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Additional marks are displayed for 45 degrees and 60 degrees position when the roll angle
exceeds 32 degrees. The roll scale return to the normal format when the bank angle decreases
below 28 degrees.
FLIGHT INSTRUMENTS
Flight Crew Operating Manual REV 51, Aug 14, 2006
CSP 700−6
Volume 2
11−10−66
HUD SYMBOLOGY (CONT'D)
Roll Scale and Pointer (Cont’d)
Horizon Line
Roll Scale
Roll Scale
ointer
Airspeed
VSPEED
Bugs
P
2250
GF1110_067a
FLIGHT INSTRUMENTS
REV 51, Aug 14, 2006 Flight Crew Operating Manual
CSP 700−6
Volume 2
11−10−67
HUD SYMBOLOGY (CONT'D)
Slip-Skid Indicator
The slip-skid indicator is displayed in conjunction with the roll pointer. The top of the pyramid
represents the roll pointer while the base of the pyramid is the slip-skid indicator. The slip-skid
indicator moves laterally in relation to the roll pointer to indicate lateral acceleration.
When an engine failure is detected, an additional slip-skid indicator is displayed below the Flight
Path Vector (FPV). It also appears when simulating an engine failure by seperating the thrust
levers at or below altitudes of 20,000 feet; simultaneously, one throttle has to be below 3 degrees
and the other above 8 degrees.
The slip-skid indicator can only be displayed when the airspeed is greater than 80 KIAS, and in
weight off nose wheel condition.
Low Bank Limit Arc
This symbol is displayed on the roll scale to indicate that low bank Flight Director mode is active
and is limiting the airplane to a bank angle of 17 degrees.
Low Bank Limit Arc
Flight Path Vector (FPV)
Additional Slip-Skid
Indicator
Slip-Skid Indicator
GF1110_068a
FLIGHT INSTRUMENTS
Flight Crew Operating Manual REV 51, Aug 14, 2006
CSP 700−6
Volume 2
11−10−68
HUD SYMBOLOGY (CONT'D)
Speed Error Tape
The speed error tape is displayed above or below the left wing of the FPV. It represents the
difference between the selected/targeted airspeed and the indicated airspeed. It is displayed when
the Radio Altitude is greater than 50 feet.
The speed tape error is limited to 15 knots and a tick mark is displayed at every 5 knots. The
speed error tape is removed during excessive airplane attitude to prevent display clutter.
If the system is unable to compute a speed error, the speed error tape is replaced by 2 parallel
lines indicating a speed error invalid.
Flight Path Angle Reference Cue
The Flight Path Angle Reference Cue consists of 2 dashed lines corresponding to the selected
Approach Flight Path Angle displayed. This symbol is conformal, is referenced to the flight path
vector and is derived from the FMS database.
The Flight Path Angle Reference Cue is displayed when the following conditions are met:
• A FMS approach or an ILS approach has been selected from the FMS and the aircraft is
less than 7 NM from the runway threshold.
• The Horizon Line is displayed,
• Selected Flight Path Angle is valid and
• The FMS is providing a vertical Flight Path Angle.
GF1110_110a
LNAV
EVS ON
Horizon Line
Flight Path Angle
Reference Cue
FLIGHT INSTRUMENTS
REV 51, Aug 14, 2006 Flight Crew Operating Manual
CSP 700−6
Volume 2
11−10−69
HUD SYMBOLOGY (CONT'D)
Acceleration Cue
The acceleration cue is located to the left of the FPV and represents the longitudinal
acceleration/deceleration of the airplane. If the FPV is not displayed, the acceleration cue is
displayed in relation to the airplane reference symbol, for example during take-off roll. The
acceleration cue is displayed when the airspeed is greater than 60 knots.
The acceleration cue indicates inertial acceleration independent of airspeed trend. When climbing
into an increasing headwind for example, at constant airspeed, the inertial acceleration cue will
indicate a deceleration because the airplane groundspeed is decreasing. Also, during turns at
constant airspeed, the acceleration cue will indicate an acceleration or deceleration as the
headwind/tailwind component changes. The inertial acceleration cue can be used effectively for
precise airspeed control when the airplane is straight and level under constant wind conditions.
NOTE
The basic flight instruments remains the primary reference and the
acceleration cue must be interpreted with caution especially when
the airplane is under dynamic wind conditions.
Acceleration Cue
Speed Error T ape
Speed Error
Invalid 10
GF1110_069
Flare Cue
　
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