI 0) If desired, you may enter the aircraft's true airspeed (TAS) and the winds aloft on the TRI 0 page so that this information is utilized on the other Trip Planning pages. The KLN 90A uses the TAS and winds entered on the TRI 0 page to calculate your estimated groundspeed for specific trip planning routes you enter on the other Trip Planning pages. To enter data on the TRI 0 page: 1. Select the TRI 0 page on the left side (figure 6-1). 2. Press the left lCRsRl to turn on the left cursor function.
I I%Af
LI I 1 1
ESTIMATES TAS:
il'.AI
LI 1 1 1
ESTIMATES
WIND: 2 1 0 " t
TRI 0
Figure 6-1
150KT
ms:
JIND: 210"t
2 0 ~ 3 ~ ~
Figure 6-2
3. Enter the aircraft's true airspeed by using the left outer knob to move the cursor to the desired location and the left inner knob to select each individual digit (figure 6-2). 4. Rotate the left outer knob clockwise to position the cursor over the first two digits of the wind direction (figure 6-3).
5. Turn the left inner knob to select the first two digits of
T R I P PLAN.
TRIP P L W
Figure 6-3
Figure 6-4
the wind direction (figure 6-4). 6. Rotate the left outer knob one step clockwise to position the cursor over the last digit of the wind direction, and then use the left inner knob to complete the winds direction entry.
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6.1.2 The Trip Plannina 1 And Trip Planning 2 Paaes [TRI 1 and TRI 2) The TRI 1 and TRI 2 pages allow trip planning from your present position to any waypoint of your choice. Unlike the other Trip Planning pages, in order to utilize the TRI 1 and TRI 2 pages, the KLN 90A must either be receiving GPS signals sufficient to be in the NAV ready status or the KLN 90A must be in the take-home mode provided by operation in the optional KCC 90 take-home case. The TRI 1 page provides estimates of distance, estimated time enroute, bearing, and fuel requirements. The TRI 2 page displays the minimum enroute safe altitude (ESA) and any areas of special use airspace that lay between your present position and the selected waypoint. The TRI 1 and TRI 2 pages are useful, for example, while you are airborne and wish to determine distance, time, fuel, and altitude requirements direct to an, alternate location.
NOTE: Prior to using the TRI 1 and TRI 2 pages while the KLN 9OA is in the KCC 90 take-home case, use the SET 1 page to enter your present position. See section 4.6, INITIALIZATIONAND TIME TO FIRST FIX, for an explanation of entering position on the SET 1 page.
For the following example lets say the aircraft is located over Battle Mountain VOR (BAM) enroute to Lake Tahoe and you wish to perform trip planning back to Salt Lake City International airport (KSLC). To perform trip planning on the TRI 1 and TRI 2 pages:
1. Use the left outer knob to select the TRI 1 type pages on the left side.
Figure 6-6
Figure 6-7
5. Press lENTl to view the waypoint page for the selected waypoint on the right side.
1 )
6-3
If you entered true airspeed and wind velocity information on the TRI 0 page, the groundspeed displayed is a result of those inputs applied to the direction of flight specified on the TRI 1 page. You may also enter any groundspeed you desire by using the left outer knob to position the cursor over each digit of the groundspeed and using the left inner knob to select each individual digit.
7. You can also calculate an estimate of the fuel
required to the selected waypoint. Turn the left outer knob to position the cursor over the appropriate first digit adjacent to fuel flow (FF).
8 . Use the left inner and outer knobs as before to enter the aircraft's rate of fuel flow. The unit (gallons, pounds, etc.) is not important as long as you are consistent (figure 6-9).
Figure 6-9
26NN 070"
9. Use the left inner and outer knobs to enter the amount of reserve fuel (RES) desired when you reach the selected waypoint (figure 6-10). The estimated amount of fuel required (F REQ) to fly to the selected waypoint with the specified reserve is now displayed. Entering the fuel flow and reserve fuel on the TRI 1 page also inputs this same information on the TRI 3 and TRI 5 pages.
Figure 6- 10
10.Press the left lCRSRl to turn off the left cursor function.
11.Select the TRI 1 page (figure 6-1 1). The minimum enroute safe altitude (ESA)) and a listing of areas of special use airspace along the route are displayed. If all of the areas of special use airspace won't fit on one page, there will be multiple TRI 2 pages indicated bv TR1+2.
I
I .
6.1.3 The Trip Plannina 3 And Trip Plannina 4 Paaes [TRI 3 and TRI 4) The TRI 3 and TRI 4 pages allow trip planning between any two waypoints. The KLN 90A does not have to be receiving GPS signals or even be connected to an antenna in order to utilize these pages. To use the TRI 3 and TRI 4 pages:
1. Select the TRI 3 page on the left side (figure 6-12).
2. Press the left to turn on the left cursor function. The cursor will be located over the "from" waypoint identifier (figure 6-13).
Figure 612
Figure 613
3. Use the left inner and outer knobs to enter the identifier of the "from" waypoint (figure 6-14).
4. Press lENTl to view the waypoint page on the right side for the waypoint just entered.
5. Press lENTl to approve the waypoint page. The cursor will be positioned over the "to" waypoint identifier (figure 6-15). 6. Use the left inner and outer knobs to enter the identifier of the "to" waypoint. 7. Press lENTl to view the waypoint page on the right side for the waypoint just entered.
8. Press to approve the waypoint page. The distance, bearing, and estimated time enroute are now displayed (figure 6-16).
Figure 6- 14
Figure 615
If you entered true airspeed and wind velocity information on the TRI 0 page, the groundspeed displayed is a result of those inputs applied to the direction of flight specified on the TRI 3 page. You may also enter any groundspeed you desire by using the left outer knob to position the cursor over each digit of the groundspeed and using the left inner knob to select each individual digit.
I
Figure 616
If data is entered for fuel flow (FF) and reserve fuel (RES), as described for the TRI 1 page, the fuel required for the trip is now displayed. Fuel flow and reserve fuel entries made on the TRI 3 page also input this same data on the TRI 1 and the TRI 5 pages.
9. Turn off the left cursor function and then select the TRI 4 page (figure 6-17). The minimum enroute safe altitude (ESA) and a listing of areas of special use airspace along the route are displayed. If all of the areas of special use airspace won't fit on one page, there will be multiple TRI 4 pages by TR1+4.
17 Figure 6-
6-5
6.1.4 The Trip Plannina 5 And Trip Plannina 6 Paaes [TRI 5 and TRI 6) The TRI 5 and TRI 6 pages are used to do trip planning for any one of the previokly entered flight plans (FPL FPL 1, FPL 2 , ..., FPL 25). The KLN 90A does not have to be receiving GPS signals or even be connected to an antenna in order to utilize these pages. To use the TRI 5 and TRI 6 pages:
F P 3 463NM K 3 4 -KAPA
202KT
waypoints in the selected flight plan are displayed on the second line. The distance and estimated time enroute are also displayed. There is no bearing display since the flight plan can have up to 20 waypoints which creates 19 flight plan legs. If you entered true airspeed and wind velocity information on the TRI 0 page, the groundspeed displayed is the average groundspeed for the flight plan. It is the result of the true airspeed and wind velocity entered on the TRI 0 page applied to each leg of the flight plan. You may also enter any groundspeed you desire by using the left outer knob to position the cursor over each digit of the groundspeed and using the left inner knob to select each individual digit. If data is entered for fuel flow (FF) and reserve fuel (RES), as described for the TRI 1 page, the fuel required for the trip is now displayed. Fuel flow and reserve fuel entries made on the TRI 5 page also input this same data on the TRI 1 and the TRI 3 pages.
4. Turn off the left cursor function and then select the TRI 6 page (figure 6-20). The minimum enroute safe altitude (ESA) and a listing of areas of special use airspace along the flight plan route are displayed. If all of the areas of special use airspace wont fit on one page, there will be multiple TRI 6 pages indi. cated by TRI+
FF: 630032.0
Figure 6- 19
FP 5 ESFS 14700FT
DENVER
Figure 6-20
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6.2 ADVISORY VNAV OPERATION
The KLN 90A's vertical navigation feature (VNAV) allows you to program a descent or ascent path, and then provides you with an advisory altitude to fly that will provide guidance along the vertical path. For example, you can program the VNAV to provide descent guidance so that you arrive at your active waypoint or a waypoint in the active flight plan at an altitude that you specify. The KLN 90A will alert you of when to start the descent, and display the advisory altitudes to fly throughout the descent.
6.2.1 VNAV For Direct To Operation The Navigation 4 (NAV 4) page is used to program the KLN 90A for vertical navigation. The following example will be used to illustrate how to use the VNAV feature. You are using the KLN 90A to fly direct to your destination airport, Dubuque Municipal airport (KDBQ) located in Dubuque, Iowa. You are presently about 65 nm West of Dubuque, flying at 7500 feet MSL (figure 6-21). You desire to use the VNAV to provide vertical guidance to Dubuque's traffic pattern altitude of 1900 feet MSL.
Figure 6-21
+ * + + + + * + * + *
Figure 6-22
1. Select the NAV 4 page on either side of the screen (figure 6-22). You can select the NAV 4 page either by using the knobs or by pressing lALTl to bring up the NAV 4 page on the right side and the ALT page on the left. The aircraft's actual altitude is displayed in the IND field. If the displayed altitude is incorrect it is probably because you have not recently updated the KLN 90As altimeter bar0 setting on the ALT page (see section 4.1 5). NOTE: There may be some difference (less than 100 feet) between the indicated altitude (I") the airand craft's actual altitude if the altitude input to the KLN 9OA is from an altitude encoder because these encoders only provide altitude in 100 foot increments. The identifier for the active waypoint (KDBQ) is automatically displayed on the NAV 4 page. Prior to programming a VNAV operation, the top of the page displays that the VNAV is inactive (VNV INACTV).
[UNU I N A C T U
INL) 0 7 5 0 Q ~ F T
Figure 6-23
2. Press the appropriate lCRSRl button to turn on the cursor function if it is not already on (figure 6-23). 3. Enter the desired altitude of 1900 feet in the SEL field. The outer knob is used to move the cursor and the inner knob is used to select the digits. The altitude may be entered in 100 foot increments (figure 624).
Figure 6-24
6-7
NOTE: If the KLN 9OA does not have an altitude input, the IND and SEL fields will be labeled FR (from) and TO respectively. The aircraft's present altitude must be entered into the FR field and the desired altitude into the TO field.
4. Use the outer knob to move the cursor to the offset field adjacent to the active waypoint identifier. Entering an offset allows you to reach the desired altitude a specified distance before reaching the waypoint. In this example you desire to reach traffic pattern altitude two nautical miles prior to the airport, which allows sufficient time to slow down and prepare for the landing. Enter an offset of 2 nm (figure 6-25). Notice that the bottom of the NAV 4 page now displays an angle. If you wish to start your descent now using the displayed descent angle, use the outer knob to position the cursor over the ANGLE field (figure 6-26). VNAV operation is initiated by bringing the cursor over the ANGLE field. Or, by leaving the cursor off of the ANGLE field, you may watch the VNAV angle increase as you fly toward your waypoint. When the desired angle is reached, position the cursor over the ANGLE field and VNAV will commence. When VNAV begins, the top of the page displays an advisory altitude. Just start a rate of descent so that the aircraft's altimeter matches the advisory altitude. A better way yet to initiate VNAV is to program a desired angle to use for the descent. If you are not sure what a suitable descent angle is, use the CAL 4 page to calculate one for you. The CAL 4 page is described in section 6.3.4. After a little experience using the VNAV feature, you will soon learn what angles to use for your normal speeds and rates of descent. To program a descent angle:
Figure 6-25
'
I N D 07500FSEL:01900F'
KDBQ :-02Nr
Figure 6-27
CAUTION: Advisory VNAV operation will only be accurate if the altimeter bar0 correction is kept updated. If advisory VNAV is used, it is a good idea to update the altimeter bar0 set on the ALT page each time you make a change t o the aircrafts altimeter setting.
PRS
9000FT
Figure 6-29
Figure 6-30
3. Enter the altitude indicated on the aircrafts altimeter (IND) to the nearest hundred feet by using the left outer knob to move the cursor to the desired position and the left inner knob to select each digit (figure 630).
4. Use the left outer knob to move the cursor to the first BAR0 position, and then enter the current altimeter setting by using the left inner and outer knobs (figure 6-31). The pressure altitude is now displayed (PRS).
PRS
8400F
Figure 6-31
NOTE: The SET 7 page (figure 6-32) is used to select whether the altimeter setting on the CAL 1 page is made in inches of Mercury () or millibars (MB). To change the altimeter setting from inches to millibars, or vice versa, and rotate the select the SET 7 page, press the left m, left inner knob to make your selection. When finished, press the left lCRSRl to turn off the cursor function.
5.
Use the left outer knob to move the cursor to the first TEMP position, and then enter the outside air temperature (degrees C) by using the left inner and outer knobs (figure 6-33). The first digit of the temperature is either 0 if the temperature is above zero or - if the temperature is below zero. For maximum accuracy, the static air temperature should be entered. This is the temperature of air without the effect of heating due to movement through the air. For the airspeeds of most piston aircraft, the difference between static air temperature and the observed air temperature (or total air temperature) is negligible. The density altitude (DEN) is now displayed.
Figure 6-32
Figure 6-33
6. Press the left lCRSRl to turn off the left cursor function.
0 8
NOTE: If a compatible air data system is interfaced to the KLN 9OA the Other 10 (OTH 10) page displays pressure and density altitude directly for the present conditions.
6.3.2 The Calculator 2 Paae (CAL 2) The CAL 2 page is used to determine the true airspeed (TAS) of the aircraft. To calculate the true airspeed:
1. Select the CAL 2 page on the left side (figure 6-34).
Figure 6-34
Figure 6-35
6. Rotate the left outer knob to move the cursor to the first TEMP position, and then enter the outside air temperature (degrees C) by using the left outer and inner knobs (figure 6-36). The first digit of the temperature is either 0 if the temperature is above zero or - if the temperature is below zero. For maximum accuracy, the total air temperature should be entered. This is the temperature of air including the effect of heating due to movement through the air. The temperature read on a standard outside air gauge found on most piston aircraft is total air temperature. Note that because of the two types of temperature, a temperature entry made on the CAL 1 page is not transferred to the CAL 2 page. The true airspeed (TAS) is now displayed.
Figure 6-36
7.
NOTE: If a compatible air data system is interfaced to the KLN 9OA, true airspeed (TAS) is displayed directly on the Other 9 (OTH 9) page for the present conditions.
6.3.3 The Calculator 3 Paae (CAL 3) The CAL 3 page is used to determine the present wind direction and speed. In addition, the headwind or tailwind component of the wind is displayed. To calculate these values: 1. Select the CAL 3 page on the left side (figure 6-37).
Figure 6-37
Figure 6-38
NOTE: The wind calculations are only correct when you have entered the correct aircraft heading and true airspeed. Make sure to re-enter new values if you change airspeed or heading.
5. Press the left lCRSRl to turn off the left cursor function.
NOTE: If the KLN 9OA is interfaced with a compatible source of heading information, line three of the CAL 3 is blank. Heading is then automatically input and used in the wind calculation displayed on the CAL 3 page. If the KLN 9OA is interfaced with a compatible air data system in addition to a compatible heading source, the Other 9 (OTH 9) page displays wind information directly.
6.3.4 The Calculator 4 Page (CAL 4) The CAL 4 page is used to determine vertical navigation descenvascent angles to use on the NAV 4 page. To calculate the required angle:
Figure 6-39
I
Figure 6-40
I)NV ANGLE
7NGLE :
I
Figure 6-4 1
e
6.3.5 The Calculator 5 Paae (CAL 5) The CAL 5 page is used to perform two types of conversions: 1 ) Degrees Centigrade (C) to degrees Fahrenheit (F) and vice versa and 2) knots (KT) to miles per hour (MPH) and vice versa. To use the CAL 5 page:
1. Display the CAL 5 page on the left side (figure 6-42).
2. Press the left
0 0 0 0 0 0 0 0 0 0
Figure 6-42
0 0
3. To convert degrees C to degrees F, use the left outer knob to position the cursor over the appropriate Centigrade digits and use the left inner knob to select the desired values of temperature. When the desired temperature in degrees C is selected, the corresponding temperature in degrees F is displayed (figure 6-43). To convert degrees F to degrees C, use the left outer knob to position the cursor over the appropriate Fahrenheit digits and use the left inner knob to select the desired values of temperature. When the desired temperature in degrees F is selected, the corresponding temperature in degrees C is displayed. To convert knots to miles per hour, use the left outer knob to position the cursor over the appropriate knots digits and use the left inner knob to select the desired values of speed. When the desired speed in knots is selected, the corresponding speed in miles per hour is displayed (figure 6-44). To convert miles per hour to knots, use the left outer knob to position the cursor over the appropriate MPH digits and use the left inner knob to select the desired values of speed. When the desired speed in miles per hour is selected, the corresponding speed in knots is displayed.
4. Press the left lCRSRl to turn off the left cursor function.
Figure 6-43
Figure 6-44
6-13
6.3.6 The Calculator 6 Pacle (CAL 6) The CAL 6 page is used to convert any time in one time zone to the corresponding time in another time zone. A listing of available time zones is contained in section 4.2. For example, it if is presently 9 5 6 am Pacific Standard Time (PST) and you wished to determine the time in Eastern Standard Time (EST):
1. Select the CAL 6 page on the left side (figure 6-45). The first time the CAL 6 page is viewed after the KLN 90A has been turned on, the top time showing will be the current system time. That is, it will be the same time as displayed on the SET 2 page. Also, the bottom time will be the current time referenced to the Coordinated Universal Time (UTC) time zone. Remember that UTC is the same as Zulu. 2. Press the left lCRSRl to turn on the left cursor function.
3. Rotate the left outer knob to position the cursor over the top time zone abbreviation (figure 6-46).
4. Turn the left inner knob to select the desired time zone (figure 6-47).
ICAL G I
P A C I F I C STD
17:56; UTC
CURD
1 7 : 5 G UTC
UNIVYZ
Figure 6-47
Figure 6-46
TIME CUNU
03:56 PST
P A C I F I C STD
Figure 6-48
6. Press the left lCRSRl to turn off the left cursor function.
~~
6-14
e
6.3.7 The Calculator 7 Paae (CAL 7 ) The CAL 7 page is used to display the times of sunrise and sunset for any waypoint in the published or user data base. It can do this for any date you desire until December 31, 2087. Amazing you say! Yes, but it's true! To use the CAL 7 page: 1. Select the CAL 7 page on the left side (figure 6-49). The first time the CAL 7 page is selected after the KLN 90A is turned on, the waypoint identifier defaults to the current destination, the date defaults to the current date, and the time zone defaults to the system time zone. Each of these three items may, however, be changed. The sunrise and sunset are displayed at the bottom of the page.
RISE
SET
CST I 06:241
m7T
17:43
NOTE: The time zone initially displayed is the system time zone. This is the same as the one on the SET 2 page. Note that the time zone displayed may not be appropriate for the waypoint shown. For example, the waypoint shown could be KLAX and the time zone may be Eastern Standard Time (EST). Make sure you select the appropriate time zone for the displayed waypoint.
2. Press the left lCRSRl to turn on the left cursor function.
3. If desired, select another waypoint identifier using
the left inner and outer knobs. Press E T to view NI the waypoint page for the waypoint entered. Press lENTl again to approve the waypoint page (figure 650). 4. If desired, select another date using the left inner and outer knobs. You must press lENTl to enter the date (figure 6-51). 5. If desired, select another time zone. The sunrise and sunset times for the selected waypoint, date, and time zone are now displayed (figure 6-52).
:T
17:35I
Figure 6-50
4
Figure 6-52
10 MAR 89
6. Press the left lCRSRl to turn off the left cursor function.
Figure 6-51
2. Rotate the right inner knob to select the APT 1 page. 3. Press the right lCRSRl to turn on the right cursor function. The cursor will appear over the first character of the identifier (figure 6-53).
4. The next step is to select the identifier of the user waypoint. The identifier can be one to four characters in length. Use the right inner knob to select the first character of the identifier.
HARTSFIELD
N 33'38.4Z
Figure 6-53
5. Turn the right outer knob one step clockwise to position the cursor over the second character and then use the right inner knob to select the desired character.
6. Use the right outer and inner knobs as described above to finish selecting the identifier (figure 6-54).
7. If you wish to create a waypoint at your present position (the position shown on the NAV 2 page), turn
ti""-'
ICREATE
NEW
the right outer knob clockwise to position the cursor over PRES POS? and press m. The APT 1 page will now be displayed with the latitude and longitude of the waypoint at the bottom of the page (figure 6-
55).
N 42"26.919 W 91'11.22'
Figure 6-55
8. If instead, you wish to create a waypoint at a position that you specify, position the cursor over USER POS? and press A page with the identifier at
the top and dashes at the bottom will now be displayed (figure 6-56). The cursor will be over the dashed latitude field. The latitude and longitude of the waypoint must be entered. To do so, turn the right inner knob to display an N (for North) or an S (for South). Next, select the latitude in degrees, minutes, and hundreths of a minute by using the right outer knob to position the cursor and the right inner knob to select the desired numbers (figure 6-57). When the complete latitude has been selected, press m. The cursor will jump down to the longitude field. Turn the right inner knob to select W (for West) or E (for East). Use the right outer and inner knobs to select the longitude. Press lENTl to approve the waypoint position (figure 6-58). 9. Turn the right inner knob one step clockwise to display the APT 2 page (figure 6-59). To enter an airport elevation press the right lCRSRl and rotate the right outer knob to position the cursor over the dashes to the right of ELV. Use the right outer knob to position the cursor until the entire elevation is selected. Press lENTl to store. Press the right lCRSRl to turn off the right cursor function (figure 6-60). 10.Turn the right inner knob one step clockwise to display the APT 3 page (figure 6-61). To enter a runway length, press the right lcRSRl and rotate the right outer knob to position the cursor over the five dashes directly beneath RWY LEN. Use the right inner knob to select each individual digit and the right outer knob to position the cursor until the entire runway length is selected. Press lENTl to approve the runway length. The cursor will move to the surface position. Turn the right inner knob to select either HRD (for hard surface) or SFT (for soft surface). Press lENTl to approve the runway surface. Press the right lCRSRl to turn off the right cursor function (figure 6-62). 11.Airport remarks may be stored on the APT 5 page using the procedure described in section 4.1 1.6, ). "The Airport 5 Page (APT 5 "
m.
Figure 6-56
I FARM
1 I
I FARM
N 39O32.73' W 9&"40:18? InPT 1
Figure 6-58
'
Figure 6-57
FflRM
Figure 6-59
'I
ELU @125C3FT
[APT 2
Figure 6-60
Figure 6-61
Figure 6-62
6.4.2 Creatine A VOR User Wavpoint A user-defined VOR waypoint must contain an identifier, magnetic variation, latitude, and longitude. The magnetic variation may be manually entered or, if one is not entered, one will automatically be calculated and stored. In addition, a VOR frequency may be stored. The procedure for creating a VOR user waypoint is similar to that just described for creating an airport user waypoint. Begin by selecting the VOR type waypoints instead of the airport type waypoints. The VOR identifier can be one to three characters in length. A VOR user waypoint page that has not yet been defined by the user contains the user identifier at the top of the page and three lines of dashes (figure 6-63). The top line of dashes may be filled in with frequency and magnetic variation. The second line is for latitude and the third line is for longitude (figure 6-64). A user-defined VOR is stored as an "undefined" (U) class. 6.4.3 Creatina An NDB User Wavpoint A user-defined NDB waypoint must contain an identifier, latitude, and longitude. In addition, an NDB frequency may be stored. The procedure for creating an NDB user waypoint is similar to that described for creating an airport user waypoint. Begin by selecting the NDB type waypoints instead of the airport type waypoints. The NDB identifier can be one to three characters in length. An NDB user waypoint page that has not yet been defined by the user contains the user identifier at the top of the page and three lines of dashes (figure 6-65). The top line of dashes may be filled in with the NDB frequency. The second line is for latitude and the third line is for longitude (figure 6-66). 6.4.4 Creatina Intersection Or Supplemental User WavPoints A user defined intersection or supplemental waypoint must contain an identifier, latitude, and longitude. The identifier for either can be one to five characters in length. There are two procedures which may be used to define these waypoints. Both procedures begin by selecting the INT or SUP type waypoints, as appropriate. The first method is similar to that described for creating an airport, VOR, or NDB user waypoint. Only a latitude and longitude need be entered to complete creating the waypoint. The second method is to define the waypoint's position in terms of a radial and distance from any other published or previously defined user waypoint. To create a user waypoint in this manner:
1. Use the right outer knob to select INT or SUP type
I FlAA
Figure 6-63
Figure 6-64
=.I.
ND1
Figure 6-65 Figure 6-66
HICUP
REF:
RSW
2. Use the right lCRSRl and the right inner and outer knobs in the manner previously described in section 6.4.1, Creating An Airport User Waypoint, to select the waypoint identifier (figure 6-68).
l l q l
3. Rotate the right outer knob to position the cursor A. user over USER POS? and press I waypoint page will appear with the identifier at the top with the cursor over a dashed latitude field (figure 6-69).
4. Turn the right outer knob counterclockwise to posi-
Figure 6-68
Figure 6-69
tion the cursor over the dashes to the right of REF (figure 6-70). 5. Rotate the right inner knob to select the first character of an identifier for a reference waypoint. This waypoint may be any existing waypoint. 6. Use the right outer knob to position the cursor, and the right inner knob to select the characters so that the entire identifier for the reference waypoint is displayed (figure 6-71). 7. Press I t o see the waypoint page for the reference waypoint just entered.
8 . Press lENTl again to approve this waypoint page.
Figure 6-70
Figure 6-71
.I INTlS
The waypoint page being created will return with the cursor over the dashes to the right of RAD (figure 672). 9. Use the right inner and outer knobs to select the radial (from the reference waypoint). The radial may be selected to the nearest tenth of a degree (figure 6-73). 10,Press DEI. The cursor will move to the dashes to the right of DIS. 11.Use the right inner and outer knob to select the distance. The distance may be selected to the nearest tenth of a nautical mile (figure 6-74). 12. Press I The latitude and longitude is calculated . and displayed. The user waypoint is now defined (figure 6-75).
NOTE: Entering the reference waypoint, radial, and distance is done only to define the user waypoints latitude and longitude position. The reference waypoint, radial, and distance are not stored as part of the user waypoint. As soon as another page is viewed on the right side, these parameters are lost. If the waypoint page for a user-defined intersection or Supplemental waypoint is viewed later on, it will display the radial and distance from the VOR nearest the user-defined waypoint (figure 6-76). The original reference waypoint may be reentered at any time.
Figure 6-72
Figure 6-73
INT15
REF:
RAD:
234.8<
ORD
DIS N -F :
I
NT 15
INT15
REF:
RAD:
ORD
Figure 6-74
A
1
F:
JOT
RAD: 268.1
DIS: 21.GNM
I INT
N 41O32.77 W 88O47.95
Figure 6-76
6.4.5 Deletina User-Defined Waypoints A listing of all user-defined waypoints is contained on the Other 3 page (OTH 3 . See figure 6-77. The user) defined waypoints are listed by category; airports (A) are first, VORs (V) are second, NDBs (N) are third, intersections (I) are fourth, and Supplemental waypoints (S) are last. Within each category, the waypoints are alphabetized by identifier. To the right of the identifier is the type waypoint defined (A, V, N, I, or S). If the waypoint is used in a flight plan, the flight plan number is shown to the right of the waypoint type. If more than five user waypoints exist. it is necessary to press the left lCRSRl and then use the left outer knob to scroll throuah the complete list. To delete a user waypoint:
2
Figure 6-77
USER WPTS
2. Press the left lCRSRl and use the left outer knob to move the cursor over the waypoint to be deleted (figure 6-78). If more than five user-defined waypoints exist, it is necessary to use the left outer knob to scroll through the complete list. A waypoint contained in a flight plan cannot be deleted without first either deleting the waypoint from the flight plan or deleting the entire flight plan.
3. Press CLR (figure 6-79). The waypoint page for the waypoint to be deleted appears on the right side.
4. Press lENTl (figure 6-80).
$------~
RAA
, I N T 1 5 f.
Figure 6-78
I
-ARM> A
-29 '1AA AD1
1 -
6
24
.3 1
5. Press the left lCRSRl to turn off the left cursor function.
TIAT15 I
Figure 6-79
Figure 6-80
*4 .
+LT
/J
TXKA
', i
' 32.9NM ,
BuJ+
Q TXK
~ G R W
KDAL
Figure 6-81
I8.L4LI1 I
I DISPLAY
Figure 6-82
2. Display the desired flight plan on the left side (figure 6-83). The Reference Waypoint feature may be used on the active flight plan or on any of the 25 numbered flight plans that contain at least two waypoints. 3. Press the right lCRSRl to turn on the right cursor function.
Figure 6-83
~
Use the right inner and outer knobs to enter the identifier of the desired waypoint (figure 6-84). Figure 6-84
NOTE: The waypoint which is used to create the Reference Waypoint may be in the published or user data base. This waypoint must be located relative to the flight plan such that it is possible to draw a perpendicular line from this waypoint to a segment of the flight plan. Figure 6-81 shows that TXK is an acceptable waypoint to use in creating a Reference Waypoint. Figure 6-81 also shows that Greenwood VOR (GRW) would not be an acceptable waypoint since a perpendicular line can be drawn to an extension of the flight plan, but not to the flight plan itself.
Ju
5. Press lENTl to display the waypoint page for the waypoint just entered. 6. Press lENTl again to display the waypoint page for the newly created Reference Waypoint (figure 6-85). The waypoint that was used to create the Reference Waypoint is automatically inserted into the REF field. The radial and distance as well as the latitude and longitude are also displayed. The left side of the screen shows where the Reference Waypoint will be inserted in the flight plan. The KLN 90A automatically names the Reference Waypoint by appending the first available alphabetic character to the identifier of the waypoint which you entered. Thus, TXK becomes TXKA in this case. If you later use TXK to create a Reference Waypoint in another flight plan, this second Reference Waypoint would be named TXKB. If you create a Reference Waypoint using a waypoint with five characters in its idenlifier, the fifth character will be dropped (for example, DUSTT becomes DUSTA).
7. Press lENTl once again to approve the waypoint page
JSE? INVRT? TXKA 1 :KDRL REF: T%K 2:BUJ RAD: 338.3G 3: DIS: 32 . $ W 4:KLIT N 34"81.88' 5: I W 94"19.6;7' tBEiiE!I E N R - L E G IENT~I IP C,I
Figure 6-85
4 4 . -
A t
.. ,
I .
1 :KDAL
5:
Figure 6-86
for the Reference Waypoint and insert it into the flight plan (figure 6-86). 8. Press the right lCRSRl to turn off the right cursor function. A Reference Waypoint is stored as a supplemental waypoint and counts as one of the 250 possible userdefined waypoints. Reference Waypoints that are part of a flight plan show up on the listing of user-defined waypoints displayed on the Other 3 (OTH 3) page. However, Reference Waypoints that are no longer part of a flight plan are deleted from the list of user-defined waypoints when the KLN 90A is turned off.
6-23
DALLAS-FT WORTH
Figure 6-87
Figure 6-88
DESIRED
FPL 31 N E
Figure 6-90
GTR
2. Select the desired flight plan page on the left side. At this point it may be the active flight plan or one of the other 25 numbered flight plans (figure 6-90).
3. Press lENTl to compute the Center waypoints. A Center Waypoint will be created at each intersection of the flight plan with a center boundary. When computation is complete, the CTR 1 page will display how many Center waypoints have been computed (figure 6-91).
4. If you wish to view the Center Waypoints before inserting them into the flight plan, turn the right inner knob to view the CTR 2 page(s). If there are multiple Center Waypoints, there will be an equal number of CTR+2 pages.
---
Figure 6-91
An example of a CTR 2 page is figure 6-92. The top line contains the identifier of the Center Waypoint. The KLN 90A automatically creates the identifier by appending the first available 2-digit number to the identifier of the nearest VOR to the waypoint. Thus, if Plainview
(PVW) is he nearest VOR to the first Center Waypoint location, the 00 is appended to PVW to create PVWOO. If PVW were later used in the creation of another Center Waypoint, the second waypoints identifier would be PVWOI. The second line of the CTR 2 page shows the from Center followed by the to Center. In our example, PVWOO lies on the boundary between Ft. Worth (FW) and Albuquerque (ABQ) Centers. See figure 6-87. A listing of the Center abbreviations is contained in Appendix D. The third and fourth lines of the CTR 2 page display the Center Waypoint location in terms of the identifier of the nearest VOR to the Center Waypoint and the distance and radial from this VOR to the Center Waypoint. Lines five and six display the Center Waypoint location in terms of latitude and longitude.
5. Insert the Center Waypoints into the displayed flight plan by returning to the CTR 1 page on the right side and pressing lENTl (figure 6-93). The Center Waypoints are inserted into the flight plan in the correct order
pL 3 ENR-LEG 1
Figure 6-93
In the example above, the initial flight plan had just one leg; however, the Center Waypoint feature may be used with flight plans containing multiple legs as well. If inserting the Center Waypoints would cause the number of waypoints to exceed 20, then no Center Waypoints are displayed and the CTR 1 page will display the statement NOT ENOUGH ROOM IN FPL.
6.6.2 Viewina the Center Wavpoints After Insertion Into A Fliaht Plan After the Center Waypoints have been inserted into a flight plan, you may go back and view the CTR 2 pages at any time. As long as you keep the same flight plan page displayed on the left side of the screen, you may view the Center Waypoints on the CTR 2 page(s) by merely displaying the CTR 2 page(s). However, the CTR 1 and CTR 2 pages revert to the format of figure 690 anytime you leave the specific flight plan page on the left side and then return to it. Under these circumstances you must press lENTl to view the Center Waypoints on the CTR 2 page(s).
Center Waypoints are stored as part of the 250 userdefined waypoints and are considered supplemental waypoints. When Center Waypoints are viewed on the SUP page or on the Active Waypoint (ACT) pages, they appear in the normal supplemental waypoint format (figure 6-94). Center Waypoints that are part of a flight plan show up on the Other 3 (OTH 3) page. Center Waypoints that are no longer part of a flight plan are deleted from the list of user-defined waypoints when the KLN 90A is turned off.
6.6.3 Creatina Center Wavpoints After Modifying A Fliaht Pian Once Center Waypoints have been inserted into a flight plan, they are treated like any other waypoints in the flight plan. If a flight plan containing Center Waypoints is modified in any way, you may recompute new Center Waypoints. The original Center Waypoints are now part of the flight plan and new Center Waypoints are computed by treating the original Center Waypoints the same as any other waypoints in the flight plan.
If the interior of a flight plan containing Center Waypoints is modified, it may be desirable to manually delete obsolete Center Waypoints from the flight plan before computing new ones. However, if the flight plan is modified by adding new waypoints to the end of the flight plan, this may not be necessary. For example, lets say you decide to modify your existing flight plan from Lubbock to McCook by extending your flight to Omaha (figure 6-95). When you use the CTR 1 page to computer Center Waypoints, the CTR 1 page will now be as shown in figure 6-96. The newly computed Center Waypoint is identified as NEW on the CTR 2 page (figure 6-97) while the existing Center Waypoints no longer contain the NEW label.
Figure 6-95
Figure 6-96
Figure 6-97
GI1993
OR5 1 0
,PILOT OWNER
2. Turn on the unit. As soon as you see the Turn On page, press the left lCRSRl (figure 6-99). You'll have to be ready because the Turn-On page is only displayed for a few seconds before automatically being replaced by the Self Test page (or the Take-Home page if the KLN 90A is being used in the optional KCC 90 take-home case).
3. To program the first line (third line of display), use
I
Figure 6-99
3 3
the left inner knob to select each desired character, and use the left outer knob to move the cursor. Spaces may be entered at the beginning of a line to center the text. If you make a mistake, you may move the cursor back to the desired location and reenter the character. When the first line is complete, press lENTl. The cursor will move to the second line.
4. Program the second, third, and fourth lines as you did the first line. Remember that you must press lENTl to approve each line, including the last one.
5. If you wish to delete the text on a line you have already approved, use the left outer knob to position the cursor over the entire line. Enter a space for the first character in the line, and then press
3 L
m.
6. When you are finished programming the Turn-On page, press the left ICRSRI. Turn the unit off and back on - how does it look?
6.8.1 Determinina The Status Of The GPS Sianals The Status 1 (STA 1) and Status 2 (STA 2) pages may be viewed at any time to determine the status of the GPS receiver and the GPS satellites being received. This includes which satellites are being tracked, the satellites health, the signal-to-noise ratio for each of these satellites, the elevation of each satellite above the horizon, and the estimated position error.
The GPS receiver in the KLN 90A is capable of using signals from up to eight satellites to determine its position. A valid position may be determined using as few as four satellites alone or three satellites with an altitude input. However, four satellites alone or three satellites with an altitude input do not necessarily ensure that navigation can take place. The satellites must be positioned relative to your location such that sufficient geometry exists to determine an accurate position. The satellite constellation geometry is continually changing as each satellite rises, travels across the sky, and eventually sets relative to your position. The GPS satellites are not in geosynchronous orbits positioned over the same spot on earth at all times like some television communication satellites with which you may be familiar. Rather, the GPS satellites are in orbits that allow them to circle the earth about two times each day. Figures 6-100 and 6-101 show a representative example of a set of STA 1 pages. There will be two STA 1 pages if more than four satellites are being received as in this example. The fact that there are two Status 1 pages is indicated in the page identification segment by the + in STA+l. The following information is displayed on a STA 1 page. The GPS state is indicated on line 1: INlT SRCH ACQ TRAN NAV NAV A NAV D DEGRD FAlLR initialization search the sky acquisition transition navigation navigation with altitude aiding navigation with data collection navigation with position degradation receiver failure
Figure 6100
Figure 6- 1 10
In the initialization state the GPS receiver is in the process of initializing itself, collecting information such as the date, time, and last present position. Next, the receiver collects data from its own memory to determine
6-29
which satellites should be visible. After completing the initialization process the receiver begins the acquisition process. During this time, the visible satellites are being acquired and data from them is obtained.
If the KLN 90A is not used for a period of six months or more, the satellite orbital data stored in the GPS receivers memory is too old to use. When this occurs, the receiver will enter the search the sky state to acquire the required data. This data, called almanac data, can be acquired by receiving just one satellite. A search the sky operation takes 20 minutes to complete.
The transition state indicates an adequate number of satellites for navigation has been acquired and is being tracked but no position data can yet be produced. Normal navigation is indicated by a NAV, NAV A, or NAV D GPS state. NAV A indicates that the altitude input is being used in the position solution. NAV D indicates that besides calculating position, the receiver is collecting and storing in its memory additional data information from the satellites (called ephemeris and almanac data). The specific GPS satellites or space vehicles (SV) being received are displayed in the left column. Each satellite has its own identification number. A * symbol to the left of the satellite number indicates this particular satellite is not presently being used in the navigation position solution. The satellites health is indicated to the right of the satellite number. This health information is transmitted by the satellites: 6 bad W weak blank good
0
The signal-to-noise ratio (SNR) for each satellite being received is displayed in the middle column and indicates the signal strength for each satellite. The higher the SNR value the stronger the signal. Values usable for navigation will be in the mid 30s to mid 50s; however, typical values are in the middle of this range. The elevation (ELE) above the horizon for each satellite is provided in the right column and will range from 5to 90.
ESTIMATED
A representative Status 2 page is shown in figure 6-102. The STA 2 page displays the systems estimate of the position error expressed in nautical miles. The KLN 90As position error depends upon such factors as the number of satellites being received, the strength of the GPS signals, and the geometry of the satellites presently being used for navigation.
STA 21
Figure 6102
I
I
I I 6-30
a
6.8.2 Determinina KLN 90A Software Status And Operational Time The Status 3 page displays the software revision status of the KLN 90A host computer and of the GPS receiver (figure 6-103).
The Status 4 page displays the KLN 90As total operational time and also the number of times the unit has been turned on (figure 6-104). Kind of like having a built in Hobbs meter, isn't it! These values are set to zero if the KLN 90As nonvolatile memory is cleared.
58 1
Figure 6- 103
Figure 6-104
6-31
For the Enroute-OBS mode, the number included in the annunciation is the selected magnetic course. The course may be changed on the NAV 3 page or on the MOD 2 page to any desired value. Mode selection is accomplished on the Mode (MOD) pages. There are two Mode pages, one corresponding to each of the two modes.
'
Paae
MOD 1 MOD 2
Both of these pages indicate the course deviation indicator (CDI) scale at the bottom of the page. A scale that reads f 5 NM would mean that a full scale needle deflection to one side would mean that the airplane is 5 nm from the desired track.
6.9.1 Selectina The Enroute-Lea Mode Or The Enroute-OBS Mode Use the following procedure to change to either the Enroute-Leg mode or the Enroute-OBS mode:
+ + +
+I++ + + + + A
30.3NM
DIS
1. Select the MOD type pages on the left side. The MOD page corresponding to the active mode will be displayed (figure 6-107).
2. Rotate the left inner knob to select the MOD page for the desired mode: MOD 1 to select Enroute-Leg or MOD 2 to select Enroute-OBS (figure 6-108).
Figure 6-108
ACTIVE
MODE
+ + +
+I+&++ + +
+HOOZE
t
DIS GS
ETEBRG
30.3NM 150KT
(figure 6-109). The mode change is 3. Press complete and you may return to any desired page.
CDI +5NM
: 12 020" NAU 1 I
Figure 6109
6.9.2 The Enroute-Lea Mode The following are characteristics of the Enroute-Leg Mode: 1. The course deviation indicator (CDI) sensitivity is plus and minus five nautical miles, full scale. This applies to the CDI on the NAV 1 page as well as any external CDls or HSls interfaced to the KLN 90A. If the CDI or HSI has five dots left and right of the center position, then each dot represents one nautical mile of deviation.
2. Navigation is provided along the great circle path
between two waypoints. As you probably know, great circle navigation is the shortest distance between two points located on the earths surface. In the case of Direct To operation, the from waypoint is not displayed but it is the point where Direct To operation was initiated. The course to fly while in this mode is referred to as the desired track (DTK). The desired track is displayed on the NAV 3 and D/T 3 pages. To fly a great circle course between two points, the desired track may be constantly changing. A good way to illustrate this concept is with a world globe and a piece of string. You can determine the great circle path between Denver, Colorado and Manila, Philippines by stretching the string over the globe between these two points. Notice that you would start the flight with a Northwesterly desired track, which gradually becomes due Westerly, and finally Southwesterly by the time you reach Manila. Of course, your trips with the KLN 90A will be substantially shorter and the desired track will probably change only a few degrees.
6.9.3 The Enroute-OBS Mode The following are characteristics of the Enroute-OBS mode. Item 1 is the same as for the Enroute-Leg mode.
1. The course deviation indicator (CDI) sensitivity is plus and minus five nautical miles, full scale. This applies to the CDI on the NAV 1 page as well as any external CDls or HSls interfaced to the KLN 90A. If the CDI or HSI has five dots left and right of the center position then each dot represents one nautical mile of deviation.
2. The course is defined by the active waypoint and the selected magnetic course. A course to or from the active waypoint may be selected.
3. The course selection is made on the NAV 3 or Mode 2 (MOD 2) pages. To change the selected course on either of these pages:
a. Select either the NAV 3 or MOD 2 page (figure 6-1 10). b. Press the appropriate lCRSRl to turn on the cursor function. c. Turn the appropriate inner knob to select the desired course (figure 611 1). d. Press the lCRsRl to turn off the cursor function.
If the KLN 90A is interfaced with a compatible electronic HSI, such as the BendidKing EHI 40 or EHI 50, course selection may also be made directly with the HSls course select knob.
Figure 6-1 10
Figure 6-1 11
NOTE: The KLN 9OA may also be interfaced with other HSls, electronic HSls, or CDls through a BendidKing KA 90 adapter allowing course selection to be made directly with the HSI, EHSI, or CDI course select knob. When this is done, the pilot must verify that the proper course has been selected by confirming the digital selected course readout displayed on the KLN 9OA. In the Enroute-OBS mode the selected course is always displayed as part of the mode annunciation at the boftom center of the screen on all pages but the Super NAV 5 page. On the Super NAV 5 page, the mode/course annunciation is displayed on the left side of the screen.
4. There is no automatic leg sequencing or turn anticipation. 5. The Minimum Enroute Safe Altitude (ESA) displayed on the NAV 3 page is the highest MSA sector altitude from the present position to the active waypoint. See section 4.9.4. Other waypoints in the active flight plan do not affect the ESA.
6. When the active waypoint is a VOR, the published magnetic variation for the VOR is utilized rather than the calculated magnetic variation.
6.9.4 Switchina From The Enroute-OBS Mode To The Enroute-Leu Mode The following mode transition occurs if the KLN 90A is in the Enroute-OBS mode and the mode is switched to the Enroute-Leg mode: 1. The waypoint that was active while in the OBS mode remains the active waypoint when the Enroute-Leg mode is activated. The system does not attempt to orient itself on a leg of the active flight plan.
2. The selected course (06s) that was active in the OBS mode prior to switching to a Leg mode becomes the desired track (DTK) in the Leg mode.
3. With the exception of #2 above, the characteristics of normal Direct To operation apply. 6.9.5 Activatina A Wavpoint While In The EnrouteOBS Mode While in the Enroute-OBS mode, you may activate another waypoint by using the normal .Direct To method or by using a second method. This second method activates another waypoint without changing the selected course (OBS). In other words, when the new waypoint is activated, the D-Bar is not recentered. In figure 6-112 the KLN 90A is in the Enroute-OBS mode and the selected course is 90. You have just crossed INITT intersection and desire to activate the next waypoint in the flight plan, FINAL, without recentering the D-Bar.
I
Figure 6- 1 12
81 1. Press 1. (figure 6-113). The rules described in section 4.8, DIRECT TO OPERATION, dictate which waypoint identifier will be initially displayed on the Direct To page. 81 2. Press 1. a second time. The annunciation DIRECT TO changes to ACTIVATE (figure 6-114). The right side still displays the appropriate waypoint page. Repeated presses of 1. alternates between 81 DIRECT TO and ACTIVATE. Make sure ACTIVATE is displayed.
3. Press lENTl to approve the waypoint page and activate the waypoint (figure 6-1 15). The selected course does not change, therefore this method does not center the D-Bar like a Direct To operation.
Figure 6-1 13
Figure 6- 1 14
Figure 6- 1 15
6.10.1 The Other 5 Paae fOTH 5) The OTH 5 page displays the following information (figure 6-116):
The destination waypoint. An arrow is displayed to the left of the identifier if the waypoint is the active waypoint. The fuel units as received from the fuel management computer. GAL IMP L KG LB gallons imperial gallons liters Kilograms pounds
Figure 6- 1 16
The fuel presently on board (FOB). The fuel required to reach the destination waypoint at the current rate of fuel flow and the present groundspeed (REQD). The landing fuel on board (L FOB), which is the fuel presently on board minus the fuel required to reach the destination. The desired fuel reserve (RES). You may enter here the amount of reserve fuel you wish to have upon landing. The fuel must be entered in the same units as displayed on the first line. To enter the reserve, press the left ICRSR], rotate the left outer knob to move the cursor over each of the desired reserve digits, and use the left inner knob to select each digit. Press the left lCRSRl when finished to turn off the left cursor function. The calculated extra fuel (EXTRA). This is the landing fuel on board (L FOB) minus the fuel reserve (RES) you entered.
6.10.2 The Other 6 Paae (OTH 6) The OTH 6 page displays the following information (figure 6-117):
a
F J E L DATA
EMYJE 3: 19
I \
The endurance (ENDUR) in hours and minutes. The endurance is calculated based on the amount of fuel remaining after subtracting out the reserve (RES) you entered on the OTH 5 or the OTH 6 page from the present fuel on board. The range (RANGE), which is the distance (nautical miles) that could be flown based on the endurance calculated above and the present groundspeed. The fuel efficiency, which is the groundspeed divided by the present fuel flow. The desired fuel reserve (RES). Same as displayed on the OTH 5 page. Changing the reserve on one of the two pages also changes it on the other page.
I
Figure 6- 17 1
FUEL FLOW
:NG 1 :NG 2
15 14
OTH 7 , 1 0
Figure 6- 19 1
Em-2g-+
Figure 6- 18 1
6.10.3 The Other 7 Paae (OTH 7) The OTH 7 page displays rate of fuel flow. It has two formats depending on whether the aircraft is a twin engine (figure 6-118) or a single engine (figure 6-119). 6.10.4 The Other 8 Paae (OTH 8 ) The OTH 8 page displays the amount of fuel used. If interfaced with the ARNAV fuel management computer, this page displays dashes since the ARNAV system does not output fuel used. There are two formats for the page, depending on whether the aircraft is a twin engine (figure 6-120) or single engine (figure 6-121).
FUEL USED
I '
F U t L U5;tU
ZNG 1 ENG 2
3TH 8
Figure 6120
QTH 8
GAL 121
I y
Figure 6- 1 12
NOTE: Heading information inputs to the KLN 9OA must be in a format which is different than available from most mechanical compass systems, including the Bendifling KCS 55A (KI 525A with bootstrap heading synchro) and KCS 305 compass systems. However, the BendidKing KA 90 adapter as well as the compatible Shadin air data system will convert three wire analog heading information from these mechanical systems into the proper format. BendidKing electronic HSIs such as the EHI 40 and EHI 50 directly provide heading information to the KLN 9OA.
The Other 9 and Other 10 (OTH 9 and OTH 10) pages are used to display air data information if both a fuel management system and an air data system are interfaced to the KLN 90A. If there is no fuel management system, air data information is displayed on the Other 5 and Other 6 pages. If there is no air data system interface, these pages are not displayed.
NOTE: These air data pages receive inputs from air data sensors and display real time air data information. They are independent of the CAL 1, CAL 2, and CAL 3 pages which rely on manual pilot inputs to calculate air data information.
6.1 1.I The Other 9 Paue (OTH 9) Without a fuel management system this becomes the OTH 5 page. The following information is displayed (figure 6-122):
TAS True airspeed (the true speed of an aircraft through the surrounding air mass)
OTH 91
Figure 6-122
MACH Mach number (the ratio of the true airspeed to the speed of sound at a particular flight condition).
If a compatible source of heading information is provided to the KLN 90A, the following wind data is also displayed (figure 6-123):
TLWND Tailwind component of the wind HDWND Headwind component of the wind WIND The wind direction relative to true North and the wind speed
6.1 1.2 The Other 10 Paae (OTH 10) Without a fuel management system this become the OTH 6 page. The following information is displayed (figure 6-124):
Figure 6123
SAT TAT
Static air temperature (the actual temperature of the surrounding air mass) Total air temperature (the air temperature including heat rise due to compressibility. This is the temperature measured directly by the OAT probe.) Pressure altitude (to nearest 100 feet) Density altitude (to nearest 100 feet).
Figure 6124
PRS
DEN
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SET 21
Figure 6125 Figure 6126
Without a data base cartridge inserted, the Data Base page appears as in figure 6-127. All published waypoints (those that originated from the data base cartridge( have been deleted from the active flight plan, FPL 0. Therefore, the only waypoints remaining in FPL 0 are any user-defined waypoints that were originallv included in the flight plan. The KLN 90A is unable to calculate magnetic variation without the data base cartridge. Therefore, a magnetic variation must be manually inserted on the Data Base page when there is no cartridge. Use the right inner and outer knobs to enter the desired magnetic variation and press lENTl to enter (figure 6-128). With the cursor positioned over ACKNOWLEDGE?, press lENTl to approve the Data Base page. The magnetic variation can be entered on the Data Base page and on line 6 of the SET 2 page (figure 6-126).
NO DRTA EASE CARTRIDGE PRESENT PUBLISHED WPTS HAUE' $EEN DELETED FROM FPL 0 1AGNETIC VARIATION : A C KNOW LED GE?
Figure 6-127
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CARTRIDGE PRESEF4T PLIELISHED WPTS HAUE 3EEN DELETED FROM FPL t 2 1AGNETIC UARIRTION :06"E
Figure 6128
The active flight plan is the only flight plan available when there is no data base cartridge. There is no way to gain access to flight plans one through 25. Functions not requiring the published data base are operative. Some functions, such as nearest airport, nearest VOR, nearest NDB, Reference Waypoint, and trip planning, are operational but only to the extent that user-defined waypoints are utilized. Functions that depend on the data base cartridge are not operative. Some of these include Special Use Airspace, Minimum Safe Altitudes, ARTCC waypoints, FSS frequencies on the OTH 1 page, and ARTCC frequencies on the OTH 2 page.
BRG DA DIS DTK OBS GS HDG POS TK WPT XTK ETE ETA
Bearing to waypoint (degrees) Drift Angle (degrees) - not displayed on KLN 90A Distance to waypoint (nm) Desired Track (degrees) Selected Course Groundspeed (nm/hr) Heading (degrees) Present position Actual Track (degrees) Waypoint Cross Track Error Correction (nm) displayed as FLY L 2.3 nm Estimated Time Enroute (hrs:min) Estimated Time of Arrival
WPT 2
NORTH
$WIND NORTh
NORTH
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OFF TRACK Enroute-OBS Mode XTK
\
NORTH
WPT 2 A
The following is a list of the messages that can appear on the Message page. When the message prompt appears, press MSG to view the message page. See section 4.5 for an explanation of the Message page. ADJ NAV IND CRS TO 123" - (Adjust Navigation Indicator Course to 123") When this message appears, the pilot should select the suggested course on the HSI or CDI. When the KLN 90A is in the Enroute-Leg mode, this message occurs at the beginning of turn anticipation (prior to reaching the active waypoint) if the upcoming course change is greater than 5". See section 5.2.2. This message will also appear in installations where the KLN 90A is interfaced with an HSI such that the KLN 90A has the capability of reading the selected course from the HSI. In the Enroute-Leg mode it will appear whenever the difference between the HSl's selected course and the KLN 90A's desired track (DTK) is greater than five degrees. ADJ NAV IND CRS - (Adjust Navigation Indicator Course) This message will appear in installations where the KLN 90A is interfaced with an HSI such that the KLN 90A has the capability of reading the selected course from the HSI. In the Enroute-OBS mode, this message appears when the difference between the HSl's selected course and the KLN 90A's selected course (OBS) is greater than 0.5". AIR DATA FAIL - This message appears if the KLN 90A is interfaced with an air data system having ARlNC 429 outputs and the outputs are not being received correctly by the KLN 90A. AIRSPACE ALERT - This message appears when the estimated time to enter a special use airspace is approximately 10 minutes or when the distance from an area of special use airspace is less than two nautical miles. See section 4.1 0. ALTITUDE FAIL - This message appears if the altitude input to the KLN 90A fails. APT ELEVATION UNKNOWN - (Airport Elevation Unknown) This message appears if the elevation of the airport which would otherwise be used for the height above airport alert is unknown. ARlNC 429 OUTPUT FAIL - This message appears when the ARlNC 429 output fails an internal test. Anything depending on the KLN 90As ARlNC 429 output, such as the EHI 40/50 electronic HSI and some navigation graphics displays, should not be used. BATTERY LOW: SERVICE REQUIRED TO PREVENT LOSS OF USER DATA - This message appears when the KLN 90As internal battery is low and needs replacing at an authorized BendidKing service center. The battery should be replaced within a week to prevent the loss of all user-defined data including waypoints, airport remarks, flight plans, etc. Typical battery life is approximately three to five years. CHECK MSG ANNUNCIATOR - (Check Message Annunciator) This message appears when an overcurrent condition is detected on the MSG annunciator output. It is usually indicative of a failure of the wiring between the KLN 90A and the MSG annunciator. CHECK WPT ANNUNCIATOR - (Check Waypoint Annunciator) This message appears when an overcurrent condition is detected on the WPT annunciator output. It is usually indiCative of a failure of the wiring between the KLN 90A and the WPT annunciator. DATA BASE CHECKSUM ERR - (Data Base Checksum Error) This message appears if the data base fails an internal test when the KLN 90A is turned on. The most likely cause of the message is a failed data base cartridge. DATA BASE OUT OF DATE ALL DATA MUST BE CONFIRMED BEFORE USE This message appears when the data base is out of date as a result of a date and time entered on the SET 2 page or Self-Test page or as a result of a pilot-entered date being overridden by a date from the GPS receiver.
1
EEPROM FAILURE: IC EXTERNAL D-BAR INVALID - This message appears in the event a specific internal test fails. The blanks will contain the designator of one of the electrical components. Record the data before turning the unit off in order to assist maintenance personnel. Do not use an external HSI or CDI while it is driven by the KLN 90A. The rest of the KLN 90A is still usable including the internal CDI; however, the lsaae displays may not be centered on the screen.
GPS INTEGRITY NOT AVAILABLE - This message appears when the KLN 90A is unable to make the necessary calculations for integrity monitoring. The unit is still capable of navigation, but the position can not be assured. This means that active monitoring of alternate navigation sources by the pilot is required to assure position. INSIDE SPC USE AIRSPACE [name and type of special use airspace] [ATC responsible] [Vertical boundaries] - (Inside Special Use Airspace) This message appears when the aircrafts present position is inside an area of special use airspace. See section 4.1 0. INVALID FOR IFR USE BAD SATELLITE GEOMETRY - This message will occur after receiving a notice that GPS integrity is not available. This means that the geometry of the satellites is such that the possible error in position is greater than allowed for IFR use. The KLN 90A may continue to provide navigation information but other navigation sources should be monitored. INVALID FOR IFR USE RAlM POSITION ERROR - This message will appear when the KLN 90A has detected a position error through RAlM (Receiver Autonomous Integrity Monitoring). This is usually caused by a problem in one or more of the satellites. The KLN 90A may continue to provide navigation information but other navigation sources should be monitored. MAGNETIC VAR INVALID ALL DATA REFERENCED TO TRUE NORTH - This message appears when the magnetic variation is invalid due to operation outside of the data base magnetic variation area without having a pilot-entered magnetic variation. See section 6.1 2. MSG ANNUNCIATOR FAIL - (Message Annunciator Failure) This message appears when there is a failure of the KLN 90A MSG annunciator drive circuitry. NAV SUPER FLAG FAILURE - This message appears when an internal test fails for a specific NAV flag output. The KLN 90A is still usable, but anything connected to the super flag (such as some HSls and autopilots) should not be used with the KLN 90A. NO RCVR DATA - (No Receiver Data) This message appears when the KLN 90A fails a specific internal test for the GPS receiver. This failure will prevent the unit from providing any navigation capability.
NO RS-232 DATA - This message appears when no input is received on the RS-232 input (such as from a fuel management or air data system). OBS WPT > 200NM (OBS Waypoint Greater Than 200 NM) This message appears when the KLN 90A is in the Enroute-OBS mode if the distance to the active waypoint is more than 200 nautical miles. The system will perform normally; however, at this distance the D-Bar will be extremely sensitive to changes in selected course. OTHER WAYPOINTS DELETED - This message appears when the message WAYPOINT DELETED would be effective for more than ten waypoints. POSITION DIFFERS FROM LAST POSITION BY > 2NM - (Position Differs From Last Position By Greater Than 2 NM) This message appears when the GPS sensor first reaches the NAV mode if the new position differs from the position when power was turned off by more than two nautical miles. POSITION OF WPT HAS CHANGED - (Position of Waypoint Has Changed) This message appears when either the latitude or the longitude of a waypoint used in a flight plan or the active waypoint has changed by more than .33minutes as a result of updating the data base. This message is displayed on the left side of the screen while the waypoint page corresponding to the waypoint which changed is displayed on the right side of the screen. POSITIONS OF OTHER WAYPOINTS HAVE CHANGED - This message appears when the above message POSITION OF WPT HAS CHANGED would be effective for more than ten waypoints. RCVR HARDWARE ERROR: - (Receiver Hardware Error) This message appears when the KLN 90A fails a specific internal test for the GPS receiver. The blank will contain a numerical value which may provide assistance to maintenance personnel. RECYCLE POWER TO USE CORRECT DATA BASE DATA - This message appears when the date entered on the Self-Test page is before the data base effective date and the date entered later on the SET 2 page is after the data base effective date, or vice versa. Turn the KLN 90A off and back on so that the correct data base data is utilized.
0 0 0
RS-232 DATA ERROR - This message appears when an error is detected in the received RS-232 data such as from a fuel management or air data system.
RS-232 OUTPUT ERROR - This message appears when the RS 232 output fails an internal test. Anything connected to the RS 232 output bus, such as some moving map displays and ELTs (for position reporting), will not be fully functional. Do not use moving map displays that depend on the KLN 90As RS 232 output if this message is displayed.
SATELLITE COVERAGE INADEQUATE FOR NAV - This message appears when the received GPS signals are not adequate for navigation. Occasions when this message will be displayed include when there are an insufficient number of satellites (including altitude input) or when the satellite geometry is inadequate for accurately determining position within 3.8 nautical miles. SEARCH THE SKY ACQUISITION STARTED - This message appears when the GPS receiver is unable to locate satellites in the normal start-up mode and reverts to a search the sky acquisition. See section 4.6. SYSTEM TIME UPDATED TO GPS TIME - The message appears when the KLN 90A system time is automatically updated to GPS time by more than 10 minutes. USER DATA LOST - This message appears when the unit determines that the internal memory backup battery is dead or that some other internal failure has occurred which has caused all user-entered data including waypoints, flight plans, airport remarks, etc., to be lost. VNV ALERT- (Vertical Navigation Alert) This message appears when a VNAV operation has been programmed on the NAV 4 page and the estimated time to start the climb or descent is approximately 90 seconds. This message serves as notification to select the NAV 4 page so that the VNAV operation may be executed. This message does not appear if the NAV 4 page is already being displayed. WPT ANNUNCIATOR FAIL - (Waypoint Annunciator Failure) This message appears when there is a failure of the KLN 90A WPT annunciator drive circuitry. WAY POINT DELETED - This message appears when a waypoint used in a flight plan, or the active waypoint, no longer exists as a result of updating the data base. The blank space is filled in with the waypoint identifier. The waypoint is deleted from flight plans in which it was used.
Status line messages are short operational messages that are displayed in the lower center segment of the screen. (See section 4.3 and figure 4-35). The following are the status line messages that may appear. ACTIVE WPT - (Active Waypoint) Appears when you try to delete a user-defined waypoint on the OTH 3 page if the waypoint is the active waypoint (waypoint you are navigating to). Another waypoint must be made the active waypoint before this waypoint can be deleted from the user-defined waypoint list. DUP IDENT - (Duplicate Identifier) Appears when you have selected a waypoint identifier on one of the waypoint type pages if there is more than one waypoint of that waypoint type having the same identifier. ENT LAT/LON - (Enter Latitude and Longitude) Appears when a user-defined waypoint is being created, to remind you to enter the location of the waypoint. IN ACT LIST - (In Active List) Appears when a userdefined VOR waypoint is the active waypoint if you try to change the stored magnetic variation of this VOR. If you need to change the magnetic variation of this waypoint, you must first make another waypoint active. INVALID ENT - (Invalid Enter) Appears when you have attempted to enter data which is not a valid entry. For example, trying to enter a date of 30 FEB 92. INVALID REF - (Invalid Reference) Appears when you attempt to create a reference waypoint on the Reference Waypoint page if the waypoint you have chosen to use as the reference is not a valid choice. The waypoint is not a valid choice if it is impossible to draw a perpendicular line from the waypoint you have entered to one of the legs of the flight plan. A waypoint is also invalid for use as a reference if the letters A through Z cannot be appended to the waypoint identifier to create a unique identifier. See section 6.5. INVALID VNV - (Invalid Vertical Navigation) Appears when a waypoint identifier has been entered on the NAV 4 page if the waypoint identifier is not valid for use in a VNAV operation. For the Enroute-Leg mode, the waypoint must be the active waypoint or a waypoint positioned in the active flight plan ahead of the aircrafts location. In the Enroute-OBS mode, the waypoint must be the active waypoint. NO ACTV WPT -(No Active Waypoint) Appears when you attempt to activate the Enroute-OBS mode if there is no active waypoint. To have an active waypoint, a flight plan must be activated or a Direct To operation must be accomplished. NO APT WPTS - (No Airport Waypoints) Appears when the APT type pages have been selected if the KLN 90A doesnt contain a data base cartridge and there are no user-defined airport waypoints. NO INT WPTS - (No Intersection Waypoints) Appears when the INT type pages have been selected if the KLN 90A doesnt contain a data base cartridge and there are no user-defined intersection waypoints. NO NDB WPTS - (No NDB Waypoints) Appears when the NDB type pages have been selected if the KLN 90A doesnt contain a data base cartridge and there are no user-defined NDB waypoints. NO SUCH WPT - (No Such Waypoint) Appears when there is no waypoint in the data base corresponding to the entered identifier on the Reference Waypoint page. NO SUP WPTS - (No Supplemental Waypoints) Appears when the SUP type pages have been selected if the KLN 90A doesnt contain a data base cartridge and there are no user-defined supplemental waypoints. NO VOR WPTS - (No VOR Waypoints) Appears when the VOR type pages have been selected if the KLN 90A doesnt contain a data base cartridge and there are no user-defined VOR waypoints.
RMKS FULL - ((Remarks Full) Appears when an attempt is made to create a user-entered airport remark on the APT 5 page if 100 user-entered airport remarks already exist. In order to create additional airport remarks, some existing remarks must be deleted on the OTH 4 page as described in section 4.1 1.6.
RWY MISSING - (Runway Missing) Appears when the Airport 3 (APT 3) page runway diagram shows some, but not all, of the runways at the selected airport. This occurs if the data base contains runway threshold position data for only some of the runways at the selected airport.
USED IN FPL - (Used In Flight Plan) Appears when you try to delete a user-defined waypoint on the OTH 3 page if the waypoint is used in a flight plan. Either this
waypoint must be deleted from the flight plan or the entire flight plan must be deleted before this waypoint can be deleted from the user-defined waypoint list. USR DB FULL - (User Data Base Full) Appears when you attempt to create a user-defined waypoint if the user data base already contains 250 waypoints. In order to create additional user-defined waypoints, it will first be necessary to delete existing user-defined waypoints on the OTH 3 page.
STATE ABBREVIATIONS ABBREVIATION AK AL AR A2 CA STATE Alaska Alabama Arkansas Arizona California Colorado Connecticut District of Columbia Delaware Florida Georgia Iowa Idaho Illinois Indiana Kansas Kentucky Louisiana Massachusetts Maryland Maine Michigan Minnesota Missouri Mississippi Montana North Carolina North Dakota Nebraska New Hampshire New Jersey New Mexico Nevada New York Ohio Oklahoma Oregon Pennsylvania Rhode Island South Carolina South Dakota Tennessee Texas Utah Virginia Vermont Washington Wisconsin West Virginia Wyoming
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CANADIAN PROVINCE ABBREVIATIONS ABBREVIATION AB BC MB NB NF NS NW ON PE PQ SK YK PROVlNCE Alberta British Columbia Manitoba New Brunswick Newfoundland Nova Scotia Northwest Territory Ontario Prince Edward Island Quebec Saskatchewan Yukon
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CT DC DE FL GA IA ID IL IN KS KY LA MA MD ME MI MN MO MS MT NC ND NE NH NJ NM NV NY OH OK OR PA RI
COUNTRY ABBREVIATIONS ABBREVIATION AFG AGO AIA ALB ANT ARE ARG ASM ATG AUS AUT BDI BEL BEN BFA BGD BGR BHR BHS BHU B E BMU BOL BRA BRB BRN BWA CAF CHE CHL CHN CIV CMR CNR D-1 COUNTRY Afghanistan Angola Anguilla I. Albania AntarcticalNetherlands AntilledAruba United Arab Emirates Argentina AmericanNVestern Samoa AntigualBarbuda Australia Austria Burundi Belgium Benin Burkina Faso Bangladesh Bulgaria Bahrain Bahamas Bhutan Belize Bermuda Bolivia Brazil Barbados Brunei Botswana Central African Republic Switzerland Chile/Easter I. China Ivory Coast Cameroon Canary Islands
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SD TN TX UT VA VT WA WI
wv
WY
Country Abbreviations - Continued COG COK COL CRI CSK CUB CYM CYP DEU DJI DMA DNK DOM DZA ECU EGY ESP ETH FIN FJI FLK FRA GAB GBR GHA GIB GIN GLP GMB GNB GNQ GPV GRC GRD GRL GTM GUF GUY HKG HND HTI HUN I DN IND IOT IRL IRN IRQ ISL ISR ITA JAM JOR JPN JTN KEN KHM KIR Congo Cook Islands Colombia/San Andres Costa Rica Czechoslovakia Cuba Cayman Islands Cypress Germany Djibouti Dominica Denmark Dominican Republic Algeria Ecuador Egypt Spain Ethiopia Finland Fiji/Tonga Falkland Islands France Gabon United Kin Ghana Gibraltar Guinea Guadeloupe/Martinique Gambia Guinea-Bissau Equatorial Guinea Cape Verde Greece Grenada Greenland Guatemala French Guiana Guyana Hong Kong Honduras Haiti Hungary Indonesia India British Indian Ocean Territory Ireland Iran Iraq Iceland Israel Italy Jamaica Jordan Japan/Okinawa Johnston Island Kenya CambodidKampuchea KiribatiTTuvalu/Phoenix I./Line I. KNA KOR KWT LAO LBN LBR LBY LCA LKA LSO LUX MAC MAR MDG MDV MEL MEX MHL MID MLI MLT MNP MOZ MRT MSR MUS MWI MYR MYS NAM NCL NER NGA NIC NIU NLD NOR NPL NRU NZL OMN PAC PAK PAN PCI PER PHL PNG POL PRI PRK PRT PRY PYF QAT ROM RWA St. Kitts/Nevis Korea Kuwait Laos Lebanon Liberia Liby/SPA Jamahiriya St. Lucia Sri Lanka Lesotho Luxembourg Macau Morocco Madagascar/Comoros/Mayo I./Reunion Maldives Melilla Mexico Marshall Island Midway Island Mali Malta Mariana Islands Mozambique Mauritania Monserrat I. Mauritius Malawi Myanmar Malaysia Nambia New Caledonia Niger Nigeria Nicaragua Niue Island Netherlands Norway Nepal Naura New Zealand Oman Oakland OTCA (PACIFIC) Pakistan Panama Caroline Island/Micronesia Peru Philippines Papua New Guinea Poland Puerto Rico Korea (Dem. Peoples Republic) Portugal/Azores/Madeira I. Paraguay French PolynesidSociety I./Tuamotu Qatar Romania Rwanda
Country Abbreviations - Continued SAU SDN SEN SGP SHN SLB SLE SLV SOM SPM STP SUR SVK SWE Saudi Arabia Sudan Senegal Singapore Ascension Island/St. Helena Solomon Islands Sierra Leone El Salvador Somalia St. Pierre/Miquelon Sao Tome/Principe Suriname Slovakia Sweden Swaziland Seychelles Syria Turks and Caicos Islands Chad Togo Thailand Trinidadmabaao Tunisia Turkey Taiwan Tanzania Uganda Uruguay Baker Islands St. Vincent Venezuela Virgin Islands (U.K.) Virgin Islands (U.S.) Vietnam Vanautu Wake Island Wallis/Futuna Islands KazakhstadKyrgyzstan Armenia/Georgia Ukraine, Moldova Estonia/Russia Belarus/Latvia/Lithuania/Russia Kazakhstan/Russia Kazakhstanmajikistanl Turkmenistan/Uzbekistan Azerbaijan Russia Yemen (Arab Republic) Yugoslavia South Africa Zambia Zaire Zimbabwe AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC/FIR) ABBREVIATIONS (Used on CTR 2 Page) ABBREVIATION ABQ ACC ADD ADE ADN AKT ALG ALM AMD AMM AMS ANA ANC ANC ANC ANK ANT ARK ASH AST ASU ATF ATH ATL AUC AUC BAG BAH BAK BAL BAN BAR BAT BE1 BEL BER BIA BIS BLA BLG BLO BOD BOD BOG BOM BOR BOS BRA BRD BRE BRI ARTCC Albuquerque Accra Addis Ababa Adelaide Aden Aktyubinsk Algiers Alma-Ata Amderma Amman Amsterdam Anadyr Anchorage Arctic Anchorage Anchorage Oceanic Ankara Antananarivo Arkhangelsk Ashkhabad Astrakhan Asuncion Antofagasta Athens Atlanta Auckland Oceanic Auckland Baghdad Bahrain Baku Bali Bangkok Barcelona Batagay Beijing Belem Bermuda Biak Bishkek Blagoveshchensk Belgrade Bloemfontein Bodo Bodo Oceanic Bogota Bombay Bordeaux Boston Beira Brindisi Bremen Brisbane
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SYC SYR TCA TCD TGO THA
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TUN TUR TWN TZA UGA URY USA VCT VEN VGB VIR VNM VUT WAK WLF XJ1 XJ2 XJ3 XJ4 XJ5 XJ6 XJ7 XJJ XJR YEM YUG ZAF ZAM ZAR ZWE
D-3
Air Route Traffic Control Center (ARTCC/FIR) Abbreviations - Continued BRL BRN BRR BRS BRT BRU BRV BRY BRZ BSK BST BUC BUD BUJ CAI CAL CAM CAM CAN CAP CAS CBO CHA CHE CHI CHO CHR CHS CHT CHU CLE COC COL COP COR CUR CRT DAK DAK DAM DAR DES DEL DEN DHA DIK DOR DSS DUR DUS DZH EDM EM1 ENT EZE FRA FW GAB GAN Berlin Barnaul Barranquilla Brasilia Beirut Brussels Bratislava Beryozovo Brazzaville Bratsk Brest Bucharest Budapest Bujumbura Cairo Calcutta Campo Grande Central America Canaries Capetown Casablanca Cambodia Chaybukha Chelyabinsk Chicago Chokurdakh Chersky Christchurch Chita Chulman Cleveland Cocos Island Colombo Copenhagen Cordoba Curacao Curitiba Dakar Dakar Oceanic Damascus Darwin Dar-Es-Salaam Delhi Denver Dhaka Kikson Kornod Dusseldorf Durban Dushanbe Dzhezkazgan Edmonton Emirates Entebbe Ezeiza Frankfurt Ft Worth Gaborone Gander Domestic GAN GEN GEO GUA GUR GUY HAN HAR HAV HK HNR HOC HON HOU HOU IND IRK ISL IST JAK JAX JED JOH KAB KAM KAN KC KAR KAT KAZ KHA KHR KHT KIE KIG KIN KIR KIS KK KL KM KNS KO KOL KRA KRS KRV KTM KUN KUR KUS LAP LAH LAN LAX LIL LIM LIS LJU Gander Oceanic Geneva Georgetown Guangzhou Guryev Guayaquil Hanoi Harare Havana Hong Kong Honiara Hochiminh Honolulu Houston Houston Oceanic Indianapolis lrkutsk lsla de Pascua lstanbul Jakarta Jacksonville Jeddah Johannesburg Kabul Kamennyi Mys Kano Kansas City Karachi Kathmandu Kazan Khabarovsk Kharkov Khatanga Kiev Kigali Kingston Kirensk Kisangani Kota Kinabalu Kuala Lumpur Khanty-Mansiysk Kinshasa Kzyl-0rda Kolpashevo Krasnovodsk Krasnoyarsk Kirov Khartoum Kunming Kurgan Kustanay LA Paz Lahore Lanzhou Los Angeles Lilongwe Lima Lisbon Ljubljana
Air Route Traffic Control Center (ARTCC/FIR) Abbreviations - Continued LON LUA LUB LUS LVO MAD MAG MA1 MAL MAN MAR MAU MAZ MAZ MDR MEL MEM MEN MER MEX MGD MIA MIA MIL MIN MIR MLM MLT MNS MNC MNC MNT MOG MON MOS MRM MS MSK MTV MUN MUR MUS NDJ NAD NAH NAI NAS NIC NIK NMY NOR NOV NUK NY NY NZE OAK OAK ODE London Luanda Lubumbashi Lusaka Lvov Madrid Magadan Maiquetia Male Manila Marseille Mauritius Mazatlan Mazatlan Oceanic Madras Melbourne Memphis Mendoza Merida Mexico Magdagachi Miami Miami Oceanic Milan Minneapolis Mirny Malmo Malta Manaus Monction Northern Monction Southern Monterrey Mogadishu Montreal Moscow Murmansk Mys Shmidta Minsk Montevideo Munich Muren Muscat NDjamena Nadi Oceanic Naha Nairobi Nassau Nicosia Nikolaevsk-Na-Amure Niamey Norilsk Novosibirsk Nukus New York New York Oceanic New Zeland Oakland Oakland Oceanic Odessa OKH OMS ORN OSK OSL PA PAN PAP PAR PE PEC PEM PEN PER PET PEV PHN PIA PM PMT PRA PRM PTR PV PYO REC RES REY RIG RIV ROB ROC ROM ROS ROV SA1 SAL SAM SAN Okha Omsk Orenburg Okhotsk Oslo Punta Arenas Panama Port Au Prince Paris Port Elizabeth Pechora Perm Penza Perth Petersburg Pevek Phnom Penh Piarco Port Moresby Puerto Montt Prague Paramaribo Petropavlovsk-Kam Port0 Velho Pyongyang Recife Resistencia Reykjavik Riga Rivadavia Roberts Rochambeau Rome Rostov Rovaniemi Sainshand Sal Oceanic Samara Santiago Scottish Santo Doming0 Seattle Semipalatinsk Seychelles Shanghai Shenyang Shannon Shanwick Oceanic Simferopol Singapore San Juan Oceanic Salekhard Salt Lake City Samarkand Santa Maria Oceanic Sofia Sondrestrom Stavanger Stockholm
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SDO SEA SEM SEY SHA SHE SHN SHW SIM SIN SJU SLK SLC SMR SM SOF SON STA STO
Air Route Traffic Control Center (ARTCCIFIR) Abbreviations - Continued SUK SUN SUR SWI SYD SYK SYM TAE TAH TA I TAL TAM TAS TBI TEH TEL TIK TIL TIR TOK TOR TRI TRO TSE TUN TU R TY U UFA UJU ULA UND URA URU VAN VAR VEL VIE VIL VLA VNT VOL VLO VRK WAR WAS WEL WIN WND WUH YAK YAN YEK YEN YER YS ZAG ZAl ZUR ZY R Sukhumi Sundsvall Surgut Switzerland Sydney Syktyvkar Seymchan Taegu Tahiti Oceanic Taipei Tallinn Tampere Tashkent Tbilisi Tehran Tel Aviv Tiksi Tilichiki Tirana Tokyo Toronto Tripoli Trondheim Tselinograd Tunis Turukhansk Tyumen Ufa Ujung Bandang Ulaanbaatar Underhaan Uralsk Urumqi Vancouver Varna Velikiye Luki Vienna Vilnius Vladivostok Vientiane Volgograd Vologda Vorkuta Warsaw Washington Wellington Winnipeg Windhoek Wuhan Yakutsk Yangon Yekaterinburg Yeniseysk Yerevan Yuzhno-Sakhalit isk Zagreb Zaire Zurich Zyryanka D-6
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OTHER ABBREVIATIONS USED ON KLN 90A PAGES 80 100 1OOLL A AAS ABV ACQ ACT ADJ AKD AKS ALRT ALT ANNUN APR APT ARSA ARVL ATD ATF ATS AWOS B BAR0 BEL BRG C CAL CAS CAUT CDT CLR CLY CONV CORD UNlV CRS CRSR CST CTA CTAF CTR D Dn DB DEGRD DEP DEV DIR DIS DNGR DTK
80 octane fuel 100 octane fuel
100 octane low lead fuel Airport waypoint Aeronautical advisory service Above Acquisition Active flight plan waypoints Adjust Alaska Daylight Time Alaska Standard Time Alert area Altitude Annunciators Approach Airport Airport radar service area Arrival (freq) Atlantic Daylight Time Aerodrome traffic frequency Atlantic Standard Time Automatic weather observing station Bad Barometer (altimeter setting) Below Bearing Centigrade Calculator Calibrated airspeed Caution area Central Daylight Time Clearance delivery Clay Conversion Coordinated Universal Time Course Cursor Central Standard Time Control area (outside USA) Common traffic advisory frequency Center (Air Route Traffic Control Center) DME capable Distancenime Data base Degraded navigation Departure Deviation (on external course devation indicator) Director (freq) Distance Danger area . Desired track
Other Abbreviations Used on KLN 90A Pages - Continued DUP E EDT ELE ELEV ELV ENDUR ENG ENR ENT SA EST ETA ETE F FAlLR FF FLT FOB FP FPL FPM FR FREQ FSS GAL GDT GRND GRV GS GST H H HAD HAS HB HDG HDWND HR I IDENT IMP INACTV IND INlT INT INVRT KG KT L L L L L L FOB LB LB Duplicate East Eastern Daylight Time Elevation Elevation Airport elevation Endurance Engine En route Enter Minimum en route safe altitude Eastern Standard Time Estimated time of arrival Estimated time en route Fahrenheit Failure of receiver Fuel Flow Flight time Fuel on board Flight plan Flight plan Feet per minute From Fuel required Flight service station Gallon Greenland Daylight Time Ground control Gravel Groundspeed Greenland Standard Time High altitude VOR High pressure oxygen Hawaii Daylight Time Hawaii Standard Time High pressure bottled oxygen Heading Headwind Hard surface Intersection waypoint Identifier Imperial gallon Inactive Indicated altitude Initialization Intersection Invert Kilogram Knots Left Liters Low altitude VOR Low pressure oxygen Runway lighting sunset to sun rise Landing fuel on board Low pressure bottled oxygen Pounds LDG LEN LPC LPT MACH MAT MB MCOM MDT MF MOA MOD MOGAS MPH MSA MSG MST N N NAV NAV A NAV D NM NR OBS ORS OTH P.POS PCL PDT POS POSN PRES PROH PRS PST PTAX PWR (R) RAD RAMP RCVR RDR REF REQD RES REST RMI RMKS RW S S SAT SDT SEL SET
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Landing Length Runway lighting is pilot controlled Runway lighting is part time or on request Mach number Steel matting Millibars Multicom Mountain Daylight Time Mandatory frequency Military operation area Mode Automotive fuel Miles per hour Minimum safe altitude Message Mountain Standard Time NDB waypoint North Navigation Navigation with altitude aiding Navigation with data collection Nautical miles Nearest Omni bearing selection Operational Revision Status Other Present position Pilot controlled lighting Pacific Daylight Time Position Position Present Prohibited area Pressure altitude Pacific Standard Time Pre-taxi clearance Power Radar environment to approac & departure Radial Ramphaxi control (freq) Receiver Radar (freq) Reference Required fuel Reserve fuel Restricted area Radio magnetic indicator Remarks Runway South Supplemental waypoint Standard air temperature Samoa Daylight Time Selected altitude Setup
D-7
sv sw
T t TAS TAT TCA TEMP TK TLWND TMA TRAN TRF TRI TRNG TWR U UNlC UNK UTC V VERT VNV W W WARN WPT WRN Z
Soft surface Shale Sand Signal-to-noise-ratio Snow Special Use (airspace) Search the sky Samoa Standard Time Status Station Supplemental Space vehicle Software Terminal VOR Relative to true North True airspeed Total air temperature Terminal control area Temperature Actual track Tailwind Terminal area (outside USA) Transition Turf Trip Training area Tower Undefined class of VOR Unicom Unknown Coordinated Universal Time (Zulu) VOR waypoint Vertical Vertical navigation (VNAV) Weak West Warning area Waypoint Warn Zulu time
The KLN 90A utilizes latitude and longitude expressed in degrees, minutes, and hundredths of a minute. You may occasionally see a document expressing latitude and longitude in degrees, minutes, and seconds. You may use this table to convert seconds to hundredths of a minute. HUNDREDTHSOF A MINUTE .00 .02 .03
SECONDS 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44
.05
.07 .08 .10 .12 .13 .15 .17 .18 .20 .22 .23 .25 .27 .28 .30 .32 .33 .35 .37 .38 .40 .42 .43 .45 .47 .48 .50 .52 .53 .55 .57 .58 .60 .62 .63 .65 .67 .68 .70 .72 .73
E-1
45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 For Example:
.90
.92 .93 .95 .97 .98
35 deg, 46 min, 24 seconds becomes 35 deg, 46.40 min 32 deg, 15 min, 58 seconds becomes 32 deg, 15.97 min
0 0 0 0 0 0 0
A
Abbreviations Airport names 4-26, 4-42 ARTCC/FI R D-3 Canadian province D-1 Country D-1 Other KLN 90A D-6 State D-1 ACT page (Active flight plan waypoints) 5-10 Actual track 4-33, 4-34, A-1 Air data pages 6-38 Airport City 4-43 Communication frequencies 4-45 Elevation 4-43 Instrument approach capability 4-43 Name 4-42 Nearest 4-22,4-37,4-42 Radar capability 4-43 Remarks 4-47 Runway information 4-43 Services 4-48 User defined waypoints 6-16 Airport identifiers 2-3 Airspeed 6-11, 6-13, 6-39 Alerting Altitude 4-55 Height above airport 4-58 Special use airspace 4-39 Waypoint 4-29, 5-8 Almanac 4-17 Altitude Alerting 4-55 Density 6-10, 6-39 Indicated 4-55 Minimum enroute 4-32 Minimum safe 4-32 Page 4-55 Pressure 6-10, 6-39 Annunciators, remote 4-59 Antenna 1-2 APT 1 page (Airport 1) 4-42 APT 2 page (Airport 2) 4-43 APT 3 page (Airport 3) 4-43 APT 4 page (Airport 4) 4-45 APT 5 page (Airport 5) 4-47 APT 6 page (Airport 6) 4-48 ARSA 4-39, 4-42 ARTCC ("Center")
B
Bar0 set 4-5,4-55 Battery 2-8 Bearing to waypoint 4-31, A-1 Brightness, see Display brightness
C
CAL 1 page (Calculator 1) 6-10 CAL 2 page (Calculator 2) 6-11 CAL 3 page (Calculator 3) 6-12 CAL 4 page (Calculator 4) 6-8, 6-12 CAL 5 page (Calculator 5) 6-13 CAL 6 page (Calculator 6) 6-14 CAL 7 page (Calculator 7) 6-15 Canadian Province abbreviations D-1 Cancel, see Delete Canceling Direct to operation 4-29 Cartridge, see data base CDI 4-31 "Center" waypoints 6-25 Communication frequencies Airport 4-55 Center (ARTCC) 4-52 FSS 4-52 Computer data base, updating 2-3 Controls 4-2, 4-1 1 Country abbreviations D-1 Coverage area Data base 2-1 Navigation 4-1 Cross track error 4-32, A-1 CTA 4-39, 4-42 CTR 1 page (Center 1) 6-25 CTR 2 page (Center 2) 6-25 Cursor 4-11 Customs 4-48
D
Data Base Cartridge 2-3, 2-7 Contents 2-1 Coverage areas 2-1
Functions 2-1 Operation without cartridge 6-40 Page 4-7 Update service options 2-8 Updating 2-3 User 2-2,2-8 Data entry 4-14 Date 4-5,4-53 Delete Airport remarks 4-47 Direct to operation 4-29 Flight plans 5-5 User defined waypoints 6-20 Waypoints from a flight plan 5-5 Departure time 5-13 Desired track 4-32, 4-34, 5-8, 5-12, A-1 Direct to operation 4-27, 4-34, 5-10 Canceling 4-29 Flight plan 5-10 Recenter D-Bar 4-28 VNAV 6-7 Display brightness 4-3 Display format 4-9 Distance 4-31,4-36, 5-11, A-1 D/T 1 page (Distancenime 1) 5-1 1 D n 2 page (Distancenime 2) 5-12 D/T 3 page (Distancemime 3) 5-12 D R 4 page (Distancemime 4) 5-13 Duplicate waypoints 4-15
Rules 5-1 VNAV operation 6-9 Flashing data on screen 4-1 1 Flight time 5-13 Fly-by/Fly-over waypoints 5-2 Frequencies, see Communication frequencies FSS frequencies 4-52 Fuel availability 4-48 Fuel management pages 6-36 Fuel planning 6-3, 6-5, 6-6
G
GPS status 6-29 Groundspeed 4-31, 4-36, A-1
H
Heading 4-34, A-1 Height above airport alert 4-58
I
ICAO identifiers 2-3 Initialization 4-17 INT page 4-50 Interfaces 1-1 Intersections 4-50 Intersection user waypoints 6-18
E
Enroute-Leg mode 6-32 Enroute-OBS mode 6-32 Enter prompt 4-10 EPE (Estimated position error) 6-30 Erase, see Delete ESA, see minimum enroute safe altitude ETA (Estimated time of arrival) 5-12, A-1 ETE (Estimated time enroute) 4-31,4-36, 5-11, A-1
J
K
KCC 90 Take-home case 1-3, 3-1, 4-19
L
Landing fee 4-48 Lighting, runway 4-44 Locator outer marker (LOM) 4-50
F
Flight Plan(s) Activating 5-3 Active 5-3 Adding waypoints 5-4 Creating 5-1 Deleting flight plans 5-5 Deleting waypoints 5-5 Inverting 5-3 Operation from 5-7
M
Mach 6-39 Magnetic variation 6-40 Map display 4-34,4-36 Message page 4-16 Messages Message page 4-16, Appendix B Status line 4-10, Appendix C
Minimum enroute safe altitude (ESA) 4-33, 6-3, 6-5, 6-6, 6-34 Minimum safe altitude (MSA) 4-32 MOD pages (MODE) 6-32 Modes 4-10,4-36, 6-32
R
Receiver status 6-29 REF page (Reference waypoint) 6-21 Reference waypoints 6-21 Removing KLN 90A 2-7 Runway information 4-43
N
NAV 1 page (Navigation 1) 4-31 NAV 2 page (Navigation 2) 4-32 NAV 3 page (Navigation 3) 4-32 NAV 4 page (Navigation 4) 4-34, 6-7 NAV 5 page (Navigation 5) 4-34 Navigation map display 4-34, 4-36 Navigation terms A-1 NDB page 4-49 NDB user waypoints 6-18 NDBs, nearest 4-22,4-37 NDBs, on map display 4-37 Nearest airports, VORs, NDBs 4-22
5
Sample trips 4-60, 5-15 Satellite status 6-29 Scanning waypoints 4-21, 4-24 Search the sky 4-17 Selected course, see OBS Selecting waypoints 4-20 Self test page 4-3 SET 0 page (Setup 0) 2-4 SET 1 page (Setup 1) 4-17 SET 2 page (Setup 2) 4-53 SET 3 page (Setup 3) 4-22 SET 4 page (Setup 4) 5-13 SET 5 page (Setup 5) 4-58 SET 6 page (Setup 6) 5-9 SET 7 page (Setup 7) 4-39, 6-10 SET 8 page (Setup 8) 4-41 SET 9 page (Setup 9) 4-57,4-59 SNR (Signal-to-Noise Ratio) 6-29 Software status 6-31 Special use airspace 4-39, 6-3, 6-5, 6-6 STA 1 page (Status 1) 6-29 STA 2 page (Status 2) 6-30 STA 3 page (Status 3) 6-31 STA 4 page (Status 4) 6-31 State abbreviations D-1 Status line messages 4-10, Appendix C Sunrise/Sunset 6-15 SUP page (Supplemental waypoint) 6-18 Super NAV 1 page 4-32 Super NAV 5 page 4-37 Supplemental waypoints 4-51, 6-18 Surface, runway 4-44 System components 1-1
0
OBS 4-32, 6-33, A-1 ORS (Operational Revision Status) 4-3 OTH 1 page (Other 1) 4-52 OTH 2 page (Other 2) 4-52 OTH 3 page (Other 3) 6-20 OTH 4 page (Other 4) 4-47 OTH 5 page (Other 5) 6-36 OTH 6 page (Other 6) 6-37 OTH 7 page (Other 7) 6-37 OTH 8 page (Other 8) 6-37 OTH 9 page (Other 9) 6-38 OTH 10 page (Other 10) 6-38 Outer markers (OM) 4-50 Oxygen availability 4-48
P
Page definition 4-9 Page selection 4-12 Plus sign (+) meaning 4-9 Power cycles 6-31 Present position 4-8,4-32 Preview of Operation ii
Take-home case, see KCC 90 Take-home mode 3-1,4-3,4-19 TCA 4-39,4-42 Temperature conversion 6-13
Time Actual 4-5, 4-53, 5-13 Enroute 4-31,4-36,5-11,5-13 Flight 5-13 Of arrival 5-12, 5-13 Total time of operation 6-31 Zones 4-5, 6-14 Time to first fix 4-17 TMA 4-39,4-42 Track, see Actual track, see Desired track Traffic pattern indicator 4-44 TRI 0 page (Trip Planning 0) 6-2 TRI 1 page (Trip Planning 1) 6-3 TRI 2 page (Trip Planning 2) 6-3 TRI 3 page (Trip Planning 3) 6-5 TRI 4 page (Trip Planning 4) 6-5 TRI 5 page (Trip Planning 5) 6-6 TRI 6 page (Trip Planning 6) 6-6 Trip planning 6-1 True airspeed 6-11,6-39 Turn anticipation 5-8 Turn-on 4-3 Tum-on page 4-3,6-28
Selecting by name or city 4-24 Selecting by scanning 4-21 User defined 2-2,6-16 Wind 6-12.6-39
X
Y
U
Updating data base 2-3 User data base 2-2,2-8,4-51 User-defined waypoints 6-16 UTC, see Time Zones
V
VNAV (vertical navigation) 6-7 VOR page 4-49 VOR user waypoint 6-18 VORs, nearest 4-22, 4-37 VORs, on map display 4-37
W
Waypoint alerting 4-29, 5-8 Waypoints Active 4-31 "Center" 6-25 Duplicate 4-15 Identifiers 2-3 Nearest 4-22 Reference 6-21 Selectina bv identifier 4-20
BENDlXlKlNG@
Alliedsignal General Aviation Avionics 400 North Rogers Road Olathe, Kansas 66062-1212 Telex 669916 KINGRAD FAX 913-791-1302 Telephone: (913) 7683000
0 1993 Alliedsignal Inc.
1
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9/93 006-08743-0000
&Printed i U.S.A. n
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