BendixKing KLN 90B User Manual

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KLN 90B

Bendix/King

TSO’d GPS Navigation System

Pilot’s Guide

ORS 20

AlliedSignal, Inc. Commercial Avionics Systems 400 North Rogers Road Olathe, Kansas 66062-1294 FAX 913-791-1302 Telephone: (913) 782-0400

006-08773-0000 Rev.1 05/97

Rev 1

KLN 90B PILOT’S GUIDE

006-08773-0000

for KLN 90Bs with

OPERATIONAL REVISION STATUS (ORS) 20

May, 1997

IMPORTANT:

Special installation procedures must be follow ed in order for the KLN 90B to be certified for IFR use. Consult the KLN 90B Flight Manual Supplement for the operating limitations of this unit.

For Important

Database Update

Information

See Section 2.7

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THIS PAGE INTENTIONALLY LEFT BLANK

TOC-1

Rev 1

INTRODUCTION ...........................................................................................................................................................I

PREVIEW OF OPERATION............................................................................................................................................II

CHAPTER 1 - KLN 90B 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 USE OF ICAO IDENTIFIERS ...........................................................................................................................2-3

2.4 UPDATING THE DATABASE ..........................................................................................................................2-3

2.4.1 Computer Updating of the Database ..................................................................................................2-4

2.4.2 Cartridge Exchange Updating of the Database ..................................................................................2-7

2.5 USER DEFINED DATABASE ..........................................................................................................................2-8

2.6 INTERNAL MEMORY BACKUP BATTERY ....................................................................................................2-8

2.7 DATABASE UPDATE SERVICE OPTIONS.....................................................................................................2-8

CHAPTER 3 - LEVEL 1 OPERATION.........................................................................................................................3-1

3.1 COVERAGE AREA ..........................................................................................................................................3-1

3.2 TURN-ON AND SELF TEST ............................................................................................................................3-3

3.3 DISPLAY FORMAT ..........................................................................................................................................3-9

3.4 BASIC OPERATION OF PANEL CONTROLS ..............................................................................................3-11

3.4.1 Page Selection ..................................................................................................................................3-12

3.4.2 Data Entry .........................................................................................................................................3-14

3.4.3 Alternative Waypoint Data Entry Method .........................................................................................3-15

3.4.4 The Duplicate Waypoint Page ..........................................................................................................3-15

3.5 MESSAGE PAGE ...........................................................................................................................................3-16

3.6 INITIALIZATION AND TIME TO FIRST FIX ..................................................................................................3-17

3.7 SELECTING WAYPOINTS ............................................................................................................................3-20

3.7.1 Selecting Waypoints By Identifier .....................................................................................................3-20

3.7.2 Selecting Waypoints By Scanning ....................................................................................................3-21

3.7.3 “Nearest” And “Complete” Waypoint Scan Lists ..............................................................................3-22

3.7.3.1 Nearest Airports In An Emergency ...............................................................................................3-23

3.7.3.2 Continuous Display Of Nearest Airport .........................................................................................3-24

3.7.4 Selecting Waypoint By Name Or City ...............................................................................................3-24

3.8 DIRECT TO OPERATION ..............................................................................................................................3-27

3.8.1 Direct To-Procedure 1 ......................................................................................................................3-28

3.8.2 Direct To-Procedure 2 ......................................................................................................................3-28

3.8.3 To Recenter The D-Bar ....................................................................................................................3-29

3.8.4 To Proceed Direct To Another Waypoint .........................................................................................3-29

3.8.5 Cancelling Direct To Operation ........................................................................................................3-29

3.8.6 Waypoint Alerting For Direct To Operation ......................................................................................3-29

3.9 THE NAVIGATION PAGES ...........................................................................................................................3-31

3.9.1 The Navigation 1 Page (NAV 1) .......................................................................................................3-31

3.9.2 The Super NAV 1 Page ...................................................................................................................3-32

3.9.3 The Navigation 2 Page (NAV 2) .......................................................................................................3-32

3.9.4 The Navigation 3 Page (NAV 3) .......................................................................................................3-32

3.9.5 The Navigation 4 Page (NAV 4) .......................................................................................................3-34

3.9.6 The Navigation 5 Page (NAV 5) .......................................................................................................3-34

3.9.7 The Super NAV 5 Page ....................................................................................................................3-36

3.10 SPECIAL USE AIRSPACE ALERT ..............................................................................................................3-39

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3.11 VIEWING THE WAYPOINT PAGES ...........................................................................................................3-42

3.11.1 Airport Pages ..................................................................................................................................3-42

3.11.2 The Airport 1 Page (APT 1) ............................................................................................................3-42

3.11.3 The Airport 2 Page (APT 2) ............................................................................................................3-43

3.11.4 The Airport 3 Page (APT 3) ............................................................................................................3-43

3.11.5 The Airport 4 Page (APT 4) ............................................................................................................3-45

3.11.6 The Airport 5 Page (APT 5) ............................................................................................................3-47

3.11.7 The Airport 6 Page (APT 6) ............................................................................................................3-48

3.11.8 The Airport 7 Page (APT 7) ............................................................................................................3-49

3.11.9 The Airport 8 Page (APT 8) ............................................................................................................3-49

3.11.10 The VOR Page .............................................................................................................................3-49

3.11.11 The NDB Page ..............................................................................................................................3-50

3.11.12 The Intersection Page (INT) .........................................................................................................3-50

3.11.13 The Supplemental Waypoint Page (SUP) ....................................................................................3-51

3.12 FREQUENCIES FOR NEAREST FLIGHT SERVICE STATIONS ..............................................................3-52

3.13 FREQUENCIES FOR AIR ROUTE TRAFFIC CONTROL CENTERS (ARTCC) .......................................3-52

3.14 VIEWING AND SETTING THE DATE AND TIME .......................................................................................3-53

3.15 ALTITUDE ALERTING .................................................................................................................................3-55

3.16 HEIGHT ABOVE AIRPORT ALERT ............................................................................................................3-58

3.17 REMOTE MOUNTED ANNUNCIATORS ....................................................................................................3-59

3.18 SAMPLE TRIP ..............................................................................................................................................3-60

3.18.1 Pre-Departure .................................................................................................................................3-60

3.18.2 Enroute ...........................................................................................................................................3-60

3.18.3 Terminal Area .................................................................................................................................3-61

CHAPTER 4 - LEVEL 2 OPERATION.........................................................................................................................4-1

4.1 CREATING AND MODIFYING FLIGHT PLANS .............................................................................................4-1

4.1.1 Creating A Flight Plan .........................................................................................................................4-2

4.1.2 Activating A Numbered Flight Plan .....................................................................................................4-3

4.1.3 Adding A Waypoint To A Flight Plan ..................................................................................................4-4

4.1.4 Deleting A Waypoint From A Flight Plan ............................................................................................4-5

4.1.5 Deleting Flight Plans ...........................................................................................................................4-5

4.1.6 Storing FPL 0 As A Numbered Flight Plan .........................................................................................4-6

4.2 OPERATING FROM THE ACTIVE FLIGHT PLAN .........................................................................................4-7

4.2.1 General Procedures ............................................................................................................................4-7

4.2.2 Turn Anticipation And Waypoint Alerting ............................................................................................4-8

4.2.3 Viewing The Waypoint Pages For The Active Flight Plan Waypoints .............................................4-10

4.2.4 Combining Direct To And Flight Plan Operation ..............................................................................4-10

4.2.5 The Distance/Time Pages ................................................................................................................4-11

4.2.6 The Distance/Time 1 Page (D/T 1) ...................................................................................................4-11

4.2.7 The Distance/Time 2 Page (D/T 2) ...................................................................................................4-12

4.2.8 The Distance/Time 3 Page (D/T 3) ...................................................................................................4-12

4.2.9 The Distance/Time 4 Page (D/T 4) ...................................................................................................4-13

4.3 SAMPLE TRIP ................................................................................................................................................4-15

4.3.1 Pre-Departure ...................................................................................................................................4-16

4.3.2 Enroute ..............................................................................................................................................4-16

CHAPTER 5 - LEVEL 3 OPERATION.........................................................................................................................5-1

5.1 TRIP PLANNING ..............................................................................................................................................5-1

5.1.1 The Trip Planning 0 Page (TRI 0) .......................................................................................................5-2

5.1.2 The Trip Planning 1 And Trip Planning 2 Pages (TRI 1 and TRI 2) ..................................................5-3

5.1.3 The Trip Planning 3 And Trip Planning 4 Pages (TRI 3 and TRI 4) ..................................................5-5

TOC-3

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5.1.4 The Trip Planning 5 And Trip Planning 6 Pages (TRI 5 and TRI 6) ..................................................5-6

5.2 ADVISORY VNAV OPERATION .....................................................................................................................5-7

5.2.1 VNAV For Direct To Operation ...........................................................................................................5-7

5.2.2 VNAV For Flight Plan Operation .........................................................................................................5-9

5.2.3 VNAV From the Super NAV 5 Page ...................................................................................................5-9

5.3 CALCULATOR PAGES ..................................................................................................................................5-10

5.3.1 The Calculator 1 Page (CAL 1) ........................................................................................................5-10

5.3.2 The Calculator 2 Page (CAL 2) ........................................................................................................5-11

5.3.3 The Calculator 3 Page (CAL 3) ........................................................................................................5-12

5.3.4 The Calculator 4 Page (CAL 4) ........................................................................................................5-12

5.3.5 The Calculator 5 Page (CAL 5) ........................................................................................................5-13

5.3.6 The Calculator 6 Page (CAL 6) ........................................................................................................5-14

5.3.7 The Calculator 7 Page (CAL 7) ........................................................................................................5-15

5.4 USER-DEFINED WAYPOINTS .....................................................................................................................5-16

5.4.1 Creating An Airport User Waypoint ..................................................................................................5-16

5.4.2 Creating A VOR User Waypoint .......................................................................................................5-18

5.4.3 Creating An NDB User Waypoint .....................................................................................................5-18

5.4.4 Creating Intersection Or Supplemental User Waypoints .................................................................5-18

5.4.5 Deleting User-Defined Waypoints ....................................................................................................5-20

5.5 REFERENCE WAYPOINTS ..........................................................................................................................5-21

5.6 CENTER WAYPOINTS ..................................................................................................................................5-25

5.6.1 Creating Center Waypoints And Inserting Them in Flight Plans ......................................................5-25

5.6.2 Viewing the Center Waypoints After Insertion Into A Flight Plan .....................................................5-26

5.6.3 Creating Center Waypoints After Modifying A Flight Plan ...............................................................5-27

5.7 PROGRAMMING THE TURN-ON PAGE ......................................................................................................5-28

5.8 THE STATUS PAGES ...................................................................................................................................5-29

5.8.1 Determining The Status Of The GPS Signals ..................................................................................5-29

5.8.2 Determining KLN 90B Software Status And Operational Time ......................................................5-31

5.9 MODES OF OPERATION ..............................................................................................................................5-32

5.9.1 Selecting The Leg Mode Or The OBS Mode ...................................................................................5-32

5.9.2 The Leg Mode ...................................................................................................................................5-33

5.9.3 The OBS Mode .................................................................................................................................5-34

5.9.4 Switching From The Leg Mode To The OBS Mode .........................................................................5-36

5.9.5 Switching From The OBS Mode To The Leg Mode .........................................................................5-36

5.9.6 Going Direct-To A Waypoint While in the OBS Mode ......................................................................5-37

5.9.7 Activating A Waypoint While In The OBS Mode ..............................................................................5-37

5.9.8 Changing the CDI Scale Factor ........................................................................................................5-37

5.10 THE FUEL MANAGEMENT PAGES ...........................................................................................................5-39

5.10.1 The Other 5 Page (OTH 5) .............................................................................................................5-39

5.10.2 The Other 6 Page (OTH 6) .............................................................................................................5-41

5.10.3 The Other 7 Page (OTH 7) .............................................................................................................5-41

5.10.4 The Other 8 Page (OTH 8) ............................................................................................................5-41

5.11 THE AIR DATA PAGES ..............................................................................................................................5-42

5.11.1 The Other 9 Page (OTH 9) .............................................................................................................5-43

5.11.2 The Other 10 Page (OTH 10) .........................................................................................................5-43

5.12 OPERATION OUTSIDE THE PRIMARY COVERAGE AREA ....................................................................5-44

5.13 OPERATION WITHOUT A DATA BASE CARTRIDGE ..............................................................................5-44

5.14 USING THE TAKE-HOME MODE ...............................................................................................................5-46

TOC-4

CHAPTER 6 - LEVEL 4 OPERATION.........................................................................................................................6-1

6.1 NON-PRECISION APPROACH OPERATIONS ..............................................................................................6-1

6.1.1 Selecting An Approach .......................................................................................................................6-4

6.1.2 Interpreting What You See .................................................................................................................6-5

6.1.3 Changing or Deleting An Approach Once Loaded Into The Flight Plan ............................................6-7

6.1.4 Example Approach: No Procedure Turn ............................................................................................6-8

6.1.5 Example Approach: Off-Airport Navaid ............................................................................................6-10

6.1.6 Example Approach: Radar Vectors ..................................................................................................6-12

6.1.7 Example Approach: On-Airport Navaid ............................................................................................6-14

6.1.8 Example Approach: DME Arc ...........................................................................................................6-16

6.1.9 Approach Problems ..........................................................................................................................6-19

6.2 SID/STAR PROCEDURES ............................................................................................................................6-21

6.2.1 Selecting A SID .................................................................................................................................6-21

6.2.2 Selecting A STAR .............................................................................................................................6-22

6.2.3 Editing a SID or STAR ......................................................................................................................6-23

6.2.4 Example of a SID Procedure ............................................................................................................6-25

6.2.5 Example of a STAR Procedure ........................................................................................................6-26

APPENDIX A - NAVIGATIONAL TERMS...................................................................................................................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

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The KLN 90B 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 don’t need to master all of the KLN 90B’s 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 90B to meet your particular flying requirements.

Don’t let the size of this Pilot’s 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 Pilot’s Guide also includes hundreds of sample screen figures and other illustrations to 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 90B, don’t 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 Pilot’s Guide in the aircraft to use as a reference. You never know when you may have a question you’ll want to look up.

One last thing. Don’t get so involved in learning to use the KLN 90B that you forget to fly the aircraft. 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 Pilot’s Guide to indicate that the data inside the border is flashing. An example of this is figure 3-5 where the white border around the characters ACKNOWLEDGE? and ENT is used to indicate that both are flashing.

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INTRODUCTION

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 90B is to operate, the following operational preview is presented. This operational preview assumes the KLN 90B has been properly installed, the unit was previously operational in the same general geographical location, and that no peripheral equipment interfaced with the KLN 90B (such as external HSIs, CDIs, autopilots, RMIs, 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.

2. 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 90B is being used in the take-home mode, a Take-Home Warning page is displayed before the Self Test page and must be acknowledged by pressing E.) 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 3.2 of this manual. The bottom left side of the Self Test page must display ANNUN ON to indicate that the KLN 90B has passed an internal self test.

In most KLN 90B installations the first two characters of the altimeter setting BARO 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.

Turn the right outer knob clockwise to position the cursor over the word APPROVE? if the cursor is not there already. Press E to approve the Self

Test page. (Note: If the KLN 90B 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 E .)

3. A Database page is now displayed showing the date the data base expires or the date it expired. Press E to acknowledge the information displayed on this page.

4. 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 aircraft’s present position. It shows the position both in latitude/longitude and in terms of the radial and distance from a nearby VOR. Verify that the position is correct before proceeding.

5. Press the D 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 U.S. airport, a “C” prefix for a Canadian airport, or a “P” prefix (in many cases) 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.

6. Rotate the left inner knob until the first character of the airport identifier is displayed. Turn the left outer knob one 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 E. 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 E a second time to approve the airport data.

8. 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.

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PREVIEW OF OPERATION

1-1

A basic KLN 90B system consists of a panel mounted KLN 90B GPS sensor/navigation 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 90B 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.

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CHAPTER 1 - KLN 90B SYSTEM COMPONENTS

The KLN 90B 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 database 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 database is designed to be easily updated by the user by using a laptop computer and AlliedSignal furnished 3.5 inch diskettes. The database may also be updated by removing the obsolete cartridge and replacing it with a current one.

AIRCRAFT

POWER

11/33V

KA 92 OR KA 91 ANTENNA

ALTITUDE

COMPATIBLE

FUEL

MANAGEMENT

SYSTEM

HEADING

AIR DATA

MOVING

MAP

DISPLAYS

ARTEX

ELS-10

ELT

ARINC 429 or

RS 232 INPUT

ALTITUDE ALERT AUDIO

WPT ALERT

MESSAGE

REMOTE ANNUNCIATORS

HSI

EHSI

CDI

OR OR

AUTOPILOT

RMI

CRSR

MSG

CLR ENT

KLN 90B TSO

GPS

CRSR

PUSH

BRT

APT VOR NDB INT

SUPL

NAV D/T ACTV REF CTR

CALC

STAT SETUP OTHER

NAV

FPL MODE TRIP

PULL SCAN

ALT

GS GS

NAV HDG

OBS

N A V

D F

A D F

NAV NAV

ALT HDG NAV APR APGS

ALT HDG NAV APR BC

ENG

TEST

KAP 150

RN RC PC

TRIM

M L S

359

12.6

ADF 2

11.5

G S

KI 525A

EHI 40/50

KI 206

KI 229

KNI 582

RS 232

OUTPUT

RS 232

INPUT

GRAY CODE

KLN 90B SYSTEM

GPS APR GPS CRS

REMOTE SWITCH/

ANNUNCIATORS

SELECTED

COURSE

ARINC 429 or

RS 232 INPUT

REQUIRED FOR ALL INSTALLATIONS REQUIRED FOR ALL IFR APPROACH INSTALLATIONS OPTIONAL

LEFT/RIGHT

D-BAR

1-2

Two GPS antennas can be used with the KLN 90B. One is the KA91 and the other is the KA 92. The KA 92 is used with new production KLN 90Bs and the KA 91 is used with units that have been upgraded from either a KLN 90 or a KLN 90A. They are “patch” antennas designed to always be mounted on the top of the aircraft.

The KLN 90B has analog outputs to drive the left-right deviation bar of most mechanical CDIs and HSIs. In addition, it has digital outputs to automatically drive the course pointer and display flight plan waypoints on the Bendix/King EHI 40 and EHI 50 electronic HSIs.

The Bendix/King KI 229 and KNI 582 RMIs may be interfaced to the KLN 90B to provide a display of magnetic bearing to the waypoint.

The NAV mode of the Bendix/King KFC 150, KAP 150, KAP 150H, KAP 100, KFC 200, KAP 200, KFC 250, KFC 275, KFC 300, KFC 325, KFC 400 and KFC 500 Flight Control Systems may be coupled to the KLN 90B. Many other autopilots may also be coupled to the KLN 90B. Actual autopilot performance and capability when coupled to the KLN 90B may vary significantly from one autopilot model to another.

Certain Digiflo™ and Miniflo™ 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 90B. These interfaces allow the pilot to view fuel related parameters calculated by the KLN 90B such as how much fuel will be remaining when the aircraft lands at the destination. With certain Shadin fuel management systems it is possible to update the fuel on board through the KLN 90B. In these cases a separate panel mounted interface to the fuel management computer is not required.

Compatible air data systems are available from Bendix/King and Shadin Co. An air data system is capable of providing the KLN 90B with true air speed data which is used for wind determination. The Shadin air data system also will convert heading data from the Bendix/King 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 90B 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.

Some installations may require remote annunciators to be mounted in the aircraft panel in order to indicate the status of certain KLN 90B functions. Specifically, the KLN 90B has outputs to provide annunciation for waypoint alert and message.

In installations where the KLN 90B will be used for approaches, the installations are more complicated. External switches and annunciators are required to change approach modes as well as how the KLN 90B defines the course to the active waypoint. Selected course is generally required to be provided to the KLN 90B through an HSI, CDI or EFIS.

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KA 91 GPS Antenna KA 92 GPS Antenna

CHAPTER 2 - DATABASE

One reason the KLN 90B is such a powerful navigation system is because of its extensive database. A database is an area of electronic memory used to store a large catalog of navigational and aeronautical information.

2.1 FUNCTIONS OF THE DATABASE

The database provides two primary functions. First, it makes pilot interface with the GPS sensor much easier. Rather than having to manually look up and then enter the latitude and longitude for a specific waypoint, it allows you to merely enter a simple waypoint identifier. The database automatically looks up and displays the latitude and longitude associated with the identifier. It’s obvious that the database saves a lot of tedious latitude/longitude entry and also greatly reduces the potential for data input mistakes.

The second function of the database is that it serves as a very convenient means to store and easily access a vast amount of aeronautical information. Want to know the tower frequency or the length of the runways at a specific airport? No need to look them up in a book - just turn a couple knobs and display the information right on the KLN 90B.

75°

60°

CANADA

EUROPE

2.2 DATABASE COVERAGE AREAS AND CONTENTS

The International Civil Aviation Organization (ICAO) and Aeronautical Radio, Inc. (ARINC) break the world into the ten geographic regions shown in figure 2-1. The databases for the KLN 90B have a primary and a secondary coverage area. The primary coverage areas are indicated in figure 2-1 and contain more detailed information. The secondary area contains less detailed information for the rest of the world.

Specifically, all databases contain complete information for all worldwide VORs, NDBs, and minimum safe altitudes (MSAs). For its primary area, the database contains public use and military airports which have any runway at least 1000 feet in length. For its secondary area, the database also contains airports having a hard surface runway at least 3000 feet in length. Airport communication frequencies and runway information are provided

75°

EAST EUR

60°

45°

30° 15°

0°

15° 30°

45°

60°

PACIFIC

SOUTH PAC

165°150°135°120°105°90°75°60°45°30°15°0°15°30°45°60°75°90°105°120°135°150°165°180°

Americas Database primary area

USA

LATIN AM

SOUTH AM

MID EAST

AFRICA

SOUTH PAC

International Database primary area

PACIFIC

Figure 2-1. KLN 90B Database Geographical Regions

2-1

45°

30° 15°

0°

15° 30°

45°

60°

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2-2

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only for airports in the primary area of the database. 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 list of the KLN 90B database contents:

*AIRPORTS

• Identifier

• Name

• City, State or Country

• Type (public or military)

• Latitude and Longitude

• Elevation

• Approach indicator for precision, non-precision or no instrument approach at airport

• Radar approach/departure environment indicator

• Whether airport underlies CL B, TRSA, CL C, CTA, or TMA

• Time relative to UTC (Zulu)

• Communication frequencies (VHF and HF):

ATIS Clearance delivery Tower Ground control Unicom Multicom Approach (IFR) Departure (IFR) Class B, Class C, TRSA, CTA, TMA (VFR) Center (when used for approach) Arrival Radar Director Radio AWOS (automatic weather observing station) AAS (aeronautical advisory service) ATF (Aerodrome traffic frequency) CTAF (common traffic advisory frequency) MF (mandatory frequency) Ramp control PCL (pilot-controlled lights)

• 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 database)

VORs

• Identifier

• Name

• Frequency

• DME indicator

• Class (high altitude, 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

*SID/STAR/Approach Procedures

• All compatible pilot-nav SID/STAR procedures

• Non-precision approaches (except localizer, LDA (Localizer Directional Aid), SDF (Simplified Directional Facility)) approved for overlay use. Includes all public GPS only approaches.

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, Class B, TRSA, Class C, CTA, TMA)

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 database 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.

2.3 USE OF ICAO IDENTIFIERS

2.4 UPDATING THE DATABASE

Waypoints are stored in the KLN 90B database almost exclusively by their ICAO identifiers. ICAO is an internationally accepted reference for the data. In almost all cases the proper ICAO identifiers may be taken directly from Jeppesen Sanderson or government aeronautical charts. For example, Dallas and Los Angeles VORs have the familiar ICAO identifiers DFW and LAX, respectively.

Please note that one area of potential confusion is airport identifiers in the Continental United States, Alaska, and Canada. Many airport identifiers in the database have four letters beginning with a prefix letter that corresponds to the geographic area in which it is located. The prefix letter for the Continental United States is “K”. Thus, the identifier for Dallas/Fort Worth International airport is KDFW, not DFW. This distinguishes the airport identifier from the VOR identifier. Likewise, the identifier for Los Angeles International airport is KLAX while the VOR identifier is LAX. The prefix letter for Alaska is “P” and for Canada is “C”.

NOTE: There are several exceptions in Alaska. In many cases, airports with three letter identifiers receive the prefix “P”, but there are many that don’t. The most reliable method of determining an Alaska airport identifier is to look it up from the airport name or city. See section 3.7.4, “Selecting Waypoints by Name or CIty”.

Not all airport identifiers receive the prefix letter. Airport identifiers which are combinations of letters and numbers do not receive the prefix letter. Examples of airport identifiers not using the prefix are 3C2, 7TX6, and M33.

So remember, if you are entering or looking for an airport identifier that is all letters (no numbers) then it will begin with a “K” prefix in the Continental U.S., a “P” in Alaska, or a “C” in Canada. If there are numbers in the identifier then a prefix is not used. For other areas of the world the airport identifier stored in the KLN 90B database is identical to how it is charted.

The information stored in the database would eventually become obsolete if there wasn’t some means to update it. For example, navaids can move or change frequency, new runways can be added to an airport, communication frequencies can change, and on and on.

The database is housed in a cartridge which plugs directly into the back of the KLN 90B. It is designed so that there are two ways for the user to easily keep the database current. The first is to electronically update the database by means of 3.5” diskettes supplied by AlliedSignal and a laptop computer. This method does not involve removing the KLN 90B from the aircraft’s instrument panel. A jack, usually mounted in the aircraft’s instrument panel, provides a means of interfacing the KLN 90B with the computer via an interface cable. The diskettes are not returned to AlliedSignal.

The second method of database update is to remove the old cartridge and insert a current cartridge. This method involves returning the old cartridge to AlliedSignal.

Every 28 days, AlliedSignal receives new NavData™ information from Jeppesen Sanderson. This information is processed and downloaded onto both diskettes and database cartridges. AlliedSignal 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 cartridge exchange method of database updating is used, AlliedSignal sends the update so that it arrives prior to the next effective date. The new update may be installed any time prior to the effective date and the KLN 90B will use the previous data up to the effective date and automatically begin using the new data on the effective date.

In order to get maximum utilization from the KLN 90B, AlliedSignal highly encourages you to update the database 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 database information is only assured if it is used before the end of the effectivity period. Use of out of date database information is done entirely at the user’s own risk.

2-3

Rev 1

2-4

Rev 1

2.4.1 Computer Updating Of The Database

Update information is sent to you on several 3.5” disks. In order to use this update method you must have access to an IBM compatible computer having a disk drive capable of using and booting (loading) from 3.5” 1.44 megabyte high density disks. This computer also needs to have an available COM 1 or COM 2 serial port. In addition, an optional PC Interface kit must be used. Included in the kit are a data loader jack (wired to the KLN 90B 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 database must be updated only while the aircraft is on the ground. The KLN 90B does not perform any navigation functions while the database is being updated. Since a database update takes approximately 10 minutes it is a good idea to turn off all electrical equipment on the aircraft except for the KLN 90B to avoid running down the aircraft battery.

NOTE: The disks sent to you can only be used to update

one KLN 90B, although 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 90B being used is uploaded to the disks. These disks may be used in this specific KLN 90B an unlimited number of times which could be required if you switch back and forth between the North American and International data bases during one update cycle. These disks may not, however, be used to update other KLN 90Bs. This update protection ensures that Jeppesen Sanderson is properly compensated for the use of their NavData™.

Follow these steps to update the KLN 90B:

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.

2-5

Rev 1

3. Turn on the computer being used for the database update. Insert Disk 1 into the computer’s disk drive. There can be either 2 or 3 disks used for the update so be sure the label on the outside of the disk says “Disk 1 of 2” or “Disk 1 of 3”. The program on the disk will automatically “boot” (load) and the computer screen will display “Ready” when the computer is ready to continue with the database update operation.

4. Turn on the KLN 90B. Press E as required to

approve the Self Test and Database pages. Use the left outer knob to select the Setup (SET) type pages and the left inner knob to select the SET 0 page (figure 2-2).

5. Press the left C. UPDATE PUBLISHED DB will now be displayed as in figure 2-3.

6. Press E. The database region and the expiration date of the database presently loaded in the KLN 90B is displayed (figure 2-4). If the database is out of date the word EXPIRES changes to EXPIRED.

7. Press E 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).

NOTE: In steps 5, 6, and 7, repeated presses of @will terminate the update process and bring the display back to the original SET 0 page shown in figure 2-2.

U P D A T E D A T A B A S E   O N G R O U N D O N L Y 

SET 0

U P D A T E D A T A B A S E   UPDATE PUBLISHED DB  

CRSR ent



U P D A T E  N AMERICAN DATA BASE EXPIRES 17 AUG 94 U P D A T E ? 

CRSR ent



U P D A T E D A T A B A S E   E S T . L O A D T I M E : 10 MIN A P P R O V E ?

CRSR ent

Figure 2-2

Figure 2-3

Figure 2-4

Figure 2-5

2-6

Rev 1

8. Press E to acknowledge the estimated load time and begin erasing the existing database. The unit will now display ERASING DATA BASE (figure 2-6). After the database 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 90B will indicate when the database update is complete as shown in figure 2-8. The computer screen will display the new database expiration date. You may either turn the KLN 90B off at this point or press E to restart the KLN 90B.

11. Remove the interface cable. Remove the disk from the computer. Turn off the computer.

The chances are small of having difficulty updating the database 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 90B will display LOADER NOT READY. When the problem is cor- rected this prompt is removed and the update operation can continue from where it left off.

If the wrong disk is inserted the computer screen will display “Incorrect Disk - please insert disk __.”, where the number 2 or 3 is inserted in the blank.

If an internal test fails after the data has been loaded, the KLN 90B will display CHECKSUM ERROR, DATA BASE INVALID, ACKNOWLEDGE?. Press E to acknowl- edge. The KLN 90B will then display RETRY and EXIT. Use the left outer knob to position the cursor over the desired choice and press E.

There are other error messages that may be displayed. If you have a problem that you can’t resolve, write down any error messages to aid your Bendix/King Service Center in identifying the problem.

U P D A T E D A T A B A S E   E R A S I N G D A T A B A S E 

SET 0

Figure 2-6

U P D A T E D A T A B A S E   14 PERCENT COMPLETE  

SET 0

Figure 2-7

U P D A T E D A T A B A S E   UPDATE PUBLISHED DB COMPLETED  ACKNOWLEDGE?

CRSR ent

Figure 2-8

2-7

Rev 1

1. Insert the KLN 90B insertion/removal 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. Turn the tool counterclockwise until the locking mechanism becomes loose and then continue turning counterclockwise until it just barely begins to become snug. Do not turn so far counterclockwise that the mechanism starts to bind and can no longer be turned.

3. The KLN 90B should now be loose from the rack. Pull the unit out of the rack by pulling on the sides of the radio’s front panel. DO NOT REMOVE BY PULLING ON THE KNOBS.

4. Remove the old database cartridge by pulling it straight out the back of the KLN 90B (figure 2-10).

5. Remove the new database cartridge from its shipping container. Note that the label on the cartridge indicates

PUSH

APT VOR NDB INT

SUPL

MSG

CLR

ENT

BRT

NAV

D/T

ACTV

REF

CTP.

KLN 90B TSO

GPS

FRONT LUG UP

AND BACK LUG DOWN

CALC

STAT SETUP OTHER

NAV

FPL

MODE

TRIP

CRSR

PULL SCAN

ALT

Figure 2-9

2.4.2 Cartridge Exchange Updating of the Database

To exchange the KLN 90B cartridge it is necessary to remove the KLN 90B from the aircraft’s instrument panel. The KLN 90B and the mounting rack have been designed to provide for easy removal. Follow these steps to update the database cartridge.

INSERT TO HERE

North American

P/N: 071-1469-00

AIRAC No. 8811

Document: 723-8088-11

Figure 2-10

which side is up and which end to insert into the KLN

INSERT TO HERE

90B. 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 90B (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 90B back in the rack as far as it will go.

7.Re-insert the insertion/removal tool. Turn the tool clockwise until snug. The KLN 90B 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.

8.The container which was used to ship the new cartridge to you is used to return the old cartridge back to AlliedSignal. A return shipping label is included in the container. Remove the backing from the label and place it in the address position of the shipping container.

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 returned and no additional cartridges will be sent until either the old cartridge or payment for the old cartridge is received.

North American

P/N: 071-1469-00

AIRAC No. 8811

Document: 723-8088-11

Figure 2-11

2.7 DATABASE UPDATE SERVICE OPTIONS

The following tear-out pages can be used for ordering the North American and International database update services from AlliedSignal. The forms may be mailed or faxed for your convenience.

2.5 USER DEFINED DATABASE

In addition to the published database of airports, VORs, NDBs, and intersections stored in the cartridge, you may create up to 250 other waypoints. These waypoints may be designated by you to be one of the four waypoint types above or as a waypoint not falling into one of these types. In the latter case the waypoint is called a Supplemental waypoint. Section 5.4 describes how you may create a user-defined waypoint.

2.6 INTERNAL MEMORY BACKUP BATTERY

The KLN 90B contains an internal lithium battery that is used to “keep-alive” the user-defined database as well as flight plans. This battery has a typical life of three to five years.

replaced every three years at an authorized Bendix/King Service Center.

It is highly recommended that the battery be

2-8

Rev 1

Name: Company: Address: City: State: Zip Code: Country: Telephone: ( ) FAX: ( ) Aircraft Make: Aircraft Model: ______

Please set up the service under:

MasterCard/VISA

Method of Payment

Check/Money order enclosed Wire Transfer:

Chase Manhattan Bank, NY Acct #910-2-538734

Tax may apply in some states. See pricing sheet.

Number Expires Signature

AlliedSignal GAA offers several update service options to suit your requirements. Please select the service desired, then fill out and mail this order form. Credit card orders may be faxed.

Updates from the Internet can be obtained directly by logging onto the AlliedSignal Internet site and following the instructions

provided, or by calling the telephone number below to set up an account.

Note: Updates are current for 28 days after effective date on diskette. If you select any service other than the complete 13-time service, your KLN 90B will begin alerting you after 28 days that your data base is out of date.

Send to:

AlliedSignal CAS

Data Base Update Service Mail Drop #66 400 N. Rogers Road Olathe KS 66062-1212 Telephone: (913) 768-3020 FAX: (913) 768-3904

Check One:

Complete Update Service. Provides 13 updates–one every 28 days for one year.

Six-time Update Service. Provides six updates–one every 56 days for one year.

Four-time Update Service. Provides four updates–one during each quarter for one year.

Single Update. Provides one update upon receipt of order.

Check Requested Data Base:

Americas Data Base

International Data Base

Check One:

Database Card Format

(available in U.S./Canada only)

Diskette Format

(Laptop Computer Required. See section 2 of KLN 90B Pilot’s Guide for details.)

KLN 90B Data Base Update Service Order Form

Consult Pricing Sheet (006-08794-0001) for Service Prices

BUSINESS REPLY MAIL

FIRST-CLASS MAIL PERMIT NO. 121 OLATHE, KANSAS POSTAGE WILLBE PAID BY ADDRESSEE

Fold here

NO POSTAGE

NECESSARY

IF MAILED

IN THE

UNITED STATES

ALLIEDSIGNAL COMMERCIAL AVIONICS SYSTEMS M D 66 400 NORTH ROGERS ROAD OLATHE KS 66062-9987

Tape here

CHAPTER 3 - LEVEL 1 OPERATION

This is the first of three chapters specifically dealing with operating the KLN 90B. In this chapter you will learn the basic operation of the front panel controls and then how

3.1 COVERAGE AREA

The KLN 90B was designed to provide worldwide navigation coverage from North 74°latitude to South 60°latitude (figure 3-1). Outside this area, magnetic variation must

74°

60°

45°

30°

to perform Direct To navigation (navigating from your present position direct to your desired location).

be manually entered as discussed in section 5.12. See

section 2.2 for the database coverage areas.

74°

60°

45°

30°

15°

0°

15° 30°

45°

60°

Figure 3-1 KLN 90B Navigation Coverage Area

IMPORTANT:

Special installation procedures must be followed in order for the KLN 90B to be certified for IFR use.

Consult the KLN 90B Flight Manual Supplement for the operating limitations of this unit.

15°

0°

15° 30°

45°

60°

3-1

Rev 1

CRSR

MSG

CLR ENT

KLN 90B TSO

GPS

CRSR

PUSH

BRT

APT VOR NDB

INT

SUPL

NAV D/T

ACTV

REF CTR

CALC STAT

SETUP

OTHER

NAV

FPL

MODE

TRIP

PULL SCAN

LEFT OUTER

MESSAGE

DIRECT TO

CLEAR

ENTER

RIGHT OUTER

LEFT INNER

RIGHT INNER

LEFT CURSOR POWER/BRIGHTNESS

RIGHT

CURSOR

NAV 1|enr-leg |APT 1

ALT

ALTITUDE

KLN 90B CONTROLS

Figure 3-2

3.2 TURN-ON AND SELF TEST

Enough of the preliminaries. Let’s get started into actually turning the KLN 90B on and using it! Figure 3-2 will fold out and allow you to use it as a reference as you read this chapter, especially if you don’t have a KLN 90B immediately at hand. The steps below take a lot of words to explain, but you will find that in actual use you will accomplish these steps in just a few moments.

NOTE: When power is applied to the KLN 90B it always “wakes up” in the Enroute-Leg mode. Only the EnrouteLeg mode is described in this chapter. In this mode the KLN 90B performs great circle navigation (the shortest distance between two points located on the earth’s surface). The course deviation output displayed on the unit’s internal course deviation indicator (CDI) and provided to an external HSI or CDI is five nautical miles left and right, full scale sensitivity. The other modes of the unit are

described in section 5.9 and in chapter 6.

1.Turn-on the KLN 90B by pressing the power/brightness 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 3-3). During this time the KLN 90B performs an extensive internal test. The ORS (Operational Revision Status) level number in the upper right corner of the display should match the ORSlevel indicated on the first page of this Pilot’s 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 is in view. The procedure for doing this is described in

section 5.7.

When the internal test is complete, the Turn-On page will automatically be replaced by the Self Test page (figure 3-4). Note: if the KLN 90B is operating in the take-home mode, the Take-Home Warning page (figure 3-5) is displayed first and must be acknowledged by pressing tion on the Take-Home mode.

E. See section 5.14 for more informa-

GPS ORS 20 c1994 ALLIEDSIGNAL INC  

 

SELF TEST IN PROGRESS

Figure 3-3

enr-leg CRSR

Figure 3-4

3.Adjust the display brightness to the desired level by rotating the power/brightness knob. Clockwise rotation increases brightness and counterclockwise rotation decreases brightness.

4.Verify that the data displayed on 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 90B. If the KLN 90B is not connected to any other equipment in the aircraft, you may skip to step 5.

WARNING:

SYSTEM IS IN TAKE- HOME MODE: DO NOT USE FOR NAVIGATION 

ACKNOWLEDGE? enr-leg ent

Figure 3-5

3-3

Rev 1

3-4

Rev 1

The distance field (DIS) always displays 34.5 NM (nautical miles). If the KLN 90B is interfaced to a compatible indicator that displays DME distance, the indicator should be displaying 34.5 nautical miles.

If the KLN 90B is interfaced with a mechanical 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. In some EFIS installations the D-bar may be deflected one third of full scale. This is due to the different CDI scale factors that are used. The TO/FROM indicator should be showing FROM.

If the KLN 90B is interfaced with a NAV indicator such that the KLN 90B 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 OBS OUT field always displays 315 degrees and is only applicable when the KLN 90B is interfaced with an HSI which has a driven course pointer capable of being driven by the KLN 90B. This type of HSI is normally found in jets and turboprops. If this type of NAV indicator is interfaced to the KLN 90B, the course pointer on the NAV indicator should be driven to 315 degrees and both the OBS IN and OBS OUT fields should be displaying 315 degrees.

The RMI field always displays 130 degrees. If the KLN 90B 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 90B.

5. If the KLN 90B has passed the internal self test, the bottom left side of the Self Test page will display ANNUN ON to indicate that the external annunciators, if installed, should all be illuminated. If instead, a flashing TEST FAIL is displayed, recycle power to the KLN 90B. If the Self Test page still displays TEST FAIL, the KLN 90B requires repair and should not be used for navigation.

3-5

Rev 1

The KLN 90B needs to have the correct time, date, and position to be able to determine which satellites should be in view. This information is stored in the battery backed memory of the KLN 90B so it is not normally required to update it. If the KLN 90B has the correct time, date, and position, then the time to first fix will usually be just a couple of minutes or less. If this information is not correct, then the KLN 90B will start to look for any satellites. Eventually, the KLN 90B will find enough satellites to determine the position of the aircraft. This process can take as long as 12 minutes but will normally be around 6 minutes. It is possible for you to update this information manually which will allow the KLN 90B to reach a NAV ready status much faster. To set the time and date follow steps 6 and 7. If the date and time are correct, or acquisition time is not important, then skip to step 8.

6. If the date is incorrect, rotate the right outer knob counterclockwise until the cursor is over the entire date field (figure 3-6). Rotate the right inner knob until the correct day of the month is displayed (figure 3-7). Then, rotate the right outer knob one step clockwise to place the flashing part of the cursor over the month field (figure 3-8). Rotate the right inner knob to display the correct month (figure 3-9). 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 3-10). 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 3-11). When the date is correct, press E.

7. If it is necessary to reset the time, use the right outer knob to position the cursor over the time zone field (figure 3-12). Use the right inner knob to select the desired time zone (figure 3-13). The following are the time zones which the KLN 90B is capable of displaying:

UTC Coordinated Universal Time (Zulu) GST Greenland Standard Time (UTC - 3) GDT Greenland Daylight Time (UTC - 2) ATS Atlantic Standard Time (UTC - 4) ATD Atlantic Daylight Time (UTC - 3) EST Eastern Standard Time (UTC - 5) EDT Eastern Daylight Time (UTC - 4) CST Central Standard Time (UTC - 6) CDT Central Daylight Time (UTC - 5) MST Mountain Standard Time (UTC - 7) MDT Mountain Daylight Time (UTC - 6) PST Pacific Standard Time (UTC - 8) PDT Pacific Daylight Time (UTC - 7) AKS Alaska Standard Time (UTC - 9) AKD Alaska Daylight Time (UTC - 8) HAS Hawaii Standard Time (UTC - 10) HAD Hawaii Daylight Time (UTC - 9) SST Samoa Standard Time (UTC - 11) SDT Samoa Daylight Time (UTC - 10)

|DATE/TIME | 31 JUL 94 |08:10:14CST |ALT 1100ft |BARO:29.92" |

CRSR

CRSR

CRSR

CRSR

CRSR

CRSR

CRSR

CRSR 

Figure 3-6 Figure 3-7

Figure 3-8 Figure 3-9

Figure 3-10 Figure 3-11

Figure 3-12 Figure 3-13

3-6

Rev 1

You will be able to change the time zone any time you desire on several other pages, so don’t worry if you’re 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 3-14). Use the right inner knob to select the correct hour (figure 3-15). 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 turn the right outer knob one step clockwise to position the flashing part of the cursor over the first minute’s position (figure 3-16). Turn the right inner knob to select the desired value. Turning the right outer knob one more step clockwise positions the flashing part of the cursor over the second minute’s position, and the right inner knob is now used to finalize the time selection (figure 3-17). When the correct time has been entered, press E to start the clock running. Don’t worry that you can’t update the seconds. The KLN 90B 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 baro set field if the cursor is not there already (figure 3-18). The last KLN 90B baro setting entered is displayed. If the correct altimeter setting is displayed skip to step 10 after reading the following notes.

NOTE: The KLN 90B will use an altitude input from an altitude encoder or air data computer. Since the altitude from these devices is usually pressure altitude, an altimeter baro correction is required to ensure maximum accuracy. This altitude input is used for altitude related features of the KLN 90B. Therefore, it is important to keep the altimeter baro setting updated on the Self Test page when power is first applied to the KLN 90B and on the Altitude page each time a new baro correction is made to the aircraft’s altimeter.

NOTE: The units of the altimeter baro setting may be changed at a later time from inches to millibars on the SET 7 page.

NOTE: The altimeter baro set field will not be a cursor field if the KLN 90B is interfaced to certain air data/altimeter systems which update the baro set field when the aircraft’s altimeter baro setting is updated.

CRSR

CRSR

CRSR

CRSR

CRSR

Figure 3-14

Figure 3-15

Figure 3-16

Figure 3-17

Figure 3-18

3-7

Rev 1

9. To enter the correct baro setting, rotate the right inner knob to select the first two digits of the correct altimeter setting (figure 3-19). 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 baro setting (figure 3-20). Now press E.

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 3-21). Press E to approve the Self Test page. If the KLN 90B altitude alert audio is utilized in the installation, five beeps should be heard when the Self Test page is approved. The alert audio volume may later be adjusted on the SET 9 page. (Note: If the KLN 90B is installed for VFR only operation, a VFR only warning page is displayed after the self test page has been approved (Figure 3-22). This warning page must be acknowledged by pressing E .) If the KLN 90B is installed with an external GPS CRS switch and the switch is in the OBS position, then the OBS warning page will be displayed (figure 3-23). The GPS CRS switch should be pushed so that the LEG mode is selected.)

12. The Database page will now be displayed with the cursor over ACKNOWLEDGE?. Line 1 indicates the coverage area of the database being used. If the database is current, line 3 will show the date when the database expires (figure 3-24).

If the database is out of date, line 3 shows the date that it expired (figure 3-25). The KLN 90B will still function with an out of date database; however, you must exercise extreme caution and always verify that the database information is correct before using information from an out of date database.

Press E to acknowledge the information on the Database page.

WARNING: The accuracy of the database information is assured only if the database is current. Operators using an out of date database do so entirely at their own risk.

CRSR

CRSR

CRSR

Figure 3-19

Figure 3-20

Figure 3-21

Figure 3-22

Figure 3-25

N AMERICAN

DATA BASE EXPIRED 04 JUL 94 ALL DATA MUST BE  CONFIRMED BEFORE USE

ACKNOWLEDGE? enr-leg ent CRSR

  FOR VFR USE ONLY  

ACKNOWLEDGE? ent CRSR

Figure 3-23

WARNING SYSTEM IS IN OBS MODE

PRESS GPS CRS BUTTON TO CHANGE TO LEG MODE

enr:016

Figure 3-24

N AMERICAN DATA BASE EXPIRES 29 AUG 94  

ACKNOWLEDGE? enr-leg ent CRSR

The NAV 2 page (present position) is now automatically displayed on the left side of the screen and the waypoint page for the waypoint which was active when the KLN 90B was last turned off will be displayed on the right side (figure 3-26). 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 90B 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 possible that the present position will be dashed. It can take the KLN 90B several minutes to acquire the GPS satellites and to make its initial calculation of your position. When the KLN 90B reaches a NAV ready status and is able to navigate, the NAV 2 page will display your present position in two ways (figure 3-27). The bottom of the page will display the aircraft’s latitude and longitude. Above the latitude/longitude position is the present position expressed as the distance and radial from a nearby 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.

PRESENT POS|=KHIF |CLR 124.10

--- ---^fr |GRND 121.60

---- -nm |TWR 126.20

- --^--.--'|APR 121.10

----^--.--'|DEP 121.10 NAV 2 enr-leg APT 4

Figure 3-26

PRESENT POS| | OGD 122^fr|

8.2nm| N 41^07.60'| W111^58.30'|

NAV 2

Figure 3-27

NOTE: In order to reach a NAV ready status, the aircraft must be away from obstructions blocking the GPS antenna’s view of required satellites. If the KLN 90B fails to reach a NAV ready status within five minutes, refer to section 3.6, “Initialization and Time To First Fix”.

NOTE: When the KLN 90B is interfaced with certain Shadin fuel flow computers, the KLN 90B will present the following message after the start-up sequence:

SET FUEL ON BOARD

ON OTH 5 IF NECESSARY

Turn to section 5.10.1 for details on this operation.

3-8

3-9

Rev 1

3.3 DISPLAY FORMAT

The KLN 90B uses a Cathode Ray Tube (CRT) display. The display screen is divided into segments. These segments are formed by horizontal and vertical lines on the screen. Most of the time there are five segments as shown in figure 3-28. There are occasionally times when there are only four segments (figure 3-29) or one large segment (figure 3-30).

Aeronautical information (also called “data”) is presented on the screen in the form of “pages”. A page is a presentation of specific data in an organized format. Various page “types” are used to display related kinds of data. For example, one page type is NAV (navigation). NAV pages show information such as distance, groundspeed, bearing, course, and other data relating to navigation. Another page type is APT (airport). APT pages contain information pertinent to a specific airport such as name, location, elevation, runways, and communication frequencies. There are numerous page types used to display the KLN 90B’s vast capabilities.

Normally, when the screen is divided into five segments, the KLN 90B displays two pages at one time. These pages are presented in the upper left and upper right segments of the screen. In figure 3-31 the upper left segment (A) is showing a Navigation page and the upper right segment (B) is showing an Airport page. The lower left segment (C) indicates which specific page is being displayed on the left side. NAV 2 indicates that the Navigation 2 page is being presented on the left side of the screen. An Airport 4 page is being shown in the upper right segment of the display (B) and is identified as such with the APT 4 characters in the lower right segment (D). The page identification includes a number appended to the page type when there is more than one page for a page type, such as in the two examples of pages shown in figure 3-31. There is no number displayed in the page identifier if there is only one page for a particular page type. The VOR page identification in figure 3-32 shows that there is only one VOR page.

You might think of the page types as the chapters in a book and the page numbers as the pages within a chapter. Just as a chapter in a book may have from one to many pages, a KLN 90B page type may have from one to 26 pages associated with it. There are, for example, 26 Flight Plan pages (FPL0, FPL1, FPL2,...,FPL25) in the Flight Plan type and eight Airport pages (APT 1, APT 2, ..., APT 8) in the Airport type. There is one VOR page in the VOR type.

Figure 3-33 shows another example of an Airport 4 page. As you have previously seen, the Airport 4 page is always used to show airport communication frequencies. Notice the “+” sign in the APT+4 identification. Whenever a “+” sign is part of a page identifier there will be two or more



| JAN D |JACKSON | H |112.60 5^E |N 32^30.44' |W 90^10.05'

VOR

APT[4



PRESENT POS|=KHIF |CLR 124.10 OGD 122^fr|GRND 121.60

8.2nm|TWR 126.20 N 41^07.60'|APR 121.10 W111^58.30'|DEP 121.10

NAV 2 enr-leg msg APT 4

(A) (B)

Figure 3-32

Figure 3-33

Figure 3-28

Figure 3-29

Figure 3-31

Figure 3-30

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 334 shows the second APT 4 page forKMKC(Kansas City Downtown airport).

The lower center segment (E) of the display (figure 3-31) is used to present four different kinds of information. The first seven spaces of this segment indicate the mode in which the KLN 90B is operating. In figure 3-31, ENR- LEGdesignates the unit is in the Enroute-Leg mode of operation. The Enroute-Leg mode is the normal mode of operation. The OBS mode is described in section 5.9 and the approach modes are described in chapter 6. These other modes are used primarily for approach operations.

The last three spaces of segment (E) are usually blank but may contain the characters MSGor ENT. The characters MSGin figure 3-35 indicate that there is a message to be viewed on the Message page - accomplished by pressing M. The characters ENT will flash in these spaces when it is necessary to press Eto complete various kinds of operations (figure 3-36).

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 returns to its previous display. An example of a status line message is shown in figure 3-37. A complete listing of status line messages is contained in appendix C of this Pilot’s Guide.

| KMKC |APR 119.00 |DEP 119.00 |  |  | 

APT[4

Figure 3-34

PRESENT POS|=KHIF |CLR 124.10 OGD 122^fr |GRND 121.60

8.2nm |TWR 126.20 N 41^07.60'|APR 121.10 W111^58.30'|DEP 121.10

NAV 2 enr-leg msg APT 4

Figure 3-35

enr-leg ent CRSR

Figure 3-36

; 1 KMKC | < 2 BUM | 3 OSW |ENTER REF 4 TUL |WPT: ABC 5 KTUL |  | 

FPL 0 NO SUCH WPT REF

Figure 3-37

3-10

Rev 1

3.4 BASIC OPERATION OF PANEL CONTROLS

Remember that figure 3-2 is on a fold-out page that you may want to refer to as you read this chapter.

The KLN 90B has five knobs and seven buttons which are used to perform all operations. In general, the two concentric knobs and the cursor button (C) located on the left side of the unit are used to select pages and enter data on the left side of the screen. Likewise, the two concentric knobs and the cursor button on the right side of the unit are used to select pages and enter data on the right side of the screen.

The cursor is an area of inverse video (dark characters on a light background) on the screen. Many pages allow you to add, delete, or change data on the screen by first pressing the appropriate Cbutton (left Cfor left side of screen and right Cfor right side) to turn the cursor function on and bring the cursor on the screen. The appropriate knobs are then used to enter the data. When a cursor is on the screen, the page name normally shown in the lower left and right segments is replaced with a CRSRannunciation in inverse video (figure 3-38). The cursor is over the identifier TUL. Not all pages allow you to make data entry and therefore pressing the C button while these pages are displayed will have no effect.

1 KMKC | 2 BUM | 3 OSW | 4 TUL | 5 KTUL | |

CRSR

Figure 3-38

There are times when the cursor is flashing. Figure 3-36 shows an example of how a white border is used in this Pilot’s Guide to depict a flashing cursor (over APPROVE?). In addition, figure 3-36 shows an example of how a white border around normal text in this Pilot’s Guide is used to depict normal characters flashing. The letters ENTare flashing but are not in inverse video.

3-11

Rev 1

3-12

Rev 1

3.4.1 Page Selection

It’s now time for learning to select a desired page.

NOTE: The cursor function, which is controlled by the left and right C(cursor) buttons, is not used in selecting pages and the Cbuttons should not be pressed at this time. If CRSR is annunciated in the lower left or right segments of the display, press the left or right Cbutton (as appropriate) to turn 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 Page Name Page Numbers

TRI TRIP Trip Planning 0-6

MOD MODE Mode 1-2

FPL FPL Flight Plan 0-25 NAV NAV Navigation 1-5 CAL CALC Calculator 1-7 STA STAT Status 1-5 SET SETUP Setup 0-9 OTH OTHER Other 1-4*

*up to 10 with fuel management system and air data interfaces

Remember that the page type for the left side is always annunciated 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 clockwise selects the page type in the top-to-bottom order shown above. Rotating the left outer knob counterclockwise selects the page type in the opposite order. 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 clockwise will display the CAL page that you last viewed-we’ll say the Calculator 1 page. Turning the left inner knob four steps clockwise or three steps counterclockwise will bring you to the CAL 5 page. Got it?

3-13

Rev 1

Page Annunciation Knob Annunciation Page Name Page Numbers

CTR CTR Center Wpt. 1-2 REF REF Reference Wpt. None ACT ACTV Active Wpt. **

D/T D/T Distance/Time 1-4 NAV NAV Navigation 1-5 APT APT Airport Wpt. 1-8

VOR VOR VOR Wpt. None

NDB NDB NDB Wpt. None

INT INT Intersection Wpt. None

SUP SUPL Supplemental Wpt. 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 we’ll discuss how the right inner knob in the “out” position performs a waypoint scan function.

NOTE: In this Pilot’s Guide the right smaller knob is assumed to be in the “in” position unless it specifically 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 “in” position.

You’ve 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:

3-14

Rev 1

3.4.2 Data Entry

Now that you’ve learned how to 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 3-39), press C (left C for left page or right C for right page) to turn on the cursor function (figure 3-

40).

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 3-41).

3. Rotate the appropriate inner knob to select the first character of the waypoint identifier (figure 3-42).

4. Turn the appropriate outer knob one step clockwise to move the cursor to the second character position (figure 3-43).

5. Rotate the inner knob to select the second character (figure 3-44).

6. Use the outer and inner knobs in this manner until the complete waypoint identifier is displayed (figure 3-45). Note that you may not have to enter the last characters of the identifier because each time you enter a character, the KLN 90B offers you the first identifier in the database beginning with the characters you have entered.

7. If ENT is flashing in the lower middle segment of the display, then press E. This will display a waypoint page on the right side of the screen for the waypoint identifier you just entered (figure 3-46).

8. Verify the waypoint information displayed, and then press E again to approve the waypoint page. The right side will return to the page previously displayed (figure 3-47).

KLAX -KOAK | 293nm 305^| 180kt 1:38| FF: 00030.0| RES:00025.0| F REQ 73.9|

TRI 3

KLAX -KOAK |

293nm 305^| 180kt 1:38| FF: 00030.0| RES:00025.0| F REQ 73.9|

CRSR

KLAX -KOAK | 293nm 305^| 180kt 1:38| FF: 00030.0| RES:00025.0| F REQ 73.9|

CRSR

KLAX -K | 293nm 305^| 180kt 1:38| FF: 00030.0| RES:00025.0| F REQ 73.9|

CRSR

KLAX -K | 293nm 305^| 180kt 1:38| FF: 00030.0| RES:00025.0| F REQ 73.9|

CRSR

KLAX -KR |  293nm 305^| 180kt 1:38| FF: 00030.0| RES:00025.0| F REQ 73.9|

CRSR

CRSR enr-leg ent NAV 1

CRSR enr-leg ent APT 1

KLAX -KRNO | $=KMYF  340nm 334^|+++++Ê+++++

180kt 1:53|DIS 360nm

FF: 00030.0|GS 180kt RES:00025.0|ETE 2:00 F REQ 81.7|BRG 253^

CRSR enr-leg NAV 1

Figure 3-39

Figure 3-40

Figure 3-41 Figure 3-42

Figure 3-43

Figure 3-44

Figure 3-45

Figure 3-46

Figure 3-47

3-15

Rev 1

3.4.3 Alternative Waypoint 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 3-48). When E is pressed, the waypoint field on the left will contain the flashing identifier of the waypoint that is displayed on the right side (figure 3-49). To finalize the section, E is pressed again (figure 3-50).

3.4.4 The Duplicate Waypoint Page

There are some waypoints in the database 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 3-52). 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 database 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 Duplicate Waypoint page perform the following steps:

1. Press D

2. Turn the left inner knob to select the letter “D” as a

waypoint identifier (figure 3-51). “D” is the full identifier of several waypoints in the KLN 90B database.

3. Press E. The Duplicate Waypoint page will be dis-

played on the left side (figure 3-52). At the time of this writing, there were ten waypoints in the database having the identifier “D”. As in this example, if there are more than four waypoints having the same identifier, only the first four are initially shown. The list includes an NDB in Canada, an NDB in Cuba, an NDB in the United States, and an NDB in Libya. The cursor will be over the first waypoint listed. They are listed with the waypoint closest to the aircraft’s present position displayed first and the waypoint farthest from the aircraft displayed last. To view the rest, rotate the left outer knob clockwise. Doing so will move the flashing cursor over waypoints two, three, and four and then will cause the waypoint list to “scroll” so that the other waypoints in the list may be seen. To select the desired waypoint, move the cursor over the appropriate choice (figure 3-53).

4. Press E to view the waypoint page for the selected

waypoint (figure 3-54).

5. Press E to approve the waypoint page.

P.POS-KLAX | KLAX 57nm 175^|LOS ANGELES

180kt 0:13| INTL

FF: 00030.0|CL B RES:00025.0|N 33^56.55' F REQ 34.4|W118^24.43'

CRSR enr-leg APT 1

CRSR

DIRECT TO: | D |BEIJING D | |FREQ 387 |N 40^04.00' |E116^34.50'

CRSR enr-leg ent NDB

DIRECT TO: | | D | | | |

CRSR

D 11| TYPE AREA|

1 NDB CAN?|

2 NDB CUB?| 3 NDB USA?| 4 NDB LBY?|

CRSR

CRSR enr-leg APT 1

CRSR enr-leg ent APT 1

Figure 3-48

Figure 3-49

Figure 3-50

Figure 3-51 Figure 3-52

Figure 3-54

Figure 3-53

3.5 MESSAGE PAGE

Whenever the KLN 90B determines that there is a situation that requires your attention, the MSG prompt begins flashing in inverse video at the bottom of the display just to the right of the mode of operation (figure 3-55). A remote message annunciator may also be installed in the aircraft instrument panel. You should view the message at your earliest opportunity because the unit may be alerting you to some condition of immediate concern to its condition or to your flight. To view the message, press M. The MSG page, which takes the whole width of the display, will appear and show the new message (figure 3-

56). Appendix B of this Pilot’s Guide contains a listing of all the Message page messages and their meanings. It is possible that several messages are displayed at one time on the Message page. The newest message appears first and the rest in reverse chronological order.

After reading the message, press Magain to return to the pages which were previously in view. If all of the messages cannot be displayed on one Message page, repeated presses of Mwill show the other messages before returning to the pages which were previously being viewed. Whenever a message condition exists which requires a specific action by you, the message prompt will remain on but not flashing.

PRESENT POS|=KMKO |UNIC 122.80 OKM 086^fr|CTAF 122.80

24.4nm|PCL 122.80 N 35^39.78'|CTR 127.30 W 95^22.05'|

NAV 2 enr-leg msg APT 4

Figure 3-55

INSIDE SPC USE AIRSPACE A-564 ALRT BELOW 2000ft   

enr-leg msg

Figure 3-56

3-16

Rev 1

3.6 INITIALIZATION AND TIME TO FIRST

FIX

Since the KLN 90B stores its position and other required parameters in memory when power to the unit is removed, it is seldom necessary to aid the unit in reaching a NAV ready condition. The time required from power on until the KLN 90B determines its present position and is therefore ready to navigate is called “time to first fix.” The time to first fix is normally a few minutes or less. In order for the KLN 90B to reach a NAV ready condition, it is necessary to meet the following conditions:

1.The KLN 90B’s “almanac” data must be current.

Almanac data is crude orbital information for all the satellites and is used for initial acquisition when the KLN 90B is first turned on. This data is stored in the KLN 90B’s non-volatile memory and is considered current for up to six months. Each satellite sends almanac data for all satellites. Since the KLN 90B routinely updates the almanac data during normal operation, the almanac data will become out of date only if the KLN 90B hasn’t been used for the previous six months or longer. Collecting new almanac data takes place automatically if the data is more than six months old. If the almanac data is out of date and needs to be collected, the KLN 90B will take a few minutes to acquire your present position (usually about six (6) minutes, but not more than 12 minutes). The Self Test and Database pages should be approved.

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.

3.It is very helpful for the KLN 90B to have the correct

time, date and position to be able to determine which satellites should be in view. This information is stored in the battery backed memory of the KLN 90B so it is not normally required to update it. If the KLN 90B has the correct time, date and position, then the time to first fix will usually be less than two (2) minutes. If this information is not correct, then the KLN 90B will start to look for any satellites. Eventually, the KLN 90B will find enough satellites to determine the position of the aircraft. This process can take as long as 12 minutes. It is possible for you to update this information manually which will allow the KLN 90B to reach a NAV ready status much faster. To set the time and date follow steps 6 and 7 in section 3.2, “Turn-On and SelfTest.” If it is necessary to update the position then use the following steps. Remember, if acquisition time is not important then it is not necessary to update the time, date or position.

3-17

Rev 1

3-18

Rev 1

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 3-57).

2. Press the left C to bring the cursor on the page over

the WPT field (figure 3-58).

3. Use the left inner knob to enter the first character of

the identifier for the airport where you are presently located or the identifier of a navaid or other airport which is close to you. Remember, if you are entering an airport identifier that is all letters (no numbers), then it will begin with a “K” prefix in the Contiguous U.S., a “P” in Alaska, or a “C” in Canada. If there are numbers in the identifier then a prefix is not used. Outside the Contiguous U.S., Alaska, and Canada, use the airport identifiers as they are charted.

4. Rotate the left outer knob one step clockwise to move

the flashing portion of the cursor to the second position and then use the left inner knob to enter the second character of the identifier.

5. Complete entering the rest of the identifier using the

left knobs in the same manner as in step 4 (figure 3-

59).

6. Press E to view the waypoint page on the right side.

7. Press E again to confirm the waypoint page.

NOTE: As an alternative, you can also enter the approximate latitude and longitude of your present position directly 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 3-60).

9. Press E.

INIT POSN | WPT: | N 37^39.00'| W 97^25.97'| 0 KT 308^| |

SET 1

Figure 3-57

INIT POSN | WPT: | N 37^39.00'| W 97^25.97'| 0 KT 308^| |

SET 1

Figure 3-58

INIT POSN | WPT: KMKC | N 37^39.00'| W 97^25.97'| 0 KT 308^| |

SET 1

Figure 3-59

INIT POSN | WPT: KMKC | N 39^07.40'| W 94^35.55'| 0 KT 308^|

CONFIRM? |

CRSR

Figure 3-60

3-19

Rev 1

NOTE: The groundspeed

(KT)

and heading ( °) fields are not used for actual initialization in an aircraft. However, if the KLN 90B is in the take-home mode, entering a groundspeed will allow the KLN 90B to “fly” 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 re-initialize the KLN 90B 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 90B 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.

3-20

Rev 1

3.7 SELECTING WAYPOINTS

There are five types of waypoints: airports, VORs, NDBs, intersections, and supplemental. Waypoints in the published database (those in the cartridge) fall into one of the first four types. Remember that you can create up to 250 of your own waypoints which you may designate as one of the first four types or you may designate it as a supplemental waypoint which simply means that it is a miscellaneous waypoint that doesn’t fit into one of the other categories.

There are three methods you may use to select a specific waypoint for viewing. You may enter the waypoint’s identifier directly, you may scan through the waypoint identifiers in alphabetical order, or, you may enter the waypoint’s name. If the waypoint is an airport, you may also select it by entering the city where the airport is located.

3.7.1 Selecting Waypoints By Identifier

The most direct way of selecting a specific waypoint is to simply enter the waypoint’s identifier directly on the appropriate waypoint page type (APT, for example). Let’s use San Antonio International airport whose identifier is KSAT as an example to illustrate how this is done.

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 3-61). (Actually, the airport identifier can be entered on any of the eight Airport pages but we’ll use the APT 1 since it displays the airport name.)

2. Press the right C to bring the cursor on the screen

over the first character in the airport identifier (figure 3-

62). The right inner knob should be pushed in the “in” position.

3. Turn the right inner knob to select a “K” (figure 3-63).

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 posi-

tion the cursor over the second character in the airport identifier (figure 3-64).

5. Use the right inner knob to select the second charac-

ter, “S” (figure 3-65).

6. Use the right outer and right inner knobs in the same

manner as above to select the “A” and the “T” (figure 3-66). You are now viewing the APT 1 page for KSAT.

7. Press the right C to remove the cursor from the

right page. The APT 2, APT 3, APT 4, APT 5, APT 6, APT 7 and APT 8 pages may be viewed by rotating the right inner knob.

| B19 |BIDDEFORD |MUN | |N 43^27.84' |W 70^28.38'

APT 1

| B19 |BIDDEFORD |MUN | |N 43^27.84' |W 70^28.38'

CRSR

| K00 |HALL |  | |N 32^30.97' |W 96^14.20'

CRSR

| K00 |HALL |  | |N 32^30.97' |W 96^14.20'

CRSR

| KS01 |HOXIE- |SHERIDAN | |N 39^22.17' |W100^26.08' 

CRSR

|W 98^28.19' CRSR

Figure 3-61 Figure 3-62

Figure 3-63

Figure 3-64

Figure 3-65 Figure 3-66

3-21

Rev 1

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 “K”), the KLN 90B searches its database to offer the first waypoint in the database which begins with the characters you have already entered. Since the KLN 90B considers numbers lower in order than letters, K00 is the first airport identifier in the database beginning with a “K”. Let’s do one more example to show how this database search can save you time and effort.

For the second example let’s select Bloomington VOR whose identifier is BMI.

1. Make sure you have turned the right cursor off from

the previous example. Now rotate the right outer knob to display a VOR type page (figure 3-67).

2. Press the right C to bring the cursor on the screen

over the first character in the VOR identifier (figure 3-

68).

3. Enter a “B” with the right inner knob (figure 3-69).

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 3-70). Surprise! When you entered the “M”, the KLN 90B searched its database for the first VOR identifier beginning with “BM” and found BMI. You didn’t have to enter the last character. Many times you will only have to enter several characters of the waypoint identifier and the KLN 90B will furnish the rest.

5. Press the right C when you are done entering data

so you can view other pages.

3.7.2 Selecting Waypoints By Scanning

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.

2. Pull the right inner knob to the "out" position.

3. Turn the right inner knob clockwise to scan through

the waypoints in alphabetical order, or counterclockwise to scan in reverse alphabetical order. Remember that numbers are considered lower in order than letters. Thus, the airport identifier K98 comes before KAAF.

The faster you turn the knob while scanning, the larger the step through the waypoints. This variable rate scanning allows you to get from one end of the list to the other very quickly. When the knob is turned slowly, you will go through the waypoints one at a time.

| JAN D |JACKSON | H |112.60 5^E |N 32^30.44' |W 90^10.05' 

VOR

| JAN D |JACKSON | H |112.60 5^E |N 32^30.44' |W 90^10.05'

CRSR

| BAC D |BANDA ACEH | U |113.40 1^W |N 5^31.35' |E 95^25.34' 

CRSR

| BMI  |BLOOMINGTON | L |108.20 3^E |N 40^28.85' |W 88^55.87'

CRSR

Figure 3-67 Figure 3-68

Figure 3-69

Figure 3-70

3-22

Rev 1

3.7.3 “Nearest” And “Complete” Waypoint Scan

Lists

There are actually two waypoint scan lists for airports, VORs, and NDBs. These two lists are the “complete” list and the “nearest” list. The complete list contains all of the waypoints in the database 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 “nearest” 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 (turn the knob counterclockwise) through the complete list to reach the nearest list. 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 3-71) while “NR 9” indi- cates the ninth nearest (figure 3-72). As you scan clockwise “NR 1, NR 2, NR 3,...,NR 9”, the next scan position 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 addition, 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 8) for that airport are available for display by making sure the right inner knob is pressed in and then turning it to select the desired airport page.

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 specify 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 3-73).

2. Press the left C to turn on the left cursor function.

The cursor will appear over the minimum runway length field.

3. Use the left inner knob to select the minimum length

runway desired for the airport to qualify for the nearest airport list (figure 3-74). Values between 1000 feet and 5000 feet in 100 foot increments may be selected.

4. Rotate the left outer knob one step clockwise to posi-

tion the cursor over the runway surface criteria (figure 3-75).

| KHPN nr 1 |WESTCHESTER | CO | 6548' HRD |L 003^t] | 04.1nm 

APT 1

| KCDW nr 9 |ESSEX CO |  | 4553' HRD |LPC 267^t] | 27.7nm 

APT 1

Figure 3-71 Figure 3-72

HRD SFT|

SET 3

HRD SFT|

CRSR

Figure 3-73 Figure 3-74

HRD SFT|

CRSR

Figure 3-75

5.Turn the left inner knob to select either HRD SFTor to select HRD. If HRD SFTis chosen, then both hard and soft surface runways meeting the required runway length will be included in the nearest airport list. If HRDis chosen, then only hard surface runways will be included. Hard surface runways include concrete, asphalt, pavement, tarmac, brick, 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 is 2200feet in length and HRDsurface, then only airports having a hard surface runway at least 2200 feet in length will be displayed in the nearest airport list.

NOTE: The capability to display nearest airports exists only when the KLN 90B is actually operating in the primary database coverage area. For example, if the KLN 90B contains a North American database it will not display nearest airports while operating in Europe.

3.7.3.1 Nearest Airports In An Emergency

In the event of an emergency, a special procedure exists to very quickly get to the beginning of the nearest airport list:

1.Press M.

2.Press E. 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 eight airport pages for a specific airport (knob in the “in” position). Figure 3-71 shows an example of a nearest APT 1 page.

3-23

Rev 1

3-24

Rev 1

3.7.3.2 Continuous Display Of Nearest Airport

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 won’t 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 don’t 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 you’re 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 90B is the following:

1. Display the nearest airport page by pressing M followed by pressing E.

2. Press the right C.

3. Rotate the right outer knob clockwise to position the cursor over “NR 1” (figure 3-76). As long as the cursor is left in this position, this page will update so that the nearest airport is always shown as the flight progresses.

3.7.4 Selecting Waypoints By Name Or City

When you know the identifier of the desired waypoint you will use one of the two methods just described to select it. However, what if you know the name but you don’t know the identifier or your desired waypoint? You’re in luck because the KLN 90B will allow you to enter the first few characters of the name to help you find it in the database. 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 90B database for Napoleon VOR (located just East of Kansas City) but we don’t remember the identifier for it.

1. Turn the right outer knob to the VOR waypoint type.

The VOR waypoint in view is not important.

2. Press the right C. Make sure the right inner knob is

pushed to the “in” position.

3. Rotate the right outer knob clockwise until the cursor

is over the first character in the VOR name which is being displayed (figure 3-77).

| KHPN nr 1 |WESTCHESTER | CO | 6548' HRD |L 003^t] | 04.1nm 

CRSR

Figure 3-76

| BMI D  |BLOOMINGTON |  |108.20 3^E |N 40^28.85' |W 88^55.87' 

CRSR

Figure 3-77

3-25

Rev 1

4. Turn the right inner knob to display the first character

of the waypoint name, “N” in this case (figure 3-78).

5. Turn the right outer knob one step clockwise and then

use the right inner knob to enter the second character, “A” (figure 3-79).

6. Use the right outer knob and right inner knob as

before to select the third character, “P”, and fourth character, “O” (figure 3-80). Up pops Napoleon and its identifier, ANX!

7. Press the right C to turn off the cursor function so

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 database beginning with those characters. Let’s use this method to find the Newport News airport located in Newport News, VA.

1. Use the right outer knob to select the airport type way-

points. 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.

2. Press the right C to bring the cursor on the display.

3. Rotate the right outer knob to locate the cursor over

the first character in the airport name (figure 3-81).

4. Turn the right inner knob to display an “N”.

5. Use the right outer and inner knobs to enter a “E” in

the second character position and an “W” in the third character position.

6. Rotate the right outer knob one step clockwise to

locate the cursor over the fourth character position (figure 3-82).

You will now scan through all the airport names beginning with “NEW”.

7. Pull the right inner knob to the “out” position (figure 3-

83).

8. Turn the right inner knob (in the “out” position) to scan

through all the airport names beginning with “NEW”. There are about seventy-nine of them. Not too good

you say. We can make it a lot easier to find Newport News if 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.

|PNE |N PHILADELP |HIA T |112.00 10^W |N 40^04.92' |W 75^00.60'

CRSR

Figure 3-78

| ABB D |NABB | L |112.40 1^E |N 38^35.33' |W 85^38.16' 

CRSR

Figure 3-79

| ANX D |NAPOLEON | L |114.00 7^E |N 39^05.73' |W 94^07.72'

CRSR

Figure 3-80

| M01 |GEN SPAIN | |CL B |N 35^12.08'

|W 90^03.09' CRSR

Figure 3-81

| M72 |NEW ALBANY|UNION | |N 34^32.83' |N 34^32.83'

CRSR

Figure 3-82

| M72 |NEW ALBANY- |UNION | |N 34^32.83' |W 89^01.45'

CRSR

Figure 3-83

3-26

Rev 1

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 3-

84). Once again rotate the knob to scan through all the airport names beginning with “NEWP”. How about that! Now there are just a few names and Newport News is easy to find, KPHF (figure 3-85).

To verify that this is the airport located in Newport News, push the right inner knob to the “in” position and press the right C, to turn off the cursor function. Select the APT 2 page for KPHF to verify that KPHF is in Newport News (figure 3-86).

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 90B 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, Northern, 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 Rogers 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.

3. Delete most punctuation such as periods and apostrophes.

4. Abbreviations for International are INTL, INT, and IN.

5. Abbreviations for Regional are REGL and REG.

| KONP |NEWPORT MUN | | |N 44^39.82' |W124^03.48'

CRSR

Figure 3-84

| KPHF |NEWPORT NEW |S | |N 37^07.91' |W 76^29.58'

CRSR

Figure 3-85

Figure 3-86

3-27

Rev 1

3.8 DIRECT TO OPERATION

The D button is used to initiate Direct To operation (navigation from your present position direct to your destination). When D is pressed, the Direct To page will be displayed on the left side with a flashing cursor over a waypoint identifier (figure 3-87). The waypoint identifier which appears on the Direct To page is chosen by the KLN 90B according to the following rules:

1. If the Flight Plan 0 page is displayed on the left side and the cursor is over one of the waypoint identifiers in Flight Plan 0 when D is pressed, then that waypoint identifier will appear on the Direct To page. (You will appreciate this feature when you learn to use flight plans in chapter 4).

2. If the KLN 90B is displaying the Super NAV 5 page and the right inner knob is in the “out” position, then the waypoint highlighted in the lower right hand corner of the Super NAV 5 display will be the default waypoint. (You will also find this feature useful when operating from the active flight plan especially during approaches).

If condition number 1 or 2 isn’t occurring, then:

3. If there is any waypoint page (APT 1-8 page, VOR page, NDB page, INT page, SUP page, or ACT page) in view on the right side when D is pressed, then the Direct To page will contain the identifier for the waypoint page being viewed on the right side.

If none of conditions number 1, number 2 nor number 3 above are occurring, then:

4. When D is pressed, the waypoint identifier for the current active waypoint will be displayed. However, if the active waypoint is the Missed Approach Point and the aircraft is on the “from” side, then the KLN 90B will display the first waypoint of the missed approach procedure on the Direct To page.

5. If there is no active waypoint when D is pressed, then 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 Plan 0.

All right, rules are rules, you say. But how do I perform Direct To navigation? Since you won’t learn flight plan operation until later, let’s see how to apply rules 3 and 4 at this time to proceed Direct To our desired destination, Oshkosh, Wisconsin. The identifier for Wittman field in Oshkosh is KOSH.

DIRECT TO: | | KDEN | | |

|

CRSR

Figure 3-87

3.8.1 Direct To-Procedure 1

1.Press D. The Direct To page is displayed on the left side (figure 3-87). 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 3-88). Remember to enter the “K”, “C”, or “P” prefix for certain airports in North America, if required (see section 2.3, “USE OF ICAO IDENTIFIERS”).

3.Turn the left outer knob one step clockwise to move the flashing portion of the cursor over the second character position (figure 3-89).

4.Rotate the left inner knob to select the second character of the identifier (figure 3-90).

5.Use the left outer and inner knobs as in the previous steps until the desired identifier is completely displayed (figure 3-91).

6.Press Eto display the waypoint page on the right side for the selected waypoint (figure 3-92). 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 Eagain 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 displayed prior to pressing D(figure 3-93). If the Direct To was started while the NAV 1 page was shown on the left side, then the left and right pages will revert to the pages that were shown before the Direct To was started. The selected waypoint is now the active Direct To waypoint.

NOTE: In some cases during approach operations, the KLN 90B presents a page asking how a waypoint is used when the waypoint identifier is entered character by character. When this page is presented, simply choose the desired use of the waypoint (e.g., FAF or MAHP) by moving the cursor with the left outer knob and pressing E.

Choosing the correct use of the waypoint is required to ensure proper waypoint sequencing once the aircraft reaches the waypoint.

3.8.2 Direct To-Procedure 2

1.Select the desired waypoint page on the right side (figure 3-94) using one of the three procedures explained in section 3.7, “SELECTING WAYPOINTS”.

2.Press D. The Direct To page is displayed on the left side and it contains the desired waypoint identifier (figure 3-95).

DIRECT TO: | | K | | |

|

CRSR

Figure 3-88

DIRECT TO: | | KOAJ | | |

|

CRSR

Figure 3-90

DIRECT TO: | KOSH |WITTMAN KOSH |REGL | |N 43^59.06' |W 88^33.42'

CRSR enr-leg ent APT 1

PRESENT POS| $=KOSH |+++++Ê+++++ LGA 045^fr|DIS 683nm

15.2nm|GS 193kt N 41^00.03'|ETE 3:34 W 73^41.62'|BRG 303^

NAV 2 enr-leg NAV 1

PRESENT POS| KOSH |WITTMAN LGA 045^fr|REGL

15.2nm| N 41^00.03'|N 43^59.06' W 73^41.62'|W 88^33.42'

NAV 2 enr-leg APT 1

DIRECT TO: | KOSH |WITTMAN KOSH |REGL | |N 43^59.06' |W 88^33.42'

CRSR enr-leg ent APT 1

DIRECT TO: | | K | | |

|

CRSR

Figure 3-89

DIRECT TO: | | KOSH | | |

|

CRSR

Figure 3-91

Figure 3-92

Figure 3-93

Figure 3-94

Figure 3-95

3-28

Rev 1

3.Press Eto approve the waypoint page displayed on the right side. The right side will now display the NAV 1 page, and the left side will return to the page which was displayed prior to pressing D(figure 3-96). If the Direct To was started while the NAV 1 page was shown on the left side then the left and right pages will revert to the pages that were shown before the Direct To was started. The selected waypoint is now the active Direct To waypoint.

3.8.3 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, D/T, REF,or CTR) or the active waypoint page on the right side.

2.Press D. The Direct To page is displayed on the left, containing the active waypoint identifier.

3.Press E.

NOTE: If the KLN 90B is in the approach mode and this method is used to center the D-Bar when the missed approach point is the active waypoint, then the approach mode will be cancelled and the unit will revert to the approach arm mode.

PRESENT POS| $=KOSH |+++++Ê+++++ LGA 045^fr|DIS 683nm

15.2nm|GS 193kt N 41^00.03'|ETE 3:34 W 73^41.62'|BRG 303^

NAV 2 enr-leg NAV 1

Figure 3-96

3.8.4 To Proceed Direct To Another Waypoint

You may proceed Direct To another waypoint other than the active one by using Direct To procedure 1 or 2 at any time.

3.8.5 Cancelling Direct To Operation

The primary reason for wanting to cancel Direct To operation is to return to flight plan operation which is described later in section 4.2 “OPERATING FROM THE ACTIVE FLIGHT PLAN.” To cancel Direct To operation:

1.Press D

2.Press @

3.Press E

3.8.6 Waypoint Alerting 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 Distance/Time (D/T) page displaying the active waypoint identifier. On the Super NAV 5 page, the entire waypoint identifier will start to flash. 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.

3-29

Rev 1

3-30

Rev 1

THIS PAGE INTENTIONALLY LEFT BLANK

3.9 THE NAVIGATION PAGES

As you would expect, the NAV (navigation) pages contain information relating specifically to the KLN 90B’s navigation capabilities. The KLN 90B has five NAV pages. Unlike any other pages, these pages may be selected and viewed on both the left and right sides of the screen. The procedure for selecting specific pages, including the NAV pages, was described in section 3.4.1, “Page Selection.” This section will cover all NAV pages except for the NAV 4 page (Vertical Navigation) which is explained in section 5.2.

3.9.1 The Navigation 1 Page (NAV 1)

A NAV 1 page is shown in figure 3-97. A NAV 1 page displays the following information:

• The active navigation leg. For Direct To operation this consists of the Direct To symbol, d, followed by the active Direct To waypoint identifier (figure 3-97). For the leg of a flight plan this consists of the “from” waypoint identifier and the active “to” waypoint identifier (figure 3-98). 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 and right of course. A vertical deviation bar positioned two dots to the right of the center triangle indicates the aircraft is two nautical miles to the left of course (figure 3-99). The center triangle also serves as the CDI’s 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 3-100) indicates “from” the active waypoint. The word “FLAG” is displayed over the CDI when the KLN 90B is not usable for navigation (figure 3-101).

NOTE: It is possible to change the CDI scale factor to be

0.2 nm per dot or 0.06 nm per dot. See section 5.9.8.

• Distance (DIS)to the active waypoint.

• Groundspeed (GS)

• Estimated time enroute (ETE)

$=KOSH | +++++Ê+++++| DIS 683nm| GS 193kt| ETE 3:34| BRG 303^|

NAV 1

Figure 3-97

KOSH

=KOSH | +++++Ï+++++| DIS 18nm| GS 193kt| ETE :06| BRG 123^|

NAV 1

Figure 3-100

KHPN =KOSH | +++++Ê+++++| DIS 683nm| GS 193kt| ETE 3:34| BRG 303^|

NAV 1

Figure 3-98

KHPN =KOSH | +++++i+ﬂ+++| DIS 683nm| GS 193kt| ETE 3:34| BRG 303^|

NAV 1

2 NM

KHPN

Figure 3-99

| ++F L A G++| DIS --.-nm| GS ---kt| ETE --:--| BRG ---^|

NAV 1

Figure 3-101

• Bearing (BRG)to the active waypoint.

3-31

Rev 1

3.9.2 The Super NAV 1 Page

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 3-102). 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 90B is not usable for navigation.

3.9.3 The Navigation 2 Page (NAV 2)

The NAV 2 page in figure 3-103 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 database, 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.

NOTE: When flying non-precision approach procedures that contain DME arcs, the VOR/DME station that defines the arc is always displayed on the NAV 2 page even if the reference is a terminal VOR/DME. This occurs when the aircraft is within 30 NM of the arc.

3.9.4 The Navigation 3 Page (NAV 3)

The NAV 3 page, such as shown in figure 3-104, displays the following supplementary navigation information:

• Desired track (DTK) - The great circle course between two waypoints. Any CDI or HSI driven by the KLN 90B, 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.

NOTE: If the KLN 90B is in the OBS mode, the selected course (OBS) is displayed instead of the desired track on the NAV 3 page (figure 3-105).

• Actual track(TK)- The aircraft’s present track over the ground. Note: If there is insufficient velocity, the KLN 90B will display dashes (- - -) instead of the actual track.

$=KOSH   DIS 683nm ETE 3:34 GS 193kt BRG 303^ 

NAV 1 enr-leg NAV 1

Figure 3-102

PRESENT POS| | LGA 045^fr|

15.2nm| N 41^00.03'| W 73^41.62'|

NAV 2

Figure 3-103

$=OSH | DTK 303^| TK 302^| FLY L 2.7nm| MSA 3300ft| ESA 5500ft|

NAV 3

Figure 3-104

=KOSH | OBS 281^| TK 302^| FLY R 0.2nm| MSA 3000ft| ESA 3700ft|

NAV 3

Figure 3-105

• 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.

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Rev 1

• 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 southern most parts of the U.S. and is approximately 40 nautical miles at the northern most parts of the U.S. The MSA altitude information is contained in the database and is updated when the database 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.) or man-made (Tower, Stack, Tank, Building, etc.) object”. Jeppesen states the following about the Grid Minimum Off-Route altitude: “Grid MORA values

clear all reference points by 1000 feet in areas where the highest reference points are 5000 feet MSL or lower. MORA values clear all reference points by 2000 feet in areas where the highest reference points are 5001 feet MSL or higher”. The KLN 90B displays dashes for areas outside the database coverage area or for areas where the Grid MORA is not defined.

• Minimum Enroute Safe Altitude (ESA). IMPORTANT: When the KLN 90B is in the Leg mode, the minimum enroute safe altitude is the highest MSA sector altitude from the present position to the active waypoint, then to the destination waypoint along the active flight plan. See figure 3-106. When the KLN 90B is in the OBS mode, the minimum enroute safe altitude is the highest MSA sector altitude from the present position to the active waypoint.

WARNING: The MSA and ESA altitudes displayed are advisory in nature only. They should not be relied upon as the sole source of obstacle and terrain avoidance information. Refer to current aeronautical charts for appropriate minimum clearance altitudes.

MSA (MSL)

1° LONG.

MINIMUM ENROUTE SAFE ALTITUDE (ESA)

ESA (MSL)

1°

LAT.

Figure 3-106

3-33

Rev 1

3.9.5 The Navigation 4 Page (NAV 4)

The NAV 4 page (figure 3-107) is used for altitude alerting and for advisory vertical navigation (VNAV). The operation of altitude alerting is described in section 3.15 and the operation of VNAV is described in section 5.2.

3.9.6 The Navigation 5 Page (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 90B 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 90B 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 turned 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.

NAV 4

Figure 3-107

1:KMDT |

; 2:LRP | < 3:MXE |

4:KPHL |  5: | |123^ 40

FPL 0 enr-leg NAV 5

Figure 3-108

|

| | |

| NŸ 40|

NAV 5

Figure 3-109

In chapter 4 of this Pilot’s Guide you will learn 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 3-108). 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 plan 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 3-109).

To select the desired NAV 5 orientation, press the appropriate C(left Cif NAV 5 page is on left side and vice versa). The cursor will be over the map range scale (figure 3-110). Turn the appropriate outer knob one step counterclockwise to position the cursor over the map orientation field (figure 3-111). Rotate the appropriate inner

|

| |

| NŸ 40|

CRSR

Figure 3-110

|

| |

|

NŸ 40|

CRSR

Figure 3-111

3-34

Rev 1

knob to display N?for North up, DTK?for desired track up (figure 3-112), TK?for actual track up (figure 3-113), or HDG?for heading up (figure 3-114). The heading up selection is not presented as a choice if heading is not provided to the KLN 90B. If the cursor is moved to the map range scale using the outer knob or if the cursor is turned off with the Cbutton, then the DTK?, TK?, or

HDG?annunciation is replaced with the actual value. The 123 °displayed in the lower left corner of figure 3-115

shows how the actual track is displayed when the cursor is not over the map orientation field as it was in figure 3-

113.

|

| | | |

DTKŸ 40|

CRSR

Figure 3-112

|

| |

TKŸ 40|

CRSR

Figure 3-113

If a heading input is available to the KLN 90B 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 2 knots or more so the North up display may be a good choice while operating with very slow ground speeds.

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 position is 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 Cand turning the appropriate inner knob. For example, figure 3-116 illustrates the results of changing the range scale of the map in figure 3-110 from 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 3-117). Of course, the display scale must be chosen which allows the selected waypoint to be displayed.

|

| |

HDGŸ 40|

CRSR

Figure 3-114

| | | | NŸ 15|

CRSR

| PTW D

+ |POTTSTOWN

| L  |116.50 9^W

|N 40^13.33' NŸ 40|W 75^33.64'

NAV 5 enr-leg VOR

| | | | | 123^ 40|

CRSR

Figure 3-116

Figure 3-117

Figure 3-115

3-35

Rev 1

3-36

Rev 1

3.9.7 The Super NAV 5 Page

Regardless of whether you ultimately learn to use just the Direct To capabilities of the KLN 90B 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 3-118). As you can see, the Super NAV 5 page has a unique format unlike any other KLN 90B 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:

• Distance to the active waypoint

• The active waypoint identifier

• Mode of operation

• Groundspeed

• *Estimated time enroute, cross track error, or VNAV status

• *Desired track, bearing to active waypoint, or radial from active waypoint

• *Actual track, bearing to active waypoint, or radial from active waypoint

The lines above with an * in front can be configured by the pilot to display any of the items listed. This is done by pressing the left C and rotating the left outer knob counterclockwise until it is over the desired line. Turn the left inner knob to choose between items for a given line. When all selections are complete, turn off the cursor by pressing the left C.

The map scale is also changed by using the left cursor button. To change the map scale, press the left C to place the cursor over the map scale factor at the bottom left corner of the map display. Turn the left inner knob to select a map scale. The map scale choices are the same as for the NAV 5 page except there is an additional choice, AUTO, that is located between the 1 and 1000 nm scale factors. The AUTO scale factor will automatically choose the smallest map scale that will display the active waypoint and, if there is one, the waypoint after the active waypoint. Choosing the AUTO scale factor means there is one less item for you to worry about. This is especially helpful when conducting non-precision approaches using the KLN 90B.

9.2 oq LRP | xy-«} | 200 uv áà0:03| ûü113^| †ü113^|60

KMDT

LRP

MXE

KPHL

Figure 3-118

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.

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 Cto display a pop up menu on the right side of the screen (figure 3-119). 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, NDBs, and airports displayed are those from the nearest waypoint lists described in section 3.7.3, “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 3-120),H, or OFF.

TLHTerminal, 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.

8.6 oq VOR:OFF 



LRP | NDB:OFF xy-«} | APT:OFF 200 uv 113^†üŸ áà0:03|

LRP

ûü113^| †ü113^|60

KMDT

Figure 3-119

8.6 oq VOR: LH LRP | NDB:OFF xy-«} | APT:OFF 200 uv 113^†üŸ áà0:03| ûü113^| †ü113^|60

ETX LRP

RAV

KMDT

Figure 3-120

LHOnly low altitude and high altitude VORs will be dis-

played.

H Only high altitude VORs will be displayed. OFFNo 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 NDBor APTselection field and then using the right inner knob to select ONorOFF. The example in figure 3-121 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.

The map orientation can be changed by moving the cursor to the bottom line of the pop-up menu and rotating the right inner knob. The map orientation choices are the same as for the NAV5 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 aircraft’s groundspeed is greater than 2 knots.

When the desired selections have been made, press the right Cto remove the menu (figure 3-122).

LQX

ETX

LRP

RAV

BZJ

8.6 oq VOR: LH LRP | NDB: ON xy-«} | APT:OFF 200 uv 113^†üŸ áà0:03| ûü113^| †ü113^|40

Figure 3-121

LQX

ETX

LRP

BZJ

RAV

APG

9.1 oq LRP | xy-«} | 200uv áà0:03| ûü113^| †ü113^|60

Figure 3-122

3-37

Rev 1

The last surprise for this page is that it is possible for you to change the active waypoint to any of the flight plan waypoints without having to leave this very useful page. This is done by pulling on the right inner knob to place it in the “out” position. This will create a “window” at the bottom right corner of the display that will initially contain the active waypoint in reverse video (figure 3-123). The waypoint contained in this “window” will be the default waypoint when Dis pressed. By turning the right inner knob it is possible to scan through the waypoints of the active flight plan. Turning the knob clockwise will scan through the waypoints in sequence until the end of the flight plan is reached. Turning the knob counter-clockwise will scan through the active flight plan in reverse order until the beginning of the flight plan is reached. Pushing the right inner knob back to the “in” position will remove the “window” from the graphics portion of the display. An example of how to use this technique is presented in section 4.3.2.

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.

LQX

ETX

LRP

BZJ

RAV

APG

9.0 oq  LRP |  xy-«} |  200 uv áà0:03| ûü113^| †ü113^|40 LRP

Figure 3-123

• Press @to instantly declutter the VOR, NDB, and airport selections from the graphics display. Flight plan and Direct To waypoints will still be displayed. Press @again to restore the selections.

• While taxiing on the airport or flying in the traffic pattern, select the 1 NMor 2 NMscale to display the airport runway diagram instead of the usual airport diamond symbol. All runway designations are shown on the 1 NMscales (figure 3-124). If the 2 NM scale is selected, then the runway designations are shown only for the longest runway. If your KLN 90B 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 2 knots.

CAUTION: The NAV 5 and Super NAV 5 pages do not display weather, terrain, special use airspace, or other data.

355 oq

14R

KTIK | xy-«} |

0 uv áà-\--| ûü039^| †ü---^|1

32L

KRND

32R

Figure 3-124

3-38

Rev 1

3-39

Rev 1

3.10 SPECIAL USE AIRSPACE ALERT

The KLN 90B database contains the location of areas of special use airspace (SUA). The types of SUA areas stored in the database and the abbreviations used to denote these areas are the following:

Class B CL B Class C CL C Control Area (used outside USA) CTA Terminal Area (used outside USA) TMA Alert Area ALRT Caution Area CAUT Danger Area DNGR Military Operations Area MOA Prohibited Area PROH Restricted Area REST Training Area TRNG Warning Area WARN

The KLN 90B 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 3-125). If the special use airspace is a Class B, Class C, 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 3-126).

The SUA alert feature is three dimensional. The SUA areas are stored in the KLN 90B database 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 won’t 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 90B 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 90B as “unlimited”.

If the altitude input to the KLN 90B is pressure altitude from an altitude encoder or air data computer, then you must manually update the KLN 90B with an altimeter setting (baro correction) in order to receive accurate SUA alerting. You may easily update the altimeter setting by pressing the A button to display the Altitude page (figure 3-127). 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 A to return to the pages previously in view.

CAUTION: Failure to keep the altimeter baro setting updated will result in inaccurate special use airspace alerting. If this feature is used, it is a good idea to

CRSR

Figure 3-127



AIRSPACE ALERT: COLUMBUS FOUR MOA MEM CENTER 1000ft t] 18000ft  

enr-leg msg

Figure 3-125

AIRSPACE ALERT: OMAHA CL C SEE KOMA APT 4 PAGE BELOW 5000FT  

enr-leg msg

Figure 3-126

update the altimeter baro setting on the ALT page each time you make a change to an aircraft’s altimeter setting.

NOTE: If there is no altitude input to the KLN 90B, all alti-

tudes will be regarded as being within the boundary of the SUA area.

Only the outer lateral boundaries are stored for Class B, Class C, CTA, and TMA airspace. These SUA areas are stored as “cylinders” of airspace so all altitudes below the upper limit of these areas are considered to be in the SUA.

SPECIAL USE AIRSPACE ALERT

The message prompt for a special use airspace alert will occur when the aircraft’s position is at a point such that a projection of the aircraft’s existing track over the ground is approximately 10 minutes from penetrating the outer boundary of one of these areas. It will also occur if the aircraft is within approximately two nautical miles of one of these areas even if the aircraft’s projected track over the ground won’t actually penetrate the SUA area (figure

3-128). If one of the SUA areas is penetrated, another

message will state: INSIDE SPC USE AIRSPACE.

2 MILES

10 MIN

Figure 3-128

3-40

Rev 1

3-41

Rev 1

The SUA alert feature may be disabled (or enabled) on the Setup 8 (SET 8) page, shown in figure 3-129. After displaying the SET 8 page on the left side, press the left C to turn on the left cursor function. The left inner knob is used to display AIRSPACE ALERT ENABLE or AIR-

SPACE ALERT DISABLE.

If the SUA alert feature has been enabled, the KLN 90B allows you to select a vertical buffer on the SET 8 page (figure 3-130) 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 C 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 3-

131). Use the left outer knob to position the cursor and the left inner knob to select each number (figure 3-132). The buffer may be selected in one hundred foot increments. After the desired selection has been made, press the left C 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, let’s 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 pilot’s responsibility to avoid those areas of special use airspace where ATC clearance to penetrate is required but has not been obtained. The KLN 90B’s 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.

NOTE: Special Use Airspace alerting is disabled when in

the approach arm or approach active modes.

AIRSPACE | ALERT | ENABLE | | VERT BUFFER| ±00500ft|

SET 8

Figure 3-130

SET 8

Figure 3-129

AIRSPACE | ALERT | ENABLE | | VERT BUFFER| ±00500ft|

CRSR

Figure 3-131

AIRSPACE | ALERT | ENABLE | | VERT BUFFER| ±01000ft|

CRSR

Figure 3-132

3.11 VIEWING THE WAYPOINT PAGES

You learned in section 3.7, “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).

3.11.1 Airport Pages

There are eight airport pages (APT 1, APT 2, ..., APT 8) for every airport in the published database. The database primary area contains public use and military airports that have a runway at least 1000 feet in length (see section

2.2, "Database Coverage Areas and Contents"). We will

use Orlando Executive airport to illustrate what is contained on the airport pages.

3.11.2 The Airport 1 Page (APT 1)

See figure 3-133.

• Airport identifier. An arrow precedes the identifier if it is the active waypoint.

• Airport name.

• If the airport underlies the outer boundary of a Class B or C airspace, CTA (Control Area - used outside USA), or TMA (Terminal Area - used outside USA), the letters CL B, CL C, CTA, or TMA, respectively, will appear on the left side of this line. Note that there is no altitude information applied to this criteria.

In addition, if the airport is a military airport the letters MILTRYwill appear on the right side of this line. If the airport is a private airport, the letters PRIVAT will

appear.

• The latitude and longitude of the airport reference point (the “official” location of the airport).

As shown in figure 3-134, the APT 1 page has a different format when it is displayed as one of the nine nearest airports (see section 3.7.3 “Nearest And Complete Waypoint Scan List” and section 3.7.3.1 “Nearest Airports In An Emergency”.

|=KORL |EXECUTIVE |  |CL B  |N 28^32.71' |W 81^19.99'  

Figure 3-133

|=KORL nr 1 |EXECUTIVE |  | 5998' HRD |L 132^t] | 03.1nm  

Figure 3-134

• To the right of the airport identifier are the letters “NR” followed by a number designating the nearest airport (NR 1), second nearest airport (NR 2), etc. to the air- craft’s present position.

• The length, surface, and lighting of the longest runway.

• The bearing and distance to the airport.

3-42

Rev 1

3.11.3 The Airport 2 Page (APT 2)

See figure 3-135.

• 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). Z-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.

ILS - airport has an ILS approach. MLS - airport has an MLS approach. ILS/MLS- airport has ILS and MLS approaches. NP APR- airport has a non-precision approach

and no ILS or MLS.

NO APR- airport does not have an instrument

approach.

APT 2

Figure 3-135

• 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.

3.11.4 The Airport 3 Page (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 3-136 for KORL.

NOTE: This runway diagram is present only for those airports where Jeppesen’s data contains the position of the runway thresholds

| 

|  | 

| 

APT[3

Figure 3-136

3-43

Rev 1

3-44

Rev 1

The primary APT 3 page (figure 3-137) 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 airport’s 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 one Airport 3 page.

• The letters “RT” followed by a runway designation indicate that the runway normally has a right hand traffic pattern. In figure 3-137, 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 on-

request

-blank indicates no runway lighting

• Runway length in feet.

• Runway surface:

HRD - hard surface (includes asphalt,

concrete, pavement, sealed, tarmac, brick, 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

|=KORL | RT 25 31 |07 /25 L | 5998' HRD |13 /31 L  | 4638' HRD

APT[3

Figure 3-137

3.11.5 The Airport 4 Page (APT 4)

See figure 3-138 The APT 4 page is used to display communication fre-

quencies for the selected airport.

• Airport identifier. An arrow precedes the identifier if it

is the active waypoint.

• Frequencies for:

ATIS - automatic terminal information service PTAX- pre-taxi clearance CLR - clearance delivery GRND- ground control RAMP- ramp/taxi control TWR - tower UNIC - unicom MCOM- multicom CTAF- common traffic advisory frequency RDO - radio MF - mandatory frequency ATF - aerodrome traffic frequency AFIS - aerodrome flight information service CL B - Class B (VFR frequency) CL C - Class C (VFR frequency) TRSA- terminal 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 control/radar) ASOS- automated surface observation system AWOS- automatic weather observing station AAS - aeronautical advisory service PCL - pilot controlled lighting

APT[4

Figure 3-138

In addition to the standard VHF frequencies shown in figure 3-138, 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 6547would 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.

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3-46

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The frequencies associated with CL B, CL C, TRSA, 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, CL B, CL C, TRSA, CTA, and TMA frequencies are sectorized. 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 3-139 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.

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 4000FT means at and above 4000 feet and BEL 3999ft means at and below 3999 feet.

In a few cases, APR, DEP, CL B, CL C, TRSA, 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 database for which no communications information is available. The following message is then displayed on the APT 4 page:

COMM FREQ DATA NOT AVAILABLE

|=KORL |APR 121.10 | REF: KMCO | 311^- 60^ | BEL 5500ft | 

APT[4

Figure 3-139

3-47

Rev 1

3.11.6 The Airport 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 3-140).

• Press the right C .

• Rotate the right outer knob until the cursor fills the entire third line of the screen (figure 3-141).

• 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 3-142).

• Press E to approve the first line. The cursor will move to the next line (figure 3-143).

• Use the above procedure to select the characters for the second and third lines of the remark. Press E to individually approve each line of the remark.

• Press the right C to turn the right cursor function off (figure 3-144).

The Other 4 page (OTH 4) includes a listing of all airports whose APT 5 pages contain remarks (figure 3-145). To delete a previously entered airport remark, select the Other 4 page, position the left cursor over the desired airport identifier, press @, and then press E. If there 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.

|=KORL |REMARKS: | BESTJET!! | | |

CRSR

Figure 3-142

|=KORL |REMARKS: | BESTJET | | |

CRSR

Figure 3-143

APT 5

Figure 3-144

OTH 4

Figure 3-145

|=KORL |REMARKS: | | | |

APT 5

Figure 3-140

|=KORL |REMARKS: | | | |

CRSR

Figure 3-141

3-48

Rev 1

3.11.7 The Airport 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 3-146.

• Customs information is displayed as follows:

CUSTOMS-FULL Customs facilities are available

without restriction

NO CUSTOMS No customs facilities are

available

CUSTMS-PR Customs facilities are available

but require prior request or permission for use

CUSTMS-REST 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 100LL 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

• 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

|=KORL | |100 JET |  |NO OXYGEN |NO FEE INFO

APT 6

Figure 3-146

3.11.8 The Airport 7 Page (APT 7)

The APT 7 page shows the SID and STAR procedures that are available for the selected airport. If both SID and STAR procedures are available then there will be two APT 7 pages indicated by APT+7(figure 3-147). If there are no SID or STAR procedures in the database then this page will be as shown in figure 3-148.

The details of this page are presented in section 6.2.

3.11.9 The Airport 8 Page (APT 8)

The APT 8 page shows the non-precision approaches that are available for the selected airport (figure 3-149). There is only one APT 8 page. If there are no approaches for this airport in the database then this page will be as shown in figure 3-150.

The details of this page are presented in section 6.1.

NOTE: If the KLN 90B is not installed to support nonprecision approaches, then the APT 8 page will not be displayed.

KLAX SELECT STAR 1 CIVET4 2 DOWNE4 3 FIM6 12 VISTA1 APT+7

Figure 3-147

=KFNL IAP 1 NDB 33 2 RNAV 15 3 RNAV 33 4 VOR-A

APT 8

Figure 3-149

=KFNL NO SID/STAR FOR THIS AIRPORT  IN DATABASE 

APT 7

Figure 3-148

KLCG IAP NO APROACH  FOR THIS  AIRPORT IN DATABASE  APT 8

Figure 3-150

3.11.10 The VOR Page

The VOR page shown in figure 3-151 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 Dappears 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 3.7.3, “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 3-152).

|=BUJ D |BLUE RIDGE | L |114.90 8^E |N 33^16.99' |W 96^21.89'

VOR

Figure 3-151

| ADM D nr 1 |ARDMORE | H |116.70 9^E | 318^t] | 32.6nm

VOR

Figure 3-152

3-49

Rev 1

3.11.11 The NDB Page

The NDB page shown in figure 3-153 for Ottawa 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.

There is also a nearest NDB scan list as explained in section 3.7.3. When a NDB page is displayed as one of the nearest NDBs the latitude and longitude are replaced with the bearing and distance to the NDB (figure 3-154).

4.11.12 The Intersection Page (INT)

The Intersection pages contain the named 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 3-155) is used as an example of what is displayed for Intersection pages:

• The intersection, outer marker, or outer compass loca-

tor name.

|=OWI |OTTAWA | |FREQ 251 |N 38^32.55' |W 95^15.26'

NDB

Figure 3-153

| DNI nr 1 |DENISON |  |FREQ 341 | 055^t] | 06.5nm

NDB

Figure 3-154

• 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 90B 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 REFfield, 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.

2.Press the right Cto turn on the right cursor function.

3.Rotate the right outer knob until the cursor is posi-

tioned over the identifier adjacent to REF(figure 3-

156).

4.Use the right inner and outer knobs to select the

desired identifier (figure 3-157).

|=KENZY |REF: MKC |RAD: 152.2^ |DIS: 3.7nm |N 39^13.25' |W 94^33.84'

INT

Figure 3-155

3-50

Rev 1

5.Press Eto display the waypoint page for the identi-

fier just entered.

6.Press Eto approve the waypoint page. The

Intersection page is displayed with the computed radial and distance (figure 3-158).

7.Press the right Cto turn off the right cursor

function.

3.11.13 The Supplemental Waypoint Page (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 5.4.4. Supplemental waypoints also include ARTCC “Center” waypoints and “Reference” waypoints which you will learn to create later in chapter 5 of this Pilot’s Guide. Figure 3159 shows an example of a typical Supplemental Waypoint page. The following information is displayed on a Supplemental waypoint page:

• The name or identifier of the supplemental waypoint.

|=KENZY |REF: MKC |RAD: 152.2^ |DIS: 3.7nm |N 39^13.25' |W 94^33.84'

CRSR

Figure 3-156

|=KENZY |REF: RIS |RAD: 009.0^ |DIS: 6.2nm |N 39^13.25' |W 94^33.84'

CRSR

Figure 3-158

|=KENZY |REF: RIS |RAD: 152.2^ |DIS: 3.7nm |N 39^13.25' |W 94^33.84'

CRSR

Figure 3-157

• 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 REFfield 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.

| KAUSI |REF: AUS |RAD: 41.4^ |DIS: 09.1nm |N 30^23.90' |W 94^34.30'

SUP

Figure 3-159

3-51

Rev 1

3.12 FREQUENCIES FOR NEAREST FLIGHT

SERVICE STATIONS

The KLN 90B stores in its database the locations of Flight Service Stations (FSS) and their remote communications sites. In addition, the KLN 90B determines which two of these FSS points of communication are closest to your present location. What a convenience for you! Next time you want to file a flight plan from the air or contact a FSS for some other reason, you can easily use the KLN 90B to determine a suitable FSS and the appropriate frequency.

NOTE: In some areas of the world the KLN 90B 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 3-160). Remember that in the U.S. 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 3-161).

AUSTIN FSS | |

122.20|

122.55| | |

OTH[1

Figure 3-160

FT DODGE | FSS | OMAHA VOR | | TX 122.10| REC 116.30|

OTH[1

Figure 3-161

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.

3.13 FREQUENCIES FOR AIR ROUTE

TRAFFIC CONTROL CENTERS (ARTCC)

The KLN 90B also stores in its database the low altitude boundaries of each of the ARTCC “Centers”. The KLN 90B determines the proper Center to contact and the appropriate frequencies to use for the aircraft’s present position. The Other 2 page (OTH 2) is used to display this information to you (figure 3-162). Next time you wish to obtain VFR flight following or communicate with Center for any reason, you have a quick way to get a frequency for establishing contact! Appendix D contains a listing of Center abbreviations used on the OTH 2 page.

NOTE: Frequencies for Area Control Centers are displayed on the OTH 2 page for some areas of the world.

LOS ANGELES| CTR |

118.55|

132.85| | |

OTH 2

Figure 3-162

3-52

Rev 1

3-53

Rev 1

3.14 VIEWING AND SETTING THE DATE AND TIME

The KLN 90B system time and date should seldom, if ever, require updating because they are automatically updated when at least one satellite is received. In addition, the KLN 90B contains an internal battery powered calendar clock to keep system time and date when the unit is not being used. You will normally check to make sure the KLN 90B is set to the correct time and date shortly after you turn the unit on while you verify the Self Test Page. You can, however, also check the time and date on the Setup 2 page (SET 2) anytime you desire. There are several pages as well as some internal functions of the KLN 90B, such as magnetic variation and proper use of database information, that depend on having the proper time and date.

NOTE: You will not be able to update the time or date if the KLN 90B 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 3-163).

2. Press the left C to turn on the left cursor function.

The cursor will be over the entire date (figure 3-164).

3. Rotate the left inner knob to select the correct day of

the month (figure 3-165).

4. Turn the left outer knob one step clockwise to position

the flashing part of the cursor over the month field (middle three dashes).

5. Rotate the left inner knob to select the correct month

(figure 3-166).

6. Turn the left outer knob one step clockwise to position

the flashing part of the cursor over the first position of the year field (second dash from right).

7. Use the left inner knob to select the correct ten’s digit

of the year (figure 3-167).

8. Turn the left outer knob one step clockwise to position

the flashing part of the cursor over the remaining position in the year field.

9. Use the left inner knob to complete the year.

10.Press E to start the KLN 90B using the new date

(figure 3-168).

DATE/TIME | | 11 SEP 94|

21:23:04UTC|

CORD UNIV/Z| |

CRSR

Figure 3-168

DATE/TIME | | 11 SEP 9!| 21:23:04UTC| CORD UNIV/Z| |

CRSR

Figure 3-167

DATE/TIME | | 02 AUG 94| 21:22:04UTC| CORD UNIV/Z| |

SET 2

Figure 3-163

DATE/TIME | | 02 AUG 94| 21:23:04UTC| CORD UNIV/Z| |

CRSR

Figure 3-164

DATE/TIME | | 11 !!! !!| 21:23:04UTC| CORD UNIV/Z| |

CRSR

Figure 3-165

DATE/TIME | | 11 SEP !!| 21:23:04UTC| CORD UNIV/Z| |

CRSR

Figure 3-166

If it is required to set the time:

1.Select the SET 2 page on the left side.

2.Press the left Cto turn on the left cursor function if it is not on already.

3.Use the left outer knob to position the cursor over the time zone (figure 3-169).

4.Use the left inner knob to change the time zone, if desired (figure 3-170). A listing of the time zones and their abbreviations is contained in section 3.2.

5.Turn the left outer knob one step counterclockwise to position the cursor over the time (figure 3-171).

6.Rotate the left inner knob to select the correct hour (figure 3-172). Remember, the KLN 90B uses 24 hour time. If it is 1:00 P.M. or later, add 12 hours (for example, 2:30 P.M. becomes 14:30).

DATE/TIME | | 11 SEP 94| 21:23:04UTC| CORD UNIV/Z| |

CRSR

Figure 3-169

DATE/TIME | | 11 SEP 94|

16:23:04CDT|

CENTRAL DAY| |

CRSR

DATE/TIME | | 11 SEP 94| 16:23:04CDT| CENTRAL DAY| |

CRSR

Figure 3-170

Figure 3-171

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 correct value (figure 3-173).

8.Turn the left outer knob one step clockwise again to position the flashing part of the cursor over the remaining minute’s position, and then use the left inner knob to complete the time selection.

9.Press Eto start the clock running (figure 3-174).

10.Press the left Cto turn off the left cursor function.

DATE/TIME | | 11 SEP 94|

18:!!:04CDT|

CENTRAL DAY| |

CRSR

Figure 3-172

DATE/TIME | | 11 SEP 94| 18:37:04CDT| CENTRAL DAY| |

CRSR

DATE/TIME | | 11 SEP 94|

18:3!:04CDT|

CENTRAL DAY| |

CRSR

Figure 3-173

Figure 3-174

3-54

Rev 1

3-55

Rev 1

3.15 ALTITUDE ALERTING

If your aircraft does not already have an altitude alerting capability you may wish to use the KLN 90B’s capability of assisting you with altitude management during your flying. Altitude alerting allows you to select a target altitude and it then provides you with an aural alarm 1000 feet prior to reaching the selected altitude, another aural alarm upon reaching the selected altitude, and another aural alarm if you deviate from the selected altitude.

NOTE: The altitude alerting function of the KLN 90B does not meet FAR Part 91 for turbojet-powered civil airplanes.

To use the altitude alerting:

1. Press A. The Altitude page will be displayed on the left with the cursor over the first two digits of the altimeter baro set field. The NAV 4 page will be displayed on the right with the cursor over the first digit of the selected altitude field (figure 3-175).

NOTE: The altimeter baro set units may be changed from inches to millibars on the SET 7 page.

2. Use the left knobs to update the altimeter baro 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 3-176). With the proper altimeter baro setting, the indicated altitude (IND) on the right should be the same as the aircraft’s actual altimeter.

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 90B 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 3-177). If OFF is displayed, turn the left inner knob to select ON (figure 3-178). When alerting is enabled, an arrow to the right of ON points to the selected altitude on the right side of the screen.

4. Select a warn altitude by using the left outer knob to position the cursor over the WARN: field (figure 3-179). 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.

CRSR enr-leg CRSR

Figure 3-175

CRSR enr-leg CRSR

Figure 3-176



CRSR enr-leg CRSR

Figure 3-177



CRSR enr-leg CRSR

Figure 3-178



CRSR enr-leg CRSR

Figure 3-179

3-56

Rev 1

5. Enter 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 3-180).

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 5.

6. Press A to return to the pages previously being displayed.

7. The aural alarm activates as follows:

• 1000 feet prior to reaching the selected altitude -

three short tones

• Upon reaching the 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 descend slightly below or climb slightly 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 90B 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 aircraft’s speaker and headphones. Or the KLN 90B may be interfaced with an external tone generator installed in the aircraft.

In order to use altitude alerting, the KLN 90B must have an altitude input. If the altitude input is from an altitude encoder or from an air data computer not having a baro 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 baro setting on the Altitude page. Press A to display the Altitude page. Use the left knobs to make the altimeter baro setting. Press A again to return to the pages previously being displayed. It’s so easy you have no excuses for not keeping the baro setting updated!

CAUTION: The altitude alerting feature will only be accurate if the altimeter baro correction is kept updated. If altitude alerting is used, it is a good idea to update the altimeter baro set on the ALT page each time you make a change to the aircraft’s altimeter setting.

CRSR enr-leg CRSR

Figure 3-180

3-57

Rev 1

The volume of the aural alarm tone is changeable on the SET 9 page (figure 3-181). Press the left C 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.

NOTE: The altitude alerting and height above airport features can be disabled in the KLN 90B 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 SET 9 pages display the following :

FEATURE DIS-

ABLED.

ALTITUDE | ALERT | VOLUME: | | 02 | |

SET 9

Figure 3-181

3-58

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3.16 HEIGHT ABOVE AIRPORT ALERT

The height above airport alert feature can provide you a means of knowing when you are at traffic pattern altitude or when you are at a fixed height above the airport where you might perform any repetitive duty.

The height above airport feature works as follows: You enable/disable this feature and select an offset height on the SET 5 page (figure 3-182). When the height above airport alert is enabled, the KLN 90B creates a 5 nm radius cylinder of airspace centered on an airport. This airport is any airport that is a Direct To waypoint or is the “TO” waypoint in the active flight plan. The height of the cylinder above the airport is the offset height you select on the SET 5 page. The KLN 90B adds this offset height to the elevation stored in the database for the airport. The KLN 90B compares the aircraft’s position relative to the cylinder and notifies you with an aural alert when the aircraft first penetrates the cylinder (figure 3-183). The alert consists of a short tone, followed by a long tone, followed by a short tone.

HT ABOVE | APT ALERT | ON | | APT ELEV | [ 800ft |

SET 5

Figure 3-182

Airport elevation plus selected offset height

Figure 3-183

HT ABOVE | APT ALERT | ON | | APT ELEV | [ 800ft |

CRSR

Figure 3-184

To enable or disable the height above airport alert, press the left C. 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 3-184). Turn the left inner knob to select an offset between 800 feet and 2000 feet. Press the left C 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 aircraft’s actual height above the airport’s surrounding terrain.

The alert tone is provided in the same way as described in section 3.15, “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 90B. If the altitude input to the KLN 90B is pressure altitude such as from an altitude encoder or air data computer, then the altitude must be corrected with the proper altimeter baro setting. This is accomplished on the ALT page as described in section 3.15, “Altitude Alerting.”

CAUTION: The height above airport alert feature will only be accurate if the altimeter baro correction is correct. If the height above airport alert feature is enabled, it is a good idea to update the altimeter baro set on the ALT page each time you make a change to the aircraft’s altimeter setting.

NOTE: The altitude alerting and height above airport fea-

tures can be disabled in the KLN 90B 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

OFF

display 5 and SET 9 pages display the following :

ABLED.

and cannot be changed. In addition, the SET

FEATURE DIS-

3.17 REMOTE MOUNTED ANNUNCIATORS

The KLN 90B has outputs capable of driving two remote annunciator lights: waypoint alert and message. Although these annunciators are optional, it is desirable to have them mounted in the pilot’s normal scan area so that these annunciators are easily seen. A typical annunciator is shown in figure 3-185; however, actual annunciation abbreviations and configurations may be different.

In addition, there may be a NAV/GPS switch/annunciator to switch a CDI or HSI navigation source between the KLN 90B and a VOR/ILS system; a GPS APR switch/annunciator which allows display and control of the approach modes (see section 6.1; and a GPS CRS switch/annunciator which allows changing between Leg and OBS modes (see section 5.9.1).

The remote waypoint alert annunciator is on whenever waypoint alerting is occurring. See sections 3.8.6 and

4.2.2. The remote message annunciator is on whenever the

message prompt is on. See section 3.5.

WPT MSG

Figure 3-185

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3-60

Rev 1

3.18 SAMPLE TRIP

Just to make sure you are ready to use the KLN 90B for navigation, let’s go through a sample trip to illustrate many of the features you have learned to use in this section of the Pilot’s Guide. Our trip will be from Adams field (KLIT) in Little Rock, Arkansas to Mueller Municipal airport (KAUS) in Austin, Texas. The weather is perfect and you decide to make the trip VFR and fly direct to Austin.

3.18.1 Pre-Departure

1. Apply power to the KLN 90B by pushing the power/brightness knob to the “in” position.

2. When the screen warms up, adjust the brightness to the desired level by rotating the power/brightness knob.

3. Verify that the information on the Self Test page is correct, including the time and date. Enter the altimeter baro setting. Position the cursor over APPROVE? and press E to approve the Self Test page.

4. Read the Database page. Acknowledge the Database page by pressing E.

5. A blank NAV 2 page is now displayed on the left side on the screen. The APT 4 page for Adams field (KLIT), which shows the communications frequencies, is now displayed on the right side of the screen since KLIT was the active waypoint when you last removed power from the KLN 90B. The APT 4 page indicates that the ATIS frequency is 125.65 MHz, the pre-taxi clearance delivery frequency is 118.95 MHz, the ground control frequency is 121.90 MHz, and the tower frequency is 118.70 MHz. After listening to ATIS, you contact clearance delivery for your clearance out of the Little Rock Class C airspace. Next, you give ground control a call and receive your taxi clearance.

6. By this time the KLN 90B 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 D to bring up the Direct To page on the left 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 E to bring up the APT 1 waypoint page for Mueller Municipal airport on the right side.

9. Press E again to approve the waypoint page. The NAV 1 page is now displayed on the right side of the 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.

10.You now decide to view the Super NAV 1 page. Rotate the left inner knob to select the NAV 1 page.

3.18.2 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 position. To recenter the D-Bar, press D, and then press E.

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. You’ve 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 90B to determine where the nearest airports are from your present location. To view the nearest airports press M, and then press E. The nearest 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 page’s moving map display. You do this by selecting NAV 5 on both sides of the screen. Pressing the right C 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.

3-61

Rev 1

While the display menu is displayed, select the track up map orientation (TK) as well. Pressing the right C again removes the menu from the screen. You select the 30 nm range scale on the left side using the left C and left knobs. You also decide to display ETE, DTK, and TK on the left side of the map display by using the left knobs.

6. Since it is a good idea to not rely on just one navigation source, you decide to cross check the KLN 90B 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.

3.18.3 Terminal Area

1. About 50 nautical miles from Austin’s Mueller airport you start preparing for your arrival. Viewing the APT 4 page for KAUS you determine that the ATIS frequency is 119.20 MHz and tower is 121.00 MHz.

2. A few minutes later, the message prompt begins flashing. When you press M, the message page advises:

AIRSPACE ALERT - AUSTIN CL C - 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 Class C airspace. When you view the APT 4 page, you see that the Class C airspace 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 170 degrees.

3. After you call Austin approach control for clearance into the Class C airspace, 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 90B is turned off either by pulling the power/brightness switch to the “out” position or with the avionics master switch if one is installed.

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THIS PAGE INTENTIONALLY LEFT BLANK

4-1

Rev 1

This is the second of four chapters specifically dealing with operating the KLN 90B. 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 3 about operating the KLN 90B, since you can use the Direct To operation to fly anywhere you want to go. However, you would be selling yourself and the KLN 90B short if you stop there. Using the unit’s 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 90B only for Direct To operation would be like flying a retractable gear aircraft with the gear down all the time — you’re just not getting the most out of your equipment!

CHAPTER 4 - LEVEL 2 OPERATION

4.1 CREATING AND MODIFYING

FLIGHT PLANS

The following rules and considerations apply to KLN 90B flight plans:

• The KLN 90B is capable of storing in its memory 25

flight plans plus an active flight plan.

• Each of the flight plans may contain up to 30 way-

points. These waypoints may consist of any combination of published waypoints from the database or user created waypoints.

• The flight plans are numbered 0 through 25 (FPL 0,

FPL 1, FPL 2, ..., FPL 25).

• The active flight plan is always FPL 0. The standard

procedure is to create a flight plan in one of the flight plans numbered as FPL 1, FPL 2, FPL 3,..., or FPL

25. When one of these numbered flight plans is activated, it becomes FPL 0, the active flight plan. This Pilot’s Guide will refer to FPL 0 as the “active flight plan” and FPL 1 through FPL 25 as the “numbered flight plans.” If desired, a flight plan can be created directly in the active flight plan. This avoids creating the flight plan in a numbered flight plan and then having to activate it. The disadvantage is that if a numbered flight plan is subsequently made active, the one programmed directly into FPL 0 will be lost.

• Modifications may be made to FPL 0 without affecting

the way it is stored as a numbered flight plan.

• Unless Direct To operation is being used, the active

flight plan (FPL 0) must contain at least two waypoints. Otherwise, the KLN 90B system will be flagged.

4.1.1 Creating A Flight 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(Lakefront airport), GPT(Gulfport VOR), SJI(Semmes VOR), CEW(Crestview VOR),MAI (Marianna VOR), TLH(Tallahassee VOR), CTY(Cross City VOR), and KPIE(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 4-1).

2.Turn the left inner knob to select a flight plan page (preferably other than FPL 0) which does not contain a flight plan (figure 4-2). If all of the flight plan pages contain flight plans, refer to section 4.1.5, “Deleting Flight Plans.”

3.Press the left

left page (figure 4-3).

Cto turn on the cursor function for the

NOTE: The KLN 90B flight plan operation is designed so that the first waypoint in the flight plan should always be the departure point. Remember to enter the “K”, “P”, or “C” prefix for certain airports in the United States, Alaska, or Canada. See section 2.3, “USE OF ICAO IDENTIFIERS.”

4.Use the left inner knob to select the first character of the departure waypoint identifier (figure 4-4).

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.

USE? INVRT?| 1:KMKC | 2:BUM | 3:OSW | 4:TUL | 6:KRVS |

FPL 8

Figure 4-1

LOAD FPL 0?| 1: | | | | | 

CRSR

Figure 4-3

CRSR

Figure 4-5

LOAD FPL 0?| 1: | | | | | 

FPL 4

Figure 4-2

LOAD INVRT?| 1:K | 2: | | | | 

CRSR

Figure 4-4

6.Use the above procedure to select the entire identifier for the first waypoint (figure 4-5).

7.Press E. A waypoint page for the identifier just entered will be displayed on the right side (figure 4-6). If a mistake was made and the wrong waypoint identifier was entered, press @and begin again. If a mistake was not made but the waypoint identifier just entered isn’t in the database, a page allowing creation of a user defined waypoint will appear on the right side. Refer to section 5.4, “USER-DEFINED WAYPOINTS”, for instruction on how to define a user created waypoint.

8.Press Eagain to approve the waypoint page being displayed. The cursor will move to the second waypoint position (figure 4-7).

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 4-6

USE? INVRT?| 1:KNEW | 2: | | | |

CRSR

Figure 4-7

4-2

Rev 1

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 4.2.2). In these cases the KLN 90B will present a waypoint type identification page (Figure 4-7a). Simply select the way in which the waypoint is intended to be used with the left outer knob

and press

. If the SID/STAR choice is selected, the KLN 90B will disable turn anticipation for that waypoint (if previously enabled). The KLN 90B 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.

SWR | SWR D TYPE WPT |SQUAW |VALLEY L

1 EN ROUTE?|113.20 16^E

2 SID/STAR?|N 39^10.82' |W120^16.18' CRSR|enr-leg ent|VOR

Figure 4-7a

9.Use the same procedure to enter the rest of the way-

points in the flight plan (figure 4-8). If the flight plan consists of five or more waypoints, the waypoints will automatically scroll as necessary to allow entry of the next waypoint.

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 4-9). 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 Cto turn off the left cursor function.

Additional flight plans may now be created in the same manner.

4.1.2 Activating A Numbered Flight Plan

To activate one of the previously created numbered flight plans:

1.Use the left outer knob to select the flight plan (FPL)

type pages.

2.Rotate the left inner knob to select the desired flight

plan (figure 4-10).

4:CEW | 5:MAI | 6:TLH | 7:CTY | 8:KPIE | 9: |

CRSR

Figure 4-8

USE? INVRT?|

1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

CRSR

Figure 4-9

USE? INVRT?| 1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

FPL 4

Figure 4-10

3.Press the left Cto enable the left cursor function.

The cursor will appear over USE?(figure 4-11). If you haven’t left the numbered flight plan page since creating this flight plan, rotate the left outer knob all the way counterclockwise to position the cursor over USE?

USE? INVRT?|

1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

CRSR

Figure 4-11

4-3

Rev 1

4-4

Rev 1

4. Press E to activate the flight plan in the order shown (figure 4-12). 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 E (figure 4-13).

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.

4.1.3 Adding A Waypoint To A Flight Plan

A waypoint may be added to any flight plan containing fewer than 30 waypoints. To add a waypoint to a flight plan:

1. Press the left C to enable the left cursor function if it is not on already (figure 4-14).

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 wish to insert BUGLE intersection in the number three position in front of SJI, move the cursor over SJI (figure 4-15).

3. Use the left inner knob to enter the first character of the waypoint being inserted. As you begin to turn the knob, the existing waypoint in this position automatically jumps down to the next position. In this case, SJI automatically moves to waypoint four (figure 4-

16).

4. Use the left outer and inner knobs in the normal manner to complete entering the waypoint identifier (figure 4-17).

5. Press E to display the waypoint page on the right side for the identifier just entered.

6. Press E again to approve the waypoint page (figure 4-18).

7. Press the left C to turn off the left cursor function.

|

1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

CRSR

Figure 4-14

|

1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

CRSR

Figure 4-15

|

1:KNEW | 2:GPT | 3:B | 4:SJI | 9:KPIE |

CRSR

Figure 4-16

|

1:KNEW | 2:GPT | 3:BUGLE | 4:SJI | 9:KPIE | 

CRSR



Figure 4-17

CRSR

Figure 4-18

| 1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

FPL 0

Figure 4-12

USE? INVRT?|

1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

CRSR

Figure 4-13

4-5

Rev 1

4.1.4 Deleting A Waypoint From A Flight Plan

To delete a waypoint from a flight plan:

1. Press the left C 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 4-19).

3. Press @. 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 4-20). If a mistake was made and you do not wish to delete this waypoint, press @.

4. Press E and the waypoint will be deleted from the

flight plan. The other waypoints in the flight plan will be correctly repositioned (figure 4-21).

5. Press the left C to turn off the left cursor function.

4.1.5 Deleting Flight Plans

To delete a flight plan which is no longer required:

1. Display the flight plan (FPL 0, FPL 1, FPL 2,..., or FPL

25) which is to be cleared (figure 4-22).

2. Make sure the left cursor function is turned off. If the left cursor is on, press the left C to turn it off.

3. Press @. The words DELETE FPL? will appear at the top of the page (figure 4-23). If a mistake was made and you do not wish to clear this flight plan, press @.

4. Press E to clear the flight plan (figure 4-24).

|

1:KNEW | 2:GPT | 3:BUGLE | 4:SJI | 9:KPIE | 

CRSR

Figure 4-19

USE? INVRT?|

1:KNEW | 2:GPT |

DEL BUGLE? |

4:SJI | 9:KPIE |

CRSR

Figure 4-20

|

1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

CRSR

Figure 4-21

USE? INVRT?| 1:KMKC | 2:BUM | 3:OSW | 4:TUL | 6:KRVS |

FPL 8

Figure 4-22

DELETE FPL?| 1:KMKC |

2:BUM | 3:OSW | 4:TUL | 6:KRVS |

CRSR

Figure 4-23

LOAD FPL 0?| 1: | | | | | 

FPL 8

Figure 4-24

4.1.6 Storing FPL 0 As A Numbered Flight 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:

1.Select a numbered flight plan page which does not contain any waypoints (figure 4-25). If none exist, use the procedure described in n 4.1.5, “Deleting Flight Plans,” to clear a flight plan which is no longer required.

2.Press the left Cto turn on the left cursor function with the cursor over the blank first waypoint position (figure 4-26).

3.Rotate the left outer knob one step counterclockwise to position the cursor over LOAD FPL 0? (figure 4-

27).

4.Press Eto load the active flight plan into this numbered flight plan (figure 4-28).

LOAD FPL 0?| 1: | | | | | 

FPL 7

Figure 4-25

LOAD FPL 0?| 1: | | | | | 

CRSR

Figure 4-26

USE? INVRT?| 1:KHOU | 2:DAS | 3:LFK | 4:BEKEN | 5:KSHV | 

FPL 7

LOAD FPL 0?|

1: | | | | | 

CRSR

Figure 4-27

Figure 4-28

4-6

Rev 1

4.2 OPERATING FROM THE ACTIVE FLIGHT PLAN

4.2.1 General Procedures

Everything you have learned in this Pilot’s Guide thus far is applicable to using the KLN 90B for flight plan operation. The following rules and considerations apply for flight plan operation while the KLN 90B is in the Leg mode:

•Although any of the KLN 90B 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 Distance/Time pages (D/T 1, D/T 2, D/T 3) or the NAV 5 page (navigation graphics) on the right side. The information contained on the Distance/Time pages is explained later, beginning in section 4.2.5, “The Distance/Time 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 3.9.6 and 3.9.7).

; 1:KNEW | < 2:GPT | 3:SJI | 4:CEW | 5:MAI | 8:KPIE | 

FPL 0

Figure 4-29

•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 ∑

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 4-29, GPTis the “to” waypoint. The tail of the ∑symbol is positioned to the left of the “from” waypoint. KNEWis the “from” waypoint in figure 4-29. The ∑ symbol is not displayed unless the KLN 90B is actually receiving navigation signals suitable for navigation. (Note: If the unit is in the take-home mode, it has been “tricked” into thinking it is receiving signals and therefore the ∑symbol can be displayed). Also, the ∑ 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 Æsymbol (figure 4-30) instead of a “from” waypoint (figure 4-31), then Direct To navigation is occurring. If it is desired to cancel the Direct To operation and operate from the active flight plan; press D, then press @, then press E.

•As flight plan waypoints are reached, the active leg

symbol automatically orients itself on the next leg.

$=KHOU | +++++Ê+++++| DIS 278nm| GS 182kt| ETE 1:32| BRG 264^| 

NAV 1

Figure 4-30

KNEW =GPT | +++++Ê+++++| DIS 52.4nm| GS 182kt| ETE :18| BRG 065^|

NAV 1

Figure 4-31

4-7

Rev 1

4-8

Rev 1

• 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 4-32).

• 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 waypoints, as desired. If scrolling is performed all the way to 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 4-33).

4.2.2 Turn Anticipation And Waypoint Alerting

Prior to reaching a waypoint in the active flight plan, the KLN 90B 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 4-

34. 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 90B 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, Distance/Time page, or waypoint page displaying the active waypoint identifier (figure 4-35). On the Super NAV 5 page, the entire active waypoint identifier will start to flash. 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 or the active waypoint identifier on the Super NAV 5 page stops flashing and goes on steady. At this time the KLN 90B 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 90B is interfaced with an EHSI or HSI having a course pointer that is automatically slewed to the correct desired track.

3:SJI | ; 4:CEW | < 5:MAI | 6:TLH | 7:CTY | 8:KPIE |

FPL 0

Figure 4-32

; 4:CEW | < 5:MAI | 6:TLH | 7:CTY | 8:KPIE | 9: |

CRSR

Figure 4-33

WPT 1

WPT 2

WPT 3

Figure 4-34

FPL 0 enr-leg NAV 1

Figure 4-35

4-9

Rev 1

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.

In some installtions the KLN 90B can “read” the selected course set on external CDIs or HSIs. In these installations the KLN 90B will flash the value of desired track (DTK) on both the NAV 3 and Super NAV 5 pages when the desired track and the selected course differ by more than 10°. Set the selected course to match the desired track. This will make sure that the orientation “picture” is always correct.

If desired, turn anticipation may be disabled (or enabled) on the Setup 6 page (SET 6) using the left C and the left inner knob to select between DISABLE or ENABLE (figure 4-36). If turn anticipation is disabled, navigation is provided all the way to the waypoint, and waypoint alerting occurs approximately 36 seconds prior to actually reaching the waypoint.

Figure 4-36



TURN | ANTICIPATE | | ENABLE | | |

SET 6

4.2.3 Viewing The Waypoint Pages For The Active Flight Plan Waypoints

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 4-

37). The location of the waypoint in the flight 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, S= supplemental or T= terminal (for details on terminal waypoints see section 6.1.2). 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 4-

38). For airport waypoints, the right inner knob may be

pushed back to the “in” position and rotated to display any of the eight airport pages (figure 4-39). Pulling the knob back out will allow further scanning of the waypoint pages in the active flight plan.

4.2.4 Combining Direct To And Flight 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 90B 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.

Figure 4-37

FPL 0 enr-leg ACT 1

Figure 4-38

FPL 0 enr-leg ACT[3

Figure 4-39

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 3.8.

4-10

Rev 1

1.Select the FPL 0 page of the left side.

2.Press the left Cand then use the left outer knob to

position the cursor over the desired waypoint (figure 4-

40).

3.Press D. The waypoint page for the selected

waypoint in FPL 0 will be displayed on the right side (figure 4-41).

CRSR enr-leg ACT

Figure 4-40

4.Press Eto approve the waypoint page. The Direct

To waypoint identifier in the active flight plan will now be preceded by just an arrow (figure 4-42). The ∑ symbol is not displayed since there is no “from” waypoint in the flight plan.

An alternative method is to use the Super NAV 5 page to select the direct to waypoint. This is done by pulling out on the right inner knob. With the inner knob out, it is possible to scan through the waypoints of the active flight plan as described in section 3.9.7. When the desired waypoint is highlighted, press Dand then E.

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 D, then press @, and then press E.

4.2.5 The Distance/Time Pages

As stated earlier, it is common to use the Distance/Time pages in conjunction with flight plan operation. The Distance/Time pages are specially designed to be most useful when the active flight plan page (FPL 0) is displayed simultaneously on the left side.

4.2.6 The Distance/Time 1 Page (D/T 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) are displayed for each of the active flight plan waypoints (figure 4-43). 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/T 1 page is blank when the FPL 0 page is displayed on the left (figure 4-44).

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 4-45).

DIRECT TO: | SJI D

< 2:GPT |SEMMES

SJI |17L/35R L H 4:CEW |115.30 5^E 5:MAI |N 30^43.55' 8:KPIE |W 88^21.56'

CRSR enr-leg ent VOR

Figure 4-41

FPL 0 enr-leg NAV 1

Figure 4-42

; 1:KNEW |DIS ETE < 2:GPT | 34 :11 3:SJI | 76 :25 4:CEW |163 :54 5:MAI |243 1:21 8:KPIE |477 2:39

FPL 0 enr-leg D/T 1

Figure 4-43

|DIS ETE 1:KNEW | 2:GPT | 3:SJI | 4:CEW | 8:KPIE |

FPL 0 enr-leg D/T 1

Figure 4-44

USE? INVRT?|DIS ETE 1:KMKC | 2:BUM | 51 3:OSW |126 4:TUL |190 7:KDAL |432

FPL 6 enr-leg D/T 1

Figure 4-45

4-11

Rev 1

If a non-flight plan page is displayed on the left, the format of the D/T 1 page changes to display just the distance and ETE for the active waypoint and for the last waypoint in the flight plan (figure 4-46).

4.2.7 The Distance/Time 2 Page (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 4-47). 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 the 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 4-48). Changing the time zone on the D/T 2 page changes the time zone on other pages where time is displayed.

NAV 1 enr-leg D/T 1

Figure 4-46

; 1:KNEW |DIS CST < 2:GPT | 34 09:23 3:SJI | 76 09:37 4:CEW |163 10:06 5:MAI |243 10:33 8:KPIE |477 11:51

FPL 0 enr-leg D/T 2

Figure 4-47

If a numbered flight plan page other than FPL 0 is displayed on the left side, no estimated times of arrival are displayed (figure 4-49).

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 4-50).

4.2.8 The Distance/Time 3 Page (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 4-51). 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.

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 flight plan this is different than for the D/T 1 and D/T 2 pages.

(figure 4-52). Note that

; 1:KNEW |DIS UTC < 2:GPT | 34 15:23 3:SJI | 76 15:37 4:CEW |163 16:06 5:MAI |243 16:33 8:KPIE |477 17:51

FPL 0 enr-leg CRSR

Figure 4-48

USE? INVRT?|DIS CST 1:KMKC | 2:BUM | 51 3:OSW |126 4:TUL |190 7:KDAL |432

FPL 7 enr-leg D/T 2

Figure 4-49

NAV 1 enr-leg D/T 2

Figure 4-50

; 1:KNEW |DIS DTK < 2:GPT | 34 063^ 3:SJI | 76 061^ 4:CEW |163 085^ 5:MAI |243 092^ 8:KPIE |477 172^

FPL 0 enr-leg D/T 3

Figure 4-51

NAV 1 enr-leg D/T 3

Figure 4-52

4-12

Rev 1

4-13

Rev 1

4.2.9 The Distance/Time 4 Page (D/T 4)

The format of the D/T 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 4-53). 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 C 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 4-54). 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 90B. The SET 4 page may be changed by pressing the left C while the SET 4 page is displayed on the left side and then rotating the left inner knob. Press the left C again to turn the left cursor function off.

• 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.

• ETE - Estimated time enroute to the destination waypoint.

| KPIE UTC |DEP 15:02 |TIME 15:12 |ETA 17:51 |FLT :10 |ETE 2:39

D/T 4

Figure 4-53

SET 4

Figure 4-54

4-14

Rev 1

THIS PAGE INTENTIONALLY LEFT BLANK

4-15

4.3 SAMPLE TRIP

Let’s use a sample trip to illustrate some of the KLN 90B’s flight plan features you learned to use in this section of the Pilot’s Guide. The flight will be from Lakefront airport in New Orleans, LA. (KNEW) to St. Petersburg/Clearwater, FL. international airport (KPIE). You decide to fly mostly an inland route rather than following the coast to avoid the many restricted areas and MOAs and also to avoid thunderstorms which are occurring off the coast around Panama City (figure 4-55). The pages viewed in this scenario assume that the KLN 90B is driving an external HSI or CDI. If your KLN 90B installation is not interfaced with an external HSI or CDI, then your page selection would have more emphasis on the NAV 1 and Super NAV 1 pages than presented here.

TRI COUNTY

275 BKK

CORKY

(AAS)

V 198

DEFUN

2000

D30

GLEET

J-2

CHEWS

272°

MARIANNA

FLA 113

109°

288°

V 198

J-2

D24

2000

MAUNA

QUILL QUINCY

FLA 222

114.0 MAI

MARIANNA

117.5 TLH

TALLAHASSEE

SNEAD

PANAMA CITY FLA

288°

V 7-29

2000

53 TO CILLA

V 7-295

2000

312°

D37

CODYS

CILLA

112.0 CTY

CROSS CITY

170°

V 198

103

3000 1200T

CEDDI

2000

ELTOR

D58

ENDED

NEW PORT

RICHEY FLA

349°

ST PETERSBURG

CLEARWATER

116.4 PIE

ST PETERSBURG

GULF OF MEXICO

113.2 MSY

NEW ORLEANS

V 20

V 114

1800

064°

079°

NEW ORLEANS

LA Lakefront

25 5000

SLIDD

SNAKI

245°

D20

GULFPORT

MISS

CLERY

V-20

061°

2000

BUGLE

238°

109.0 GPT

GULFPORT

115.3 SJI

SEMMES

081°

GULF OF MEXICO

3000

V 241

LOXLY

D36

BRATT

V 198-241

3000

PENSI

J-2

D31

263°

BAKOS

RESTRICTED

AIRSPACE

088°

115.9 CEW

CRESTVIEW

GULF OF MEXICO

Rev 0

4.3.1 Pre-Departure

1.After turn-on and approval of the Self Test and Database pages, the APT 4 page (airport communication frequencies) for KNEWis 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 plan on the FPL 4 page exactly as described for this route in section 4.1.1. The flight plan route is from KNEW, to GPT(Gulfport VOR), to

SJI(Semmes VOR), to CEW(Crestview VOR), to MAI(Marianna VOR), to TLH(Tallahassee VOR), to CTY(Cross City VOR), to KPIE.

3.The flight plan is now activated (made FPL 0) as described in section 4.1.2.

4.Until the KLN 90B reaches a NAV ready status, there is no ∑symbol to indicate the active flight plan leg on the FPL 0 page and no distances displayed on the D/T 1 page (figure 4-56).

5.Shortly, the KLN 90B reaches a NAV ready status (figure 4-57). You see that the distance is 496 NM to St. Petersburg/Clearwater along the flight plan route. The active leg of the flight plan is KNEW- GPTand is so indicated on the FPL 0 page 2 with the ∑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 4-58).

|DIS ETE

1:KNEW | 2:GPT |---- --:--

3:SJI |---- --:-- 4:CEW |---- --:-- 8:KPIE |---- --:--

FPL 0 enr-leg D/T 1

Figure 4-56

; 1:KNEW |DIS ETE < 2:GPT | 54 --:-- 3:SJI | 95 --:-- 4:CEW |182 --:-- 5:MAI |263 --:-- 8:KPIE |496 --:--

FPL 0 enr-leg D/T 1

Figure 4-57

; 1:KNEW |DIS DTK < 2:GPT | 54 063^ 3:SJI | 95 061^ 4:CEW |182 085^ 5:MAI |263 092^ 8:KPIE |496 172^

FPL 0 enr-leg D/T 3

Figure 4-58

4.3.2 Enroute

1.After departure from runway 18R at Lakefront airport, you receive radar vectors out of the New Orleans Class B airspace. 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 D, and then press E(figure 4-59). Remember that if a waypoint page would have been displayed on the right side when Dwas pressed, the Direct To page would have contained that waypoint’s identifier, not the active waypoint’s identifier). You reselect the D/T 1 page on the right side (figure 4-60). 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 D/T 3 page to see that the next desired track is 61 degrees.

FPL 0 enr-leg NAV 1

Figure 4-59

1:KNEW |DIS ETE = 2:GPT | 41 :20 3:SJI | 83 :41 4:CEW |170 1:25 5:MAI |250 2:05 8:KPIE |484 4:02

FPL 0 enr-leg D/T 1

Figure 4-60

4-16

Rev 1

BendixKing KLN 90B User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

TABLE OF CONTENTS

INTRODUCTION

2.1 FUNCTIONS OF THE DATABASE

2.2 DATABASE COVERAGE AREAS AND CONTENTS

2.3 USE OF ICAO IDENTIFIERS

2.4 UPDATING THE DATABASE

2.4.1 Computer Updating Of The Database

2.4.2 Cartridge Exchange Updating of the Database

2.7 DATABASE UPDATE SERVICE OPTIONS

2.5 USER DEFINED DATABASE

2.6 INTERNAL MEMORY BACKUP BATTERY

3.1 COVERAGE AREA

3.2 TURN-ON AND SELF TEST

3.3 DISPLAY FORMAT

3.4 BASIC OPERATION OF PANEL CONTROLS

3.4.1 Page Selection

3.4.2 Data Entry

3.4.3 Alternative Waypoint Data Entry Method

3.4.4 The Duplicate Waypoint Page

3.5 MESSAGE PAGE

3.7 SELECTING WAYPOINTS

3.7.1 Selecting Waypoints By Identifier

3.7.2 Selecting Waypoints By Scanning

3.7.4 Selecting Waypoints By Name Or City

3.8 DIRECT TO OPERATION

3.8.1 Direct To-Procedure 1

3.8.2 Direct To-Procedure 2

3.8.3 To Recenter The D-Bar

3.8.4 To Proceed Direct To Another Waypoint

3.8.5 Cancelling Direct To Operation

3.8.6 Waypoint Alerting For Direct To Operation

3.9 THE NAVIGATION PAGES

3.9.1 The Navigation 1 Page (NAV 1)

3.9.2 The Super NAV 1 Page

3.9.3 The Navigation 2 Page (NAV 2)

3.9.4 The Navigation 3 Page (NAV 3)

3.9.5 The Navigation 4 Page (NAV 4)

3.9.6 The Navigation 5 Page (NAV 5)

3.9.7 The Super NAV 5 Page

3.10 SPECIAL USE AIRSPACE ALERT

3.11 VIEWING THE WAYPOINT PAGES

3.11.1 Airport Pages

3.11.2 The Airport 1 Page (APT 1)

3.11.3 The Airport 2 Page (APT 2)

3.11.4 The Airport 3 Page (APT 3)

3.11.5 The Airport 4 Page (APT 4)

3.11.6 The Airport 5 Page (APT 5)

3.11.7 The Airport 6 Page (APT 6)

3.11.8 The Airport 7 Page (APT 7)

3.11.9 The Airport 8 Page (APT 8)

3.11.10 The VOR Page

3.11.11 The NDB Page

4.11.12 The Intersection Page (INT)

3.11.13 The Supplemental Waypoint Page (SUP)

3.14 VIEWING AND SETTING THE DATE AND TIME

3.15 ALTITUDE ALERTING

3.16 HEIGHT ABOVE AIRPORT ALERT

3.17 REMOTE MOUNTED ANNUNCIATORS

3.18 SAMPLE TRIP

3.18.1 Pre-Departure

3.18.2 Enroute

3.18.3 Terminal Area

4.1.1 Creating A Flight Plan

4.1.2 Activating A Numbered Flight Plan

4.1.3 Adding A Waypoint To A Flight Plan

4.1.4 Deleting A Waypoint From A Flight Plan

4.1.5 Deleting Flight Plans

4.1.6 Storing FPL 0 As A Numbered Flight Plan

4.2 OPERATING FROM THE ACTIVE FLIGHT PLAN

4.2.1 General Procedures

4.2.2 Turn Anticipation And Waypoint Alerting

4.2.3 Viewing The Waypoint Pages For The Active Flight Plan Waypoints

4.2.4 Combining Direct To And Flight Plan Operation

4.2.5 The Distance/Time Pages

4.2.6 The Distance/Time 1 Page (D/T 1)

4.2.7 The Distance/Time 2 Page (D/T 2)