KLN 90B Pilot's Guide PDF

Pilot’s Guide KLN 90B Bendix/King®
TSO’d GPS Navigation System
ORS 20
A
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
A
KLN 90B PILOT’S GUIDE
006-08773-0000
for KLN 90Bs with
OPERATIONAL REVISION STATUS (ORS) 20
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.
For Important
Database Update
Information
See Section 2.7
May, 1997
i Rev 1
THIS PAGE INTENTIONALLY LEFT BLANK
ii Rev 1
TABLE OF CONTENTS
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
3.9.7 The Super NAV 5 Page ....................................................................................................................3-36
3.10 SPECIAL USE AIRSPACE ALERT ..............................................................................................................3-39
TOC-1 Rev 1
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
3.11.10 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
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
4.3 SAMPLE TRIP ................................................................................................................................................4-15
4.3.1 Pre-Departure ...................................................................................................................................4-16
4.3.2 Enroute ..............................................................................................................................................4-16
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
TOC-2 Rev 1
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
5.4 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
5.10.4 The Other 8 Page (OTH 8) ............................................................................................................5-41
5.11 THE AIR DATA PAGES ..............................................................................................................................5-42
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-3 Rev 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
TOC-4 Rev 1
INTRODUCTION
The KLN 90B is an extremely sophisticated navigational As you become proficient with using the KLN 90B, don’t
device, capable of providing highly accurate navigation be tempted to rely on it as the sole means of navigation.
over most parts of the world. You will be amazed at all A good pilot never relies on just one source of naviga-
of the navigational and other aeronautical functions that tion for either VFR or IFR flying. Cross check your posi-
the unit can perform. However, you don’t need to mas- tion using VOR, DME, ADF, or other navigational
ter all of the KLN 90B’s capabilities at once. In just a devices you may have in the cockpit - including your
short time you will be confidently using it to make your eyes!
flying duties easier and more enjoyable. You will learn
new features as you have a need or desire to learn Be sure and keep a copy of this Pilot’s Guide in the
them and soon will establish the best way of using the aircraft to use as a reference. You never know when
KLN 90B to meet your particular flying requirements. you may have a question you’ll want to look up.
Don’t let the size of this Pilot’s Guide intimidate you! It One last thing. Don’t get so involved in learning to use
is written in plain, simple English instead of “computer- the KLN 90B that you forget to fly the aircraft. Be care-
eeze” and it assumes you are not an experienced user ful, and remember to keep a close eye out for other
of GPS or other types of long range navigation equip- aircraft.
ment. 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 eas- NOTE: A white border is used around data on some of
ier. It is designed so that you can start at the front and the figures in this Pilot’s Guide to indicate that the data
progress in the order presented; however, you may inside the border is flashing. An example of this is fig-
want to skip around and learn things in your own order. ure 3-5 where the white border around the characters
There are several appendices in the back that you may ACKNOWLEDGE? and ENT is used to indicate that
find useful from time to time. both are flashing.
I Rev 1
PREVIEW OF OPERATION
No doubt you are going to read this entire manual just Test page. (Note: If the KLN 90B is installed for
as soon as you possibly can. But just to get an idea of VFR only operation, a VFR only warning page is
how easy the KLN 90B is to operate, the following oper- diplayed after the self test page has been
ational preview is presented. This operational preview approved. This warning page must be acknowl-
assumes the KLN 90B has been properly installed, the edged by pressing E .)
unit was previously operational in the same general
geographical location, and that no peripheral equipment 3. A Database page is now displayed showing the
interfaced with the KLN 90B (such as external HSIs, date the data base expires or the date it expired.
CDIs, autopilots, RMIs, fuel flow systems, moving map Press E to acknowledge the information dis-
display, etc.) is to be used at this time. If you are using played on this page.
this operational preview in flight, do so only in good VFR
conditions and only with an alternate means of naviga- 4. A page displaying the letters PRESENT POS at
tion available to cross-check position. the top will now be on the left side of the screen.
In a couple minutes or less, this page will display
1. Push the power/brightness knob located in the the aircraft’s present position. It shows the posi-
upper right corner of the unit to the “in” position. tion both in latitude/longitude and in terms of the
radial and distance from a nearby VOR. Verify
2. After a few seconds of warm up, the screen will that the position is correct before proceeding.
show a Turn-On page with the words SELF TEST
IN PROGRESS at the bottom of the page. Rotate 5. Press the D button. A page with the words
the power/brightness knob to select the desired DIRECT TO is now displayed on the left.
screen brightness. After a few seconds the Turn-
On page will automatically be replaced with the In step 6 you will enter the ICAO identifier of the
Self Test page. (Note: If the KLN 90B is being destination airport. The identifier will have a “K”
used in the take-home mode, a Take-Home prefix for a Continental U.S. airport, a “C” prefix
Warning page is displayed before the Self Test for a Canadian airport, or a “P” prefix (in many
page and must be acknowledged by pressing cases) for an Alaskan airport if the identifier is all
E.) The Self Test page is recognizable because letters. For example, LAX becomes KLAX. For
it shows the date and time on the right side. If the these countries if the identifier contains any num-
date and time are incorrect by more than 10 min- bers, there is no prefix. For example, TX04 is
utes, refer to section 3.2 of this manual. The bot- entered TX04. For other areas of the world the
tom left side of the Self Test page must display airport identifier entered should be identical to
ANNUN ON to indicate that the KLN 90B has how it is charted.
passed an internal self test.
6. Rotate the left inner knob until the first character
In most KLN 90B installations the first two charac- of the airport identifier is displayed. Turn the left
ters of the altimeter setting BARO field will be outer knob one step clockwise to move the flash-
highlighted in inverse video (dark characters on a ing segment to the second character position.
light background) on the right side of the screen. Rotate the left inner knob to select the second
This area of inverse video is called the cursor. character of the identifier. Use this procedure to
Use the right inner knob to select the correct first enter the complete airport identifier.
two characters of the altimeter setting. Next, turn
the right outer knob one step clockwise to position 7. Press E. The right side will display a page
the cursor over the third character of the altimeter showing the identifier, name and position of the
setting. Use the right inner knob to select the cor- airport just entered. Confirm that the correct air-
rect number. Once again turn the right outer knob port is displayed. Press E a second time to
one step clockwise to position the cursor over the approve the airport data.
last character of the altimeter setting. Use the
right inner knob to complete entering the correct 8. A Navigation page is now on the right side of the
altimeter setting. screen. It displays the distance, ETE, and bearing
to the destination airport. In addition, it displays
Turn the right outer knob clockwise to position the groundspeed and a course deviation indicator. If
cursor over the word APPROVE? if the cursor is the left inner knob is rotated one step counter-
not there already. Press E to approve the Self clockwise, you will get an enlarged Navigation
page occupying the entire screen.
II Rev 1
CHAPTER 1 - KLN 90B SYSTEM COMPONENTS
A basic KLN 90B system consists of a panel mounted capabilities. Some of these optional components include
KLN 90B GPS sensor/navigation computer, a data base an external course deviation indicator (CDI) or HSI, RMI,
cartridge, and an antenna. An altitude input is required to fuel management system, air data system, ARTEX ELS-
obtain full navigation and operational capabilities. 10 emergency locator transmitter (ELT), autopilot, and
Additional system components may be added or inter- external annunciators.
faced to the KLN 90B which increase its features and
HSI EHSI CDI

KLN 90B SYSTEM OR
AZ 359
ı
12.6 NM
OR
33
N
3
REQUIRED FOR ALL INSTALLATIONS NAV

33
N HDG
3 N
N
30
11.5 TO
6
A
GS GS 33 3 V
GS
6
30
REQUIRED FOR ALL IFR APPROACH INSTALLATIONS
30
6
M
E
L
E
W
G
S
E
S
FR
OPTIONAL
24
12
12
24
1
24
12
15 15
21 15 21
S 21 S OBS S
LEFT/RIGHT
ADF 2
SELECTED
11/33V
ı
AIRCRAFT
COURSE
D-BAR
POWER KI 525A KI 206
EHI 40/50
KA 92 OR KA 91 ANTENNA
AUTOPILOT
YD ALT HDG GS NAV APR BC TRIM AP
DN
ı GPS
KAP 150
KLN 90B TSO BRT PUSH TEST
$=KOSH |=KOSH ON UP ALT HDG NAV APR BC
AP
ENG
+++++Ê+++++|WITTMAN ı
RN RC PC
DIS 683nm|
CRSR GS 193kt| CRSR
ETE 3:34|N 43^59.06'
GRAY CODE BRG 303^|W 88^33.42'
NAV 1|enr-leg |APT 1
NAV APT
RMI
NAV CALC D/T VOR
ACTV PULL NDB
FPL STAT SCAN
RS 232 MODE
TRIP
SETUP
OTHER MSG ALT D CLR ENT
REF
CTR
INT
SUPL OR
33
30
ALTITUDE INPUT A
D
N
33
N 3
W
F
OUTPUT
30
6
RS 232
24
E
6
A A
21
D D
24
12
F F
E
COMPATIBLE S 21 15
12 S
RS 232 INPUT
15
ARINC 429 or
RS 232 INPUT
ARINC 429 or
FUEL ı
NAV
B
NAV
MANAGEMENT
KI 229 KNI 582
SYSTEM
WPT ALERT
MOVING ARTEX REMOTE ANNUNCIATORS
MESSAGE
MAP ELS-10
HEADING DISPLAYS ELT
REMOTE SWITCH/
GPS APR GPS CRS ANNUNCIATORS
AIR DATA
ALTITUDE ALERT AUDIO
The KLN 90B panel mounted unit contains the GPS sen- The database cartridge is an electronic memory contain-
sor, the navigation computer, a CRT display, and all con- ing a vast amount of information on airports, navaids,
trols required to operate the unit. It also houses the data intersections, special use airspace, and other items of
base cartridge which plugs directly into the back of the value to the pilot. The database is designed to be easily
unit. 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.
1-1 Rev 1
KA 91 GPS Antenna KA 92 GPS Antenna
Two GPS antennas can be used with the KLN 90B. One Compatible air data systems are available from
is the KA91 and the other is the KA 92. The KA 92 is Bendix/King and Shadin Co. An air data system is capa-
used with new production KLN 90Bs and the KA 91 is ble of providing the KLN 90B with true air speed data
used with units that have been upgraded from either a which is used for wind determination. The Shadin air
KLN 90 or a KLN 90A. They are “patch” antennas data system also will convert heading data from the
designed to always be mounted on the top of the aircraft. Bendix/King KCS 55A and some other compass systems
to a format that allows wind calculations to be fully auto-
The KLN 90B has analog outputs to drive the left-right matic.
deviation bar of most mechanical CDIs and HSIs. In
addition, it has digital outputs to automatically drive the Altitude may be provided to the KLN 90B from an encod-
course pointer and display flight plan waypoints on the ing altimeter, blind encoder, or one of the air data com-
Bendix/King EHI 40 and EHI 50 electronic HSIs. puters mentioned above. Altitude is used as an aid in
position determination when not enough satellites are in
The Bendix/King KI 229 and KNI 582 RMIs may be inter- view. Altitude is also used in several altitude related fea-
faced to the KLN 90B to provide a display of magnetic tures such as three dimensional special use airspace
bearing to the waypoint. alerting, height above airport, and altitude alerting.
The NAV mode of the Bendix/King KFC 150, KAP 150, Some installations may require remote annunciators to be
KAP 150H, KAP 100, KFC 200, KAP 200, KFC 250, KFC mounted in the aircraft panel in order to indicate the sta-
275, KFC 300, KFC 325, KFC 400 and KFC 500 Flight tus of certain KLN 90B functions. Specifically, the KLN
Control Systems may be coupled to the KLN 90B. Many 90B has outputs to provide annunciation for waypoint
other autopilots may also be coupled to the KLN 90B. alert and message.
Actual autopilot performance and capability when coupled
to the KLN 90B may vary significantly from one autopilot In installations where the KLN 90B will be used for
model to another. approaches, the installations are more complicated.
External switches and annunciators are required to
Certain Digiflo™ and Miniflo™ fuel management systems change approach modes as well as how the KLN 90B
manufactured by Shadin Co. Inc. as well as certain fuel defines the course to the active waypoint. Selected
computers manufactured by ARNAV Systems, Inc. and course is generally required to be provided to the KLN
SHELTECH LTD interface with the KLN 90B. These 90B through an HSI, CDI or EFIS.
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.
1-2 Rev 1
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 cat-
alog of navigational and aeronautical information.
2.1 FUNCTIONS OF THE DATABASE 2.2 DATABASE COVERAGE AREAS AND

CONTENTS
The database provides two primary functions. First, it
makes pilot interface with the GPS sensor much easier. The International Civil Aviation Organization (ICAO) and
Rather than having to manually look up and then enter Aeronautical Radio, Inc. (ARINC) break the world into the
the latitude and longitude for a specific waypoint, it allows ten geographic regions shown in figure 2-1. The data-
you to merely enter a simple waypoint identifier. The bases for the KLN 90B have a primary and a secondary
database automatically looks up and displays the latitude coverage area. The primary coverage areas are indicated
and longitude associated with the identifier. It’s obvious in figure 2-1 and contain more detailed information. The
that the database saves a lot of tedious latitude/longitude secondary area contains less detailed information for the
entry and also greatly reduces the potential for data input rest of the world.
mistakes.
Specifically, all databases contain complete information
The second function of the database is that it serves as a for all worldwide VORs, NDBs, and minimum safe alti-
very convenient means to store and easily access a vast tudes (MSAs). For its primary area, the database con-
amount of aeronautical information. Want to know the tains public use and military airports which have any run-
tower frequency or the length of the runways at a specific way at least 1000 feet in length. For its secondary area,
airport? No need to look them up in a book - just turn a the database also contains airports having a hard surface
couple knobs and display the information right on the KLN runway at least 3000 feet in length. Airport communica-
90B. tion frequencies and runway information are provided
75° 75°
60° EUROPE 60°

EAST EUR
CANADA
45° 45°
USA
30° 30°
15° PACIFIC MID EAST PACIFIC 15°

LATIN AM
0° 0°
AFRICA
15° 15°
SOUTH AM
30° 30°
45° 45°
SOUTH PAC SOUTH PAC
60° 60°
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 International Database primary area

Figure 2-1. KLN 90B Database Geographical Regions
2-1 Rev 1
only for airports in the primary area of the database. NDBs
Intersections, air route traffic control center data, flight • Identifier
service station frequencies, and special use airspace are • Name
also provided only for the primary area. • Frequency
• Latitude and Longitude
The following is a list of the KLN 90B database contents: (Note - Outer Compass Locators are stored as
Intersections)
*AIRPORTS
• Identifier *INTERSECTIONS (low altitude, high altitude, SID/STAR,
• Name approach, and outer markers)
• City, State or Country • Identifier
• Type (public or military) • Latitude and Longitude
• Elevation *SID/STAR/Approach Procedures
• Approach indicator for precision, non-precision or no • All compatible pilot-nav SID/STAR procedures
instrument approach at airport • Non-precision approaches (except localizer, LDA
• Radar approach/departure environment indicator (Localizer Directional Aid), SDF (Simplified Directional
• Whether airport underlies CL B, TRSA, CL C, CTA, or Facility)) approved for overlay use. Includes all public
TMA GPS only approaches.
• Time relative to UTC (Zulu)
• Communication frequencies (VHF and HF): MISCELLANEOUS
ATIS • *Air Route Traffic Control Center (ARTCCs and FIRs)
Clearance delivery boundaries and frequencies (VHF and HF)
Tower • *Flight Service Stations (Location of points of
Ground control communication and associated frequencies - VHF
Unicom and HF)
Multicom • Minimum Safe Altitudes
Approach (IFR) • *Special Use Airspace boundaries (Prohibited,
Departure (IFR) Restricted, Warning, Alert, MOA, Class B, TRSA,
Class B, Class C, TRSA, CTA, TMA (VFR) Class C, CTA, TMA)
Center (when used for approach) 250 USER DEFINED WAYPOINTS
Arrival • Identifier
Radar • Latitude and Longitude
Director • Additional data depending on how user defines
Radio waypoint:
AWOS (automatic weather observing station) User airports (elevation and surface of longest
AAS (aeronautical advisory service) runway)
ATF (Aerodrome traffic frequency) User VOR (frequency and magnetic variation)
CTAF (common traffic advisory frequency) User NDB (frequency)
MF (mandatory frequency)
Ramp control And you think your telephone directory has a lot of
PCL (pilot-controlled lights) information!
• Runway data (designation, length, surface, lighting,
traffic pattern direction) * Items indicated with asterisk are included in the primary
• Airport Services (fuel, oxygen, customs, indicator for database coverage area, but not in secondary coverage
presence of a landing fee) area. The exception is that airports in primary coverage
• Airport Comments (user may manually enter remarks area include those public and military bases having a run-
of up to 33 characters at any 100 airports in database) way at least 1000 feet in length. Airports in secondary
coverage area are those having a hard surface runway at
VORs least 3000 feet in length.
• Identifier
• Name
• Frequency
• DME indicator
• Class (high altitude, low altitude, terminal, undefined)
• Magnetic variation
2-2 Rev 1
2.3 USE OF ICAO IDENTIFIERS 2.4 UPDATING THE DATABASE
Waypoints are stored in the KLN 90B database almost The information stored in the database would eventually
exclusively by their ICAO identifiers. ICAO is an interna- become obsolete if there wasn’t some means to update it.
tionally accepted reference for the data. In almost all For example, navaids can move or change frequency,
cases the proper ICAO identifiers may be taken directly new runways can be added to an airport, communication
from Jeppesen Sanderson or government aeronautical frequencies can change, and on and on.
charts. For example, Dallas and Los Angeles VORs have
the familiar ICAO identifiers DFW and LAX, respectively. The database is housed in a cartridge which plugs
directly into the back of the KLN 90B. It is designed so
Please note that one area of potential confusion is airport that there are two ways for the user to easily keep the
identifiers in the Continental United States, Alaska, and database current. The first is to electronically update the
Canada. Many airport identifiers in the database have database by means of 3.5” diskettes supplied by
four letters beginning with a prefix letter that corresponds AlliedSignal and a laptop computer. This method does
to the geographic area in which it is located. The prefix not involve removing the KLN 90B from the aircraft’s
letter for the Continental United States is “K”. Thus, the instrument panel. A jack, usually mounted in the aircraft’s
identifier for Dallas/Fort Worth International airport is instrument panel, provides a means of interfacing the
KDFW, not DFW. This distinguishes the airport identifier KLN 90B with the computer via an interface cable. The
from the VOR identifier. Likewise, the identifier for Los diskettes are not returned to AlliedSignal.
Angeles International airport is KLAX while the VOR iden-
tifier is LAX. The prefix letter for Alaska is “P” and for The second method of database update is to remove the
Canada is “C”. old cartridge and insert a current cartridge. This method
involves returning the old cartridge to AlliedSignal.
NOTE: There are several exceptions in Alaska. In many
cases, airports with three letter identifiers receive the Every 28 days, AlliedSignal receives new NavData™
prefix “P”, but there are many that don’t. The most reliable information from Jeppesen Sanderson. This information
method of determining an Alaska airport identifier is to is processed and downloaded onto both diskettes and
look it up from the airport name or city. See section 3.7.4, database cartridges. AlliedSignal makes these two types
“Selecting Waypoints by Name or CIty”. of update services available to you in a choice of several
subscription or random update programs. See section 2.7
Not all airport identifiers receive the prefix letter. Airport of this manual for details on these programs.
identifiers which are combinations of letters and numbers
do not receive the prefix letter. Examples of airport identi- Regardless of whether the computer method or the car-
fiers not using the prefix are 3C2, 7TX6, and M33. tridge exchange method of database updating is used,
AlliedSignal sends the update so that it arrives prior to the
So remember, if you are entering or looking for an next effective date. The new update may be installed any
airport identifier that is all letters (no numbers) then it time prior to the effective date and the KLN 90B will use
will begin with a “K” prefix in the Continental U.S., a the previous data up to the effective date and automati-
“P” in Alaska, or a “C” in Canada. If there are num- cally begin using the new data on the effective date.
bers in the identifier then a prefix is not used. For
other areas of the world the airport identifier stored in In order to get maximum utilization from the KLN 90B,
the KLN 90B database is identical to how it is AlliedSignal highly encourages you to update the data-
charted. base on a frequent basis, if not every 28 days. It is also a
matter of safety to not fly with out of date information.
WARNING: The accuracy of the database informa-

tion is only assured if it is used before the end of the
effectivity period. Use of out of date database infor-
mation is done entirely at the user’s own risk.
2-3 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 capa-
ble 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 com-
puter has COM 1 and COM 2 serial ports, either may be
used. Some computers use a 9 pin COM serial port con-
nector while other computers use a 25 pin connector. If
the computer being used has a 9 pin connector, the inter-
face 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 con-
nector 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.
2-4 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 automati-
U P D A T E
cally “boot” (load) and the computer screen will display D A T A B A S E
“Ready” when the computer is ready to continue with the
database update operation. O N G R O U N D
O N L Y
4. Turn on the KLN 90B. Press E as required to
approve the Self Test and Database pages. Use the left SET 0
outer knob to select the Setup (SET) type pages and the
left inner knob to select the SET 0 page (figure 2-2). Figure 2-2
5. Press the left C. UPDATE PUBLISHED DB will U P D A T E

now be displayed as in figure 2-3. D A T A B A S E

6. Press E. The database region and the expiration UPDATE PUBLISHED DB
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. CRSR ent
7. Press E to acknowledge the information on this Figure 2-3

page and to continue the update procedure. The esti-
mated load time in minutes is now displayed (figure 2-5). U P D A T E

NOTE: In steps 5, 6, and 7, repeated presses of @ will N AMERICAN
terminate the update process and bring the display back DATA BASE EXPIRES
to the original SET 0 page shown in figure 2-2.
17 AUG 94
U P D A T E ?
CRSR ent
Figure 2-4
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 2-5
2-5 Rev 1
8. Press E to acknowledge the estimated load time
and begin erasing the existing database. The unit will U P D A T E
now display ERASING DATA BASE (figure 2-6). After D A T A B A S E

the database has been erased, loading of the new data E R A S I N G
begins automatically. As the new data is being loaded, D A T A B A S E
the percentage of transfer is displayed (figure 2-7).
SET 0
9. Monitor the computer screen. When the first disk is
complete the computer screen will display “Insert Disk 2 Figure 2-6
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 oper-
ation will continue. If there are 3 disks the computer U P D A T E
screen will prompt when to use disk 3. D A T A B A S E

14 PERCENT COMPLETE
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
SET 0
either turn the KLN 90B off at this point or press E to
restart the KLN 90B. Figure 2-7
11. Remove the interface cable. Remove the disk from

the computer. Turn off the computer.
U P D A T E
D A T A B A S E

The chances are small of having difficulty updating the UPDATE PUBLISHED DB
database but if you have a problem: COMPLETED
ACKNOWLEDGE?
First check that the interface cable is properly connected CRSR ent
and that the computer is turned on. If there is a problem
with the connection or the computer the KLN 90B will dis- Figure 2-8
play 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 dis-

play “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.
2-6 Rev 1
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.
FRONT LUG UP
AND BACK LUG DOWN
ı
KLN
90B
TSO
CRS
NAV R
FPL
MO CAL
DE C
TRIP STA
SET T GPS
U
OTH P BRT
ER PUS
H
MS ON
G
ALT
CRS
D R
NAV
CLR
D/T
ENT ACT APT
V
REF VOR
CTP NDB
.
PUL INT
SCA L SUP
N L
Figure 2-9
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 mech-

anism becomes loose and then continue turning counter-
clockwise 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.
n
a
ic
1
r
-1
e
8
m
7 1 0
8
8 0
0
2 1
t: 8 -
-8
A
n . 9
e o 46
3
th
m N -1
1
c C7
r
o A 0
o
D IR :
N
A /N
u
P
HERE
INSERT TO
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
Figure 2-10
2-7 Rev 1
which side is up and which end to insert into the KLN
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).
n
ca
eri
6. Make sure that the front lug of the locking mechanism
Am
me . 8 00
1
8 -1
cu No 69-
th
nt: 811
08
is in the up position (figure 2-9). Insert the KLN 90B
Do AC 1-14
3 -8
r
No
AI : 07
72
back in the rack as far as it will go.
P/N
E
R
HER
TO
ERT
INS
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 car-

tridge 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. Figure 2-11
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.
2.7 DATABASE UPDATE SERVICE OPTIONS
10. Please return the old cartridge promptly by mailing
immediately at any mailbox. No postage is required if The following tear-out pages can be used for ordering the
mailed from within the U.S. Users will be billed for car- North American and International database update ser-
tridges not returned and no additional cartridges will be vices from AlliedSignal. The forms may be mailed or
sent until either the old cartridge or payment for the old faxed for your convenience.
cartridge is received.
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. It is highly recommended that the battery be
replaced every three years at an authorized Bendix/King
Service Center.
2-8 Rev 1
KLN 90B Data Base Update Service Order Form
Consult Pricing Sheet (006-08794-0001) for Service Prices
AlliedSignal GAA offers several update ser- provided, or by calling the telephone num-
vice options to suit your requirements. ber below to set up an account.
Please select the service desired, then fill
out and mail this order form. Credit card Note: Updates are current for 28 days
orders may be faxed. after effective date on diskette. If you
select any service other than the complete
Updates from the Internet can be obtained 13-time service, your KLN 90B will begin
directly by logging onto the AlliedSignal alerting you after 28 days that your data
Internet site and following the instructions base is out of date.
Check One: Please set up the service under:

Database Card Format
(available in U.S./Canada only) Name:
Company:
Diskette Format
(Laptop Computer Required. See Address:
section 2 of KLN 90B Pilot’s Guide City:
for details.) State: Zip Code:
Country:
Check Requested Data Base: Telephone: ( )
FAX: ( )
Americas Data Base
Aircraft Make:
International Data Base Aircraft Model: ______
Method of Payment
Check/Money order enclosed
Check One: Wire Transfer:

Chase Manhattan Bank, NY
Complete Update Service. Acct #910-2-538734
Provides 13 updates–one every 28
days for one year. MasterCard/VISA
Number
Six-time Update Service.
Provides six updates–one every 56 Expires
days for one year. Signature
Tax may apply in some states.
Four-time Update Service. See pricing sheet.
Provides four updates–one during
each quarter for one year. Send to:
Single Update. Provides one

AlliedSignal CAS
update upon receipt of order. Data Base Update Service
Mail Drop #66
400 N. Rogers Road
Olathe KS 66062-1212
A Telephone: (913) 768-3020
FAX: (913) 768-3904
Tape here
Fold here
NO POSTAGE
NECESSARY
IF MAILED
IN THE
UNITED STATES
BUSINESS REPLY MAIL

FIRST-CLASS MAIL PERMIT NO. 121 OLATHE, KANSAS
POSTAGE WILL BE PAID BY ADDRESSEE
ALLIEDSIGNAL COMMERCIAL AVIONICS SYSTEMS

M D 66
400 NORTH ROGERS ROAD
OLATHE KS 66062-9987
CHAPTER 3 - LEVEL 1 OPERATION
This is the first of three chapters specifically dealing with to perform Direct To navigation (navigating from your pre-
operating the KLN 90B. In this chapter you will learn the sent position direct to your desired location).
basic operation of the front panel controls and then how
3.1 COVERAGE AREA

The KLN 90B was designed to provide worldwide naviga- be manually entered as discussed in section 5.12. See
tion coverage from North 74° latitude to South 60° latitude section 2.2 for the database coverage areas.
(figure 3-1). Outside this area, magnetic variation must
74° 74°
60° 60°
45° 45°
30° 30°
15° 15°
0° 0°
15° 15°
30° 30°
45° 45°
60° 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.
3-1 Rev 1
KLN 90B CONTROLS
LEFT CURSOR POWER/BRIGHTNESS
ı GPS
RIGHT
KLN 90B TSO BRT PUSH
$=KOSH |=KOSH ON CURSOR
+++++Ê+++++|WITTMAN
DIS 683nm|
CRSR GS 193kt| CRSR
ETE 3:34|N 43^59.06'
BRG 303^|W 88^33.42'
NAV 1|enr-leg |APT 1 NAV APT
NAV CALC D/T PULL VOR
FPL STAT ACTV SCAN NDB
MODE SETUP REF INT
TRIP OTHER MSG ALT D CLR ENT CTR SUPL
LEFT OUTER RIGHT

OUTER
ENTER
MESSAGE CLEAR
LEFT INNER RIGHT
INNER
ALTITUDE DIRECT TO
Figure 3-2
3.2 TURN-ON AND SELF TEST
Enough of the preliminaries. Let’s get started into actu-
ally 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 Enroute-
Leg 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 sur-
face). 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/bright-

ness knob to the “in” position. The power/brightness GPS ORS 20
knob is located on the upper right side of the unit. It c1994 ALLIEDSIGNAL INC
takes just a few seconds for the screen to warm up.

2. The Turn-On page will be displayed for a few sec-
onds (figure 3-3). During this time the KLN 90B per-
forms an extensive internal test. The ORS SELF TEST IN PROGRESS
(Operational Revision Status) level number in the
Figure 3-3
upper right corner of the display should match the
ORS level indicated on the first page of this Pilot’s
Guide (page before Table of Contents). If desired,
you may program four lines of personalized informa-
tion which is displayed each time the Turn-On page is
in view. The procedure for doing this is described in DIS 34.5NM|DATE/TIME
section 5.7. +++++j+‚⁄++| 31 JUL 94
OBS IN 242^|08:10:03CST
When the internal test is complete, the Turn-On page OUT 315^|ALT 1100ft
will automatically be replaced by the Self Test page
RMI 130^|BARO:29.92"
ANNUN ON| APPROVE?
(figure 3-4). Note: if the KLN 90B is operating in the
take-home mode, the Take-Home Warning page (fig- enr-leg CRSR
ure 3-5) is displayed first and must be acknowledged Figure 3-4
by pressing E. See section 5.14 for more informa-
tion on the Take-Home mode.
3. Adjust the display brightness to the desired level by

rotating the power/brightness knob. Clockwise rota- WARNING:
tion increases brightness and counterclockwise rota- SYSTEM IS IN TAKE-
tion decreases brightness. HOME MODE: DO NOT
USE FOR NAVIGATION 4
4. Verify that the data displayed on the left side of the

Self Test page is the same as is being displayed on ACKNOWLEDGE?
the appropriate equipment in the aircraft which is enr-leg ent
interfaced to the KLN 90B. If the KLN 90B is not con-
nected to any other equipment in the aircraft, you Figure 3-5
may skip to step 5.
3-3 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 indica-
tor (CDI), the D-bar (deviation bar) should be indicat-
ing 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 indi-
cator.
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 capa-
ble 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 air-
craft, the RMI should indicate a bearing to the station
of 130 degrees.
If any of the above checks fail, do not use the associ-

ated 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 annuncia-
tors, 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.
3-4 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 |DATE/TIME
90B will find enough satellites to determine the posi- |DATE/TIME
| 31 JUL 94 | 03 !!! !!
tion of the aircraft. This process can take as long as |08:10:14CST |08:10:14CST
12 minutes but will normally be around 6 minutes. It is |ALT 1100ft |ALT 1100ft
possible for you to update this information manually |BARO:29.92" |BARO:29.92"
which will allow the KLN 90B to reach a NAV ready | | APPROVE?
status much faster. To set the time and date follow CRSR CRSR
steps 6 and 7. If the date and time are correct, or
acquisition time is not important, then skip to step 8. Figure 3-6 Figure 3-7
6. If the date is incorrect, rotate the right outer knob

counterclockwise until the cursor is over the entire |DATE/TIME |DATE/TIME
date field (figure 3-6). Rotate the right inner knob | 03 !!! !! | 03 AUG !!
until the correct day of the month is displayed (figure |08:10:14CST |08:10:14CST
3-7). Then, rotate the right outer knob one step |ALT 1100ft |ALT 1100ft
clockwise to place the flashing part of the cursor over |BARO:29.92" |BARO:29.92"
the month field (figure 3-8). Rotate the right inner | APPROVE? | APPROVE?
knob to display the correct month (figure 3-9). Rotate CRSR CRSR
the right outer knob one step clockwise again and
use the right inner knob to select the first digit of the Figure 3-8 Figure 3-9
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 |DATE/TIME |DATE/TIME
(figure 3-11). When the date is correct, press E. | 03 AUG 9! | 03 AUG 94
|08:10:14CST |08:10:14CST
7. If it is necessary to reset the time, use the right outer |ALT 1100ft |ALT 1100ft
knob to position the cursor over the time zone field |BARO:29.92" |BARO:29.92"
| APPROVE? | APPROVE?
(figure 3-12). Use the right inner knob to select the
desired time zone (figure 3-13). The following are the CRSR CRSR
time zones which the KLN 90B is capable of Figure 3-10 Figure 3-11
displaying:
UTC Coordinated Universal Time (Zulu)

GST Greenland Standard Time (UTC - 3) |DATE/TIME |DATE/TIME
GDT Greenland Daylight Time (UTC - 2) | 03 AUG 94 | 03 AUG 94
ATS Atlantic Standard Time (UTC - 4) |08:10:14CST |14:10:55UTC
|ALT 1100ft |ALT 1100ft
ATD Atlantic Daylight Time (UTC - 3) |BARO:29.92" |BARO:29.92"
EST Eastern Standard Time (UTC - 5) | APPROVE? | APPROVE?
EDT Eastern Daylight Time (UTC - 4)
CST Central Standard Time (UTC - 6) CRSR CRSR
CDT Central Daylight Time (UTC - 5) Figure 3-12 Figure 3-13
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)
3-5 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 |DATE/TIME |DATE/TIME
right outer knob one step counterclockwise to position the | 03 AUG 94 | 03 AUG 94
cursor over the entire time field (figure 3-14). Use the right |14:10:59UTC |16:!!:08UTC
inner knob to select the correct hour (figure 3-15). Since |ALT 1100ft |ALT 1100ft
24 hour time is used, be sure to add 12 if the time is after |BARO:29.92" |BARO:29.92"
1:00 P.M.(2:30 P.M. becomes 14:30). Now turn the right | APPROVE? | APPROVE?
outer knob one step clockwise to position the flashing part CRSR CRSR
of the cursor over the first minute’s position (figure 3-16).
Turn the right inner knob to select the desired value. Figure 3-14 Figure 3-15
Turning the right outer knob one more step clockwise posi-
tions the flashing part of the cursor over the second
minute’s position, and the right inner knob is now used to |DATE/TIME |DATE/TIME
finalize the time selection (figure 3-17). When the correct | 03 AUG 94 | 03 AUG 94
time has been entered, press E to start the clock run- |16:!!:08UTC |16:27:08UTC
ning. Don’t worry that you can’t update the seconds. The |ALT 1100ft |ALT 1100ft
KLN 90B system time will automatically be corrected very |BARO:29.92" |BARO:29.92"
precisely once a satellite is received. | APPROVE? | APPROVE?
CRSR CRSR
8. Turn the right outer knob clockwise to position the
cursor over the first two digits of the altimeter baro set Figure 3-16 Figure 3-17
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 |DATE/TIME
10 after reading the following notes. | 03 AUG 94
|16:27:42UTC
NOTE: The KLN 90B will use an altitude input from an |ALT 1100ft
altitude encoder or air data computer. Since the altitude |BARO:29.92"
from these devices is usually pressure altitude, an altime- | APPROVE?
ter baro correction is required to ensure maximum accu- CRSR
racy. This altitude input is used for altitude related fea-
tures of the KLN 90B. Therefore, it is important to keep Figure 3-18
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/altime-
ter systems which update the baro set field when the air-
craft’s altimeter baro setting is updated.
3-6 Rev 1
9. To enter the correct baro setting, rotate the right inner |DATE/TIME |DATE/TIME
knob to select the first two digits of the correct altime- | 03 AUG 94 | 03 AUG 94
ter setting (figure 3-19). Rotate the right outer knob |16:27:53UTC |16:28:08UTC
one step clockwise to move the flashing cursor over |ALT 1100ft |ALT 1100ft
the third position. Use the right inner knob to select |BARO:30.92" |BARO:30.02"
the correct number. Use the right outer and inner | APPROVE? | APPROVE?
knobs to complete the baro setting (figure 3-20). CRSR CRSR
Now press E.
Figure 3-19 Figure 3-20
10. With the correct altimeter setting entered, the altitude
displayed on line 4 should be correct within 100 feet. |DATE/TIME
| 03 AUG 94
11. Turn the right outer knob clockwise to position the |16:28:24UTC
cursor over APPROVE? if it is not there already |ALT 1200ft
(figure 3-21). Press E to approve the Self Test |BARO:30.02"
page. If the KLN 90B altitude alert audio is utilized in | APPROVE?
the installation, five beeps should be heard when the CRSR
Self Test page is approved. The alert audio volume
may later be adjusted on the SET 9 page. (Note: If Figure 3-21
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 FOR VFR USE ONLY
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 ACKNOWLEDGE?
displayed (figure 3-23). The GPS CRS switch ent CRSR
should be pushed so that the LEG mode is
selected.) Figure 3-22
12. The Database page will now be displayed with the

cursor over ACKNOWLEDGE?. Line 1 indicates the WARNING
coverage area of the database being used. If the
database is current, line 3 will show the date when SYSTEM IS IN OBS MODE
the database expires (figure 3-24). PRESS GPS CRS BUTTON
TO CHANGE TO LEG MODE
If the database is out of date, line 3 shows the date enr:016
that it expired (figure 3-25). The KLN 90B will still Figure 3-23
function with an out of date database; however, you
must exercise extreme caution and always verify that
the database information is correct before using infor- N AMERICAN
mation from an out of date database. DATA BASE EXPIRES
29 AUG 94
Press E to acknowledge the information on the
Database page.
ACKNOWLEDGE?
WARNING: The accuracy of the database information enr-leg ent CRSR
is assured only if the database is current. Operators
Figure 3-24
using an out of date database do so entirely at their
own risk.
N AMERICAN
DATA BASE EXPIRED
04 JUL 94
ALL DATA MUST BE
CONFIRMED BEFORE USE
ACKNOWLEDGE?
enr-leg ent CRSR
Figure 3-25
3-7 Rev 1
The NAV 2 page (present position) is now automatically
PRESENT POS|=KHIF
displayed on the left side of the screen and the waypoint |CLR 124.10
page for the waypoint which was active when the KLN --- ---^fr |GRND 121.60
90B was last turned off will be displayed on the right side ---- -nm |TWR 126.20
(figure 3-26). If the last active waypoint was an airport, - --^--.--'|APR 121.10
the APT 4 page (airport communications) will be dis- ----^--.--'|DEP 121.10
played. Isn’t that convenient! Almost always, the way- NAV 2 enr-leg APT 4
point which was active when you last removed power
from the KLN 90B is the airport where you landed. Figure 3-26
Therefore, when you get ready to depart, the airport com-
munication frequencies for that airport will automatically
be displayed for you!
PRESENT POS|
When the NAV 2 page first appears, it is possible that the |
OGD 122^fr|
present position will be dashed. It can take the KLN 90B 8.2nm|
several minutes to acquire the GPS satellites and to N 41^07.60'|
make its initial calculation of your position. When the W111^58.30'|
KLN 90B reaches a NAV ready status and is able to navi-
NAV 2
gate, the NAV 2 page will display your present position in
two ways (figure 3-27). The bottom of the page will dis- Figure 3-27
play the aircraft’s latitude and longitude. Above the lati-
tude/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.
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
3.3 DISPLAY FORMAT
The KLN 90B uses a Cathode Ray Tube (CRT) display.
The display screen is divided into segments. These seg-
ments 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 Figure 3-28

on the screen in the form of “pages”. A page is a presen-
tation 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 frequen-
cies. There are numerous page types used to display the Figure 3-29
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 seg-
ments of the screen. In figure 3-31 the upper left seg-
ment (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 Figure 3-30
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 (A) (B)
such with the APT 4 characters in the lower right segment
(D). The page identification includes a number appended PRESENT POS|=KHIF
to the page type when there is more than one page for a |CLR 124.10
page type, such as in the two examples of pages shown OGD 122^fr|GRND 121.60
in figure 3-31. There is no number displayed in the page 8.2nm|TWR 126.20
identifier if there is only one page for a particular page N 41^07.60'|APR 121.10
type. The VOR page identification in figure 3-32 shows W111^58.30'|DEP 121.10
that there is only one VOR page. NAV 2 enr-leg msg APT 4
You might think of the page types as the chapters in a (C) (E) (D)
book and the page numbers as the pages within a chap-
ter. Just as a chapter in a book may have from one to Figure 3-31
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, | JAN D | KMKC
..., APT 8) in the Airport type. There is one VOR page in |JACKSON |ATIS 120.75
the VOR type. | H |PTAX 121.90
|112.60 5Ê |GRND 121.90
Figure 3-33 shows another example of an Airport 4 page. |N 32^30.44' |TWR 133.30
|W 90^10.05' |UNIC 122.95
As you have previously seen, the Airport 4 page is always
used to show airport communication frequencies. Notice VOR APT[4
the “+” sign in the APT+4 identification. Whenever a “+” Figure 3-32 Figure 3-33
sign is part of a page identifier there will be two or more
3-9 Rev 1
pages, all having the same page number, used to present
all of the required information. That is, all of the informa- | KMKC
tion associated with a particular page number doesn’t fit |APR 119.00
on the page being viewed. In this case the “+” sign indi- |DEP 119.00
cates that there are two or more APT 4 pages. Figure 3- |
34 shows the second APT 4 page for KMKC (Kansas
|
|
City Downtown airport).
APT[4
The lower center segment (E) of the display (figure 3-31) Figure 3-34
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-
LEG designates the unit is in the Enroute-Leg mode of PRESENT POS|=KHIF
operation. The Enroute-Leg mode is the normal mode of |CLR 124.10
operation. The OBS mode is described in section 5.9 and OGD 122^fr |GRND 121.60
the approach modes are described in chapter 6. These 8.2nm |TWR 126.20
other modes are used primarily for approach operations. N 41^07.60'|APR 121.10
W111^58.30'|DEP 121.10
The last three spaces of segment (E) are usually blank NAV 2 enr-leg msg APT 4
but may contain the characters MSG or ENT. The char-
acters MSG in figure 3-35 indicate that there is a mes- Figure 3-35
sage 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 E to complete
various kinds of operations (figure 3-36). DIS 34.5NM|DATE/TIME
+++++j+‚⁄++| 03 AUG 94
OBS IN ---^|16:28:24UTC
Segment (E) is also used as an area for displaying short OUT 315^|ALT 1200ft
operational messages to the user called “status line mes- RMI 130^|BARO:30.02"
sages”. These messages are displayed for approxi- ANNUN ON| APPROVE?
mately five seconds, then this segment returns to its pre-
enr-leg ent CRSR
vious display. An example of a status line message is
shown in figure 3-37. A complete listing of status line Figure 3-36
messages is contained in appendix C of this Pilot’s
Guide.
; 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 con-
centric 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 C button (left C for left side
of screen and right C for right side) to turn the cursor 1 KMKC |
function on and bring the cursor on the screen. The 2 BUM |
appropriate knobs are then used to enter the data. When 3 OSW |
a cursor is on the screen, the page name normally shown 4 TUL |
in the lower left and right segments is replaced with a 5 KTUL |
|
CRSR annunciation in inverse video (figure 3-38). The
cursor is over the identifier TUL. Not all pages allow you CRSR
to make data entry and therefore pressing the C but- Figure 3-38
ton while these pages are displayed will have no effect.
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 ENT are flashing but are not in inverse video.
3-11 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 C buttons 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 C button
(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 clock-
wise selects the page type in the top-to-bottom order
shown above. Rotating the left outer knob counterclock-
wise 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 rotat-
ing 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?
3-12 Rev 1
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:
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” posi-
tion.
3-13 Rev 1
3.4.2 Data Entry
KLAX -KOAK | KLAX -KOAK |
Now that you’ve learned how to select the desired page, 293nm 305^| 293nm 305^|
you’re ready to learn the means of entering data. It is 180kt 1:38| 180kt 1:38|
necessary to enter data, for example, in order to specify a FF: 00030.0| FF: 00030.0|
Direct To waypoint of your choice. The general proce- RES:00025.0| RES:00025.0|
dure for entering a waypoint identifier is described below. F REQ 73.9| F REQ 73.9|
The Trip Planning 3 (TRI 3) page is shown in this exam- TRI 3 CRSR
ple but the procedure is applicable to many other pages.
You need not perform these steps now since they will be Figure 3-39 Figure 3-40
described again shortly.
1. If the cursor is not positioned on the screen location KLAX -KOAK | KLAX -K |
where you desire to enter the waypoint identifier (fig- 293nm 305^| 293nm 305^|
ure 3-39), press C (left C for left page or right C 180kt 1:38| 180kt 1:38|
for right page) to turn on the cursor function (figure 3- FF: 00030.0| FF: 00030.0|
40). RES:00025.0| RES:00025.0|
F REQ 73.9| F REQ 73.9|
2. If required, rotate the outer knob (left outer knob for CRSR CRSR
left page or right outer knob for right page) to position Figure 3-41 Figure 3-42
the cursor in the desired location (figure 3-41).
3. Rotate the appropriate inner knob to select the first KLAX -K | KLAX -KR |
character of the waypoint identifier (figure 3-42). 293nm 305^| 293nm 305^|
180kt 1:38| 180kt 1:38|
FF: 00030.0| FF: 00030.0|
4. Turn the appropriate outer knob one step clockwise to RES:00025.0|
RES:00025.0|
move the cursor to the second character position (fig- F REQ 73.9| F REQ 73.9|
ure 3-43).
CRSR CRSR
5. Rotate the inner knob to select the second character Figure 3-43 Figure 3-44
(figure 3-44).
KLAX -KRNO | $=KMYF
6. Use the outer and inner knobs in this manner until the 293nm 305^|+++++Ê+++++
complete waypoint identifier is displayed (figure 3-45). 180kt 1:38|DIS 360nm
Note that you may not have to enter the last charac- FF: 00030.0|GS 180kt
ters of the identifier because each time you enter a RES:00025.0|ETE 2:00
character, the KLN 90B offers you the first identifier in F REQ 73.9|BRG 253^
the database beginning with the characters you have CRSR enr-leg ent NAV 1
entered.
Figure 3-45
7. If ENT is flashing in the lower middle segment of the
display, then press E. This will display a waypoint KLAX -KRNO | KRNO
page on the right side of the screen for the waypoint 293nm 305^|RENO CANNON
identifier you just entered (figure 3-46). 180kt 1:38| INTL
FF: 00030.0|CL C
8. Verify the waypoint information displayed, and then RES:00025.0|N 39^29.95'
press E again to approve the waypoint page. The F REQ 73.9|W119^46.03'
right side will return to the page previously displayed CRSR enr-leg ent APT 1
(figure 3-47).
Figure 3-46
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 3-47
3-14 Rev 1
3.4.3 Alternative Waypoint Data Entry Method P.POS-KDEN | KLAX
There is another method of data entry for waypoints 701nm 055^|LOS ANGELES
which you will sometimes find convenient. This method 180kt 3:54| INTL
applies when there is a page on the left side of the screen FF: 00030.0|CL B 4
with the cursor over a field where a waypoint is enterable. RES:00025.0|N 33^56.55'
You may fill the waypoint field on the left side by first F REQ 142|W118^24.43'
selecting the desired waypoint page on the right side (fig- CRSR enr-leg APT 1
ure 3-48). When E is pressed, the waypoint field on the
left will contain the flashing identifier of the waypoint that Figure 3-48
is displayed on the right side (figure 3-49). To finalize the
section, E is pressed again (figure 3-50). P.POS-KLAX | KLAX
701nm 055^|LOS ANGELES
3.4.4 The Duplicate Waypoint Page 180kt 3:54| INTL
There are some waypoints in the database whose identi- FF: 00030.0|CL B
RES:00025.0|N 33^56.55'
fiers are not unique. That is, more than one waypoint has F REQ 142|W118^24.43'
the same identifier. When a waypoint identifier has been
entered which is not unique to a single waypoint, a CRSR enr-leg ent APT 1
Duplicate Waypoint page appears on the left side (figure Figure 3-49
3-52). The Duplicate Waypoint page is used to select
which of the waypoints having the same identifier is actu-
ally desired. The waypoint identifier is displayed on the P.POS-KLAX | KLAX
top left of the page. To the right of the identifier is the 57nm 175^|LOS ANGELES
number of waypoints in the database having the identifier. 180kt 0:13| INTL
Below the identifier is a list of the waypoint types (APT, FF: 00030.0|CL B
RES:00025.0|N 33^56.55'
VOR, NDB, INT, SUP) and the associated countries F REQ 34.4|W118^24.43'
which use the identifier. To see an example of a
Duplicate Waypoint page perform the following steps: CRSR enr-leg APT 1
Figure 3-50
1. Press D
DIRECT TO: | D 11|
2. Turn the left inner knob to select the letter “D” as a | TYPE AREA|
waypoint identifier (figure 3-51). “D” is the full identifier of D | 1 NDB CAN?|
several waypoints in the KLN 90B database. | 2 NDB CUB?| 4
| 3 NDB USA?|
3. Press E. The Duplicate Waypoint page will be dis- | 4 NDB LBY?|
played on the left side (figure 3-52). At the time of this CRSR CRSR
writing, there were ten waypoints in the database having
the identifier “D”. As in this example, if there are more Figure 3-51 Figure 3-52
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, D 11|
and an NDB in Libya. The cursor will be over the first TYPE AREA|
waypoint listed. They are listed with the waypoint closest 5 NDB ROM?|
to the aircraft’s present position displayed first and the
6 NDB FIN?|
7 NDB CHN?|
waypoint farthest from the aircraft displayed last. To view 8 NDB VMN?|
the rest, rotate the left outer knob clockwise. Doing so
will move the flashing cursor over waypoints two, three, CRSR
and four and then will cause the waypoint list to “scroll” so Figure 3-53
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). DIRECT TO: | D
|BEIJING
4. Press E to view the waypoint page for the selected D |
waypoint (figure 3-54). |FREQ 387
|N 40^04.00'
|E116^34.50'
5. Press E to approve the waypoint page.
CRSR enr-leg ent NDB
Figure 3-54
3-15 Rev 1
3.5 MESSAGE PAGE
Whenever the KLN 90B determines that there is a situa-
tion that requires your attention, the MSG prompt begins PRESENT POS|=KMKO
flashing in inverse video at the bottom of the display just |UNIC 122.80
to the right of the mode of operation (figure 3-55). A OKM 086^fr|CTAF 122.80
24.4nm|PCL 122.80
remote message annunciator may also be installed in the N 35^39.78'|CTR 127.30
aircraft instrument panel. You should view the message W 95^22.05'|
at your earliest opportunity because the unit may be alert-
ing you to some condition of immediate concern to its NAV 2 enr-leg msg APT 4
condition or to your flight. To view the message, press Figure 3-55
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 INSIDE SPC USE AIRSPACE
possible that several messages are displayed at one time A-564 ALRT
on the Message page. The newest message appears BELOW 2000ft
first and the rest in reverse chronological order.

After reading the message, press M again to return to
the pages which were previously in view. If all of the enr-leg msg
messages cannot be displayed on one Message page,
repeated presses of M will show the other messages Figure 3-56
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.
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 reach-
ing 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 cur-
rent 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 Self-
Test.” 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
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).
INIT POSN |
2. Press the left C to bring the cursor on the page over WPT: |
the WPT field (figure 3-58). N 37^39.00'|
W 97^25.97'|
3. Use the left inner knob to enter the first character of 0 KT 308^|
the identifier for the airport where you are presently |
located or the identifier of a navaid or other airport SET 1
which is close to you. Remember, if you are entering
Figure 3-57
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, INIT POSN |
use the airport identifiers as they are charted. WPT: |
N 37^39.00'|
4. Rotate the left outer knob one step clockwise to move W 97^25.97'|
the flashing portion of the cursor to the second posi- 0 KT 308^|
tion and then use the left inner knob to enter the sec- |
ond character of the identifier. SET 1
Figure 3-58
5. Complete entering the rest of the identifier using the
left knobs in the same manner as in step 4 (figure 3-
59).
INIT POSN |
6. Press E to view the waypoint page on the right side. WPT: KMKC |
N 37^39.00'|
W 97^25.97'|
7. Press E again to confirm the waypoint page. 0 KT 308^|
|
NOTE: As an alternative, you can also enter the approxi-
SET 1
mate latitude and longitude of your present position
directly on the SET 1 page instead of entering a waypoint Figure 3-59
identifier.
8. Use the left outer knob to position the cursor over INIT POSN |
CONFIRM?, if it is not there already (figure 3-60). WPT: KMKC |
N 39^07.40'|
9. Press E. W 94^35.55'|
0 KT 308^|
CONFIRM? |
CRSR
Figure 3-60
3-18 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 air-
craft’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 longi-
tude or the VOR, radial, and distance display of pre-
sent position are correct.
3-19 Rev 1
3.7 SELECTING WAYPOINTS
There are five types of waypoints: airports, VORs, NDBs,
intersections, and supplemental. Waypoints in the pub-
lished 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 supple-
mental waypoint which simply means that it is a miscella-
neous waypoint that doesn’t fit into one of the other cate-
gories.
There are three methods you may use to select a specific
waypoint for viewing. You may enter the waypoint’s iden-
tifier directly, you may scan through the waypoint identi-
fiers in alphabetical order, or, you may enter the way-
point’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 | B19 | B19
use San Antonio International airport whose identifier is |BIDDEFORD |BIDDEFORD
KSAT as an example to illustrate how this is done. |MUN |MUN
| |
1. Rotate the right outer knob to select the airport type
|N 43^27.84' |N 43^27.84'
pages (APT). Rotate the right inner knob to select the |W 70^28.38' |W 70^28.38'
APT 1 page if it is not already in view (figure 3-61).
(Actually, the airport identifier can be entered on any APT 1 CRSR
of the eight Airport pages but we’ll use the APT 1 Figure 3-61 Figure 3-62
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- | K00 | K00
62). The right inner knob should be pushed in the “in” |HALL |HALL
position. | |
| |
3. Turn the right inner knob to select a “K” (figure 3-63). |N 32^30.97' |N 32^30.97'
You may turn the knob either clockwise or counter- |W 96^14.20' |W 96^14.20'
clockwise, the letters and numbers wrap around with a CRSR CRSR
blank character separating the “9” and the ”A”. Go
ahead and experiment a little bit. Figure 3-63 Figure 3-64
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). | KS01 | KSAT
|HOXIE- |SAN ANTONIO
5. Use the right inner knob to select the second charac- |SHERIDAN | INTL
ter, “S” (figure 3-65). | |CL C
|N 39^22.17' |N 29^32.02'
6. Use the right outer and right inner knobs in the same |W100^26.08' |W 98^28.19'
manner as above to select the “A” and the “T” (figure CRSR
CRSR
3-66). You are now viewing the APT 1 page for
KSAT. Figure 3-65 Figure 3-66
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.
3-20 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 char-
acters 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 | JAN D | JAN D
to display a VOR type page (figure 3-67). |JACKSON |JACKSON
| H | H
2. Press the right C to bring the cursor on the screen |112.60 5Ê |112.60 5Ê
over the first character in the VOR identifier (figure 3- |N 32^30.44' |N 32^30.44'
68). |W 90^10.05' |W 90^10.05'
VOR CRSR
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 | BAC D | BMI
for the first VOR identifier beginning with “BM” and |BANDA ACEH |BLOOMINGTON
found BMI. You didn’t have to enter the last charac- | U | L
ter. Many times you will only have to enter several |113.40 1^W |108.20 3Ê
characters of the waypoint identifier and the KLN 90B |N 5^31.35' |N 40^28.85'
will furnish the rest. |E 95^25.34' |W 88^55.87'
CRSR CRSR
5. Press the right C when you are done entering data
so you can view other pages. Figure 3-69 Figure 3-70
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 counterclock-
wise 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.
3-21 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 air-
ports 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 counter-
clockwise) through the complete list to reach the nearest
list. You will know when you have reached the nearest | KHPN nr 1 | KCDW nr 9
list because the top right portion of the waypoint page will |WESTCHESTER |ESSEX CO
flash the relative position of the waypoint to your position. | CO |
“NR1” indicates nearest (figure 3-71) while “NR 9” indi- | 6548' HRD | 4553' HRD
cates the ninth nearest (figure 3-72). As you scan clock- |L 003^t] |LPC 267^t]
wise “NR 1, NR 2, NR 3,...,NR 9”, the next scan position | 04.1nm | 27.7nm
is the beginning of the complete list. The nearest list can APT 1 APT 1
only be reached scanning backwards. It does not wrap Figure 3-71 Figure 3-72
around after the last waypoint in the complete list.
Waypoint pages displayed in the nearest list do not con-

tain 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 run-
way. 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 air-
port page.
The nine airports in the nearest list are the nine airports NEAREST APT| NEAREST APT|
which meet the criteria selected on the Setup 3 page CRITERIA | CRITERIA |
(SET 3). The SET 3 page allows you to specify what cri- MIN LENGTH:| MIN LENGTH:|
1000'| 1800'|
teria you want an airport to meet before it is considered SURFACE: | SURFACE: |
for the nearest airport list. To specify the airport criteria: HRD SFT| HRD SFT|
1. Select the SET 3 page on the left side (figure 3-73).
SET 3 CRSR
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 NEAREST APT|
runway desired for the airport to qualify for the nearest CRITERIA |
airport list (figure 3-74). Values between 1000 feet MIN LENGTH:|
and 5000 feet in 100 foot increments may be selected. 1800'|
SURFACE: |
4. Rotate the left outer knob one step clockwise to posi- HRD SFT|
tion the cursor over the runway surface criteria (figure CRSR
3-75).
Figure 3-75
3-22 Rev 1
5. Turn the left inner knob to select either HRD SFT or to
select HRD. If HRD SFT is chosen, then both hard
and soft surface runways meeting the required runway
length will be included in the nearest airport list. If
HRD is chosen, then only hard surface runways will
be included. Hard surface runways include concrete,
asphalt, pavement, tarmac, 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

2200 feet in length and HRD surface, then only airports
having a hard surface runway at least 2200 feet in length
will be displayed in the nearest airport list.
NOTE: The capability to display nearest airports exists

only when the KLN 90B is actually operating in the pri-
mary database coverage area. For example, if the KLN
90B contains a North American database it will not dis-
play 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
3.7.3.2 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 posi-
tion 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 near-
est 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 air-
port.
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 fol-

lowed by pressing E.
2. Press the right C. | KHPN nr 1

|WESTCHESTER
3. Rotate the right outer knob clockwise to position the | CO
cursor over “NR 1” (figure 3-76). As long as the cursor | 6548' HRD
is left in this position, this page will update so that the |L 003^t]
nearest airport is always shown as the flight pro- | 04.1nm
gresses. CRSR
Figure 3-76
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. | BMI D
The VOR waypoint in view is not important. |BLOOMINGTON
|
2. Press the right C. Make sure the right inner knob is |108.20 3Ê
|N 40^28.85'
pushed to the “in” position. |W 88^55.87'
3. Rotate the right outer knob clockwise until the cursor CRSR
is over the first character in the VOR name which is Figure 3-77
being displayed (figure 3-77).
3-24 Rev 1
4. Turn the right inner knob to display the first character
|PNE | ABB D
of the waypoint name, “N” in this case (figure 3-78). |NABB
|N PHILADELP
|HIA T | L
5. Turn the right outer knob one step clockwise and then |112.00 10^W |112.40 1Ê
use the right inner knob to enter the second character, |N 40^04.92' |N 38^35.33'
“A” (figure 3-79). |W 75^00.60' |W 85^38.16'
CRSR CRSR
6. Use the right outer knob and right inner knob as
before to select the third character, “P”, and fourth Figure 3-78 Figure 3-79
character, “O” (figure 3-80). Up pops Napoleon and
its identifier, ANX!
7. Press the right C to turn off the cursor function so | ANX D

you can view other pages. |NAPOLEON
| L
We will now use another example to show how we may |114.00 7Ê
enter a few characters and then scan through all the way- |N 39^05.73'
points in the database beginning with those characters. |W 94^07.72'
Let’s use this method to find the Newport News airport CRSR
located in Newport News, VA. Figure 3-80
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. | M01

|GEN SPAIN
3. Rotate the right outer knob to locate the cursor over |
the first character in the airport name (figure 3-81). |CL B
|N 35^12.08'
4. Turn the right inner knob to display an “N”. |W 90^03.09'
CRSR
5. Use the right outer and inner knobs to enter a “E” in
the second character position and an “W” in the third Figure 3-81
character position.
6. Rotate the right outer knob one step clockwise to

locate the cursor over the fourth character position
(figure 3-82). | M72 | M72
|NEW ALBANY- |NEW ALBANY-
You will now scan through all the airport names begin- |UNION |UNION
ning with “NEW”.
| |
|N 34^32.83' |N 34^32.83'
|N 34^32.83' |W 89^01.45'
7. Pull the right inner knob to the “out” position (figure 3-
83). CRSR CRSR
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.
3-25 Rev 1
11.Rotate the right outer knob one more step clockwise | KONP | KPHF
to position the cursor over the fifth character. |NEWPORT MUN |NEWPORT NEW
| |S
12.Pull the right inner knob to the “out” position (figure 3- | |
84). Once again rotate the knob to scan through all |N 44^39.82' |N 37^07.91'
the airport names beginning with “NEWP”. How about |W124^03.48' |W 76^29.58'
that! Now there are just a few names and Newport CRSR CRSR
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 | KPHF
(figure 3-86). |NEWPORT
|NEWS VA
NOTE: This same method may be used on the APT 2 |ELEV 40FT
page with the name of the city where the airport is |Z-05(-04DT)
located. |ILS (R)
APT 2
There are a few changes made to names in order to Figure 3-86
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 apostro-

phes.
4. Abbreviations for International are INTL, INT, and IN.
5. Abbreviations for Regional are REGL and REG.
3-26 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 desti- DIRECT TO: |
nation). When D is pressed, the Direct To page will be |
displayed on the left side with a flashing cursor over a KDEN |
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: |
CRSR
1. If the Flight Plan 0 page is displayed on the left side Figure 3-87
and the cursor is over one of the waypoint identifiers
in Flight Plan 0 when D is pressed, then that way-
point 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 way-
point. (You will also find this feature useful when oper-
ating 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 way-
point 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 way-
point 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.
3-27 Rev 1
3.8.1 Direct To-Procedure 1
1. Press D. The Direct To page is displayed on the left DIRECT TO: | DIRECT TO: |
side (figure 3-87). The cursor will already be on the | |
K | K |
left page. A waypoint identifier may or may not be dis-
| |
played, it doesn’t matter at this point. | |
| |
2. Rotate the left inner knob to select the first character
CRSR CRSR
of the desired waypoint’s identifier (figure 3-88).
Remember to enter the “K”, “C”, or “P” prefix for Figure 3-88 Figure 3-89
certain airports in North America, if required (see
section 2.3, “USE OF ICAO IDENTIFIERS”).
DIRECT TO: | DIRECT TO: |
3. Turn the left outer knob one step clockwise to move | |
KOAJ | KOSH |
the flashing portion of the cursor over the second | |
character position (figure 3-89). | |
| |
4. Rotate the left inner knob to select the second charac-
CRSR CRSR
ter 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 dis-
played (figure 3-91). DIRECT TO: | KOSH
|WITTMAN
6. Press E to display the waypoint page on the right KOSH |REGL
|
side for the selected waypoint (figure 3-92). Note: If |N 43^59.06'
an incorrect identifier has been entered, you may |W 88^33.42'
immediately start using the left inner knob to re-enter
the correct identifier. CRSR enr-leg ent APT 1
Figure 3-92
7. Press E again to approve the displayed waypoint
page. The right side will display the NAV 1 page and
the left side will return to the page which was dis- PRESENT POS| $=KOSH
played prior to pressing D (figure 3-93). If the Direct
|+++++Ê+++++
LGA 045^fr|DIS 683nm
To was started while the NAV 1 page was shown on 15.2nm|GS 193kt
the left side, then the left and right pages will revert to N 41^00.03'|ETE 3:34
the pages that were shown before the Direct To was W 73^41.62'|BRG 303^
started. The selected waypoint is now the active
NAV 2 enr-leg NAV 1
Direct To waypoint.
Figure 3-93
NOTE: In some cases during approach operations, the
KLN 90B presents a page asking how a waypoint is used PRESENT POS| KOSH
when the waypoint identifier is entered character by char- |WITTMAN
acter. When this page is presented, simply choose the LGA 045^fr|REGL
desired use of the waypoint (e.g., FAF or MAHP) by mov- 15.2nm|
ing the cursor with the left outer knob and pressing E. N 41^00.03'|N 43^59.06'
Choosing the correct use of the waypoint is required to W 73^41.62'|W 88^33.42'
ensure proper waypoint sequencing once the aircraft NAV 2 enr-leg APT 1
reaches the waypoint.
Figure 3-94
3.8.2 Direct To-Procedure 2
1. Select the desired waypoint page on the right side DIRECT TO: | KOSH
(figure 3-94) using one of the three procedures |WITTMAN
explained in section 3.7, “SELECTING WAYPOINTS”. KOSH |REGL
|
2. Press D. The Direct To page is displayed on the left |N 43^59.06'
side and it contains the desired waypoint identifier (fig- |W 88^33.42'
ure 3-95). CRSR enr-leg ent APT 1
Figure 3-95
3-28 Rev 1
3. Press E to approve the waypoint page displayed on
the right side. The right side will now display the NAV PRESENT POS| $=KOSH
1 page, and the left side will return to the page which |+++++Ê+++++
was displayed prior to pressing D (figure 3-96). If LGA 045^fr|DIS 683nm
the Direct To was started while the NAV 1 page was 15.2nm|GS 193kt
shown on the left side then the left and right pages will N 41^00.03'|ETE 3:34
W 73^41.62'|BRG 303^
revert to the pages that were shown before the Direct
To was started. The selected waypoint is now the NAV 2 enr-leg NAV 1
active Direct To waypoint. Figure 3-96
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.
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 opera-
tion 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
3.9 THE NAVIGATION PAGES
As you would expect, the NAV (navigation) pages contain
information relating specifically to the KLN 90B’s naviga-
tion 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: $=KOSH | KHPN =KOSH |
+++++Ê+++++| +++++Ê+++++|
• The active navigation leg. For Direct To operation this DIS 683nm| DIS 683nm|
consists of the Direct To symbol, d, followed by the GS 193kt| GS 193kt|
active Direct To waypoint identifier (figure 3-97). For ETE 3:34| ETE 3:34|
the leg of a flight plan this consists of the “from” way- BRG 303^| BRG 303^|
point identifier and the active “to” waypoint identifier NAV 1 NAV 1
(figure 3-98). An arrow (>) precedes the active way-
point identifier. Figure 3-97 Figure 3-98
• A course deviation indicator (CDI) that displays left

and right deviation from the desired track. A vertical KHPN =KOSH |
bar operates like a navigation deviation needle on a +++++i+fl+++|
conventional CDI or HSI. An on-course indication is DIS 683nm|
displayed when the vertical deviation bar is centered GS 193kt|
KOSH
on the triangle in the middle of the CDI. In both ETE 3:34|
modes each dot represents one nautical mile devia- BRG 303^|
tion from the desired track. Therefore, the CDI shows NAV 1
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). 2N
The center triangle also serves as the CDI’s M
KHPN
TO/FROM indicator and operates in the same manner
as a conventional CDI TO/FROM indicator; an “up” tri-
angle indicates “to” the active waypoint while a “down”
triangle (figure 3-100) indicates “from” the active way- Figure 3-99
point. The word “FLAG” is displayed over the CDI
when the KLN 90B is not usable for navigation (figure
3-101). =KOSH | |
+++++Ï+++++| ++F L A G++|
NOTE: It is possible to change the CDI scale factor to be DIS 18nm| DIS --.-nm|
0.2 nm per dot or 0.06 nm per dot. See section 5.9.8. GS 193kt| GS ---kt|
ETE :06| ETE --:--|
• Distance (DIS) to the active waypoint. BRG 123^| BRG ---^|
NAV 1 NAV 1
• Groundspeed (GS)
• Estimated time enroute (ETE)
• Bearing (BRG) to the active waypoint.
3-31 Rev 1
3.9.2 The Super NAV 1 Page $=KOSH
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 DIS 683nm ETE 3:34
exactly the same information as the standard NAV 1 page GS 193kt BRG 303^
but spreads the data out across the entire screen making
it even easier to view. The word “FLAG” is displayed over NAV 1 enr-leg NAV 1
the CDI when the KLN 90B is not usable for navigation.
Figure 3-102
The NAV 2 page in figure 3-103 displays the aircraft’s
present position in two formats. The first format is in PRESENT POS|
terms of the distance and radial from a nearby VOR. |
(Although terminal VORs are in the database, they are LGA 045^fr|
15.2nm|
not used on this page since many aeronautical charts do N 41^00.03'|
not display a compass rose around them for orientation W 73^41.62'|
purposes). The second format is in latitude and longitude.
NAV 2
NOTE: When flying non-precision approach procedures Figure 3-103
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 $=OSH |
aircraft is within 30 NM of the arc. DTK 303^|
TK 302^|
3.9.4 The Navigation 3 Page (NAV 3) FLY L 2.7nm|
The NAV 3 page, such as shown in figure 3-104, displays MSA 3300ft|
the following supplementary navigation information: ESA 5500ft|
NAV 3
• Desired track (DTK) - The great circle course between
two waypoints. Any CDI or HSI driven by the KLN Figure 3-104
90B, including the CDI displayed on the NAV 1 page,
is referenced to this DTK. You may wish to view the =KOSH |
navigation terminology diagram in Appendix A at this OBS 281^|
time if you are unfamiliar with terms like desired track TK 302^|
and actual track. FLY R 0.2nm|
MSA 3000ft|
NOTE: If the KLN 90B is in the OBS mode, the selected ESA 3700ft|
course (OBS) is displayed instead of the desired track on NAV 3
the NAV 3 page (figure 3-105).
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.
• 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.
3-32 Rev 1
• Minimum Safe Altitude for present position (MSA) - clear all reference points by 1000 feet in areas where
IMPORTANT: The minimum safe altitude displayed the highest reference points are 5000 feet MSL or
is the altitude defined by Jeppesen as “Grid Minimum lower. MORA values clear all reference points by
Off-Route Altitude (Grid MORA)”. This altitude is 2000 feet in areas where the highest reference points
derived by Jeppesen for sectors which are one degree are 5001 feet MSL or higher”. The KLN 90B displays
of latitude by one degree of longitude in size. One dashes for areas outside the database coverage area
degree of latitude is 60 nautical miles. One degree of or for areas where the Grid MORA is not defined.
longitude is 60 nautical miles at the equator and pro-
gressively less than 60 nautical miles as one travels • Minimum Enroute Safe Altitude (ESA). IMPORTANT:
away from the equator. One degree of longitude is When the KLN 90B is in the Leg mode, the minimum
approximately 50 nautical miles at the southern most enroute safe altitude is the highest MSA sector alti-
parts of the U.S. and is approximately 40 nautical tude from the present position to the active waypoint,
miles at the northern most parts of the U.S. The MSA then to the destination waypoint along the active flight
altitude information is contained in the database and plan. See figure 3-106. When the KLN 90B is in the
is updated when the database cartridge is updated. OBS mode, the minimum enroute safe altitude is the
highest MSA sector altitude from the present position
The minimum safe altitude (MSA) provides “reference to the active waypoint.
point” clearance within these one degree latitude by
one degree longitude sectors. Jeppesen defines a WARNING: The MSA and ESA altitudes displayed are
reference point as “a natural (Peak, Knoll, Hill, Etc.) or advisory in nature only. They should not be relied
man-made (Tower, Stack, Tank, Building, etc.) upon as the sole source of obstacle and terrain
object”. Jeppesen states the following about the Grid avoidance information. Refer to current aeronautical
Minimum Off-Route altitude: “Grid MORA values charts for appropriate minimum clearance altitudes.
MINIMUM ENROUTE SAFE ALTITUDE (ESA)
ESA (MSL)
MSA (MSL)
1°
LA
T.
1° LONG.
Figure 3-106
3-33 Rev 1
The NAV 4 page (figure 3-107) is used for altitude alerting VNV 6200ft|
and for advisory vertical navigation (VNAV). The opera- |
tion of altitude alerting is described in section 3.15 and IND 6300ft|
the operation of VNAV is described in section 5.2. SEL: 3500ft|
KOSH :-03nm|
ANGLE:-1.8^|
The NAV 5 page provides a navigation graphics presen- NAV 4
tation. It is useful in providing you with proper orientation Figure 3-107
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. 1:KMDT | 4
In addition, if the KLN 90B is interfaced with a source of ; 2:LRP |
heading in a compatible format then a heading up pre- < 3:MXE | 3
sentation may also be selected. When the North up dis- 4:KPHL |
play is selected, viewing the NAV 5 page is like looking at 5: |
a navigation chart with North at the top. When the |123^ 40
2
desired track up display is selected, viewing the NAV 5 FPL 0 enr-leg 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 Figure 3-108
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. 1
2 |
i |
CAUTION: When using the actual track up format it j 3 4 |
is typical for there to be a slight delay from the time a |
heading change is made until the correct map orien- NŸ 40|
tation is displayed. Be careful when using either the NAV 5
desired track up display or the actual track up display
to not think that a heading up display is being used. 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
1
2
|
the FPL 0 page (figure 3-108). Thus, the position of the i |
j 3 4 |
third waypoint in FPL 0, MXE, is indicated by a 3 on the
|
NAV 5 page. Lines connect the flight plan waypoints. An NŸ 40|
arrow points to the active waypoint and shows the current
flight plan leg. CRSR
Figure 3-110
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 appro- 1 |
priate C (left C if NAV 5 page is on left side and vice 2
i |
versa). The cursor will be over the map range scale (fig- j 3 4 |
ure 3-110). Turn the appropriate outer knob one step |
counterclockwise to position the cursor over the map ori- NŸ 40|
entation field (figure 3-111). Rotate the appropriate inner CRSR
Figure 3-111
3-34 Rev 1
knob to display N? for North up, DTK? for desired track up 4 | 4 |
(figure 3-112), TK? for actual track up (figure 3-113), or | |
HDG? for heading up (figure 3-114). The heading up 3 | 3 |
selection is not presented as a choice if heading is not | |
provided to the KLN 90B. If the cursor is moved to the i
j | |
map range scale using the outer knob or if the cursor is DTKŸ 2 40| TKŸ 2 40|
turned off with the C button, then the DTK?, TK?, or CRSR CRSR
HDG? annunciation is replaced with the actual value. The
123 ° displayed in the lower left corner of figure 3-115 Figure 3-112 Figure 3-113
shows how the actual track is displayed when the cursor
is not over the map orientation field as it was in figure 3-
113.
If a heading input is available to the KLN 90B then head- 4 | 4 |

ing up is usually the best map orientation to select. | |
Otherwise, track up display is usually preferred for use in 3 | 3 |
flight. However, the track up display is only usable when | |
the aircraft is moving 2 knots or more so the North up dis- | |
play may be a good choice while operating with very slow HDGŸ 2 40| 123^ 2 40|
ground speeds. CRSR CRSR
Notice that in both the North up format and the desired Figure 3-114 Figure 3-115
track up format, the aircraft’s position is depicted by a dia-
mond. In the actual track up format and the heading up
format, the aircraft’s position is depicted by an aircraft
symbol.
2
|
The range scale is displayed in the lower right corner of |
the NAV 5 page. The range scale indicates the distance i |
j |
from the aircraft’s position (the diamond or aircraft sym-
3|
bol) to the top of the screen. Range scale selections from
1 NM to 1000 NM may be made by pressing the appropri- NŸ 15|
ate C and turning the appropriate inner knob. For CRSR
example, figure 3-116 illustrates the results of changing Figure 3-116
the range scale of the map in figure 3-110 from 40 nauti-
cal 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 | PTW D
1 +
|POTTSTOWN
the right side, the location of the selected waypoint is indi- 2
cated by a “+” on the NAV 5 page (figure 3-117). Of i | L
j 3 4 |116.50 9^W
course, the display scale must be chosen which allows
the selected waypoint to be displayed. |N 40^13.33'
NŸ 40|W 75^33.64'
NAV 5 enr-leg VOR
Figure 3-117
3-35 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 for- 9.2 oq KPHL
mat unlike any other KLN 90B page. This is done so that LRP |
xy-«} | MXE
you get the maximum amount of screen dedicated to
graphics display. There are no page display indicators in 200 uv LRP
the lower left and right segments of the display to tell you áà0:03|
the Super NAV 5 page is being displayed. However, you ûü113^|
will soon learn to recognize the Super NAV 5 page by its †ü113^|60 KMDT
unique format. The mode annunciation, which normally Figure 3-118

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 coun-
terclockwise 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 automati-
cally 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 espe-
cially helpful when conducting non-precision approaches
using the KLN 90B.
3-36 Rev 1
Like the NAV 5 page, the Super NAV 5 page shows a
graphics depiction of the direct to waypoint or the way-
points making up the active flight plan. But surprise num-
ber one is that the Super NAV 5 page shows alphanu-
meric 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 dis- 8.6 oq
VOR:OFF
play! To do so, press the right C to display a pop up LRP | NDB:OFF
menu on the right side of the screen (figure 3-119). xy-«} | APT:OFF
Notice from the menu that a circle with a dot in the center 200 uv 113^†üŸ
LRP
represents a VOR, a smaller circle represents a NDB, áà0:03|
and a small diamond represents an airport. The VORs, ûü113^|
NDBs, and airports displayed are those from the nearest †ü113^|60 KMDT
waypoint lists described in section 3.7.3, “Nearest and Figure 3-119
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
8.6 oq VOR: LH
one of the following: TLH, LH (figure 3-120), H, or OFF. LRP | NDB:OFF
xy-«} | APT:OFF
TLH Terminal, low altitude, and high altitude VORs are 200 uv
ETX
113^†üŸ
selected. In addition, VORs of undefined class will áà0:03|
LRP
be displayed. In some parts of the world VORs are ûü113^|
not classified into one of the three standard classes: RAV
†ü113^|60 KMDT
therefore, TLH must be selected to display these
undefined class VORs. Figure 3-120
LH Only low altitude and high altitude VORs will be dis-

played.
H Only high altitude VORs will be displayed.
OFF No VORs displayed
In a like manner NDBs and/or airports may be selected

by first using the right outer knob to move the cursor over 8.6 oq AB VOR: LH
the NDB or APT selection field and then using the right LRP | ETX NDB: ON
inner knob to select ON or OFF. The example in figure xy-«} | LQX APT:OFF
3-121 shows low and high altitude VORs as well as NDBs 200 uv LRP
113^†üŸ
having been selected. Notice that the range scale has áà0:03|
been changed from 60 nm to 40 nm. ûü113^| BZJ
†ü113^|40 RAV
The map orientation can be changed by moving the cur- Figure 3-121
sor 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 NAV 5 page: North up, desired track up,
actual track up, or heading up (if a proper source of head-
ing is provided). Remember that for actual track up,
graphics are displayed only when the aircraft’s ground- 9.1 oq AB
speed is greater than 2 knots. LRP | ETX
APG
xy-«} | LQX
When the desired selections have been made, press the 200uv LRP
right C to remove the menu (figure 3-122). áà0:03|
ûü113^| BZJ
†ü113^|60 RAV
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 9.0 oq AB
in the “out” position. This will create a “window” at the LRP | ETX
bottom right corner of the display that will initially contain xy-«} | LQX APG
the active waypoint in reverse video (figure 3-123). The 200 uv LRP
waypoint contained in this “window” will be the default áà0:03|
waypoint when D is pressed. By turning the right inner ûü113^| BZJ
knob it is possible to scan through the waypoints of the †ü113^|40 RAV LRP
active flight plan. Turning the knob clockwise will scan Figure 3-123
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 sec-
tion 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 ter-
minal area you select a smaller range scale and select
more items.
• 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 pat-

tern, select the 1 NM or 2 NM scale to display the air- 355 oq 14R
port runway diagram instead of the usual airport dia- KTIK |

mond symbol. All runway designations are shown on xy-«} |
0 uv i
j KRND
the 1 NM scales (figure 3-124). If the 2 NM scale is
áà-\--|
selected, then the runway designations are shown ûü039^|
32R
only for the longest runway. If your KLN 90B is not †ü---^|1 32L
provided a heading input you may wish to select a
North up display while the aircraft is on the airport Figure 3-124
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.
3-38 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 AIRSPACE ALERT:
Message page is viewed it will display AIRSPACE COLUMBUS FOUR MOA
ALERT and will also display the name and type of the MEM CENTER
special use airspace (figure 3-125). If the special use air- 1000ft t] 18000ft
space is a Class B, Class C, CTA, or TMA, the message
page will also instruct you to see the Airport 4 page (air-
port communications) for the primary airport so that the enr-leg msg
correct communications frequency may be determined Figure 3-125
(figure 3-126).
The SUA alert feature is three dimensional. The SUA
areas are stored in the KLN 90B database with regard to AIRSPACE ALERT:
altitude when the actual SUA altitude limitations are OMAHA CL C
charted in terms of mean sea level (MSL). Therefore, if SEE KOMA APT 4 PAGE
you are flying either above or below an SUA area you BELOW 5000FT
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 enr-leg msg
stored in the KLN 90B as all altitude below the upper limit Figure 3-126
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 ALTITUDE |
from an altitude encoder or air data computer, then you |
must manually update the KLN 90B with an altimeter set- BARO:29.92"|
ting (baro correction) in order to receive accurate SUA ALERT: OFF |
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 CRSR
“inches” was previously selected on the SET 7 page. If
“millibars” was selected on the SET 7 page then the cur- Figure 3-127
sor 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 posi-
tion. 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
3-39 Rev 1
update the altimeter baro setting on the ALT page The message prompt for a special use airspace alert will
each time you make a change to an aircraft’s altime- occur when the aircraft’s position is at a point such that a
ter setting. projection of the aircraft’s existing track over the ground is
approximately 10 minutes from penetrating the outer
NOTE: If there is no altitude input to the KLN 90B, all alti- boundary of one of these areas. It will also occur if the
tudes will be regarded as being within the boundary of the aircraft is within approximately two nautical miles of one
SUA area. of these areas even if the aircraft’s projected track over
the ground won’t actually penetrate the SUA area (figure
Only the outer lateral boundaries are stored for Class B, 3-128). If one of the SUA areas is penetrated, another
Class C, CTA, and TMA airspace. These SUA areas are message will state: INSIDE SPC USE AIRSPACE.
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
10 MIN
2 MILES
Figure 3-128
3-40 Rev 1
The SUA alert feature may be disabled (or enabled) on
AIRSPACE | AIRSPACE |
the Setup 8 (SET 8) page, shown in figure 3-129. After ALERT |
ALERT |
displaying the SET 8 page on the left side, press the left DISABLE | ENABLE |
C to turn on the left cursor function. The left inner knob | |
is used to display AIRSPACE ALERT ENABLE or AIR- | VERT BUFFER|
SPACE ALERT DISABLE. | ±00500ft|
SET 8 SET 8
If the SUA alert feature has been enabled, the KLN 90B
allows you to select a vertical buffer on the SET 8 page Figure 3-129 Figure 3-130
(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
AIRSPACE | AIRSPACE |
cursor and then use the left outer knob to move the cur- ALERT |
ALERT |
sor over the first position of the vertical buffer (figure 3- ENABLE | ENABLE |
131). Use the left outer knob to position the cursor and | |
the left inner knob to select each number (figure 3-132). VERT BUFFER| VERT BUFFER|
The buffer may be selected in one hundred foot incre- ±00500ft| ±01000ft|
ments. After the desired selection has been made, press CRSR CRSR
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 exam-
ple, 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 mes-
sages 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 clear-
ance 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.
3-41 Rev 1
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, intersec-
tion, 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) |=KORL

|EXECUTIVE
See figure 3-133.
|
|CL B
• Airport identifier. An arrow precedes the identifier if it |N 28^32.71'
is the active waypoint. |W 81^19.99'

• Airport name.
Figure 3-133
• 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

MILTRY will 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 |=KORL nr 1

point (the “official” location of the airport). |EXECUTIVE
|
As shown in figure 3-134, the APT 1 page has a different | 5998' HRD
|L 132^t]
format when it is displayed as one of the nine nearest air-
| 03.1nm
ports (see section 3.7.3 “Nearest And Complete Waypoint
Scan List” and section 3.7.3.1 “Nearest Airports In An
Emergency”. 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 run-

way.
• The bearing and distance to the airport.
3-42 Rev 1
3.11.3 The Airport 2 Page (APT 2)
|=KORL
See figure 3-135. |ORLANDO FL
|
• Airport identifier. An arrow precedes the identifier if it |ELV 110ft
is the active waypoint. |Z-05(-04DT)
|ILS (R)
• The city where the airport is located. APT 2
• The state if the airport is located in the United States, Figure 3-135
the Province if located in Canada, or the country out-
side the United States and Canada. A listing of the
abbreviations used for States, Provinces, and coun-
tries 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 rela-
tionship 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.
• 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 transi-
tion. If you are VFR, you know whether or not the
Approach/Departure control is capable of providing
separation advisories.

The function of the APT 3 page is to display runway infor-
mation for the selected airport. For many airports the first |
APT 3 page depicts a North up runway diagram for the | 13
airport as shown in figure 3-136 for KORL. | 25
|
NOTE: This runway diagram is present only for those air- | 07
ports where Jeppesen’s data contains the position of the | 31
runway thresholds. APT[3

Figure 3-136
3-43 Rev 1
The primary APT 3 page (figure 3-137) follows the run-
|=KORL
way diagram. Runway designation, lighting, and types of | RT 25 31
surface for up to five runways are displayed in order of |07 /25 L
length, beginning with the longest. Since there are many | 5998' HRD
times when all of an airport’s runway information does not |13 /31 L
fit on one page, additional APT 3 pages are used to dis- | 4638' HRD
play the data. Remember that a “+” inserted between the APT[3
page type and the number (APT+3 in this case) is used to
indicate that there is more than one Airport 3 page. Figure 3-137
• 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 pat-
tern.
• Runway number designation for both ends of the run-

way.
• 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
3-44 Rev 1
|=KORL
See figure 3-138 |ATIS*127.25
|CLR *118.05
The APT 4 page is used to display communication fre- |GRND*121.40
quencies for the selected airport. |TWR *118.70
|CTAF*118.70
• Airport identifier. An arrow precedes the identifier if it APT[4
is the active waypoint.
Figure 3-138
• 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
In addition to the standard VHF frequencies shown in fig-

ure 3-138, HF frequencies are shown at airports that uti-
lize “high frequency” communications that fall in the 2000
kHz to 30,000 kHz frequency band. These are typically
used in remote areas of the world. One way to tell HF
frequencies is that they do not contain a decimal point. A
display of 6547 would indicate a frequency of 6,547 kHz.
Airports which have numerous communication frequen-

cies will have multiple Airport 4 pages indicated by
APT+4.
Part-time operation, such as for a control tower, is indi-

cated with an * to the left of a frequency.
3-45 Rev 1
The frequencies associated with CL B, CL C, TRSA,
CTA, or TMA are VFR frequencies. Airports which have |=KORL
one of these categories of frequencies also have APR |APR 121.10
and DEP which are IFR frequencies. | REF: KMCO
| 311^- 60^
| BEL 5500ft
Where required, APR, DEP, CL B, CL C, TRSA, CTA, |
and TMA frequencies are sectorized. That is, a fre-
quency may be used only within a certain range of radials APT[4
from a designated reference location. The format for dis- Figure 3-139
playing the sectorization is to show the frequency first, fol-
lowed 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
3-46 Rev 1
The Airport 5 page is used to store and display user-
entered remarks. These remarks might include informa-
tion 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:
|=KORL |=KORL
• Select the APT 5 page for the desired airport (figure |REMARKS: |REMARKS:
3-140). | |
| |
• Press the right C . | |
| |
• Rotate the right outer knob until the cursor fills the APT 5 CRSR
entire third line of the screen (figure 3-141). Figure 3-140 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 charac- |=KORL |=KORL
ter. |REMARKS: |REMARKS:
| BESTJET!! | BESTJET
• 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 CRSR CRSR
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). |=KORL APTS W/RMKS|
|REMARKS: KCOS |
The Other 4 page (OTH 4) includes a listing of all airports | BESTJET KDEN |
whose APT 5 pages contain remarks (figure 3-145). To | MOTEL 407 KORL |
delete a previously entered airport remark, select the | 123-4567 KHPN |
Other 4 page, position the left cursor over the desired air- | M39 |
port identifier, press @, and then press E. If there are APT 5 OTH 4
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.
3-47 Rev 1
|=KORL
The APT 6 page shows aeronautical services available for |
the selected airport. These services include customs, fuel, |100 JET
and oxygen availability as well as an indicator to denote |
the presence of a landing fee. Refer to figure 3-146. |NO OXYGEN
• Customs information is displayed as follows: |NO FEE INFO
APT 6
CUSTOMS-FULL Customs facilities are available
without restriction Figure 3-146
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 spe-
cific 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
3-48 Rev 1
The APT 7 page shows the SID and STAR procedures KLAX =KFNL
that are available for the selected airport. If both SID and SELECT STAR NO SID/STAR
STAR procedures are available then there will be two APT 1 CIVET4 FOR THIS
7 pages indicated by APT+7 (figure 3-147). If there are no 2 DOWNE4 AIRPORT
SID or STAR procedures in the database then this page 3 FIM6 IN DATABASE
will be as shown in figure 3-148. 12 VISTA1
APT+7 APT 7
The details of this page are presented in section 6.2. Figure 3-147 Figure 3-148

The APT 8 page shows the non-precision approaches that
are available for the selected airport (figure 3-149). There =KFNL IAP KLCG IAP
is only one APT 8 page. If there are no approaches for 1 NDB 33 NO APROACH
this airport in the database then this page will be as shown 2 RNAV 15 FOR THIS
in figure 3-150. 3 RNAV 33 AIRPORT
4 VOR-A IN DATABASE
The details of this page are presented in section 6.1.
APT 8 APT 8
NOTE: If the KLN 90B is not installed to support non-
precision approaches, then the APT 8 page will not be Figure 3-149 Figure 3-150
displayed.
3.11.10 The VOR Page

|=BUJ D | ADM D nr 1
The VOR page shown in figure 3-151 for Blue Ridge VOR |BLUE RIDGE |ARDMORE
is used to illustrate the contents of a VOR page. | L | H
|114.90 8Ê |116.70 9Ê
• VOR identifier. An arrow precedes the identifier if it is |N 33^16.99' | 318^t]
the active waypoint. |W 96^21.89' | 32.6nm
VOR VOR
• The letter D appears following the VOR identifier if the
VOR has DME capability. Figure 3-151 Figure 3-152
• 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 lati-
tude and longitude is replaced with the bearing and dis-
tance to the VOR (figure 3-152).
3-49 Rev 1
3.11.11 The NDB Page |=OWI
The NDB page shown in figure 3-153 for Ottawa NDB is |OTTAWA
used to illustrate the contents of an NDB page. |
|FREQ 251
• NDB identifier. An arrow precedes the identifier if it is |N 38^32.55'
the active waypoint. |W 95^15.26'
NDB
• The name of the NDB.
Figure 3-153
• The NDB frequency (kHz).
• The latitude and longitude of the NDB.
There is also a nearest NDB scan list as explained in sec-

tion 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, | DNI nr 1
high altitude, approach, and SID/STAR intersections as |DENISON
well as outer markers and outer compass locators. The |
Intersection page for KENZY outer compass locator (fig- |FREQ 341
ure 3-155) is used as an example of what is displayed for | 055^t]
Intersection pages: | 06.5nm
NDB
• The intersection, outer marker, or outer compass loca-
Figure 3-154
tor name.
• The location of the intersection, outer marker, or outer |=KENZY

compass locator expressed in terms of a radial and |REF: MKC
distance from a nearby VOR. The KLN 90B chooses |RAD: 152.2^
the closest VOR. Note that it takes a few seconds for |DIS: 3.7nm
the VOR ident, radial, and distance to be calculated |N 39^13.25'
and displayed. |W 94^33.84'
INT
• The latitude and longitude of the intersection, outer Figure 3-155
marker, or outer compass locator.
You may also enter the identifier of another nearby way-

point in the REF field, and the page will compute and dis-
play 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 C to 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).
3-50 Rev 1
5. Press E to display the waypoint page for the identi- |=KENZY |=KENZY
fier just entered. |REF: MKC |REF: RIS
|RAD: 152.2^ |RAD: 152.2^
6. Press E to approve the waypoint page. The |DIS: 3.7nm |DIS: 3.7nm
Intersection page is displayed with the computed |N 39^13.25' |N 39^13.25'
radial and distance (figure 3-158). |W 94^33.84' |W 94^33.84'
CRSR CRSR
7. Press the right C to turn off the right cursor
function. Figure 3-156 Figure 3-157
3.11.13 The Supplemental Waypoint Page (SUP)

Supplemental waypoints are user-defined waypoints that
have not been defined specifically as an airport, VOR, |=KENZY
NDB, or intersection. The procedure for creating |REF: RIS
supplemental waypoints is explained in section 5.4.4. |RAD: 009.0^
|DIS: 6.2nm
Supplemental waypoints also include ARTCC “Center” |N 39^13.25'
waypoints and “Reference” waypoints which you will learn |W 94^33.84'
to create later in chapter 5 of this Pilot’s Guide. Figure 3-
159 shows an example of a typical Supplemental CRSR
Waypoint page. The following information is displayed on Figure 3-158
a Supplemental waypoint page:
• The name or identifier of the supplemental waypoint.
• The position of the supplemental waypoint expressed

in terms of a radial and distance from a nearby VOR. | KAUSI
|REF: AUS
• The latitude and longitude of the supplemental |RAD: 41.4^
waypoint. |DIS: 09.1nm
|N 30^23.90'
|W 94^34.30'
In addition, you may enter the identifier of another nearby
waypoint in the REF field and the page will compute and SUP
display the radial and distance from the nearby waypoint Figure 3-159
to the supplemental waypoint. The procedure for doing
this is identical to that just explained above for an inter-
section waypoint. This radial and distance information is
not stored with the Supplemental Waypoint page and is
lost when leaving the page.
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 fre-
quency.
NOTE: In some areas of the world the KLN 90B provides

the location of the nearest point of communication with a AUSTIN FSS |
facility providing information (INF) or radio (RDO) ser- |
vices. 122.20|
122.55|
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 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 Figure 3-160
from one to four frequencies included for a point of con-
tact (figure 3-160). Remember that in the U.S. the fre-
quency 122.00 MHz is used for “Flight Watch” and the FT DODGE |
FSS |
frequency 123.60 MHz is used for Aeronautical Advisory OMAHA VOR |
Service. As you know, it is often possible to communi- |
cate with a FSS by transmitting on 122.10 MHz and lis- TX 122.10|
tening on the VOR frequency. In cases like this, the OTH REC 116.30|
1 page displays the frequencies to use for transmit and OTH[1
receive and also the VOR name through which you are
communicating (figure 3-161). Figure 3-161
In some parts of the world, high frequency (HF) communi-

cations 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)
LOS ANGELES|
The KLN 90B also stores in its database the low altitude CTR |
boundaries of each of the ARTCC “Centers”. The KLN 118.55|
90B determines the proper Center to contact and the 132.85|
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 OTH 2
to obtain VFR flight following or communicate with Center Figure 3-162
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 dis-

played on the OTH 2 page for some areas of the world.
3-52 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 DATE/TIME | DATE/TIME |
the KLN 90B is receiving a time and date from a satellite. | |
02 AUG 94| 02 AUG 94|
If it is required to set the date: 21:22:04UTC| 21:23:04UTC|
CORD UNIV/Z| CORD UNIV/Z|
| |
1. Select the SET 2 page on the left side (figure 3-163).
SET 2 CRSR
2. Press the left C to turn on the left cursor function. Figure 3-163 Figure 3-164
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).
DATE/TIME | DATE/TIME |
| |
4. Turn the left outer knob one step clockwise to position 11 SEP !!|
11 !!! !!|
the flashing part of the cursor over the month field 21:23:04UTC| 21:23:04UTC|
(middle three dashes). CORD UNIV/Z| CORD UNIV/Z|
| |
5. Rotate the left inner knob to select the correct month CRSR
CRSR
(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).
DATE/TIME | DATE/TIME |
7. Use the left inner knob to select the correct ten’s digit | |
of the year (figure 3-167). 11 SEP 9!| 11 SEP 94|
21:23:04UTC| 21:23:04UTC|
8. Turn the left outer knob one step clockwise to position CORD UNIV/Z| CORD UNIV/Z|
| |
the flashing part of the cursor over the remaining
position in the year field. CRSR CRSR
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).
3-53 Rev 1
If it is required to set the time: DATE/TIME | DATE/TIME |
| |
1. Select the SET 2 page on the left side. 11 SEP 94| 11 SEP 94|
21:23:04UTC| 16:23:04CDT|
2. Press the left C to turn on the left cursor function if it CORD UNIV/Z| CENTRAL DAY|
is not on already. | |
CRSR CRSR
3. Use the left outer knob to position the cursor over the
time zone (figure 3-169). Figure 3-169 Figure 3-170
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. DATE/TIME |
|
5. Turn the left outer knob one step counterclockwise to 11 SEP 94|
position the cursor over the time (figure 3-171). 16:23:04CDT|
CENTRAL DAY|
6. Rotate the left inner knob to select the correct hour |
(figure 3-172). Remember, the KLN 90B uses 24 hour CRSR
time. If it is 1:00 P.M. or later, add 12 hours (for Figure 3-171
example, 2:30 P.M. becomes 14:30).
7. Turn the left outer knob one step clockwise to position DATE/TIME | DATE/TIME |
the flashing part of the cursor over the first minute’s | |
position, and then use the left inner knob to select the 11 SEP 94| 11 SEP 94|
correct value (figure 3-173). 18:!!:04CDT| 18:3!:04CDT|
CENTRAL DAY| CENTRAL DAY|
8. Turn the left outer knob one step clockwise again to | |
position the flashing part of the cursor over the CRSR CRSR
remaining minute’s position, and then use the left
inner knob to complete the time selection. Figure 3-172 Figure 3-173
9. Press E to start the clock running (figure 3-174).
10.Press the left C to turn off the left cursor function.
DATE/TIME |
|
11 SEP 94|
18:37:04CDT|
CENTRAL DAY|
|
CRSR
Figure 3-174
3-54 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 ALTITUDE |VNV INACTV
then provides you with an aural alarm 1000 feet prior to BARO:30.13"|
reaching the selected altitude, another aural alarm upon ALERT: OFF|IND 09000ft
reaching the selected altitude, and another aural alarm if |SEL:05500ft
you deviate from the selected altitude. |KMKC :-00nm
|ANGLE:-1.3^
NOTE: The altitude alerting function of the KLN 90B does CRSR enr-leg CRSR
not meet FAR Part 91 for turbojet-powered civil airplanes.
Figure 3-175
To use the altitude alerting:
ALTITUDE |VNV INACTV
1. Press A. The Altitude page will be displayed on the BARO:30.09"|
left with the cursor over the first two digits of the altime- ALERT: OFF|IND 09000ft
ter baro set field. The NAV 4 page will be displayed on |SEL:05500ft
the right with the cursor over the first digit of the |KMKC :-00nm
selected altitude field (figure 3-175). |ANGLE:-1.3^
CRSR enr-leg CRSR
NOTE: The altimeter baro set units may be changed from
inches to millibars on the SET 7 page. Figure 3-176
2. Use the left knobs to update the altimeter baro setting if ALTITUDE |VNV INACTV
required. There are three cursor positions. Use the left BARO:30.09"|
outer knob to move the cursor and the left inner knob to ALERT: OFF|IND 09000ft
change digits (figure 3-176). With the proper altimeter
|SEL:05500ft
baro setting, the indicated altitude (IND) on the right |KMKC :-00nm
should be the same as the aircraft’s actual altimeter. |ANGLE:-1.3^
CRSR enr-leg CRSR
NOTE: There may be some difference (less than 100 feet)
between the indicated altitude (IND) and the aircraft’s Figure 3-177
actual altitude if the altitude input to the KLN 90B is from an
altitude encoder because these encoders only provide alti- ALTITUDE |VNV INACTV
tude in 100 foot increments. |
BARO:30.09"|IND 09000ft
3. Turn the left outer knob one step clockwise to position
ALERT: ON =|SEL:05500ft
the cursor over the ALERT: field (figure 3-177). If OFF WARN:±300ft|KMKC :-00nm
is displayed, turn the left inner knob to select ON (figure |ANGLE:-1.3^
3-178). When alerting is enabled, an arrow to the right CRSR enr-leg CRSR
of ON points to the selected altitude on the right side of
the screen. Figure 3-178
4. Select a warn altitude by using the left outer knob to ALTITUDE |VNV INACTV
position the cursor over the WARN: field (figure 3-179). |
Use the left inner knob to select the desired warn alti- BARO:30.09"|IND 09000ft
tude. It is selectable in one hundred foot increments

ALERT: ON =|SEL:05500ft
from 200 feet up to 900 feet. Normally, you will use the WARN:±300ft|KMKC :-00nm
same warn altitude all the time so you only have to |ANGLE:-1.5^
enter this the first time you use altitude alerting. The CRSR enr-leg CRSR
recommended warn altitude is 300 feet. Figure 3-179
3-55 Rev 1
5. Enter the selected altitude one digit at a time in the SEL
ALTITUDE |VNV INACTV
field of the NAV 4 page by using the right outer knob to |
position the cursor over the desired digit and the right BARO:30.09"|IND 09000ft
inner knob to change the digits until the entire selected ALERT: ON =|SEL:04000ft
altitude is displayed (figure 3-180). WARN:±300ft|KMKC :-00nm
|ANGLE:-0.0^
Only the selected altitude field (SEL) and the indicated alti- CRSR enr-leg CRSR
tude (IND) of the NAV 4 page are used for altitude alerting.
The rest of the NAV 4 page is used for vertical navigation Figure 3-180
which is described in chapter 5.
6. Press A to return to the pages previously being dis-

played.
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 previ-
ously 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 set-
ting.
3-56 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 ALTITUDE |
the left cursor and use the left inner and outer knobs to ALERT |
select a desired volume between 00 and 99. Increasing VOLUME: |
numbers increases the volume. |
02 |
NOTE: The altitude alerting and height above airport fea- |
tures can be disabled in the KLN 90B installation harness SET 9
so that these features are not selectable by the pilot. When
this has been done the SET 5, SET 9, and Altitude pages Figure 3-181
display OFF and cannot be changed. In addition, the SET
5 and SET 9 pages display the following : FEATURE DIS-
ABLED.
3-57 Rev 1
3.16 HEIGHT ABOVE AIRPORT ALERT HT ABOVE |
APT ALERT |
The height above airport alert feature can provide you a ON |
means of knowing when you are at traffic pattern altitude |
or when you are at a fixed height above the airport where APT ELEV |
you might perform any repetitive duty. [ 800ft |
SET 5
The height above airport feature works as follows: You
enable/disable this feature and select an offset height on Figure 3-182
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, fol-
lowed by a short tone.
Airport elevation
plus selected offset height
5 NM
Figure 3-183
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 HT ABOVE |
select ON or OFF as desired. To select the offset height, APT ALERT |
use the left outer knob to position the cursor over the off- ON |
set field (figure 3-184). Turn the left inner knob to select |
an offset between 800 feet and 2000 feet. Press the left APT ELEV |
C to turn the cursor off. [ 800ft |
CRSR
WARNING: The height above airport alert feature
does not serve the same function as a radar altime- Figure 3-184
ter. It does not provide any warning about the air-
craft’s actual height above the airport’s surrounding
terrain.
3-58 Rev 1
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
display OFF and cannot be changed. In addition, the SET
5 and SET 9 pages display the following : FEATURE DIS-
ABLED.
3.17 REMOTE MOUNTED ANNUNCIATORS

The KLN 90B has outputs capable of driving two remote
annunciator lights: waypoint alert and message. WPT
Although these annunciators are optional, it is desirable
to have them mounted in the pilot’s normal scan area so MSG
that these annunciators are easily seen. A typical
annunciator is shown in figure 3-185; however, actual
annunciation abbreviations and configurations may be dif-
ferent. Figure 3-185
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.
3-59 Rev 1
3.18 SAMPLE TRIP 9. Press E again to approve the waypoint page. The
NAV 1 page is now displayed on the right side of the
Just to make sure you are ready to use the KLN 90B for screen while the NAV 2 page returns to the left side.
navigation, let’s go through a sample trip to illustrate The NAV 1 page indicates it is 384 nautical miles to
many of the features you have learned to use in this sec- Austin and that the bearing is 225 degrees. After
tion of the Pilot’s Guide. Our trip will be from Adams field take-off, the NAV 1 page will also display ground-
(KLIT) in Little Rock, Arkansas to Mueller Municipal airspeed and estimated time enroute.
port (KAUS) in Austin, Texas. The weather is perfect and
you decide to make the trip VFR and fly direct to Austin. 10.You now decide to view the Super NAV 1 page.
Rotate the left inner knob to select the NAV 1 page.
3.18.1 Pre-Departure
1. Apply power to the KLN 90B by pushing the 3.18.2 Enroute
power/brightness knob to the “in” position. 1. You depart from runway 36 at Little Rock and are told
to “maintain runway heading”. After several radar vec-
2. When the screen warms up, adjust the brightness to tors for traffic avoidance you are finally cleared on
the desired level by rotating the power/brightness course. The D-Bar indicates that the radar vectors
knob. have taken you north of the original course and you
decide to proceed Direct To Austin from your present
3. Verify that the information on the Self Test page is cor- position. To recenter the D-Bar, press D, and then
rect, including the time and date. Enter the altimeter press E.
baro setting. Position the cursor over APPROVE?
and press E to approve the Self Test page. 2. In order to determine the minimum enroute safe alti-
tude (ESA) for the flight you view the NAV 3 page. It
4. Read the Database page. Acknowledge the indicates an ESA of 4300 feet for the trip and mini-
Database page by pressing E. mum safe altitude for your present position of 3400
feet.
5. A blank NAV 2 page is now displayed on the left side
on the screen. The APT 4 page for Adams field 3. After departure control has directed “squawk 1200,
(KLIT), which shows the communications frequencies, frequency change approved”, you decide it would be a
is now displayed on the right side of the screen since good idea to obtain VFR flight following. To obtain the
KLIT was the active waypoint when you last removed frequency for Center, select the Other 2 page (OTH
power from the KLN 90B. The APT 4 page indicates 2). It indicates that for your position, you should be
that the ATIS frequency is 125.65 MHz, the pre-taxi able to contact Memphis Center on 118.85 MHz.
clearance delivery frequency is 118.95 MHz, the
ground control frequency is 121.90 MHz, and the 4. You’ve only flown about 100 nautical miles, but you
tower frequency is 118.70 MHz. After listening to begin wondering where you would go if an engine
ATIS, you contact clearance delivery for your clear- suddenly started running rough. You decide to use
ance out of the Little Rock Class C airspace. Next, the KLN 90B to determine where the nearest airports
you give ground control a call and receive your taxi are from your present location. To view the nearest
clearance. airports press M, and then press E. The nearest
airport is Hope Municipal (M18) which is eight nautical
6. By this time the KLN 90B has reached a NAV ready miles from your position on a bearing to the airport of
status. You know this because the NAV 2 page is 11 degrees. You now rotate the right inner knob to
now showing a valid present position, in this case 3.8 view the other APT pages for Hope Municipal. You
nautical miles on the 320 degree radial from Little learn, for example, that it is located in Hope,
Rock (LIT) VOR. Arkansas, and has two hard surface runways that are
each 5500 feet in length. By pulling the right inner
7. Press D to bring up the Direct To page on the left knob to the “out” position, you may now scan clock-
side. Use the two left knobs to enter the identifier of wise through the remaining eight airports in the near-
Mueller Municipal airport (KAUS) by using the left est airport list.
inner knob to select the characters and the left outer
knob to move the flashing part of the cursor to the 5. For the majority of the enroute portion of the flight you
desired cursor location. select, the Super NAV 5 page’s moving map display.
You do this by selecting NAV 5 on both sides of the
8. Press E to bring up the APT 1 waypoint page for screen. Pressing the right C brings up the waypoint
Mueller Municipal airport on the right side. 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.
3-60 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 naviga-

tion 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 fre-
quency is 119.20 MHz and tower is 121.00 MHz.
2. A few minutes later, the message prompt begins flash-

ing. 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” posi-
tion or with the avionics master switch if one is
installed.
3-61 Rev 1
3-62 Rev 1
This is the second of four chapters specifically dealing with reduces your enroute workload regardless of whether your
operating the KLN 90B. In this chapter you will learn to flying is done VFR or IFR. Other advantages of creating
create and use flight plans. A flight plan is an organized flight plans are: (1) the entire route of flight for an upcom-
listing of waypoints defining your route of flight. ing trip can be created and stored prior to departure; and
(2) the routes for frequently made trips need to be created
You may feel that you learned all you need to know in just once and may then be recalled as required for later
chapter 3 about operating the KLN 90B, since you can use use. Using the KLN 90B only for Direct To operation
the Direct To operation to fly anywhere you want to go. would be like flying a retractable gear aircraft with the gear
However, you would be selling yourself and the KLN 90B down all the time — you’re just not getting the most out of
short if you stop there. Using the unit’s flight plan capabili- your equipment!
ties provides more information and, in some respects,
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 combina-
tion 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 acti-
vated, 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 hav-
ing to activate it. The disadvantage is that if a num-
bered 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 way-
points. Otherwise, the KLN 90B system will be
flagged.
4-1 Rev 1
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 USE? INVRT?| LOAD FPL 0?|
create a flight plan. The waypoints making up the flight 1:KMKC | 1: |
plan are: KNEW (Lakefront airport), GPT (Gulfport VOR), 2:BUM | |
SJI (Semmes VOR), CEW (Crestview VOR), MAI 3:OSW | |
(Marianna VOR), TLH (Tallahassee VOR), CTY (Cross 4:TUL | |
6:KRVS | |
City VOR), and KPIE (St. Petersburg/Clearwater
International airport. To create the flight plan: FPL 8 FPL 4
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 LOAD FPL 0?| LOAD INVRT?|
a flight plan (figure 4-2). If all of the flight plan pages 1: | 1:K |
contain flight plans, refer to section 4.1.5, “Deleting | 2: |
Flight Plans.” | |
| |
3. Press the left C to turn on the cursor function for the | |
left page (figure 4-3). CRSR CRSR
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 IDENTI- LOAD INVRT?|
FIERS.” 1:KNEW |
2: |
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 CRSR
the flashing portion of the cursor over the second Figure 4-5
character position, and then use the left inner knob to
select the desired character.
6. Use the above procedure to select the entire identifier

for the first waypoint (figure 4-5). USE? INVRT?| KNEW
1:KNEW |LAKEFRONT
7. Press E. A waypoint page for the identifier just 2: |
entered will be displayed on the right side (figure 4-6). | CL C
|N 30^02.53'
If a mistake was made and the wrong waypoint identi- |W 90^01.69'
fier was entered, press @ and begin again. If a mis-
CRSR|enr-leg ent|APT 1
take was not made but the waypoint identifier just
entered isn’t in the database, a page allowing creation Figure 4-6
of a user defined waypoint will appear on the right
side. Refer to section 5.4, “USER-DEFINED WAY-
POINTS”, for instruction on how to define a user cre-
ated waypoint. USE? INVRT?|
1:KNEW |
8. Press E again to approve the waypoint page being 2: |
displayed. The cursor will move to the second |
waypoint position (figure 4-7). |
|
NOTE: A small number of waypoints are stored in the CRSR
database as “fly-over” waypoints. These waypoints are Figure 4-7
associated with SID/STAR procedures. “Fly-over” means
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 SWR | SWR D
page (Figure 4-7a). Simply select the way in which the TYPE WPT |SQUAW
waypoint is intended to be used with the left outer knob |VALLEY L
and press E. If the SID/STAR choice is selected, the 1 EN ROUTE?|113.20 16Ê
KLN 90B will disable turn anticipation for that waypoint (if 2 SID/STAR?|N 39^10.82'
previously enabled). The KLN 90B will enable turn antici- |W120^16.18'
pation after the waypoint has been passed (if turn antici- CRSR|enr-leg ent|VOR
pation was previously enabled). If en route is selected, Figure 4-7a
then normal turn anticipation occurs.
9. Use the same procedure to enter the rest of the way- 4:CEW |
points in the flight plan (figure 4-8). If the flight plan 5:MAI |
consists of five or more waypoints, the waypoints will 6:TLH |
automatically scroll as necessary to allow entry of the 7:CTY |
next waypoint. 8:KPIE |
9: |
10.When all of the waypoints have been entered in the CRSR
flight plan, the left outer knob may be rotated to move Figure 4-8
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. USE? INVRT?|
When the left outer knob is rotated to the full counter- 1:KNEW |
clockwise position, the cursor will be positioned over 2:GPT |
USE? (figure 4-9). If there are more than five way- 3:SJI |
points in the flight plan, the first four waypoints will 4:CEW |
then be displayed followed by the last waypoint in the 8:KPIE |
flight plan. Rotate the left outer knob to move the cur- CRSR
sor and manually scroll to see the missing intermedi-
ate waypoints. Figure 4-9
11.Press the left C to turn off the left cursor function.

Additional flight plans may now be created in the
same manner.
USE? INVRT?|
4.1.2 Activating A Numbered Flight Plan 1:KNEW |
To activate one of the previously created numbered flight 2:GPT |
plans:
3:SJI |
4:CEW |
8:KPIE |
1. Use the left outer knob to select the flight plan (FPL)
type pages. FPL 4
Figure 4-10
2. Rotate the left inner knob to select the desired flight
plan (figure 4-10).
3. Press the left C to enable the left cursor function. USE? INVRT?|
The cursor will appear over USE? (figure 4-11). If you 1:KNEW |
haven’t left the numbered flight plan page since creat- 2:GPT |
ing this flight plan, rotate the left outer knob all the way 3:SJI |
counterclockwise to position the cursor over USE? 4:CEW |
8:KPIE |
CRSR
Figure 4-11
4-3 Rev 1
4. Press E to activate the flight plan in the order shown USE? INVRT?|
|
(figure 4-12). To activate the flight plan in inverse 1:KNEW | 1:KNEW |
order (first waypoint becomes last and last waypoint 2:GPT | 2:GPT |
becomes first), rotate the left outer knob one step 3:SJI | 3:SJI |
clockwise to position the cursor over USE? INVRT? 4:CEW | 4:CEW |
before pressing E (figure 4-13). 8:KPIE | 8:KPIE |
FPL 0 CRSR
5. The selected flight plan is now displayed as FPL 0, the
active flight plan. Any changes made to FPL 0 will not Figure 4-12 Figure 4-13
affect how this flight plan is stored as the numbered
flight plan.
| |
4.1.3 Adding A Waypoint To A Flight Plan 1:KNEW | 1:KNEW |
A waypoint may be added to any flight plan containing 2:GPT | 2:GPT |
fewer than 30 waypoints. To add a waypoint to a flight 3:SJI | 3:SJI |
plan: 4:CEW | 4:CEW |
8:KPIE | 8:KPIE |
1. Press the left C to enable the left cursor function if it CRSR CRSR
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 1:KNEW | 1:KNEW |
front of SJI, move the cursor over SJI (figure 4-15). 2:GPT | 2:GPT |
3:B | 3:BUGLE |
4:SJI | 4:SJI |
3. Use the left inner knob to enter the first character of 9:KPIE | 9:KPIE |
the waypoint being inserted. As you begin to turn the
knob, the existing waypoint in this position automati-
CRSR CRSR
cally jumps down to the next position. In this case, Figure 4-16 Figure 4-17
SJI automatically moves to waypoint four (figure 4-
16).
4. Use the left outer and inner knobs in the normal man- |
ner to complete entering the waypoint identifier (figure 1:KNEW |
4-17). 2:GPT |
3:BUGLE |
5. Press E to display the waypoint page on the right 4:SJI |
side for the identifier just entered. 9:KPIE |
CRSR
6. Press E again to approve the waypoint page Figure 4-18
(figure 4-18).
7. Press the left C to turn off the left cursor function.
4-4 Rev 1
4.1.4 Deleting A Waypoint From A Flight Plan
To delete a waypoint from a flight plan:
| USE? INVRT?|
1. Press the left C to enable the left cursor function if it 1:KNEW | 1:KNEW |
is not on already. 2:GPT | 2:GPT |
3:BUGLE | DEL BUGLE? |
2. Rotate the left outer knob as necessary to position the 4:SJI | 4:SJI |
cursor over the waypoint to be deleted (figure 4-19). 9:KPIE | 9:KPIE |
CRSR CRSR
3. Press @. The letters DEL (delete) will appear to the
left of the identifier and a question mark will appear to Figure 4-19 Figure 4-20
the right of the identifier (figure 4-20). If a mistake was
made and you do not wish to delete this waypoint,
press @. |
1:KNEW |
4. Press E and the waypoint will be deleted from the 2:GPT |
3:SJI |
flight plan. The other waypoints in the flight plan will
4:CEW |
be correctly repositioned (figure 4-21). 8:KPIE |
5. Press the left C to turn off the left cursor function. CRSR
Figure 4-21
4.1.5 Deleting Flight Plans
To delete a flight plan which is no longer required:
USE? INVRT?|
1. Display the flight plan (FPL 0, FPL 1, FPL 2,..., or FPL 1:KMKC |
25) which is to be cleared (figure 4-22). 2:BUM |
3:OSW |
4:TUL |
2. Make sure the left cursor function is turned off. If the 6:KRVS |
left cursor is on, press the left C to turn it off.
FPL 8
3. Press @. The words DELETE FPL? will appear at Figure 4-22
the top of the page (figure 4-23). If a mistake was
made and you do not wish to clear this flight plan,
press @. DELETE FPL?| LOAD FPL 0?|
1:KMKC | 1: |
4. Press E to clear the flight plan (figure 4-24). 2:BUM | |
3:OSW | |
4:TUL | |
6:KRVS | |
CRSR FPL 8
4-5 Rev 1
4.1.6 Storing FPL 0 As A Numbered Flight Plan
LOAD FPL 0?|
The active flight plan may be loaded into a numbered 1: |
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 num- |
bered flight plan. To store the active flight plan as a num- |
bered flight plan: FPL 7
1. Select a numbered flight plan page which does not Figure 4-25
contain any waypoints (figure 4-25). If none exist, use
the procedure described in n 4.1.5, “Deleting LOAD FPL 0?| LOAD FPL 0?|
Flight Plans,” to clear a flight plan which is no longer 1: | 1: |
required. | |
| |
2. Press the left C to turn on the left cursor function | |
with the cursor over the blank first waypoint position | |
(figure 4-26). CRSR CRSR
3. Rotate the left outer knob one step counterclockwise Figure 4-26 Figure 4-27
to position the cursor over LOAD FPL 0? (figure 4-
27).
USE? INVRT?|
4. Press E to load the active flight plan into this num- 1:KHOU |
2:DAS |
bered flight plan (figure 4-28). 3:LFK |
4:BEKEN |
5:KSHV |
FPL 7
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 opera-
tion. 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 (navi-
gation graphics) on the right side. The information ; 1:KNEW |
contained on the Distance/Time pages is explained < 2:GPT |
later, beginning in section 4.2.5, “The Distance/Time 3:SJI |
Pages”. The Super NAV 5 page is especially useful 4:CEW |
for flight plan operation. It provides you with a visual 5:MAI |
orientation of your position in the active flight plan and 8:KPIE |
displays the alphanumeric identifiers of the flight plan FPL 0
waypoints. Of course the other four Navigation pages Figure 4-29
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).
• Always verify that you are viewing the active flight plan
page (FPL 0) and not one of the other numbered flight $=KHOU |
plan pages. +++++Ê+++++|
DIS 278nm|
• The active leg of the flight plan is designated with a ∑ GS 182kt|
symbol. A leg is defined as the course line between a ETE 1:32|
pair of waypoints (a “from” waypoint and a “to”
BRG 264^|
waypoint). The head of the arrow is positioned to the NAV 1
left of and points to the active “to” waypoint. In figure Figure 4-30
4-29, GPT is the “to” waypoint. The tail of the ∑ sym-
bol is positioned to the left of the “from” waypoint.
KNEW is 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 KNEW =GPT |
been “tricked” into thinking it is receiving signals and +++++Ê+++++|
therefore the ∑ symbol can be displayed). Also, the ∑ DIS 52.4nm|
symbol will not be displayed if Direct To navigation is GS 182kt|
occurring. If in doubt as to whether or not Direct To ETE :18|
operation is occurring, view the NAV 1 page. If the top BRG 065^|
line shows the Æ symbol (figure 4-30) instead of a NAV 1
“from” waypoint (figure 4-31), then Direct To navigation Figure 4-31
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.
4-7 Rev 1
• If the flight plan contains more waypoints than can be
3:SJI |
displayed on the screen at one time, the page will ; 4:CEW |
automatically scroll as progress is made along the < 5:MAI |
flight plan so that the active leg is always displayed 6:TLH |
(figure 4-32). 7:CTY |
8:KPIE |
• The last waypoint in the flight plan is always displayed FPL 0
at the bottom of the FPL 0 page, even if all of the way-
points in the flight plan can’t be displayed on the page Figure 4-32
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 ; 4:CEW |
desired. If scrolling is performed all the way to the end < 5:MAI |
of the flight plan, a blank waypoint position will exist so 6:TLH |
that a waypoint may be added to the end of the flight 7:CTY |
plan (figure 4-33). 8:KPIE |
9: |
4.2.2 Turn Anticipation And Waypoint Alerting CRSR
Prior to reaching a waypoint in the active flight plan, the
Figure 4-33
KLN 90B will provide navigation along a curved path seg-
ment 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- WPT 3
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 WPT 2
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 identi-
fier will start to flash. This is called “waypoint alerting”. If WPT 1
an external waypoint alert annunciator is mounted in the
aircraft, this annunciator will begin flashing at the same
time.
Figure 4-34
To utilize the turn anticipation feature, start the turn transi-

tioning to the next leg in the flight plan at the very
beginning of turn anticipation. This occurs when the ; 1:KNEW |KNEW =GPT
external waypoint alert annunciator or the active waypoint = 2:GPT |+++++Ê+++++
identifier on the Super NAV 5 page stops flashing and 3:SJI |DIS 0.4nm
goes on steady. At this time the KLN 90B will notify you 4:CEW |GS 182kt 5
with a message on the Message page of the new desired 5:MAI |ETE :00
track to select on your HSI or CDI. 8:KPIE |BRG 065^
FPL 0 enr-leg NAV 1
ADJ NAV IND CRS TO 123° Figure 4-35
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.
4-8 Rev 1
The desired track (DTK) displayed on the NAV 3 page TURN |
also changes to the value for the next leg at the beginning
ANTICIPATE |
of turn anticipation. Turn anticipation becomes inactive |
when transition to the next leg has been made. ENABLE |
|
In some installtions the KLN 90B can “read” the selected |
course set on external CDIs or HSIs. In these installations SET 6
the KLN 90B will flash the value of desired track (DTK) on
both the NAV 3 and Super NAV 5 pages when the Figure 4-36
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 alert-
ing occurs approximately 36 seconds prior to actually
reaching the waypoint.
4-9 Rev 1
4.2.3 Viewing The Waypoint Pages For The Active
Flight Plan Waypoints ; 1:KNEW |= 2 GPT D V
< 2:GPT |GULFPORT
The waypoint pages(s) for each of the waypoints in the 3:SJI | L
active flight plan may be easily displayed by selecting the 4:CEW |109.00 2Ê
Active Waypoint page type (ACT) on the right side. 5:MAI |N 30^24.40'
When the ACT page type is first selected, the waypoint 8:KPIE |W 89^04.60'
page for the active waypoint will be displayed (figure 4- FPL 0|enr-leg |ACT
37). The location of the waypoint in the flight plan
(waypoint 1, waypoint 2, etc.) is annunciated with a num- Figure 4-37
ber 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 desig-
nates 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 ; 1:KNEW | 8 KPIE A
VORs having DME capability, the letter D is displayed < 2:GPT |ST PETES-
between the VOR identifier and the V. To view the other 3:SJI |CLERWTR
waypoints in the flight plan, pull the right inner knob to the 4:CEW |CL B
“out” position and turn it to view each of the waypoints in 5:MAI |N 27^54.63'
the order they are contained in the flight plan (figure 4- 8:KPIE |W 82^41.26'
38). For airport waypoints, the right inner knob may be FPL 0 enr-leg ACT 1
pushed back to the “in” position and rotated to display any Figure 4-38
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 ; 1:KNEW | 8 KPIE A
which exists in the flight plan. For example, after takeoff it < 2:GPT |
is common to receive radar vectors in the terminal area 3:SJI |17L/35R L
and then be given a clearance direct to the first point in 4:CEW | 8500' HRD
the flight plan that was filed. The KLN 90B makes this 5:MAI |04 /22 L
kind of operation very easy to accomplish. Whenever 8:KPIE | 5500' HRD
you do a Direct To operation to a waypoint which is in the FPL 0 enr-leg ACT[3
active flight Plan (FPL 0), the system will provide naviga-
tion to the waypoint and then automatically resume navi- Figure 4-39
gation 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.
Any of the several methods previously described for initi-

ating 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.
; 1:KNEW |= 2 GPT D V
< 2:GPT |GULFPORT
2. Press the left C and then use the left outer knob to 3:SJI | L
position the cursor over the desired waypoint (figure 4- 4:CEW |109.00 2Ê
40). 5:MAI |N 30^24.40'
8:KPIE |W 89^04.60'
3. Press D. The waypoint page for the selected CRSR enr-leg ACT
waypoint in FPL 0 will be displayed on the right side
(figure 4-41). Figure 4-40
4. Press E to approve the waypoint page. The Direct DIRECT TO: | SJI D
To waypoint identifier in the active flight plan will now < 2:GPT |SEMMES
be preceded by just an arrow (figure 4-42). The ∑ SJI |17L/35R L H
symbol is not displayed since there is no “from” 4:CEW |115.30 5Ê 5
waypoint in the flight plan. 5:MAI |N 30^43.55'
8:KPIE |W 88^21.56'
An alternative method is to use the Super NAV 5 page to CRSR enr-leg ent VOR
select the direct to waypoint. This is done by pulling out
Figure 4-41
on the right inner knob. With the inner knob out, it is pos-
sible to scan through the waypoints of the active flight
plan as described in section 3.9.7. When the desired 1:KNEW | $=SJI
waypoint is highlighted, press D and then E. 2:GPT |+++++Ê+++++
= 3:SJI |DIS 90.4nm
If for some reason it is desired to cancel the Direct To 4:CEW |GS 180kt
operation prior to reaching the Direct To waypoint in order 5:MAI |ETE :30
to proceed along the flight plan leg, press D, then press 8:KPIE |BRG 062^
@, and then press E. FPL 0 enr-leg NAV 1
4.2.5 The Distance/Time Pages Figure 4-42
As stated earlier, it is common to use the Distance/Time
pages in conjunction with flight plan operation. The ; 1:KNEW |DIS ETE
Distance/Time pages are specially designed to be most < 2:GPT | 34 :11
useful when the active flight plan page (FPL 0) is dis- 3:SJI | 76 :25
played simultaneously on the left side. 4:CEW |163 :54
5:MAI |243 1:21
4.2.6 The Distance/Time 1 Page (D/T 1) 8:KPIE |477 2:39
When the FPL 0 page is displayed on the left side and the FPL 0 enr-leg D/T 1
D/T 1 page is displayed on the right side, the distance
(DIS) and estimated time enroute (ETE) are displayed for Figure 4-43
each of the active flight plan waypoints (figure 4-43). The
distance displayed is the cumulative distance from the air-
craft’s present position to each waypoint along the flight |DIS ETE
plan route. The ETE is displayed in hours:minutes. If
1:KNEW |
2:GPT |
Direct To operation is occurring to a waypoint that is not 3:SJI |
in the active flight plan, then the D/T 1 page is blank when 4:CEW |
the FPL 0 page is displayed on the left (figure 4-44). 8:KPIE |
FPL 0 enr-leg D/T 1
If a numbered flight plan page (FPL 1 though FPL 25) is
displayed on the left side, the distances displayed are Figure 4-44
from the first waypoint in the flight plan and have nothing
to do with the aircraft’s present position. No ETEs are USE? INVRT?|DIS ETE
then shown (figure 4-45). 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
KNEW =GPT | = 2 GPT
of the D/T 1 page changes to display just the distance +++++Ê+++++|DIS 34NM
and ETE for the active waypoint and for the last waypoint DIS 34.2nm|ETE :11
in the flight plan (figure 4-46). GS 180kt| 8 KPIE
ETE :11|DIS 477NM
4.2.7 The Distance/Time 2 Page (D/T 2) BRG 064^|ETE 2:39
When the FPL 0 page is displayed on the left side and the NAV 1 enr-leg D/T 1
D/T 2 page is displayed on the right side, the distance
and estimated time of arrival are displayed for each of the Figure 4-46
active flight plan waypoints (figure 4-47). The distances
are as described for the D/T 1 page. The time zone asso- ; 1:KNEW |DIS CST
ciated with the estimated time of arrival is annunciated at < 2:GPT | 34 09:23
the top right of the D/T 2 page. The time zone may be 3:SJI | 76 09:37
changed by enabling the right cursor function to bring the 4:CEW |163 10:06
cursor over the time zone, and then turning the right inner 5:MAI |243 10:33
knob to select the desired time zone (figure 4-48). 8:KPIE |477 11:51
Changing the time zone on the D/T 2 page changes the FPL 0 enr-leg D/T 2
time zone on other pages where time is displayed. Figure 4-47
If a numbered flight plan page other than FPL 0 is dis-
played on the left side, no estimated times of arrival are ; 1:KNEW |DIS UTC
< 2:GPT | 34 15:23
displayed (figure 4-49). 3:SJI | 76 15:37
4:CEW |163 16:06
If a non-flight plan page is displayed on the left side, the 5:MAI |243 16:33
format of the D/T 2 page changes to display just the dis- 8:KPIE |477 17:51
tance and estimated time of arrival for the active waypoint FPL 0 enr-leg CRSR
and for the last waypoint in the flight plan (figure 4-50).
Figure 4-48
4.2.8 The Distance/Time 3 Page (D/T 3)
When any flight plan page is displayed on the left side USE? INVRT?|DIS CST
and the D/T 3 page is displayed on the right side, the dis- 1:KMKC |
tance and desired track (DTK) are displayed (figure 4-51). 2:BUM | 51
The distances are as described for the D/T 1 page. The 3:OSW |126
desired track is the great circle course between two way- 4:TUL |190
points. You should view the diagram in Appendix A if you 7:KDAL |432
are unfamiliar with this term. FPL 7 enr-leg D/T 2
Figure 4-49
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 dis-
tance and desired track for the active waypoint and for KNEW =GPT | = 2 GPT
the next waypoint in the flight plan (figure 4-52). Note that +++++Ê+++++|DIS 34NM
this is different than for the D/T 1 and D/T 2 pages.
DIS 34.2nm| 15:23UTC
GS 180kt| 8 KPIE
ETE :11|DIS 477NM
BRG 064^| 17:51UTC
NAV 1 enr-leg D/T 2
Figure 4-50
; 1:KNEW |DIS DTK KNEW =GPT | = 2 GPT

< 2:GPT | 34 063^ +++++Ê+++++|DIS 34NM
3:SJI | 76 061^ DIS 34.2nm|DTK 064^
4:CEW |163 085^ GS 180kt| 3 SJI
5:MAI |243 092^ ETE :11|DIS 76NM
8:KPIE |477 172^ BRG 064^|DTK 061^
FPL 0 enr-leg D/T 3 NAV 1 enr-leg D/T 3
4-12 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 dis- | KPIE UTC
plays on a single page the pertinent times for the flight |DEP 15:02
regardless of what is displayed on the left page and |TIME 15:12
regardless of whether flight plan or Direct To operation is |ETA 17:51
occurring (figure 4-53). The information displayed on the |FLT :10
|ETE 2:39
D/T 4 page is the following:
D/T 4
• The destination waypoint. Figure 4-53
• The selected time zone. The time zone may be FLIGHT |

changed by pressing the right C and using the right TIMER |
inner knob to select the desired time zone. OPERATION |
|
• DEP - The departure time. There are two definitions of RUN WHEN |
departure time depending on what has been selected GS > 30kt |
on the Setup 4 page (SET 4 - see figure 4-54). If the SET 4
SET 4 page displays RUN WHEN
GS > 30KT, then the departure time is that time when Figure 4-54
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.
4-13 Rev 1
4-14 Rev 1
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.
CRESTVIEW
D115.9 CEW
SEMMES
D 115.3 SJI
0 D30 TRI COUNTY MARIANNA 0 TALLAHASSEE

CORKY DEFUN 29 275 BKK FLA 113
GLEET 80 CHEWS 21 D117.5
BAKOS 7 27 9 19 2
V 198 272° 27 9 TLH
24 9
263° 109° J-2
BRATT 20 PENSI
29 LOXLY 088° D (AAS) J-2 2000
0 3000 V 198-241 D D 18 17
7 18
87 3000 J-2 D31 MAUNA
27 081° V 241 D36 D 41
9 D 12
SNEAD D24
V 19 D
GULFPORT
° 18 MARIANNA 200 8 12
D 109.0 15 238 0
288°
0
GPT BUGLE D114.0 MAI QUILL
27 9
42 QUINCY
27
V-20 RESTRICTED FLA
222
18 28
200
0 8°
0
AIRSPACE
°
061
27 23
9
12 245
° 18 D CODYS
NEW ORLEANS 8 D
D 12 14
113.2 MSY D20
V 20 4
GULFPORT 0
61 MISS
V 1100
CLERY
4 D3 CILLA
X 27 9
18 PANAMA 7
SLIDD CITY FLA
25 D
18
0
0 500 SNAKI
°
064
9 079°
27
18
NEW ORLEANS
LA Lakefront
GULF OF MEXICO V
7- 3
5
20 29
00 53
TO
CI CROSS CITY
LL
A D112.0 CTY
V 90
7-
20 29
00 5
31
2°
0
27 9
18
GULF OF MEXICO
170°
19
D
CEDDI
2000
18
X
8
ELTOR
D58
103
3000
V 19800T
26
12
GULF OF MEXICO
ENDED
D
NEW PORT
RICHEY FLA
349°
ST PETERSBURG
D 116.4 PIE
27 9
ST PETERSBURG
CLEARWATER 18
4-15 Rev 0
4.3.1 Pre-Departure
|DIS ETE
1. After turn-on and approval of the Self Test and 1:KNEW |
Database pages, the APT 4 page (airport communica- 2:GPT |---- --:--
tion frequencies) for KNEW is displayed on the right 3:SJI |---- --:--
side of the screen. Viewing the APT 4 page, you set 4:CEW |---- --:--
up the COMMs for ATIS, Clearance Delivery, Ground, 8:KPIE |---- --:--
and Tower. FPL 0 enr-leg D/T 1
2. You create the flight plan on the FPL 4 page exactly Figure 4-56
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 ; 1:KNEW |DIS ETE
MAI (Marianna VOR), to TLH (Tallahassee VOR), to < 2:GPT | 54 --:--
CTY (Cross City VOR), to KPIE. 3:SJI | 95 --:--
4:CEW |182 --:--
3. The flight plan is now activated (made FPL 0) as 5:MAI |263 --:--
described in section 4.1.2.
8:KPIE |496 --:--
FPL 0 enr-leg D/T 1
4. Until the KLN 90B reaches a NAV ready status, there Figure 4-57
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).
; 1:KNEW |DIS DTK
5. Shortly, the KLN 90B reaches a NAV ready status (fig- < 2:GPT | 54 063^
ure 4-57). You see that the distance is 496 NM to St. 3:SJI | 95 061^
Petersburg/Clearwater along the flight plan route. The 4:CEW |182 085^
active leg of the flight plan is KNEW - GPT and is so 5:MAI |263 092^
indicated on the FPL 0 page 2 with the ∑ symbol.
8:KPIE |496 172^
FPL 0 enr-leg D/T 3
6. You briefly view the D/T 3 page to determine that the Figure 4-58
desired track to the first waypoint, GPT, is 63 degrees
(figure 4-58).
4.3.2 Enroute 1:KNEW | $=GPT

= 2:GPT |+++++Ê+++++
1. After departure from runway 18R at Lakefront airport, 3:SJI |DIS 41.1nm
you receive radar vectors out of the New Orleans 4:CEW |GS 120kt
Class B airspace. Finally, you are cleared direct 5:MAI |ETE :20
Gulfport. At this point you are slightly South of the 8:KPIE |BRG 054^
original course because of the radar vectors. Since FPL 0 enr-leg NAV 1
you are displaying the D/T 1 page (a non-waypoint
page) on the right side, to proceed direct to the active Figure 4-59
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 1:KNEW |DIS ETE
when D was pressed, the Direct To page would = 2:GPT | 41 :20
have contained that waypoint’s identifier, not the 3:SJI | 83 :41
active waypoint’s identifier). You reselect the D/T 1 4:CEW |170 1:25
page on the right side (figure 4-60). Since you are still 5:MAI |250 2:05
climbing at 120 knots, the ETEs are not representative 8:KPIE |484 4:02
of what they will be when you level off at cruise speed. FPL 0 enr-leg D/T 1
Figure 4-60
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.
4-16 Rev 1
3. As you pass abeam GPT, the leg orientation automati-
1:KNEW |DIS ETE
cally changes to the second leg (figure 4-61). ; 2:GPT | 41 :20
< 3:SJI | 42 :14
4. After joining the second leg of the flight plan, you view 4:CEW |129 :43
the D/T 1 page to see that the ETE to SJI is 14 min- 5:MAI |209 1:09
utes and that the ETE to your destination is 2 hours 8:KPIE |443 2:28
and 28 minutes. The D/T 2 page indicates you should FPL 0 enr-leg D/T 1
arrive over SJI at 9:37 am Central Standard Time and
at KPIE at 11:51 am. Since KPIE is on Eastern Figure 4-61
Standard Time, you use the right cursor and right
inner knob to change the time zone to EST (figure 4-
62). You may decide a better alternative is to select
Coordinated Universal Time (UTC, which is also 1:KNEW |DIS EST
; 2:GPT | 41 :20
called Zulu time). In addition, you briefly check the
< 3:SJI | 42 10:37
D/T 4 page to get a display of your departure time, the 4:CEW |129 11:06
actual time, the flight time so far, and the ETA and 5:MAI |209 11:33
ETE to KPIE (figure 4-63). 8:KPIE |443 12:51
FPL 0 enr-leg D/T 2
5. Just prior to reaching Semmes (SJI) the waypoint
alert notification begins flashing to indicate the upcom- Figure 4-62
ing arrival at Semmes. A few seconds later you view
a message on the Message page stating: ADJ NAV
IND CRS TO 85°. This is your notification that there is | KPIE EST
a course change of at least 5° and that you should set |DEP 10:02
the course pointer on your HSI or CDI to 85°. You |TIME 10:23
should immediately begin a turn to intercept the new |ETA 12:51
desired track of 85°. |FLT :21
|ETE 2:28
6. About 80 NM from Crestview (CEW), you decide to D/T 4
view the Super NAV 5 page with the 160 NM range
scale selected (figure 4-64). The track up map orien- Figure 4-63
tation (TK?) has been selected on the Super NAV 5
page.
7. As your aircraft continues toward Crestview, you 79.0 oq MAI
decide to take advantage of the moving map display CEW |

xy-«} |
capability of the Super NAV 5 page. While on the 60 180 uv CEW
nm range of the Super NAV 5 page, you press the áà0:26|
right C to bring the menu selection on the page as ûü085^| SJ1
you learned in section 3.9.7. Using the right inner †ü085^|160
knob you select low and high altitude VORs. Pressing
the right C once again removes the menu from the Figure 4-64
page and Monroeville (MVC), Saufley (NUN), and
Brookley (BFM) VORs are now displayed on the map
(figure 4-65).
57.5 oq CEW
CEW |
xy-«} | NUN
180 uv MVC
áà0:19|
ûü086^|
BFM
†ü085^|60
Figure 4-65
4-17 Rev 1
8. When you are 20 NM West of MAI, you decide to pro-
ceed direct to Cross City VOR (CTY). To do this from 18.9 oq CTY
MAI |
the Super NAV 5 page, you pull out the right inner xy-«} | TLH
knob and scan through the active flight plan until CTY 180 uv
is displayed (figure 4-66). Next, you press D to view áà0:06|
the waypoint page for CTY, and then press E to ûü093^| MAI
navigate directly to CTY (figure 4-67). †ü093^|120 CTY
9. Over CTY you check the weather and determine that Figure 4-66
it is currently marginal VFR at St. Petersburg and that
you may have to shoot the ILS 17L approach. You
add CAPOK, the outer compass locator for runway
17L, to your flight plan using the same procedure as 144 oq CTY
CTY |
described in section 4.1.3 (figure 4-68). xy-«} |
180 uv
10. To prepare yourself for the arrival into St. áà0:48|
Petersburg/Clearwater International airport, you famil- ûü120^|
iarize yourself with the database information for KPIE. †ü121^|160
The easiest way to do this is to select the ACT pages
on the right side. If necessary, scan the waypoints in Figure 4-67
the active flight plan by first pulling the right inner knob
to the “out” position. Then, rotate it to view the
desired waypoint. For KPIE, push the right inner knob
back to the “in” position and rotate it to display the 4:CEW |DIS ETE
eight airport pages. 5:MAI |
6:TLH |
11. By the time you get to the St. Petersburg terminal ; 7:CTY |
< 8:CAPOK | 97 :32
area, the weather has cleared so that an instrument 9:KPIE |102 :34
approach is not necessary. You delete CAPOK from
the flight plan exactly as described in section 4.1.4. FPL 0 enr-leg D/T 1
Figure 4-68
4-18 Rev 1
This is the third of four chapters specifically dealing with the Trip Planning pages, the Calculator pages, and
operating the KLN 90B. In this chapter you will learn to other features that you may find very beneficial and con-
use many of the supplementary features of the KLN venient to use in your flying.
90B. These include such things as the Advisory VNAV,
5.1 TRIP PLANNING

There are seven Trip Planning pages (TRI) that can be
displayed on the left side of the screen. The KLN 90B
allows three kinds of trip planning. The TRI 1 and TRI 2
pages team together to provide trip planning from your
present position to any waypoint of your choice. The
TRI 3 and TRI 4 pages provide trip planning between
any two waypoints, and the TRI 5 and TRI 6 pages pro-
vide an analysis of any of the 26 flight plans (FPL 0,
FPL 1, FPL 2, ..., FPL 25) stored in the Flight Plan
pages. The TRI 0 page is used to enter estimates of
your true airspeed and of the winds so that the KLN 90B
can perform wind triangle calculations for use on the
other Trip Planning pages.
Data entered on any of the Trip Planning pages has no

effect on navigation data provided on any Navigation
(NAV) or Flight Plan (FPL) pages. You may perform trip
planning without disturbing ongoing navigation.
NOTE: The Trip Planning pages rely on pilot enterable

inputs for true airspeed, groundspeed, and fuel flow.
These pages do not utilize inputs from fuel flow or air
data sensors. Fuel management and air data pages are
discussed in section 5.10 and 5.11.
NOTE: Areas of special use airspace are displayed on

the Trip Planning pages without regard to altitude.
5-1 Rev 1
5.1.1 The Trip Planning 0 Page (TRI 0)
If desired, you may enter the aircraft’s true airspeed
(TAS) and the winds aloft on the TRI 0 page so that this
information is utilized on the other Trip Planning pages. TRIP PLAN | TRIP PLAN |
The KLN 90B uses the TAS and winds entered on the ESTIMATES | ESTIMATES |
TRI 0 page to calculate your estimated groundspeed for | |
specific trip planning routes you enter on the other Trip TAS: 150kt| TAS: 200kt|
Planning pages. WIND: 210^%| WIND: 210^%|
018kt| 018kt|
To enter data on the TRI 0 page: TRI 0 CRSR
1. Select the TRI 0 page on the left side (figure 5-1). Figure 5-1 Figure 5-2
3. Enter the aircraft’s true airspeed by using the left TRIP PLAN | TRIP PLAN |
outer knob to move the cursor to the desired location ESTIMATES | ESTIMATES |
and the left inner knob to select each individual digit | |
(figure 5-2). TAS: 200kt| TAS: 200kt|
WIND: 210^%| WIND: 180^%|
4. Rotate the left outer knob clockwise to position the 018kt| 018kt|
cursor over the first two digits of the wind direction CRSR CRSR
(figure 5-3). Figure 5-3 Figure 5-4
5. Turn the left inner knob to select the first two digits of
the wind direction (figure 5-4).
6. Rotate the left outer knob one step clockwise to posi- TRIP PLAN |
tion the cursor over the last digit of the wind direc- ESTIMATES |
tion, and then use the left inner knob to complete the |
winds direction entry. TAS: 200kt|
WIND: 180^%|
025kt|
7. Enter the wind speed by using the left outer knob to
move the cursor and the left inner knob to select CRSR
each individual digit (figure 5-5). Figure 5-5
Let’s say you enter a TAS of 200 knots and winds of

180 degrees at 25 knots on the TRI 0 page. If you
entered two waypoints on the TRI 3 page (trip planning
between two waypoints) and the bearing from the first
waypoint you entered to the second was 180 degrees,
then the TRI 3 page would contain a groundspeed of
about 175 knots. The reason we say about 175 knots
is that the direction of the winds you enter are relative to
true North and the bearing displayed is relative to mag-
netic North. Remember that winds information you get
from a Flight Service Station or from an ATC facility is
always provided relative to true North. On the TRI 5
and TRI 6 pages (trip planning for a flight plan), the
winds are applied to each individual leg of the flight
plan.
5-2 Rev 1
5.1.2 The Trip Planning 1 And Trip Planning 2 Pages
(TRI 1 and TRI 2)
The TRI 1 and TRI 2 pages allow trip planning from your
present position to any waypoint of your choice. Unlike
the other Trip Planning pages, in order to utilize the TRI
1 and TRI 2 pages, the KLN 90B must either be receiv-
ing GPS signals sufficient to be in the NAV ready status
or the KLN 90B must be in the take-home mode.
The TRI 1 page provides estimates of distance, esti-

mated time enroute, bearing, and fuel requirements.
The TRI 2 page displays the minimum enroute safe alti-
tude (ESA) and any areas of special use airspace that
lay between your present position and the selected way-
point. The TRI 1 and TRI 2 pages are useful, for exam-
ple, while you are airborne and wish to determine dis-
tance, time, fuel, and altitude requirements direct to an
alternate location.
NOTE: Prior to using the TRI 1 and TRI 2 pages while

the KLN 90B is in the take-home mode, use the SET 1
page to enter your present position. See section 3.6,
“INITIALIZATION AND TIME TO FIRST FIX”, for an
explanation of entering position on the SET 1 page.
For the following example let’s say the aircraft is located

over Battle Mountain VOR (BAM) enroute to Lake
Tahoe and you wish to perform trip planning back to
Salt Lake City International airport (KSLC). To perform
trip planning on the TRI 1 and TRI 2 pages:
1. Use the left outer knob to select the TRI type pages
on the left side.
P.POS-KLAX | P.POS-KSLC |
2. Rotate the left inner knob to display the TRI 1 page 404nm 175^| 404nm 175^|
on the left side (figure 5-6). 175kt 2:18| 175kt 2:18|
FF: 00028.0| FF: 00028.0|
3. Press the left C to turn on the left cursor function. RES:00025.0| RES:00025.0|
The cursor will be over the waypoint identifier at the F REQ 89.5| F REQ 89.5|
top of the page. TRI 1 CRSR
4. Use the left inner and outer knobs to enter the identi-
fier of the selected waypoint (figure 5-7).
5. Press E to view the waypoint page for the selected P.POS-KSLC |

waypoint on the right side. 226nm 070^|
200kt 1:08|
6. Press E again to acknowledge the waypoint page. FF: 00028.0|
The distance, bearing, and estimated time enroute RES:00025.0|
are now displayed (figure 5-8). F REQ 56.5|
CRSR
If you entered true airspeed and wind velocity informa-
tion on the TRI 0 page, the groundspeed displayed is a Figure 5-8
result of those inputs applied to the direction of flight
specified on the TRI 1 page. You may also enter any
groundspeed you desire by using the left outer knob to
position the cursor over each digit of the groundspeed
and using the left inner knob to select each individual
digit.
5-3 Rev 1
7. You can also calculate an estimate of the fuel
required to the selected waypoint. Turn the left outer
knob to position the cursor over the appropriate first
digit adjacent to fuel flow (FF).
8. Use the left inner and outer knobs as before to enter P.POS-KSLC |
the aircraft’s rate of fuel flow. The unit (gallons, 226nm 070^|
pounds, etc.) is not important as long as you are 200kt 1:08|
consistent (figure 5-9). FF: 00032.0|
RES:00025.0|
9. Use the left inner and outer knobs to enter the F REQ 61.0|
amount of reserve fuel (RES) desired when you CRSR
reach the selected waypoint (figure 5-10). The esti- Figure 5-9
mated amount of fuel required (F REQ) to fly to the
selected waypoint with the specified reserve is now
displayed. Entering the fuel flow and reserve fuel on
P.POS-KSLC |
the TRI 1 page also inputs this same information on
226nm 070^|
the TRI 3 and TRI 5 pages. 200kt 1:08|
FF: 00032.0|
10.Press the left C to turn off the left cursor function. RES:00032.0|
F REQ 68.0|
11.Select the TRI 2 page (figure 5-11). The minimum CRSR
enroute safe altitude (ESA)) and a listing of areas of
special use airspace along the route are displayed. Figure 5-10
If all of the areas of special use airspace won’t fit on
one page, there will be multiple TRI 2 pages indi-
cated by TRI+2.
P.POS-KSLC |
ESA 14100ft|
LUCIN C |
MOA |
SALT LAKE |
CITY CL B |
TRI 2
Figure 5-11
5-4 Rev 1
(TRI 3 and TRI 4)
The TRI 3 and TRI 4 pages allow trip planning between
any two waypoints. The KLN 90B does not have to be KIND -KOSH | KIND -KOSH |
receiving GPS signals or even be connected to an 275nm 341^| 275nm 341^|
antenna in order to utilize these pages. To use the TRI 223kt 1:14| 223kt 1:14|
3 and TRI 4 pages: FF: 00032.0| FF: 00032.0|
RES:00032.0| RES:00032.0|
F REQ 71.5| F REQ 71.5|
1. Select the TRI 3 page on the left side (figure 5-12).
TRI 3 CRSR
2. Press the left C to turn on the left cursor function. Figure 5-12 Figure 5-13
The cursor will be located over the “from” waypoint
identifier (figure 5-13).
fier of the “from” waypoint (figure 5-14). KOMA -KOSH | KOMA -KOSH |
275nm 341^| 362nm 056^|
223kt 1:14| 210kt 1:43|
4. Press E to view the waypoint page on the right FF: 00032.0|
FF: 00032.0|
side for the waypoint just entered. RES:00032.0| RES:00032.0|
F REQ 71.5| F REQ 86.9|
5. Press E to approve the waypoint page. The cursor CRSR
will be positioned over the “to” waypoint identifier
CRSR
(figure 5-15). Figure 5-14 Figure 5-15
fier of the “to” waypoint.
7. Press E to view the waypoint page on the right KOMA -M39 |

side for the waypoint just entered. 413nm 163^|
175kt 2:21|
8. Press E to approve the waypoint page. The dis- FF: 00032.0|
tance, bearing, and estimated time enroute are now RES:00032.0|
displayed (figure 5-16). F REQ 107|
CRSR
If you entered true airspeed and wind velocity informa-
Figure 5-16
tion on the TRI 0 page, the groundspeed displayed is a
result of those inputs applied to the direction of flight
specified on the TRI 3 page. You may also enter any
groundspeed you desire by using the left outer knob to
position the cursor over each digit of the groundspeed
and using the left inner knob to select each individual
digit.
If data is entered for fuel flow (FF) and reserve fuel

(RES), as described for the TRI 1 page, the fuel
required for the trip is now displayed. Fuel flow and
reserve fuel entries made on the TRI 3 page also input
this same data on the TRI 1 and the TRI 5 pages.
KOMA -M39 |
9. Turn off the left cursor function and then select the ESA 4600ft|
TRI 4 page (figure 5-17). The minimum enroute safe OMAHA |
altitude (ESA) and a listing of areas of special use CL C |
airspace along the route are displayed. If all of the OFFUTT AFB |
areas of special use airspace won’t fit on one page, CL C |
there will be multiple TRI 4 pages by TRI+4. TRI[4
Figure 5-17
5-5 Rev 1
(TRI 5 and TRI 6)
The TRI 5 and TRI 6 pages are used to do trip planning
for any one of the previously entered flight plans (FPL 0,
FPL 1, FPL 2, ..., FPL 25). The KLN 90B does not have
to be receiving GPS signals or even be connected to an
antenna in order to utilize these pages. To use the TRI FP 3 463nm|
5 and TRI 6 pages: K34 -KAPA |
202kt 2:17|
1. Select the TRI 5 page on the left side (figure 5-18). FF: 00032.0|
RES:00032.0|
F REQ 105|
The cursor will be located over the flight plan num- TRI 5
ber. Figure 5-18
3. Rotate the left inner knob to select the desired flight

plan to be analyzed (figure 5-19). The first and last
waypoints in the selected flight plan are displayed on
the second line. The distance and estimated time
enroute are also displayed. There is no bearing dis- FP 5 692nm|
play since the flight plan can have up to 30 way- KDEN -KSAT |
points which creates 29 flight plan legs. 177kt 3:53|
FF: 00032.0|
If you entered true airspeed and wind velocity informa- RES:00032.0|
F REQD 156|
tion on the TRI 0 page, the groundspeed displayed is
the average groundspeed for the flight plan. It is the CRSR
result of the true airspeed and wind velocity entered on Figure 5-19
the TRI 0 page applied to each leg of the flight plan.
You may also enter any groundspeed you desire by
using the left outer knob to position the cursor over each
digit of the groundspeed and using the left inner knob to
select each individual digit.
FP 5 |
If data is entered for fuel flow (FF) and reserve fuel ESA 14700ft|
(RES), as described for the TRI 1 page, the fuel DENVER |
required for the trip is now displayed. Fuel flow and CL B |
reserve fuel entries made on the TRI 5 page also input PINON CANYO|
this same data on the TRI 1 and the TRI 3 pages. N |
TRI[6
4. Turn off the left cursor function and then select the Figure 5-20
TRI 6 page (figure 5-20). The minimum enroute safe
altitude (ESA) and a listing of areas of special use
airspace along the flight plan route are displayed. If
all of the areas of special use airspace won’t fit on
one page, there will be multiple TRI 6 pages indi-
cated by TRI+6.
5-6 Rev 1
5.2 ADVISORY VNAV OPERATION
$=KDBQ
The KLN 90B’s vertical navigation feature (VNAV)
allows you to program a descent or ascent path, and
DIS 64.8nm ETE :27
then provides you with an advisory altitude to fly that will
GS 145kt BRG 094^
provide guidance along the vertical path. For example,
you can program the VNAV to provide descent guidance
so that you arrive at your active waypoint or a waypoint NAV 1 enr-leg NAV 1
in the active flight plan at an altitude that you specify. Figure 5-21
The KLN 90B will alert you of when to start the descent,
and display the advisory altitudes to fly throughout the
descent.
5.2.1 VNAV For Direct To Operation

The Navigation 4 (NAV 4) page is used to program the
$=KDBQ |VNV INACTV
KLN 90B for vertical navigation. The following example +++++Â+++++|
will be used to illustrate how to use the VNAV feature. DIS 64.8nm|IND 07500ft
You are using the KLN 90B to fly direct to your destina- GS 145kt|SEL:00000ft
tion airport, Dubuque Municipal airport (KDBQ) located ETE :27|KDBQ :-00nm
in Dubuque, Iowa. You are presently about 65 nm West BRG 094^|ANGLE:-0.8^
of Dubuque, flying at 7500 feet MSL (figure 5-21). You NAV 1 enr-leg NAV 4
desire to use the VNAV to provide vertical guidance to
Dubuque’s traffic pattern altitude of 1900 feet MSL. Figure 5-22
1. Select the NAV 4 page on either side of the screen

(figure 5-22). You can select the NAV 4 page either
by using the knobs or by pressing A to bring up the
NAV 4 page on the right side and the ALT page on
the left. The aircraft’s actual altitude is displayed in
the IND field. If the displayed altitude is incorrect it is |VNV INACTV
probably because you have not recently updated the |
KLN 90B’s altimeter baro setting on the ALT page |IND 07500ft
(see section 3.15). |SEL:00000ft
|KDBQ :-00nm
NOTE: There may be some difference (less than 100 |ANGLE:-0.8^
feet) between the indicated altitude (IND) and the air- CRSR
craft’s actual altitude if the altitude input to the KLN 90B
is from an altitude encoder because these encoders Figure 5-23
only provide altitude in 100 foot increments.
The identifier for the active waypoint (KDBQ) is auto-

matically displayed on the NAV 4 page. Prior to pro-
gramming a VNAV operation, the top of the page dis-
plays that the VNAV is inactive (VNV INACTV).
|VNV INACTV
2. Press the appropriate C button to turn on the cur- |
sor function if it is not already on (figure 5-23). |IND 07500ft
|SEL:01900ft
3. Enter the desired altitude of 1900 feet in the SEL
|KDBQ :-00nm
|ANGLE:-0.8^
field. The outer knob is used to move the cursor and
the inner knob is used to select the digits. The alti- CRSR
tude may be entered in 100 foot increments Figure 5-24
(figure 5-24).
NOTE: If the KLN 90B does not have an altitude input,

the IND and SEL fields will be labeled FR (from) and TO
respectively. The aircraft’s present altitude must be
entered into the FR field and the desired altitude into the
TO field.
5-7 Rev 1
4. Use the outer knob to move the cursor to the offset
field adjacent to the active waypoint identifier. |VNV INACTV
Entering an offset allows you to reach the desired |
altitude a specified distance before reaching the way- |IND 07500ft
point. In this example you desire to reach traffic pat- |SEL:01900ft
tern altitude two nautical miles prior to the airport, |KDBQ :-02nm
which allows sufficient time to slow down and pre- |ANGLE:-0.8^
pare for the landing. Enter an offset of 2 nm (figure CRSR
5-25). Figure 5-25
Notice that the bottom of the NAV 4 page now displays
an angle. If you wish to start your descent now using
the displayed descent angle, use the outer knob to posi-
tion the cursor over the ANGLE field (figure 5-26).
VNAV operation is initiated by bringing the cursor over
the ANGLE field. Or, by leaving the cursor off of the
ANGLE field, you may watch the VNAV angle increase
as you fly toward your waypoint. When the desired
angle is reached, position the cursor over the ANGLE
field and VNAV will commence. When VNAV begins,
the top of the page displays an advisory altitude. Just |VNV 7500ft
start a rate of descent so that the aircraft’s altimeter |
matches the advisory altitude. |IND 07500ft
|SEL:01900ft
A better way yet to initiate VNAV is to program a desired |KDBQ :-02nm
angle to use for the descent. If you are not sure what a |ANGLE:-0.8^
suitable descent angle is, use the CAL 4 page to calcu- CRSR
late one for you. The CAL 4 page is described in sec-
tion 5.3.4. After a little experience using the VNAV fea-
Figure 5-26
ture, you will soon learn what angles to use for your nor-
mal speeds and rates of descent. To program a
descent angle:
5. Use the outer knob to move the cursor to the

ANGLE field, and then enter the desired descent
angle (figure 5-27). If the time to begin your descent
is greater than ten minutes, VNV ARMED will now
be displayed on the top line of the NAV 4 page. If
the time is less than ten minutes, the top line dis-
plays a countdown to the time to begin the descent. VNV ANGLE |VNV IN 8:53
6. Return to any desired page for now. If you got to the
|
GS: 160kt|IND 07500ft
NAV 4 page by pressing A, press Aonce again FPM: 0500|SEL:01900ft
to return to the pages previously in view. If you got ANGLE 1.8^|KDBQ :-02nm
to the NAV 4 page using the inner and outer knobs, |ANGLE:-1.8^
press C to turn off the cursor function and then
CAL 4 enr-leg CRSR
use the inner and outer knobs to select the desired
page. Approximately 90 seconds before the time to Figure 5-27
begin descent, the message prompt will flash. When
you view the Message page, it will display “VNAV
ALERT”. This is notification for you to view the NAV |VNV 7500ft
4 page because it is getting close to the time to |
begin your descent. |IND 07500ft
|SEL:01900ft
7. When the countdown reaches 0:00, the time will be |KDBQ :-02nm
replaced with an advisory altitude (figure 5-28). |ANGLE:-1.8^
Begin your rate of descent so that the altitude dis- NAV 4
played on your altimeter matches the advisory alti-
tude. Figure 5-28
5-8 Rev 1
5.2.2 VNAV For Flight Plan Operation
Using the vertical navigation function when flying via a
flight plan is virtually the same as for the previous Direct
To example. The NAV 4 page will initially contain the
identifier for the active “to” waypoint in the flight plan.
You may program the vertical ascent or descent refer-
encing this waypoint or you may enter the identifier
for any waypoint in the active flight plan which is
still in front of the aircraft’s position. When another
valid waypoint in the flight plan is entered on the NAV 4
page, the aircraft’s lateral flight path is not altered. This
means that you may program a vertical flight path hav-
ing an ascent or descent point that begins prior to the
flight plan leg containing the selected VNAV waypoint.
5.2.3 VNAV From the Super NAV 5 Page

The Super NAV 5 page can be configured to display the
VNAV status. This means that you will not have to
change pages to see what altitude you should be at.
You will still need to set up the VNAV problem by using
the NAV 4 page as described in section 5.2.1. To use
the Super NAV 5 page to view the VNAV status use the 25.5 oq KPIE
KPIE |
following steps. xy-«} |
201 uv
1. Set up the VNAV situation from the NAV 4 page. ETE |
ûü172^|
2. Turn to the Super NAV 5 page by selecting NAV 5 on †ü173^|30
both sides of the display.
Figure 5-28a
3. Turn on the left cursor and rotate the left outer knob
counter-clockwise until the cursor is over the third
line from the bottom of the display (figure 5-28a).
4. Rotate the left inner knob until “VNAV” is displayed 24.6 oq KPIE
(figure 5-28b). Turn the left cursor off by pressing the KPIE |
left C. xy-«} |
201 uv
5. The Super NAV 5 page will now display the VNAV VNAV |
status. If the VNAV problem has not been defined ûü172^|
yet, then V OFF will be displayed. If the time to start †ü173^|30
VNAV operation is greater than 10 minutes then
Figure 5-28b
V ARM is displayed. When the time to VNAV
operation is less than 10 minutes then the Super
NAV 5 page will display the time until VNAV
operation will start. For example, V 4:53 would be
displayed if the time until VNAV operation is 4
minutes and 53 seconds. If the VNAV function has
started and is suggesting an altitude then the Super
NAV 5 display will display this altitude. For example
V 4300 would be displayed if the suggested altitude
was 4300 feet.
NOTE: If you used the CAL 4 page to determine the CAUTION: Advisory VNAV operation will only be
ascent/descent angle, the aircraft’s groundspeed dur- accurate if the altimeter baro correction is kept
ing the ascent/descent should match that entered on updated. If advisory VNAV is used, it is a good idea
the CAL 4 page. If a different groundspeed is actu- to update the altimeter baro set on the ALT page
ally flown, a different rate of ascent/descent from the each time you make a change to the aircraft’s
one entered on the CAL 4 page will be required. altimeter setting.
5-9 Rev 1
5.3 CALCULATOR PAGES ALTITUDE |
IND:09000ft|
There are seven Calculator pages which may be used to BARO:29.92"|
calculate a variety of flight related information such as PRS 9000ft|
pressure and density altitude, true airspeed, winds aloft, TEMP: 005^C|
VNAV angle, and time zone conversions. The Calculator DEN 9900ft|
pages allow you to make “what if” calculations for condi- CAL 1
tions other than the present situation. Therefore, the
Calculator pages rely on you to make manual inputs of air Figure 5-29
data parameters such as altitude and true airspeed even
if the KLN 90B is interfaced to air data sensors. If the
KLN 90B is interfaced with a compatible air data system,
the Other 9 and Other 10 (OTH 9 and OTH 10) pages ALTITUDE |
display the air data information directly. IND:08500ft|
BARO:29.92"|
5.3.1 The Calculator 1 Page (CAL 1) PRS 8500ft|
The CAL 1 page is used to determine pressure altitude TEMP: 005^C|
and density altitude. To calculate these values: DEN 9300ft|
CRSR
1. Display the CAL 1 page on the left side (figure 5-29).
Figure 5-30
3. Enter the altitude indicated on the aircraft’s altimeter

(IND) to the nearest hundred feet by using the left
outer knob to move the cursor to the desired position ALTITUDE |
IND:08500ft|
and the left inner knob to select each digit (figure 5- BARO:30.04"|
30). PRS 8400ft|
TEMP: 005^C|
4. Use the left outer knob to move the cursor to the first DEN 9200ft|
BARO position, and then enter the current altimeter CRSR
setting by using the left inner and outer knobs (figure
5-31). The pressure altitude is now displayed (PRS). Figure 5-31
NOTE: The SET 7 page (figure 5-32) is used to select

whether the altimeter setting on the CAL 1 page is made
in inches of Mercury (”) or millibars (MB). To change the BARO SET |
altimeter setting from inches to millibars, or vice versa, UNITS |
select the SET 7 page, press the left C, and rotate the |
left inner knob to make your selection. When finished, " |
press the left C to turn off the cursor function. |
INCHES |
NOTE: Some areas of the world use hectopascals as a SET 7
barometric unit. Hectopascals are numerically the same
as millibars so choose millibars as the barometric unit in Figure 5-32
these areas.
5. Use the left outer knob to move the cursor to the first
TEMP position, and then enter the outside air temper-
ature (degrees C) by using the left inner and outer
ALTITUDE |
IND:08500ft|
knobs (figure 5-33). The first digit of the temperature BARO:30.04"|
is either “0” if the temperature is above zero or “-” if PRS 8400ft|
the temperature is below zero. For maximum accu- TEMP: 006^C|
racy, the static air temperature should be entered. DEN 9300ft|
This is the temperature of air without the effect of CRSR
heating due to movement through the air. For the air-
speeds of most piston aircraft, the difference between Figure 5-33
static air temperature and the observed air tempera-
ture (or “total air temperature”) is negligible.
5-10 Rev 1
The density altitude (DEN) is now displayed.
NOTE: If a compatible air data system is interfaced to the

KLN 90B the Other 10 (OTH 10) page displays pressure
and density altitude directly for the present conditions.
5.3.2 The Calculator 2 Page (CAL 2)

The CAL 2 page is used to determine the true airspeed
(TAS) of the aircraft. To calculate the true airspeed: TAS |
CAS: 139kt|
1. Select the CAL 2 page on the left side (figure 5-34). ALT:08500ft|
BARO:30.04"|
2. Press the left C to turn on the left cursor function. TEMP: 002^C|
TAS 158kt|
3. Enter the aircraft’s calibrated airspeed by using the CAL 2
left inner and outer knobs (figure 5-35). If the cali-
Figure 5-34
brated airspeed isn’t known, use the indicated air-
speed. For most aircraft the difference between the
calibrated airspeed and the indicated airspeed is
small at cruise airspeeds.
TAS |
4. Use the left outer knob to move the cursor to the first CAS: 144kt|
ALT position, and then enter the aircraft’s indicated ALT:08500ft|
altitude using the left inner and outer knobs. If the BARO:30.04"|
indicated altitude was previously entered on the CAL TEMP: 002^C|
1 page, it will already be displayed. TAS 163kt|
CRSR
5. Turn the left outer knob to move the cursor to the
Figure 5-35
first BARO position and then enter the current
altimeter setting using the left inner and outer knobs.
If the altimeter setting was made on the CAL 1 page,
it will already be displayed. The SET 7 page is used
to select between making the altimeter setting in TAS |
inches of mercury (”) or millibars (MB). CAS: 144kt|
ALT:08500ft|
6. Rotate the left outer knob to move the cursor to the BARO:30.04 |
first TEMP position, and then enter the outside air TEMP: 006^C|
temperature (degrees C) by using the left outer and TAS 164kt|
inner knobs (figure 5-36). The first digit of the tem- CRSR
perature is either “0” if the temperature is above
zero or “-” if the temperature is below zero. For max- Figure 5-36
imum accuracy, the “total air temperature” should be
entered. This is the temperature of air including the
effect of heating due to movement through the air.
The temperature read on a standard outside air tem-
perature gauge found on most piston aircraft is “total
air temperature”. Note that because of the two types
of temperature, a temperature entry made on the
CAL 1 page is not transferred to the CAL 2 page.
The true airspeed (TAS) is now displayed.
NOTE: If a compatible air data system is interfaced to

the KLN 90B, true airspeed (TAS) is displayed directly
on the Other 9 (OTH 9) page for the present conditions.
5-11 Rev 1
WIND |
The CAL 3 page is used to determine the present wind TAS 164kt|
direction and speed. In addition, the headwind or tailwind HDG 000^|
component of the wind is displayed. To calculate these HDWND 12kt|
values: WIND 340^%|
16kt|
1. Select the CAL 3 page on the left side (figure 5-37).
CAL 3
2. Press the left C to turn on the left cursor function. Figure 5-37
3. Enter the aircraft’s true airspeed (TAS) by using the
left inner and outer knobs. If the CAL 2 page was pre-
viously used to calculate true airspeed, it will already
be displayed. WIND |
TAS 164kt|
4. Use the left outer knob to move the cursor to the first HDG 005^|
HDG position, and then enter the aircraft’s heading HDWND 11kt|
using the left inner and outer knobs (figure 5-38). The WIND 350^%|
headwind (HDWND) or tailwind (TLWND) and the 15kt|
wind direction and speed are now displayed. The CRSR
wind direction is relative to true North.
Figure 5-38
NOTE: The wind calculations are only correct when you
have entered the correct aircraft heading and true air-
speed. Make sure to re-enter new values if you change
airspeed or heading.
VNV ANGLE |
5. Press the left C to turn off the left cursor function. |
GS: 175kt|
NOTE: If the KLN 90B is interfaced with a compatible FPM: 0800|
source of heading information, line three of the CAL 3 ANGLE: 2.6^|
page is blank. Heading is then automatically input and |
used in the wind calculation displayed on the CAL 3 page. CAL 4
If the KLN 90B is interfaced with a compatible air data
system in addition to a compatible heading source, the Figure 5-39
Other 9 (OTH 9) page displays wind information directly.

The CAL 4 page is used to determine vertical navigation VNV ANGLE |
descent/ascent angles to use on the NAV 4 page. To cal- |
culate the required angle: GS: 160kt|
FPM: 0800|
1. Select the CAL 4 page on the left side (figure 5-39). ANGLE: 2.8^|
|
CRSR
3. Use the left inner and outer knobs to enter what the Figure 5-40
aircraft’s groundspeed will be during the descent or
ascent (figure 5-40).
4. Turn the left outer knob to move the cursor to the first
FPM position, and then enter the desired rate of VNV ANGLE |
descent or ascent (in feet per minute) using the left |
inner and outer knobs (figure 5-41). The GS: 160kt|
descent/ascent angle is now displayed. FPM: 0500|
ANGLE: 1.8^|
In addition, you may enter an angle and determine |
what rate of descent or ascent will be required for the CRSR
selected combination of groundspeed and angle.
Figure 5-41
5-12 Rev 1
TEMP/SPEED |
The CAL 5 page is used to perform two types of conver- 000^C |
sions: 1) Degrees Centigrade (C) to degrees 032^F |
Fahrenheit (F) and vice versa and 2) knots (KT) to miles |
per hour (MPH) and vice versa. To use the CAL 5 100kt |
page: 115mph |
CAL 5
1. Display the CAL 5 page on the left side (figure 5-42).
Figure 5-42
3. To convert degrees C to degrees F, use the left

outer knob to position the cursor over the appropri-
ate Centigrade digits and use the left inner knob to TEMP/SPEED |
select the desired values of temperature. When the 025^C |
desired temperature in degrees C is selected, the 077^F |
|
corresponding temperature in degrees F is displayed 100kt |
(figure 5-43). 115mph |
To convert degrees F to degrees C, use the left
CRSR
outer knob to position the cursor over the appropri- Figure 5-43
ate Fahrenheit digits and use the left inner knob to
select the desired values of temperature. When the
desired temperature in degrees F is selected, the
corresponding temperature in degrees C is dis-
played. TEMP/SPEED |
025^C |
To convert knots to miles per hour, use the left outer 077^F |
knob to position the cursor over the appropriate |
knots digits and use the left inner knob to select the
145kt |
167mph |
desired values of speed. When the desired speed in
knots is selected, the corresponding speed in miles CRSR
per hour is displayed (figure 5-44). Figure 5-44
To convert miles per hour to knots, use the left outer

knob to position the cursor over the appropriate MPH
digits and use the left inner knob to select the
desired values of speed. When the desired speed in
miles per hour is selected, the corresponding speed
in knots is displayed.
5-13 Rev 1
The CAL 6 page is used to convert any time in one time
zone to the corresponding time in another time zone. A
listing of available time zones is contained in section
3.2. For example, it if is presently 9:56 am Pacific TIME CONV |
Standard Time (PST) and you wished to determine the 11:56 CST |
time in Eastern Standard Time (EST): CENTRAL STD|
|
1. Select the CAL 6 page on the left side (figure 5-45). 17:56 UTC |
The first time the CAL 6 page is viewed after the CORD UNIV/Z|
KLN 90B has been turned on, the top time showing CAL 6
will be the current system time. That is, it will be the
Figure 5-45
same time as displayed on the SET 2 page. Also,
the bottom time will be the current time referenced to
the Coordinated Universal Time (UTC) time zone.
Remember that UTC is the same as “Zulu”. TIME CONV | TIME CONV |
11:56 CST | 09:56 PST |
2. Press the left C to turn on the left cursor function. CENTRAL STD| PACIFIC STD|
| |
3. Rotate the left outer knob to position the cursor over 17:56 UTC | 17:56 UTC |
the top time zone abbreviation (figure 5-46). CORD UNIV/Z| CORD UNIV/Z|
CRSR CRSR
4. Turn the left inner knob to select the desired time
zone (figure 5-47). Figure 5-46 Figure 5-47
5. Rotate the left outer knob to position the cursor over

the bottom time zone abbreviation, and then use the
left inner knob to select the desired time zone (figure TIME CONV |
5-48). The corresponding time is now displayed. 09:56 PST |
PACIFIC STD|
In addition, you may enter a time different than the |
actual time in either the top or bottom time display. 12:56 EST |
EASTERN STD|
When either the top or bottom time is changed, the
other one also changes to show the correct CRSR
corresponding time. Figure 5-48
5-14 Rev 1
The CAL 7 page is used to display the times of sunrise
and sunset for any waypoint in the published or user
database. It can do this for any date you desire until
December 31, 2087. Amazing you say! Yes, but it’s SUNRISE/SET|
true! To use the CAL 7 page: KORD |
03 MAR 89|
1. Select the CAL 7 page on the left side (figure 5-49). CST|
The first time the CAL 7 page is selected after the RISE 06:24|
KLN 90B is turned on, the waypoint identifier defaults SET 17:43|
to the current destination, the date defaults to the cur- CAL 7
rent date, and the time zone defaults to the system Figure 5-49
time zone. Each of these three items may, however,
be changed. The sunrise and sunset are displayed at
the bottom of the page.
NOTE: The time zone initially displayed is the system

time zone. This is the same as the one on the SET 2
page. Note that the time zone displayed may not be
appropriate for the waypoint shown. For example, the
waypoint shown could be KLAX and the time zone may
be Eastern Standard Time (EST). Make sure you select
the appropriate time zone for the displayed waypoint. SUNRISE/SET|
KATL |
2. Press the left C to turn on the left cursor function. 03 MAR 89|
CST|
3. If desired, select another waypoint identifier using RISE 06:04|
the left inner and outer knobs. Press E to view the SET 17:35|
waypoint page for the waypoint entered. Press E CRSR
again to approve the waypoint page (figure 5-50). Figure 5-50
4. If desired, select another date using the left inner
and outer knobs. You must press E to enter the SUNRISE/SET| SUNRISE/SET|
date (figure 5-51). KATL | KATL |
10 MAR 89| 10 MAR 89|
5. If desired, select another time zone. The sunrise CST| EST|
and sunset times for the selected waypoint, date, RISE 05:55| RISE 06:55|
and time zone are now displayed (figure 5-52). SET 17:41| SET 18:41|
CRSR CRSR
5-15 Rev 1
5.4 USER-DEFINED WAYPOINTS
Up to 250 user-defined waypoints may be created.
These waypoints may be defined as a user-defined air-
port, VOR, NDB, or intersection. If the waypoint doesn’t
fit into one of these categories, it may be defined as a
supplemental (SUP) waypoint. An advantage of defin-
ing a user waypoint as a supplemental waypoint is that
its location may be entered as a radial and distance
from a VOR or from any other waypoint in the database.
5.4.1 Creating An Airport User Waypoint

A user defined airport waypoint must contain an
identifier, latitude, and longitude. In addition, any
combination of airport elevation, one runway length and
associated runway surface (hard or soft), and remarks
can also be stored. Communication frequencies cannot
be stored on the APT 4 page, airport services cannot be
stored on the APT 6 page, SIDs and STARs cannot be
stored on the APT 7 page, and approach procedures
cannot be stored on the APT 8 page. To create a user
waypoint as an airport:
1. Use the right outer knob to select the airport (APT)

type waypoints.
2. Rotate the right inner knob to select the APT 1 page. | KATL
|HARTSFIELD-
3. Press the right C to turn on the right cursor func- |ATL
tion. The cursor will appear over the first character |CL C
of the identifier (figure 5-53). |N 33^38.42'
|W 84^25.62'
4. The next step is to select the identifier of the user |CRSR
waypoint. The identifier can be one to four Figure 5-53
characters in length. Use the right inner knob to
select the first character of the identifier.
| FARM
5. Turn the right outer knob one step clockwise to |
position the cursor over the second character and |CREATE NEW
then use the right inner knob to select the desired |WPT AT:
character. |USER POS?
|PRES POS?
6. Use the right outer and inner knobs as described |CRSR
above to finish selecting the identifier (figure 5-54).
Figure 5-54
7. If you wish to create a waypoint at your present posi-
tion (the position shown on the NAV 2 page), turn
the right outer knob clockwise to position the cursor | FARM
over PRES POS? and press E. The APT 1 page |
will now be displayed with the latitude and longitude |
of the waypoint at the bottom of the page (figure 5-
|
|N 42^26.91'
55). |W 91^11.22'
|APT 1
Figure 5-55
5-16 Rev 1
8. If instead, you wish to create a waypoint at a position
| FARM
that you specify, position the cursor over USER |
POS? and press E. A page with the identifier at |
the top and dashes at the bottom will now be dis- |
played (figure 5-56). The cursor will be over the |! !!^!!.!!'
dashed latitude field. The latitude and longitude of |!!!!^!!.!!'
the waypoint must be entered. To do so, turn the CRSR
right inner knob to display an N (for North) or an S
(for South). Next, select the latitude in degrees, min- Figure 5-56
utes, and hundreths of a minute by using the right
outer knob to position the cursor and the right inner
knob to select the desired numbers (figure 5-57).
When the complete latitude has been selected, | FARM | FARM
press E. The cursor will jump down to the longi-
| |
| |
tude field. Turn the right inner knob to select W (for | |
West) or E (for East). Use the right outer and inner |N 39^32.73' |N 39^32.73'
knobs to select the longitude. Press E to approve |!!!!^!!.!!' |W 96^40.18'
the waypoint position (figure 5-58).
CRSR APT 1
9. Turn the right inner knob one step clockwise to dis- Figure 5-57 Figure 5-58
play the APT 2 page (figure 5-59). To enter an air-
port elevation press the right C and rotate the right
outer knob to position the cursor over the dashes to | FARM | FARM
the right of ELV. Use the right outer knob to position | |
the cursor until the entire elevation is selected. | |
Press E to store. Press the right C to turn off |ELV !!!!!ft |ELV 01250ft
the right cursor function (figure 5-60). | |
| |
10. Turn the right inner knob one step clockwise to dis- APT 2 APT 2
play the APT 3 page (figure 5-61). To enter a run-
way length, press the right C and rotate the right Figure 5-59 Figure 5-60
outer knob to position the cursor over the five
dashes directly beneath RWY LEN. Use the right
inner knob to select each individual digit and the
right outer knob to position the cursor until the entire | FARM | FARM
runway length is selected. Press E to approve the | |
|RWY LEN |RWY LEN
runway length. The cursor will move to the surface
| !!!!!' !!! | 02300' SFT
position. Turn the right inner knob to select either | |
HRD (for hard surface) or SFT (for soft surface). | |
Press E to approve the runway surface. Press the
APT 3 APT 3
right C to turn off the right cursor function (figure
5-62). Figure 5-61 Figure 5-62
11. Airport remarks may be stored on the APT 5 page

using the procedure described in section 3.11.6,
“The Airport 5 Page (APT 5)”.
5-17 Rev 1
5.4.2 Creating A VOR User Waypoint
A user-defined VOR waypoint must contain an identifier,
magnetic variation, latitude, and longitude. The mag-
netic variation may be manually entered or, if one is not
entered, one will automatically be calculated and stored.
In addition, a VOR frequency may be stored. The pro-
cedure for creating a VOR user waypoint is similar to
that just described for creating an airport user waypoint.
Begin by selecting the VOR type waypoints instead of
the airport type waypoints. The VOR identifier can be
one to three characters in length. A VOR user waypoint | AAA | AAA
page that has not yet been defined by the user contains | |
the user identifier at the top of the page and three lines | U | U
of dashes (figure 5-63). The top line of dashes may be |!!!.!! !!^! |113.00 9Ê
filled in with frequency and magnetic variation. The sec- |! !!^!!.!!' |N 42^46.04'
ond line is for latitude and the third line is for longitude |!!!!^!!.!!' |W100^22.33'
(figure 5-64). A user-defined VOR is stored as an CRSR VOR
“undefined” (U) class. Figure 5-63 Figure 5-64
5.4.3 Creating An NDB User Waypoint
A user-defined NDB waypoint must contain an identifier,
latitude, and longitude. In addition, an NDB frequency
may be stored. The procedure for creating an NDB user
waypoint is similar to that described for creating an air-
port user waypoint. Begin by selecting the NDB type
waypoints instead of the airport type waypoints. The | ND1 | ND1
NDB identifier can be one to three characters in length. | |
An NDB user waypoint page that has not yet been | |
defined by the user contains the user identifier at the top |FREQ !!!!.! |FREQ 328.0
of the page and three lines of dashes (figure 5-65). The |! !!^!!.!!' |N 33^40.67'
top line of dashes may be filled in with the NDB fre- |!!!!^!!.!!' |W 90^04.59'
quency. The second line is for latitude and the third line CRSR NDB
is for longitude (figure 5-66). Figure 5-65 Figure 5-66
5.4.4 Creating Intersection Or Supplemental User

Waypoints
A user defined intersection or supplemental waypoint
must contain an identifier, latitude, and longitude. The
identifier for either can be one to five characters in
length. There are two procedures which may be used to
define these waypoints. Both procedures begin by
selecting the INT or SUP type waypoints, as appropri-
ate.
The first method is similar to that described for creating

an airport, VOR, or NDB user waypoint. Only a latitude
and longitude need be entered to complete creating the
waypoint.
The second method is to define the waypoint’s position

in terms of a radial and distance from any other pub- | HICUP
lished or previously defined user waypoint. To create a |REF: RSW
|RAD: 182.7^
user waypoint in this manner: |DIS: 7.0nm
|N 26^24.80'
1. Use the right outer knob to select INT or SUP type |W 81^46.65'
waypoints, as appropriate (figure 5-67).
INT
Figure 5-67
5-18 Rev 1
2. Use the right C and the right inner and outer | INT15 | INT15
knobs in the manner previously described in section | |REF: !!!!!
5.4.1, “Creating An Airport User Waypoint”, to select |CREATE NEW |RAD: !!!.!^
the waypoint identifier (figure 5-68). |WPT AT: |DIS:!!!.!nm
|USER POS? |! !!^!!.!!'
3. Rotate the right outer knob to position the cursor |PRES POS? |!!!!^!!.!!'
over USER POS? and press E. A user waypoint CRSR CRSR
page will appear with the identifier at the top with the
cursor over a dashed latitude field (figure 5-69). Figure 5-68 Figure 5-69
4. Turn the right outer knob counterclockwise to posi-

tion the cursor over the dashes to the right of REF | INT15 | INT15
(figure 5-70). |REF: !!!!! |REF: ORD
|RAD: !!!.!^ |RAD: !!!.!^
5. Rotate the right inner knob to select the first charac- |DIS:!!!.!nm |DIS:!!!.!nm
ter of an identifier for a “reference waypoint”. This |! !!^!!.!!' |! !!^!!.!!'
waypoint may be any existing waypoint. |!!!!^!!.!!' |!!!!^!!.!!'
CRSR CRSR
6. Use the right outer knob to position the cursor, and
the right inner knob to select the characters so that Figure 5-70 Figure 5-71
the entire identifier for the reference waypoint is dis-
played (figure 5-71).
| INT15 | INT15
7. Press Eto see the waypoint page for the reference |REF: ORD |REF: ORD
waypoint just entered. |RAD: !!!.!^ |RAD: 234.8^
|DIS: !!.!nm |DIS:!!!.!nm
8. Press E again to approve this waypoint page. The |! !!^!!.!!' |! !!^!!.!!'
waypoint page being created will return with the cur- |! !!^!!.!!' |!!!!^!!.!!'
sor over the dashes to the right of RAD (figure 5- CRSR CRSR
72).
9. Use the right inner and outer knobs to select the
radial (from the reference waypoint). The radial may
be selected to the nearest tenth of a degree (figure
5-73).
| INT15 | INT15
10. Press E. The cursor will move to the dashes to |REF: ORD |REF: ORD
the right of DIS. |RAD: 234.8^ |RAD: 234.8^
|DIS:048.1nm |DIS: 48.1nm
11. Use the right inner and outer knob to select the dis- |! !!^!!.!!' |N 41^32.77'
tance. The distance may be selected to the nearest |!!!!^!!.!!' |W 88^47.95'
tenth of a nautical mile (figure 5-74). CRSR INT
12. Press E. The latitude and longitude is calculated Figure 5-74 Figure 5-75
and displayed. The user waypoint is now defined
(figure 5-75).
NOTE: Entering the reference waypoint, radial, and dis- | INT15

tance is done only to define the user waypoint’s latitude |REF: JOT
and longitude position. The reference waypoint, radial, |RAD: 268.1^
and distance are not stored as part of the user waypoint. |DIS: 21.6nm
As soon as another page is viewed on the right side, |N 41^32.77'
these parameters are lost. If the waypoint page for a |W 88^47.95'
user-defined intersection or Supplemental waypoint is INT
viewed later on, it will display the radial and distance
from the VOR nearest the user-defined waypoint (figure Figure 5-76
5-76). The original reference waypoint may be re-
entered at any time.
5-19 Rev 1
5.4.5 Deleting User-Defined Waypoints
USER WPTS |
A listing of all user-defined waypoints is contained on FARM A 6|
the Other 3 page (OTH 3). See figure 5-77. The user- L29 A 24|
defined waypoints are listed by category; airports (A) AAA V |
are first, VORs (V) are second, NDBs (N) are third, inter- ND1 N |
sections (I) are fourth, and Supplemental waypoints (S) INT15 I |
are last. Within each category, the waypoints are alpha- OTH 3
betized by identifier. To the right of the identifier is the
type waypoint defined (A, V, N, I, or S). If the waypoint Figure 5-77
is used in a flight plan, the flight plan number is shown
to the right of the waypoint type. If more than five user
waypoints exist, it is necessary to press the left C and
then use the left outer knob to scroll through the com-
plete list. To delete a user waypoint:
1. Select the OTH 3 page.

USER WPTS |
2. Press the left C and use the left outer knob to FARM A 6|
move the cursor over the waypoint to be deleted (fig- L29 A 24|
ure 5-78). If more than five user-defined waypoints AAA V |
exist, it is necessary to use the left outer knob to ND1 N |
scroll through the complete list. A waypoint con- INT15 I |
tained in a flight plan cannot be deleted without first CRSR
either deleting the waypoint from the flight plan or
deleting the entire flight plan. Figure 5-78
3. Press CLR (figure 5-79). The waypoint page for the DEL ND1 ? | ND1
waypoint to be deleted appears on the right side. FARM A 6|
L29 A 24|
4. Press E (figure 5-80). AAA V |FREQ 328.0
ND1 N |N 33^40.67'
5. Press the left C to turn off the left cursor function. INT15 I |W 90^04.59'
CRSR enr-leg ent NDB
Figure 5-79
USER WPTS |
FARM A 6|
L29 A 24|
AAA V |
INT15 I |
ADMA S 4|
CRSR
Figure 5-80
5-20 Rev 1
5.5 REFERENCE WAYPOINTS
Creating a Reference Waypoint is a method of adding a
waypoint to any flight plan. The Reference Waypoint KLIT
lies on the great circle route between two other way-

points in the flight plan. The point where the Reference TXKA
Waypoint lies on the great circle route is the point where
330°
the route passes closest to a point that you designate. 32.9NM
The feature may be utilized on the ground as an aid in N
defining a route before filing a flight plan, or in the air as BUJ
TXK GRW
an easy way to comply with an ATC request for addi-
tional waypoints. It is also useful, at times, to use the
Reference Waypoint feature just to see how close your
flight will come to some point that you designate. An KDAL Figure 5-816-81
example will illustrate the Reference Waypoint feature.
A flight plan is created from Dallas Love airport (KDAL) PRESENT POS|
in Dallas, Texas to Adams Field (KLIT) in Little Rock, |DISPLAY
Arkansas. Blue Ridge VOR (BUJ) is added as a depar- DBQ 274^fr|DESIRED
ture waypoint outside the Dallas-Ft. Worth Class B air- 21.3nm|FPL ON
space. You desire to add a waypoint to your flight plan N 42^26.91'|LEFT PAGE
approximately half way between the 223 nautical mile W 91^11.17'|
distance from BUJ to KLIT. Looking at your chart, you NAV 2 enr-leg REF
determine that Texarkana VOR (TXK) is in the vicinity of Figure 5-82
your route, but appears to be a little South of the route.
Since you don’t want to fly any out of your way, you
decide to create a reference waypoint using TXK.
USE? INVRT?|
1. Select the Reference Waypoint (REF) page on the 1:KDAL |
2:BUJ |ENTER REF
right side. If a flight plan page is not displayed on
3:KLIT |WPT:
the left side, the REF page looks like the one in fig- 4: |
ure 5-82. |
FPL 2 enr-leg REF
2. Display the desired flight plan on the left side (figure
5-83). The Reference Waypoint feature may be used Figure 5-83
on the active flight plan or on any of the 25 num-
bered flight plans that contain at least two waypoints.
USE? INVRT?|
3. Press the right C to turn on the right cursor func- 1:KDAL |
tion. 2:BUJ |ENTER REF
3:KLIT |WPT: TXK
4. Use the right inner and outer knobs to enter the iden- 4: |
tifier of the desired waypoint (figure 5-84).
|
FPL 2 enr-leg ent CRSR
NOTE: The waypoint which is used to create the Figure 5-84
Reference Waypoint may be in the published or user
database. This waypoint must be located relative to the
flight plan such that it is possible to draw a perpendicu-
lar line from this waypoint to a segment of the flight plan.
figure 5-81 shows that TXK is an acceptable waypoint to
use in creating a Reference Waypoint. figure 5-81 also
shows that Greenwood VOR (GRW) would not be an
acceptable waypoint since a perpendicular line can be
drawn to an extension of the flight plan, but not to the
flight plan itself.
5-21 Rev 1
5. Press E to display the waypoint page for the way-
USE? INVRT?| TXKA
point just entered. 1:KDAL |REF: TXK
2:BUJ |RAD: 330.3^
6. Press E again to display the waypoint page for the 3:TXKA |DIS: 32.8nm
newly created Reference Waypoint (figure 5-85). 4:KLIT |N 34^01.08'
The waypoint that was used to create the Reference 5: |W 94^19.67'
Waypoint is automatically inserted into the REF field. CRSR enr-leg ent SUP
The radial and distance as well as the latitude and
longitude are also displayed. The left side of the Figure 5-85
screen shows where the Reference Waypoint will be
inserted in the flight plan.
The KLN 90B automatically names the Reference USE? INVRT?|

Waypoint by appending the first available alphabetic 1:KDAL |
character to the identifier of the waypoint which you 2:BUJ |ENTER REF
entered. Thus, TXK becomes TXKA in this case. If you 3:TXKA |WPT:
later use TXK to create a Reference Waypoint in 4:KLIT |
another flight plan, this second Reference Waypoint 5: |
would be named TXKB. If you create a Reference FPL 2 enr-leg CRSR
Waypoint using a waypoint with five characters in its Figure 5-86
identifier, the fifth character will be dropped (for exam-
ple, DUSTT becomes DUSTA).
7. Press E once again to approve the waypoint page

for the Reference Waypoint and insert it into the
flight plan (figure 5-86).
8. Press the right C to turn off the right cursor func-

tion.
A Reference Waypoint is stored as a supplemental way-

point and counts as one of the 250 possible user-
defined waypoints. Reference Waypoints that are part
of a flight plan show up on the listing of user-defined
waypoints displayed on the Other 3 (OTH 3) page.
However, Reference Waypoints that are no longer part
of a flight plan are deleted from the list of user-defined
waypoints when the KLN 90B is turned off.
5-22 Rev 1
5-23 Rev 1
CENTER WAYPOINTS
MINNEAPOLIS
DENVER
(Not For Actual Navigation) OMAHA
McCOOK
LIS
PO
NEA
MIN C ITY KANSAS CITY
SAS
KAN
GOODLAND
ER TY
CI
NV S
DE A
NS
DENVER KA
GCK00
327°
29.7nm WICHITA
GCK
Garden City
VOR
ER
NV
KA
DE UE
AL
NS
RQ
UE
BU
AS
UQ
ALB
QU
CI
ER
TY
TULSA
QU
E
BGD00
352°
29.7nm
BGD
Borger
AMARILLO VOR
ME
E
MP
QU
HIS
FT
ER
WO
TH
QU
RT
OR
H
BU
PVW00
AL
FT
1°
28.7nm
PVW
Plainview DALLAS-FT WORTH
VOR
LUBBOCK
ABILENE
Figure 5-87
5-24
5.6 CENTER WAYPOINTS
Like Reference Waypoints, creating Center Waypoints
is a method of adding waypoints to a flight plan. The USE? INVRT?| DIS ETE
word “Center” refers to air route traffic control center 1:KLBB |
(ARTCC) or area control center (ACC). In some parts of 2:KMCK | 396
the world these are referred to as “FIRs”. Center 3: |
Waypoints are waypoints at locations where a flight plan |
intersects the “Center” boundaries. You may find |
Center waypoints useful when filing flight plans or com- FPL 3 enr-leg D/T 1
plying with ATC requests to make sure that you have at Figure 5-88
least one waypoint in each Center’s airspace. Placing
waypoints on the boundaries results in the minimum
number of waypoints required to meet the criteria of
having one waypoint in each Center’s airspace. The PRESENT POS|
Center boundaries are stored in the database. |DISPLAY
DBQ 274^fr|DESIRED
An example will illustrate the Center Waypoint feature. 21.3nm|FPL ON
You are planning a flight from Lubbock, Texas N 42^26.90'|LEFT PAGE
International airport (KLBB) to McCook, Nebraska
W 91^11.12'|
Municipal airport (KMCK) as shown in figure 5-87. A NAV 2 enr-leg CTR 1
flight plan is initially created with just these two way- Figure 5-89
points (figure 5-88). In order to give ATC more way-
points for your intended direct routing, you decide to uti-
lize the Center Waypoint feature.
USE? INVRT?|
5.6.1 Creating Center Waypoints And Inserting Them 1:KLBB |
in Flight Plans 2:KMCK |PRESS ENT
3: |TO COMPUTE 6
To create the Center Waypoints:
|CTR WPTS
|
1. Select the Center Waypoint 1 (CTR 1) page on the
right side. If a flight plan page is not being displayed FPL 3 enr-leg ent CTR 1
on the left side, the CTR 1 page will be as shown in Figure 5-90
figure 5-89.
2. Select the desired flight plan page on the left side.

At this point it may be the active flight plan or one of
| 3 NEW WPTS
the other 25 numbered flight plans (figure 5-90). |
|PRESS ENT
3. Press E to compute the Center waypoints. A |TO INSERT
Center Waypoint will be created at each intersection |INTO FPL
of the flight plan with a center boundary. When com- |
putation is complete, the CTR 1 page will display CTR 1
how many Center waypoints have been computed
(figure 5-91). Figure 5-91
4. If you wish to view the Center Waypoints before

inserting them into the flight plan, turn the right inner
knob to view the CTR 2 page(s). If there are multiple
| PVW00 new
Center Waypoints, there will be an equal number of |FW -ABQ CTR
CTR+2 pages. |PVW 001^
| 28.7nm
An example of a CTR 2 page is figure 5-92. The top |N 34^33.21'
line contains the identifier of the Center Waypoint. The |W101^40.01'
KLN 90B automatically creates the identifier by append- CTR[2
ing the first available 2-digit number to the identifier of
the nearest VOR to the waypoint. Thus, if Plainview Figure 5-92
5-25 Rev 1
(PVW) is the nearest VOR to the first Center Waypoint
location, the 00 is appended to PVW to create PVW00.
If PVW were later used in the creation of another Center
Waypoint, the second waypoint’s identifier would be
PVW01.
The second line of the CTR 2 page shows the “from”

Center followed by the “to” Center. In our example,
PVW00 lies on the boundary between Ft. Worth (FW)
and Albuquerque (ABQ) Centers. See figure 5-87. A
listing of the Center abbreviations is contained in
Appendix D.
The third and fourth lines of the CTR 2 page display the
Center Waypoint location in terms of the identifier of the
nearest VOR to the Center Waypoint and the distance
and radial from this VOR to the Center Waypoint. Lines
five and six display the Center Waypoint location in
terms of latitude and longitude. USE? INVRT?|
1:KLBB |
5. Insert the Center Waypoints into the displayed flight 2:PVW00 |CTR WPT
plan by returning to the CTR 1 page on the right side 3:BGD00 |INSERTION
and pressing E (figure 5-93). The Center 4:GCK00 |COMPLETE
Waypoints are inserted into the flight plan in the cor- 5:KMCK |
rect order. FPL 3 enr-leg CTR 1
Figure 5-93
In the example above, the initial flight plan had just one
leg; however, the Center Waypoint feature may be used
with flight plans containing multiple legs as well. If
inserting the Center Waypoints would cause the number
of waypoints to exceed 30, then no Center Waypoints
are displayed and the CTR 1 page will display the state-
ment “NOT ENOUGH ROOM IN FPL”.
5.6.2 Viewing the Center Waypoints After Insertion

Into A Flight Plan
After the Center Waypoints have been inserted into a
flight plan, you may go back and view the CTR 2 pages
at any time. As long as you keep the same flight plan
page displayed on the left side of the screen, you may
view the Center Waypoints on the CTR 2 page(s) by
merely displaying the CTR 2 page(s). However, the
CTR 1 and CTR 2 pages revert to the format of figure 5-
90 anytime you leave the specific flight plan page on the
left side and then return to it. Under these circum-
stances you must press E to view the Center
Waypoints on the CTR 2 page(s).
| PVW00
Center Waypoints are stored as part of the 250 user- |REF: PVW
defined waypoints and are considered supplemental |RAD: 001.2^
waypoints. When Center Waypoints are viewed on the |DIS: 28.7nm
SUP page or on the Active Waypoint (ACT) pages, they |N 34^33.21'
appear in the normal supplemental waypoint format (fig- |W101^40.01'
ure 5-94). Center Waypoints that are part of a flight SUP
plan show up on the Other 3 (OTH 3) page. Center
Waypoints that are no longer part of a flight plan are Figure 5-94
deleted from the list of user-defined waypoints when the
KLN 90B is turned off.
5-26 Rev 1
5.6.3 Creating Center Waypoints After Modifying A
Flight Plan 1:KLBB | | 1 NEW WPT
2:PVW00 | |
Once Center Waypoints have been inserted into a flight
3:BGD00 | |PRESS ENT
plan, they are treated like any other waypoints in the 4:GCK00 | |TO INSERT
flight plan. If a flight plan containing Center Waypoints 5:KMCK | |INTO FPL
is modified in any way, you may recompute new Center 6:KOMA | |
Waypoints. The original Center Waypoints are now part
FPL 3 CTR 1
of the flight plan and new Center Waypoints are com-
puted by treating the original Center Waypoints the Figure 5-95 Figure 5-96
same as any other waypoints in the flight plan.
If the interior of a flight plan containing Center

Waypoints is modified, it may be desirable to manually
delete obsolete Center Waypoints from the flight plan
before computing new ones. However, if the flight plan | EAR00 new
is modified by adding new waypoints to the end of the |DEN-MIN CTR
flight plan, this may not be necessary. For example, |EAR 182^
let’s say you decide to modify your existing flight plan | 8.1nm
from Lubbock to McCook by extending your flight to |N 40^35.57'
Omaha (figure 5-95). When you use the CTR 1 page to |W 99^02.54'
computer Center Waypoints, the CTR 1 page will now CTR[2
be as shown in figure 5-96. The newly computed
Figure 5-97
Center Waypoint is identified as “NEW” on the CTR 2
page (figure 5-97) while the existing Center Waypoints
no longer contain the “NEW” label.
5-27 Rev 1
5.7 PROGRAMMING THE TURN-ON PAGE
You may personalize your KLN 90B by programming
information on the Turn-On page. Up to four lines, each GPS ORS 20
containing 23 characters, may be entered. The charac- c1994 ALLIEDSIGNAL INC
ters A through Z, the numbers 0 through 9, and spaces
may be used. Once programmed, this information will FRANKLIN SMITH
be displayed for a few seconds each time you apply PILOT OWNER
power to your KLN 90B. The example in figure 5-98 N39296
might give you some ideas, but use your imagination. SELF TEST IN PROGRESS
How about programming the date your medical expires, Figure 5-98
or the date of your next biennial is due, or your wedding
anniversary so that you’ll be reminded each time you
turn-on the unit? To program data on the Turn-On
page:
1. Turn the KLN 90B off if it is on.
2. Turn on the unit. As soon as you see the Turn On GPS ORS 20
page (figure 5-99, press the left C). You’ll have to c1994 ALLIEDSIGNAL INC
be ready because the Turn-On page is only
displayed for a few seconds before automatically
being replaced by the Self Test page (or the Take-
Home page if the KLN 90B is being used in the take-
home mode). SELF TEST IN PROGRESS
Figure 5-99
3. To program the first line (third line of display), use
the left inner knob to select each desired character,
and use the left outer knob to move the cursor.
Spaces may be entered at the beginning of a line to
center the text. If you make a mistake, you may
move the cursor back to the desired location and re-
enter the character. When the first line is complete,
press E. The cursor will move to the second line.
4. Program the second, third, and fourth lines as you

did the first line. Remember that you must press
E to approve each line, including the last one.
5. If you wish to delete the text on a line you have

already approved, use the left outer knob to position
the cursor over the entire line. Enter a space for the
first character in the line, and then press E.
6. When you are finished programming the Turn-On

page, press the left C. Turn the unit off and back
on - how does it look?
5-28 Rev 1
5.8 THE STATUS PAGES
There are four Status pages. The Status 1 and Status 2
pages display information pertaining specifically to the
GPS receiver while the Status 3 and Status 4 pages
display supplementary information pertaining to the
KLN 90B.
5.8.1 Determining The Status Of The GPS Signals

The Status 1 (STA 1) and Status 2 (STA 2) pages may
be viewed at any time to determine the status of the
GPS receiver and the GPS satellites being received.
This includes which satellites are being tracked, the
satellites’ health, the signal-to-noise ratio for each of
these satellites, the elevation of each satellite above the
horizon, and the estimated position error.
The GPS receiver in the KLN 90B is capable of using

signals from up to eight satellites to determine its posi-
tion. A valid position may be determined using as few
as four satellites alone or three satellites with an altitude
input. However, four satellites alone or three satellites
with an altitude input do not necessarily ensure that nav-
igation can take place. The satellites must be posi-
tioned relative to your location such that sufficient
“geometry” exists to determine an accurate position.
The satellite constellation geometry is continually
changing as each satellite rises, travels across the sky,
and eventually sets relative to your position. The GPS
satellites are not in geosynchronous orbits positioned
over the same spot on earth at all times like some televi-
sion communication satellites with which you may be
familiar. Rather, the GPS satellites are in orbits that
allow them to circle the earth about two times each day.
Figures 5-100 and 5-101 show a representative exam- STATE NAV| 19 46 59^|
ple of a set of STA 1 pages. There will be two STA 1 SV SNR ELE| 28 45 43^|
pages if more than four satellites are being received as 02 40 11^| |
in this example. The fact that there are two Status 1 11 42 47^| |
pages is indicated in the page identification segment by 16 36 06^| |
the “+” in STA+1. The following information is displayed *18B 33 65^| |
on a STA 1 page. STA[1 STA[1
The GPS state is indicated on line 1: Figure 5-100 Figure 5-101
INIT initialization
ACQ acquisition
TRAN transition
NAV navigation
NAV A navigation with altitude aiding
NAV D navigation with data collection
DEGRD navigation with position degradation
FAILR receiver failure
In the initialization state the GPS receiver is in the

process of initializing itself, collecting information such
as the date, time, and last present position. Next, the
receiver collects data from its own memory to determine
which satellites should be visible. After completing the
5-29 Rev 1
initialization process the receiver begins the acquisition
process. During this time, the visible satellites are being
acquired and data from them is obtained.
The transition state indicates an adequate number of

satellites for navigation has been acquired and is being
tracked but no position data can yet be produced.
Normal navigation is indicated by a NAV, NAV A, or

NAV D GPS state. NAV A indicates that the altitude
input is being used in the position solution. NAV D indi-
cates that besides calculating position, the receiver is
collecting and storing in its memory additional data infor-
mation from the satellites (called ephemeris and
almanac data).
• The specific GPS satellites or “space vehicles” (SV)

being received are displayed in the left column.
Each satellite has its own identification number. A *
symbol to the left of the satellite number indicates
this particular satellite is not presently being used in
the navigation position solution.
• The satellite’s “health” is indicated to the right of the

satellite number. This health information is transmit-
ted by the satellites:
B bad
W weak
- unknown
blank good
• The signal-to-noise ratio (SNR) for each satellite

being received is displayed in the middle column and
indicates the signal strength for each satellite. The
higher the SNR value the stronger the signal.
Values usable for navigation will be in the mid 30s to
mid 50s; however, typical values are in the middle of
this range.
• The elevation (ELE) above the horizon for each

satellite is provided in the right column and will range
from 5° to 90°.
A representative Status 2 page is shown in figure 5-102.

The STA 2 page displays the system’s estimate of the
position error expressed in nautical miles. The KLN
90B’s position error depends upon such factors as the
number of satellites being received, the strength of the
GPS signals, and the geometry of the satellites
presently being used for navigation.
ESTIMATED |
POSN ERROR |
.07nm|
|
|
|
STA 2
Figure 5-102
5-30 Rev 1
5.8.2 Determining KLN 90B Software Status And
Operational Time
The Status 3 page (figure 5-103) displays the software
revision status of the KLN 90B host computer and of the HOST SW 20| TOTAL TIME |
GPS receiver. A field called OBS CAL is also included RCVR SW 20| 1364 HR|
on this page. This value indicates the calibration of the OBS CAL 96| PWR CYCLES |
internal resolver circuitry of the KLN 90B. If for some | 581 |
| |
reason your KLN 90B requires service, the information
| |
on this page may be useful.
STA 3 STA 4
The Status 4 page displays the KLN 90B’s total opera- Figure 5-103 Figure 5-104
tional time and also the number of times the unit has
been turned on (figure 5-104). Kind of like having a built
in Hobbs meter, isn’t it! These values are set to zero if
the KLN 90B’s nonvolatile memory is cleared.
5-31 Rev 1
5.9 MODES OF OPERATION
The KLN 90B allows you to choose how the course to
the active waypoint is defined. This is done by selecting
between the two course modes, LEG and OBS. The
LEG mode means that the course to the active waypoint
is selected by the KLN 90B, and is the default mode
when the KLN 90B starts up. The other course mode,
OBS, is the mode that allows you to define the course to
the active waypoint. This is the mode that you will use
quite often if you conduct any non-precision approaches
using the KLN 90B.
The KLN 90B also has three modes that are associated
with approach operations. These are Enroute, Approach
Arm and Approach Active. These modes will be
explained in chapter 6.
The status of the course modes and the approach

modes are annunciated in the lower center segment of
the screen (figure 5-105). The exceptions to this are on PRESENT POS| $=KOSH
the Turn-On page where the mode is not annunciated, |+++++Ê+++++
and on the Super NAV 5 page where the mode is LGA 045^fr|DIS 683nm
15.2nm|GS 193kt
annunciated on the left side of the screen (figure 5-106).
N 41^00.00'|ETE 3:34
The following abbreviations are used for mode annunci- W 73^41.60'|BRG 303^
ation.
NAV 2 enr-leg NAV 1
Mode Annunciation Figure 5-105
Enroute-Leg ENR-LEG
Enroute-OBS ENR:274 80.2 oq MAI
Approach Arm-Leg ARM-LEG CEW |
Approach Arm-OBS ARM:259 xy-«} | CEW
Approach Active-Leg APR-LEG 180 uv
áà0:26|
The approach active-OBS mode is not a valid mode and ûü085^| SJI
cannot be selected. †ü084^|160
Figure 5-106
For the OBS modes, the number included in the annun-
ciation is the selected magnetic course. The course
may be changed by several different methods which are
described below.
5.9.1 Selecting The Leg Mode Or The OBS Mode

You will use one of two methods to change between
course modes depending on how the KLN 90B is
installed in your aircraft. In some installations, there will
be some type of external switch and annunciators that
will select the mode and indicate the status of the
course modes. In other installations these switches will
ACTIVE MODE|
not be installed. |
|
Use the following procedure to change to either the Leg LEG |
mode or the OBS mode when no external course mode |
switch is installed: CDI:±5.00NM|
MOD 1 enr-leg
1. Select the MOD type pages on the left side. The
MOD page corresponding to the active mode will be Figure 5-107
displayed (figure 5-107).
5-32 Rev 1
2. Rotate the left inner knob to select the MOD page for
the desired mode: MOD 1 to select Leg or MOD 2 to PRESS ENT |
select OBS (figure 5-108). TO ACTIVATE|
|
OBS:---^ |
3. Press E (figure 5-109). The mode change is com- |
plete and you may return to any desired page. CDI:±5.00NM|
It is not possible to change the mode by using the MOD MOD 2 enr-leg ent
pages when an external switch is installed. If you Figure 5-108
attempt to change the mode by using the MOD pages
they will appear as shown in figure 5-110. Use the
following procedure when an external LEG/OBS switch ACTIVE MODE|
is installed in the aircraft: |
|
1. Locate the external switch in the panel of the aircraft.
OBS:023^ |
|
An example of an external switch annunciator is CDI:±5.00NM|
shown in figure 5-111.
MOD 2 enr-leg
2. Change the position of the external switch. In the case Figure 5-109
of the combination switch/annunciator all that you
have to do is press the unit and it will switch modes
(figure 5-112). PRESS GPS |
CRS FOR |
|
5.9.2 The Leg Mode OBS:---^ |
The following are characteristics of the Leg Mode: |
CDI:±5.00NM|
1. The default course deviation indicator (CDI) sensitivity MOD 2 enr-leg
is plus and minus five nautical miles, full scale. This
applies to the CDI on the NAV 1 page as well as any Figure 5-110
external CDIs or HSIs interfaced to the KLN 90B. If
the CDI or HSI has five dots left and right of the center
position, then each dot represents one nautical mile of
deviation.
NOTE: In some installations where the KLN 90B is GPS CRS GPS CRS
interfaced to certain models of EFIS equipment, the scale
LEG OBS
factor will be plus or minus 7.5 nautical miles, full scale.
Refer to the Flight Manual Supplement for the aircraft or
the Pilot’s Guide for the EFIS equipment for details.
2. Navigation is provided along the great circle path
between two waypoints. As you probably know, great
circle navigation is the shortest distance between two
points located on the earth’s surface. In the case of
Direct To operation, the “from” waypoint is not
displayed but it is the point where Direct To operation
was initiated. The course to fly while in this mode is
referred to as the desired track (DTK). The desired
track is displayed on the NAV 3 and D/T 3 pages. You
can also configure the Super NAV 5 page to display
desired track, see section 3.9.7. To fly a great circle
course between two points, the desired track may be
constantly changing. A good way to illustrate this
concept is with a world globe and a piece of string.
You can determine the great circle path between
Denver, Colorado and Manila, Philippines by stretch-
ing the string over the globe between these two
points. Notice that you would start the flight with a
Northwesterly desired track, which gradually becomes
5-33 Rev 1
due Westerly, and finally Southwesterly by the time
you reach Manila. Of course, your trips with the KLN
90B will be substantially shorter and the desired track
will probably change only a few degrees.
3. Automatic waypoint sequencing is provided during

flight plan operation. As you reach a waypoint in your
flight plan, the next leg of the flight plan automatically
becomes active. There are some situations during
approach operations in which automatic sequencing is
automatically disabled, see chapter 6.
4. Turn anticipation may be utilized in flight plan opera-

tion as described in section 4.2.2.
5. The Minimum Enroute Safe Altitude (ESA) displayed

on the NAV 3 page is the highest MSA sector altitude
from the present position to the destination waypoint
along the active flight plan or Direct To route
(whichever is in use). See section 3.9.4.
5.9.3 The OBS Mode

The following are characteristics of the OBS mode. Item
1 is the same as for the Leg mode.
1. The default course deviation indicator (CDI) sensitivity

is plus and minus five nautical miles, full scale. This
applies to the CDI on the NAV 1 page as well as any
external CDIs or HSIs interfaced to the KLN 90B. If
the CDI or HSI has five dots left and right of the center
position, then each dot represents one nautical mile of
deviation.
NOTE: In some installations where the KLN 90B is inter-

faced to certain models of EFIS equipment, the scale fac-
tor will be plus or minus 7.5 nautical miles, full scale.
Refer to the Flight Manual Supplement for the aircraft or
the Pilot’s Guide for the EFIS equipment for details.
2. The course is defined by the active waypoint and the

selected magnetic course. A course “to” or “from” the
active waypoint may be selected.
3. The course selection is normally made by changing

the selected course displayed on an external indica-
tor such as an HSI, CDI or EFIS. When this is done,
the pilot must verify that the proper course has been
selected by confirming the digital selected course
readout displayed on the KLN 90B. In the OBS mode
the selected course is always displayed as part of
the mode annunciation at the bottom center of the
screen on all pages but the Super NAV 5 page. On
the Super NAV 5 page, the mode/annunciation is
displayed on the left side of the screen. In many
installations, two or more navigation sources can
displayed on one indicator. In these situations there
is a switch in the panel which will determine what
navigation source is displayed. For the KLN 90B to
properly read the external indicator the KLN 90B
5-34 Rev 1
must be the displayed navigation source on the
external indicator.
When the KLN 90B is not the displayed navigation

source on the external indicator or if the KLN 90B is
interfaced with an EFIS system, it is possible to
change the selected course from several pages on
the KLN 90B. This can be done from the NAV 3 or
Mode 2 (MOD 2) pages as well as the Super NAV 5
page if it is configured to display the desired track on
the left hand side. To change the selected course
from one of these pages:
a. Select the NAV 3, MOD 2 or Super NAV 5 page =GGT | =GGT

(figure 5-113). OBS: 234^|+++++Ê+++++
TK 233^|DIS 20.0nm
b. Press the appropriate C to turn on the cursor FLY R 0.0nm|GS 154kt
function. If the course is being changed from the MSA 4500ft|ETE :08
Super NAV 5 page. use the left outer knob to rotate ESA 4500ft|BRG 234^
the cursor over the OBS angle field. NAV 3 enr:234 NAV 1
c. Turn the appropriate inner knob to select the Figure 5-113
desired course (figure 5-114).
d. Press the appropriate C to turn off the cursor =GGT | =GGT

function. OBS: 227^|+++++i+·+++
TK 233^|DIS 20.0nm
NOTE: It is easy to tell if it is possible to enter the OBS FLY R 2.4nm|GS 154kt
value on the KLN 90B. All that has to be done is to look MSA 4500ft|ETE :08
next to the letters “OBS” displayed on either the MOD 2, ESA 4500ft|BRG 234^
NAV 3 or Super NAV 5 pages. If a colon (:) follows the CRSR enr:227 NAV 1
letters OBS, then it is possible to enter a value from the
KLN 90B. If the colon is missing, then the course must be Figure 5-114
changed from the external indicator.
NOTE: If the KLN 90B is interfaced to EFIS or if the KLN

90B is interfaced to certain mechanical indicators through
an optional KA 90 adapter, the external indicator will be
slewed to agree with what you entered on the KLN 90B.
4. There is no automatic leg sequencing or turn antici-

pation.
5. The Minimum Enroute Safe Altitude (ESA) displayed

on the NAV 3 page is the highest MSA sector alti-
tude from the present position to the active waypoint.
See section 3.9.4. Other waypoints in the active
flight plan do not affect the ESA.
6. When the active waypoint is a VOR or an approach

waypoint, the published magnetic variation for the
VOR or approach waypoint is utilized rather than the
calculated magnetic variation.
5-35 Rev 1
5.9.4 Switching From The Leg Mode To The OBS
Mode
The following mode transition occurs if the KLN 90B is
in the Leg mode and the mode is changed to the OBS
mode:
1. The waypoint that was active in Leg mode prior to

the mode change remains the active waypoint in
OBS mode.
2. The selected course is defined by two different meth-

ods depending on the installation and the status of
the unit.
i. If the KLN 90B is the displayed navigation

source when the change is made to OBS mode, then
the selected course becomes whatever was set on
the external indicator prior to changing to the OBS
mode. This value should normally be the desired
track to the active waypoint if you had the external
indicator set to the correct value prior to switching to
the OBS mode.
ii. If the KLN 90B is interfaced with compatible

EFIS systems, a compatible mechanical HSI
interfaced through a KA 90 adapter, or if the KLN
90B is not displayed on the external indicator, then
the selected course is chosen such that the deviation
from the selected course remains the same.
3. If the OBS value chosen by default from rule 2 above

is unacceptable, you can always define the desired
course by the methods described in section 5.9.3.
5.9.5 Switching From The OBS Mode To The Leg

Mode
The following mode transition occurs if the KLN 90B is
in the OBS mode and the mode is switched to the Leg
mode:
1. The waypoint that was active while in the OBS mode

remains the active waypoint when the Leg mode is
activated. The system does not attempt to orient
itself on a leg of the active flight plan unless the
TO/FROM indicator is indicating FROM. In this case
the KLN 90B will reorient on the active flight plan.
2. The selected course (OBS) that was active in the

OBS mode prior to switching to a Leg mode
becomes the desired track (DTK) in the Leg mode,
unless the switch was made on the “from” side in
which case the KLN 90B will calculate the correct
desired track for the new leg.
3. With the exception of #2 above, the characteristics of

normal Direct To operation apply.
5-36 Rev 1
5.9.6 Going Direct-To A Waypoint While in the OBS
Mode
The direct-to function will select the OBS value that will
take the aircraft from the present position direct to the
active waypoint when the KLN 90B is interfaced to
EFIS, a compatible mechanical HSI interfaced through a
KA 90, or when the KLN 90B is not the displayed navi-
gation source on the external indicator. | =GGT
|+++++i+·+++
If the KLN 90B is the displayed navigation source on a |DIS 20.0nm
non-driven HSI or a CDI it is not possible for the KLN |GS 154kt
90B to change the OBS value. In these situations the |ETE :08
KLN 90B will provide a scratch-pad message that will |BRG 234^
tell you what OBS value should be selected to go direct $= CRS 234 NAV 1
to the active waypoint (figure 5-115). Figure 5-115
5.9.7 Activating A Waypoint While In The OBS Mode
While in the OBS mode, you may activate another way-
point by using the normal Direct To method or by using 3:GGT | =INITT
4:BEGIN |+++·+j+++++
a second method. This second method activates = 5:INITT |DIS 0.4nm
another waypoint without changing the selected course 6:FINAL |GS 122kt
(OBS). In other words, when the new waypoint is acti- 7:MMAPP |ETE :00
vated, the D-Bar is not recentered. In figure 5-116 the 8:KHOM |BRG 275^
KLN 90B is in the OBS mode and the selected course is CRSR enr:090 NAV 1
90°. You have just crossed INITT intersection and
desire to activate the next waypoint in the flight plan, Figure 5-116
FINAL, without recentering the D-Bar.
1. Press D (figure 5-117). The rules described in DIRECT TO: | FINAL

section 3.8, “DIRECT TO OPERATION”, dictate |REF: BTV
which waypoint identifier will be initially displayed on FINAL |RAD: 292.8^
the Direct To page. |DIS: 11.7nm
|N 44^25.40'
2. Press D a second time. The annunciation |W 73^27.20'
DIRECT TO changes to ACTIVATE (figure 5-118). CRSR enr:090 ent INT
The right side still displays the appropriate waypoint Figure 5-117
page. Repeated presses of D alternates between
DIRECT TO and ACTIVATE. Make sure ACTIVATE
is displayed. ACTIVATE: | FINAL
|REF: BTV
3. Press E to approve the waypoint page and acti- FINAL |RAD: 292.8^
vate the waypoint (figure 5-119). The selected |DIS: 11.7nm
course does not change, therefore this method does |N 44^25.40'
not center the D-Bar like a Direct To operation. |W 73^27.20'
CRSR enr:090 ent INT
5.9.8 Changing the CDI Scale Factor Figure 5-118
The CDI scale factor can be changed by using either the
MOD 1 or MOD 2 pages. In normal operations it is
possible to select a CDI scale factor which is plus or 3:GGT | =FINAL
minus 5 NM, 1 NM or 0.3 NM full scale deflection. This 4:BEGIN |+++·+i+++++
means that if the scale factor was ±1 NM and the needle 5:INITT |DIS 4.8nm
was deflected full scale to the right, the aircraft would be = 6:FINAL |GS 122kt
1 NM left of course. The default CDI scale factor is ±5 7:MMAPP |ETE :02
NM. 8:KHOM |BRG 088^
FPL 0 enr:090 NAV 1
Figure 5-119
5-37 Rev 1
If it is desired to change the CDI scale factor to another
value, use the following procedure:
1. Select either the MOD 1 or MOD 2 page.
2. Press the left C. If necessary, use the left outer ACTIVE MODE|
knob to move the cursor over the value of the CDI |
scale (figure 5-120). |
LEG |
3. Rotate the left inner knob to select the desired CDI |
scale factor (figure 5-121). CDI:±5.00NM|
CRSR enr-leg
4. Turn the left C off. The CDI scale factor change is Figure 5-120
complete.
NOTE: The KLN 90B will automatically select a scale ACTIVE MODE|
factor while in one of the approach modes. When the |
KLN 90B selects a CDI scale factor it is not possible to |
select a scale factor that is less sensitive than what the LEG |
KLN 90B has automatically chosen. For example, as |
you will see in the next chapter, the approach-arm CDI:±0.30NM|
mode usually has a scale factor of ±1 NM. While in the CRSR enr-leg
approach-arm mode it is not possible for you to select Figure 5-121
the ±5 NM scale factor. This is to ensure proper
operation of the approach modes.
5-38 Rev 1
5.10 THE FUEL MANAGEMENT PAGES
Certain models of fuel management computers manu-
factured by Shadin Company, ARNAV System, Inc, and
Sheltech Ltd. may be interfaced with the KLN 90B. The
primary benefit of having the KLN 90B interfaced with a
“real time” fuel management computer is that the sys-
tem can continuously compute the amount of fuel
required to reach the destination and the amount of fuel
that will be on board upon reaching the destination. The
concept is the following. The fuel management com-
puter continuously sends the rate of fuel flow and the
amount of fuel remaining to the KLN 90B. The KLN 90B
continuously calculates the aircraft’s distance, ground-
speed, and estimated time enroute (ETE) to the destina-
tion waypoint. The fuel required to reach the destination
waypoint is the ETE multiplied by the current rate of fuel
flow. The amount of fuel that will be remaining at the
destination is the amount of fuel presently remaining
minus the fuel required to reach the destination.
CAUTION: The KLN 90B fuel calculations are based

on the present rate of fuel flow, the present ground-
speed, the present distance to destination along the
programmed route, and the amount of fuel presently
remaining. Before take-off, the fuel flow computer
must be properly initialized with the amount of fuel
on board the aircraft. Since many factors influence
the required amount of fuel to reach the destination,
it is the pilot’s responsibility to view the fuel man-
agement pages often to check for any significant
changes. Some factors affecting the amount of fuel
required are power changes, altitude changes,
headwind/tailwind component changes, fuel/air mix-
ture adjustments, and routing changes.
The OTH 5, OTH 6, OTH 7, AND OTH 8 pages are

used to display fuel management information for
KLN 90B’s interfaced with compatible fuel management
computers. If there is no fuel management computer
interface, these fuel management pages are not dis-
played.
5.10.1 The Other 5 Page (OTH 5)

The OTH 5 page displays the following information
(figure 5-122): KLFT GAL|
FOB 126|
• The destination waypoint. An arrow is displayed to REQD 90|
the left of the identifier if the waypoint is the active L FOB 36|
waypoint. RES: 00030|
EXTRA 6|
• The fuel units as received from the fuel management OTH 5
computer.
Figure 5-122
GAL gallons
IMP imperial gallons
L liters
KG Kilograms
LB pounds
5-39
• The fuel presently on board (FOB). In most installa-
tions this is defined by using the fuel flow computer’s
control unit. However, if the KLN 90B is interfaced
with a compatible Shadin fuel flow computer, it is
possible to define the fuel on board by using the KLN
90B. In these installations it is not required to have
the fuel flow computer’s control head installed in the
aircraft. To change the present fuel on board (FOB)
use the following procedure:
1. Turn to the OTH 5 page. KLFT GAL|

FOB: 126|
2. If it is possible to enter the present fuel on board REQD 90|
by using the KLN 90B there will be a colon (:) follow- L FOB 36|
ing FOB on the display. If the colon exists press the RES: 00030|
left C (figure 5-123), if the colon does not exist it is EXTRA 6|
not possible to change the fuel on board through the OTH 5
KLN 90B (figure 5-122). Figure 5-123
3. Enter the current fuel on board (FOB) using the
left inner knob (figure 5-124). Make sure the amount KLFT GAL|
entered is consistent with the units used by the fuel FOB: 97|
flow computer. REQD 90|
L FOB 46|
4. Turn the left C off. RES: 00030|
EXTRA 6|
• The fuel required to reach the destination waypoint OTH 5
at the current rate of fuel flow and the present Figure 5-124
groundspeed (REQD).
• The landing fuel on board (L FOB) is the fuel

presently on board minus the fuel required to reach
the destination.
• The desired fuel reserve (RES). You may enter here

the amount of reserve fuel you wish to have upon
landing. The fuel must be entered in the same units
as displayed on the first line. To enter the reserve,
press the left C, rotate the left outer knob to move
the cursor over each of the desired reserve digits,
and use the left inner knob to select each digit.
Press the left C when finished to turn off the left
cursor function.
• The calculated extra fuel (EXTRA). This is the land-

ing fuel on board (L FOB) minus the fuel reserve
(RES) you entered.
5-40 Rev 1
The OTH 6 page displays the following information
(figure 5-125):
• The endurance (ENDUR) in hours and minutes. The FUEL DATA | FUEL FLOW |
endurance is calculated based on the amount of fuel | |
remaining after subtracting out the reserve (RES) ENDUR 3:19| GAL/HR|
you entered on the OTH 5 or the OTH 6 page from RANGE 597| ENG 1 15 |
the present fuel on board. NM/GAL 6.2| ENG 2 14 |
RES: 00030| TOTAL 29 |
• The range (RANGE), which is the distance (nautical OTH 6 OTH 7
miles) that could be flown based on the endurance Figure 5-125 Figure 5-126
calculated above and the present groundspeed.
• The fuel efficiency, which is the groundspeed divided

by the present fuel flow. FUEL FLOW | FUEL USED |
| |
• The desired fuel reserve (RES). Same as displayed GAL/HR| GAL|
on the OTH 5 page. Changing the reserve on one of | ENG 1 17|
the two pages also changes it on the other page. | ENG 2 16|
10 | TOTAL 33|
5.10.3 The Other 7 Page (OTH 7) OTH 7 OTH 8
The OTH 7 page displays rate of fuel flow. It has two Figure 5-127 Figure 5-128
formats depending on whether the aircraft is a twin
engine (figure 5-126) or a single engine (figure 5-127).
5.10.4 The Other 8 Page (OTH 8) FUEL USED |

The OTH 8 page displays the amount of fuel used. If |
interfaced with the ARNAV fuel management computer, GAL|
this page displays dashes since the ARNAV system |
does not output fuel used. There are two formats for the |
page, depending on whether the aircraft is a twin engine 12|
(figure 5-128) or single engine (figure 5-129). OTH 8
Figure 5-129
5-41
5.11 THE AIR DATA PAGES
The Bendix/King KAD 280 and KAD 480 air data systems
as well as specific models of Shadin Company air data
systems may be interfaced to the KLN 90B. When inter-
faced with one of these systems, the KLN 90B will display
real time air data parameters such as true airspeed (TAS),
static air temperature (SAT), total air temperature (TAT),
Mach number, density altitude, and pressure altitude.
With a TAS input from an air data computer and a compat-
ible heading input, the KLN 90B will calculate and display
real time wind data (magnitude and direction).
NOTE: Heading information inputs to the KLN 90B must

be in a format which is different than available from most
mechanical compass systems, including the Bendix/King
KCS 55A (KI 525A with bootstrap heading synchro) and
KCS 305 compass systems. However, the Bendix/King
KA 90 adapter as well as the compatible Shadin air data
system will convert three wire analog heading information
from these mechanical systems into the proper format.
Bendix/King electronic HSIs such as the EHI 40 and EHI
50 directly provide heading information to the KLN 90B.
The Other 9 and Other 10 (OTH 9 and OTH 10) pages are
used to display air data information if both a fuel manage-
ment system and an air data system are interfaced to the
KLN 90B. If there is no fuel management system, air data
information is displayed on the Other 5 and Other 6
pages. If there is no air data system interface, these
pages are not displayed.
NOTE: These air data pages receive inputs from air data
sensors and display real time air data information. They
are independent of the CAL 1, CAL 2, and CAL 3 pages
which rely on manual pilot inputs to calculate air data infor-
mation.
5-42 Rev 1
Without a fuel management system this becomes the
OTH 5 page. The following information is displayed AIR DATA |
(figure 5-130): TAS 229kt|
MACH .34|
TAS True airspeed (the true speed of an aircraft
|
|
through the surrounding air mass) |
MACH Mach number (the ratio of the true airspeed to OTH 9
the speed of sound at a particular flight Figure 5-130
condition).
If a compatible source of heading information is provided

to the KLN 90B, the following wind data is also displayed AIR DATA |
(figure 5-131): TAS 229kt|
MACH .34|
TLWND Tailwind component of the wind HDWND 30kt|
HDWND Headwind component of the wind WIND 078^%|
32kt|
WIND The wind direction relative to true North and
the wind speed OTH 9
5.11.2 The Other 10 Page (OTH 10) Figure 5-131
Without a fuel management system this become the
OTH 6 page. The following information is displayed AIR DATA |
(figure 5-132): |
SAT 20^C|
SAT Static air temperature (the actual tempera- TAT 26^C|
ture of the surrounding air mass) PRS 6500ft|
DEN 9100ft|
TAT Total air temperature(the air temperature OTH10
including heat rise due to compressibility.
This is the temperature measured directly by Figure 5-132
the OAT probe.
PRS Pressure altitude (to nearest 100 feet)
DEN Density altitude (to nearest 100 feet).
5-43 Rev 1
5.12 OPERATION OUTSIDE THE PRIMARY
COVERAGE AREA
The KLN 90B’s primary coverage area is from N 74° to
S 60° latitude as was shown in figure 3-1. All navigation
data presented outside this area is automatically refer-
enced to true North unless a manual input of magnetic
variation is made on the SET 2 page. The same is true
anytime the KLN 90B is in the OBS mode and the active
waypoint is outside the primary coverage area. Under
both of these conditions, the following message will be
displayed on the Message page:
MAGNETIC VAR INVALID

ALL DATA REFERENCED
TO TRUE NORTH
When navigation is within the primary coverage area,

the SET 2 page does not display magnetic variation (fig- DATE/TIME | DATE/TIME |
ure 5-133). However, under the conditions stated | |
above, a user entered magnetic variation may be made 30 MAY 92| 30 MAY 92|
14:59:28UTC| 14:59:28UTC|
on line 6 of the SET 2 page using the left C and left CORD UNIV/Z| CORD UNIV/Z|
set of knobs (figure 5-134). | MAG V 10^W|
SET 2 SET 2
5.13 OPERATION WITHOUT A DATABASE Figure 5-133 Figure 5-134
CARTRIDGE
The KLN 90B is designed so that a database cartridge
is required for normal operation. However, in the event
that the cartridge is inadvertently not inserted or that the
cartridge fails, there is a reversionary mode providing
partial operation that may be used.
NOTE: Reversionary operation without a database

cartridge should only be used for VFR flight, not for IFR.
NO DATA BASE
Without a database cartridge inserted, the Database CARTRIDGE PRESENT
page appears as in figure 5-135. All published PUBLISHED WPTS HAVE
waypoints (those that originated from the database BEEN DELETED FROM FPL 0
cartridge) have been deleted from the active flight plan, MAGNETIC VARIATION:!!^!
FPL 0. Therefore, the only waypoints remaining in FPL ACKNOWLEDGE?
0 are any user-defined waypoints that were originally enr-leg CRSR
included in the flight plan.
Figure 5-135
The KLN 90B is unable to calculate magnetic variation
without the database cartridge. Therefore, a magnetic
variation must be manually inserted on the Database
page when there is no cartridge. Use the right inner and NO DATA BASE
outer knobs to enter the desired magnetic variation and CARTRIDGE PRESENT
press E to enter (figure 5-136). With the cursor posi- PUBLISHED WPTS HAVE
tioned over ACKNOWLEDGE?, press E to approve BEEN DELETED FROM FPL 0
the Database page. The magnetic variation can be MAGNETIC VARIATION:06Ê
entered on the Database page and on line 6 of the SET ACKNOWLEDGE?
2 page (figure 5-134). enr-leg CRSR
Figure 5-136
5-44 Rev 1
The active flight plan is the only flight plan available
when there is no database cartridge. There is no way to
gain access to flight plans one through 25. Functions
not requiring the published database are operative.
Some functions, such as nearest airport, nearest VOR,
nearest NDB, Reference Waypoint, and trip planning,
are operational but only to the extent that user-defined
waypoints are utilized. Functions that depend on the
database cartridge are not operative. Some of these
include Special Use Airspace, Minimum Safe Altitudes,
ARTCC waypoints, FSS frequencies on the OTH 1
page, and ARTCC frequencies on the OTH 2 page.
Non-precision approaches, SIDs and STARs are also
disabled.
5-45 Rev 1
5.14 USING THE TAKE-HOME MODE
It is very likely that the KLN 90B will become your “best
friend” in the cockpit. As with any good friend, you may
need some time to get well-acquainted. This will allow
you to utilize it to the maximum extent. A great way to get
to know the KLN 90B is to use it outside the airplane,
using what we call the “take-home mode”.
There are products available which allow you to use the

KLN 90B at your home, office, or hotel to have get-
acquainted time in the take-home mode, for instance the
Commander 2000 from Lone Star Aviation. It is also
helpful to do flight planning and perform database
updates outside the airplane, perhaps with a home
personal computer.
When the KLN 90B is in the take-home mode, it performs

as if it is receiving adequate satellite signals to determine
its position. It displays the latitude and longitude of its last
known position or of whatever position it is initialized to on
the Setup (SET 1) page (see section 3.6, “Initialization
and Time to First Fix”). In addition, a ground speed and
heading may be entered on the SET 1 page and the
KLN 90B will track a flight plan or a direct to waypoint just
as if it was actually functioning in an aircraft. Distances
count down, waypoints sequence, and the deviation bar
follows the progress of the simulated flight. Using the
take-home mode is an excellent way to learn the
operation of the KLN 90B without worrying about the
engine running, other traffic, or even terrain (fortunately,
these phenomena are not simulated in the take-home
mode!)
5-46 Rev 1
This is the last chapter on the operation of the KLN 90B. fortable with the operation of the unit as presented up to
In this chapter you will learn how to use the KLN 90B for this point. In particular, you need to be comfortable with
non-precision approaches as well as SID/STAR proce- flight plan operation (chapter 4) and the OBS mode
dures. All of these procedures require that you are com- (section 5.9).
6.1 NON-PRECISION APPROACH

OPERATIONS
Flying non-precision approaches using the KLN 90B are In addition to the two course modes (Leg and OBS)
not in themselves very difficult. However, it is different described in section 5.9, there are also two approach
than using traditional equipment such as VORs and modes. These are approach arm and approach active.
NDBs. With this in mind, make sure that you practice The status of the approach mode is indicated both on an
with the KLN 90B in VFR weather with a check pilot external switch/annunciator and on the status line of the
before attempting to use the KLN 90B in actual IFR condi- KLN 90B. In most installations the external annunciator
tions. will indicate ARM for the approach arm mode and
approach active will be annunciated by ACTV. The main
CAUTION: The KLN 90B obtains approach informa- difference of these modes from the normal enroute mode
tion from the database. Therefore, it is extremely is that the integrity monitoring is set to a tighter level.
important that the database is current. The KLN 90B Another difference between these modes and the enroute
is approved for IFR non-precision approaches only mode is that the CDI scale factor will usually change to
when the database is current. If you attempt to select ±1.0 NM for ARM and will always change to ±0.3 NM
an approach when the database is out of date, you when in the APR ACTV mode.
will be given the status-line message: “OUTDATED
DB” in the bottom center portion of the screen as a The ARM mode can be selected in two ways. The nor-
reminder. mal way is that this mode will be selected automatically
by the KLN 90B when the aircraft is within 30 NM of an
The following sections assume that your KLN 90B is airport and an approach is loaded in the flight plan for that
properly installed in the aircraft with all of the necessary airport. It is possible to arm the approach mode at a dis-
accessories to fly non-precision approaches. In most tance greater than 30 NM from the airport by pressing the
cases this will mean that the aircraft has external external GPS approach switch, but the KLN 90B will not
switch/annunciators to arm the approach mode and to change the CDI scale factor until the aircraft reaches the
select the LEG or OBS modes. An external annunciator 30 NM point. If the GPS APR external switch is pressed
to indicate when a message is active and when waypoint while the approach mode is armed, then the KLN 90B will
sequencing is about to occur will also be installed. In disarm the approach and change back to enroute mode.
some installations the aircraft will have a NAV/GPS The CDI scale factor will also change back to ±5.0 NM.
switch to select which navigation source is displayed on The approach can be re-armed by simply pressing the
the primary HSI or CDI. GPS APR switch again.
The Super NAV 5 page has been specifically designed to The APR ACTV mode can only be engaged automatically
provide most of the functions needed for non-precision by the KLN 90B. To cancel the APR ACTV mode press
approaches. This page provides an interface that pre- the external GPS APR switch. This will change the mode
sents pertinent navigation information, a way to access to APR ARM. Once past the FAF, it is not possible to
the flight plan, and a graphic presentation of the present return to the approach active mode without conducting a
position relative to the flight plan waypoints. You will find missed approach and flying back to the FAF.
this page to be a good friend while performing GPS
based non-precision approaches.
NOTE: There are some approach procedures in the

world that are not suited for the operational characteris-
tics of the KLN 90B. These procedures are not included
in the database. Therefore it is not possible to use the
KLN 90B for these approaches. It is good preflight prac-
tice ensure that the KLN 90B contains anticipated proce-
dures for the flight.
6-1 Rev 1
Load approach
into flight plan (A)
CDI Scale Factor

(B) ±5.0 nm
Approach automatically
arms when within 30 nm
of the airport and an
approach is loaded into
the active flight plan
CDI Scale Factor
nm
changing from
30
±1.0 nm to ±0.3 nm
IAF Approach Arm

CDI Scale Factor
CDI Scale Factor ±1.0 nm
constant at ±0.3 nm
ARP
2
32
nm
70° MAP (E)

17
35
(C) (D) FAF

14
Automatic Waypoint
sequencing stops
Transition to approach FAF - Final Approach Fix
ACTV if: MAP - Missed Approach Point
- LEG mode is selected ARP - Airport Reference Point
- Integrity checks OK
- Aircraft heading IAF - Initial Approach Fix
towards the FAF MAHP - Missed Approach Holding
- FAF or co-located (F) Point
IAF/FAF is active
MAHP
waypoint
NO N
T TO TIO
S CAL VI G A
E NOT FOR NA
Figure 6-1 KLN 90B Approach Diagram
6-2 Rev 1
General Procedure for Non-Precision Approaches If any of these conditions are not met, the KLN 90B will
not transition to the approach active mode and a missed
Non-precision approaches will all have the general flow of approach will be required if the conditions do not change
events as follows. Refer to figure 6-1. before reaching the FAF. If all of these conditions are
met then the CDI scale factor will start to change to ±0.3
1. Select and load the approach into the flight plan. NM and the external annunciator will indicate ACTV.
This can be done at almost any time but must be com-
pleted before reaching the Final Approach Fix and should 5. At the FAF (position D in figure 6-1) the CDI scale
be done as soon as possible. This corresponds to point factor will be at ±0.3 NM and will remain at this scale fac-
A in figure 6-1. If the aircraft is greater than 30 NM from tor until you manually cancel the approach mode by either
the airport, then the CDI scale factor will remain at the pressing the external GPS APR button to change to the
default ±5 NM full scale deflection. ARM mode, by initiating a direct to operation or by
changing to OBS mode.
2. Transition to the approach arm mode. This will
occur automatically when the aircraft is within 30 NM of WARNING: It is not approved to conduct the final
the airport and there is an approach loaded into the flight portion of the approach unless the KLN 90B is in the
plan (position B in figure 6-1). The CDI scale factor will approach active mode (ACTV on external
change to ±1.0 NM over the next 30 seconds and the annunciator).
external annunciator will indicate ARM.
6. Fly to the Missed Approach Point. (position E in
3. Get established on the final approach course. figure 6-1). The KLN 90B will not automatically sequence
• NoPT arrival route to the next waypoint. You must manually change to the
• Radar vectors (requires OBS mode) appropriate waypoint according to the situation. By
• Procedure turn or holding pattern (requires default, the KLN 90B will nominate the first waypoint of
OBS mode) the published missed approach procedure when D is
• DME arc pressed and the active waypoint is the MAP (rule number
4 in section 3.8).
4. Transition to the approach active mode. This
mode change is automatic and occurs at position C in 7. If necessary conduct the missed approach
figure 6-1 when: procedure. Remember to always refer to the paper chart
• the aircraft is 2 NM from the FAF and the when conducting a missed approach. The OBS mode is
approach mode is armed usually needed at some point during a missed approach
• the LEG mode is selected and is always required to fly the holding pattern (position
• the aircraft is heading towards the FAF F in figure 6-1).
• the FAF or a co-located IAF/FAF is the active
waypoint The details of the above operations as well as several
• the KLN 90B confirms that adequate integrity examples of how to conduct non-precision approaches
monitoring is available to complete the approach. using the KLN 90B are given in the following sections.
• RAIM is available at FAF & MAP
6-3 Rev 1
6.1.1 Selecting An Approach
The first item in the list from the previous section is to
select and load the approach into the active flight plan.
Approaches are selected from the APT 8 (or ACT 8) page
of the airport for which you desire to shoot the approach.
If you are operating from a flight plan, the easiest way to
get to the approach information is by turning to the ACT
page for your destination as described in section 4.2.3.
The following example will use the VOR or GPS RWY

25R approach to Los Angles International airport (KLAX).
1. Turn to one of the APT pages and select KLAX by

using the right cursor, inner, and outer knobs (figure 6-2)
2. Use the right inner knob to turn to the APT 8 page. If | 9 KLAX A | KLAX IAP
you selected KLAX from the APT 1 page turn the inner |LOS ANGELES | 1 NDB 24R
knob one click counter-clockwise to reach the APT 8 | INTL | 2 VOR 07L
page. |CL B | 3 VOR 07R
|N 33^56.55' | 4 VOR 25L
|W118^24.48' | 5 VOR 25R
3. Turn the right cursor on by pressing the right C.
The cursor comes up on the first approach in the list of APT 1 ent CRSR
approaches. Use the right outer knob to move the cursor Figure 6-2 Figure 6-3
to different approaches (figure 6-3). If there are more
than 5 approaches to an airport you can move the cursor
down to “scroll” the other procedures into view by rotating
the right outer knob.
4. With the flashing cursor over “VOR 25R” press E.
5. The KLN 90B will present a list of Initial Approach

Fixes (IAFs) corresponding to this approach. In this
example we want the ELMOO IAF. Select this by press-
ing E when the cursor is over ELMOO (figure 6-4).
Note: If there is only one IAF for a procedure, then the
KLN 90B will skip this step and go on to the next step.
|V25R-KLAX |V25R-KLAX
In many cases ATC will not tell you explicitly which IAF to |IAF 1 ELMOO | 4 FREBYî
use. In these cases you need to select an IAF which is | 2 LAHAB | 5 MA25Bñ
closest to the route of flight that you expect. If you expect | 3 SLI | 6 LAX
radar vectors, then the selection of the correct IAF is less | 4 SMO | 7 INISH
important because you will be given vectors to the FAF | |LOAD IN FPL
and will not need to use the IAF. ent CRSR CRSR
6. The KLN 90B next presents a list of waypoints that
make up the approach. Review these waypoints to make
sure that you have selected the correct IAF. If there are
more than four waypoints in the approach you can move
the cursor up to “scroll” the other waypoints into view by
rotating the right outer knob (figure 6-5).
|V25R-KLAX |V25R-KLAX
7. If the cursor is over LOAD IN FPL (figure 6-6) and | 1 ELMOOì
you press E, then KLN 90B checks to see if this airport
|PRESS ENT
| 2 LAX18 |TO ADD KLAX
is in the active flight plan. If it is not, the KLN 90B will ask | 3 FITON |AND APPR TO
if you want to add the approach and the airport reference | 7 INISH |FPL 0
point to the active flight plan (FPL 0). In most cases this |LOAD IN FPL | APPROVE?
is desirable, so press E (figure 6-7). ent CRSR ent CRSR
6-4 Rev 1
8. The KLN 90B will then bring up the FPL 0 page and
put the sequence of approach waypoints in front of the
airport reference point (figure 6-8).
V25R-KLAX | KLAX IAP
10 ELMOOì | 1 NDB 24R
NOTE: At any time during the process of selecting an 11 LAX18 | 2 VOR 07L
approach you can easily return to the previous step by 12 FITON | 3 VOR 07R
pressing the @ button. 13 FREBYî | 4 VOR 25L
17:KLAX | 5 VOR 25R
The waypoints that make up the approach procedure are FPL 0 enr-leg APT 8
loaded into the flight plan. At the top of the list of
approach waypoints is a “header” that describes the Figure 6-8
approach that follows. The form of this header is ABBBB-
CCCC. A is the first letter of the type of approach being
flown (e.g. V for a VOR approach). BBBB will be filled in
with the runway that the approach is to. Finally CCCC
corresponds to the identifier of the airport which the
approach is to. An example of this is shown in figure 6-8
where V25R-KLAX means the VOR 25R approach to
KLAX.
After the approach has been entered into the flight plan
the KLN 90B checks to make sure that the resulting flight
plan “makes sense”. If the KLN 90B detects any way-
points that are in both the enroute portion of the flight plan
and the portion that makes up the approach, then the fol-
lowing message will be given:
REDUNDANT WPTS IN FPL

EDIT ENROUTE WPTS
AS NECESSARY
Examine the flight plan and delete those enroute

waypoints that are not necessary.
NOTE: Approaches can only be entered into FPL 0, the

active flight plan. If the KLN 90B is turned off for more
than 5 minutes, then the approach is deleted when power
is turned back on.
6.1.2 Interpreting What You See

In the example above, you may have noticed a couple of
waypoints with somewhat strange names. The second
waypoint of the approach procedure, LAX18, has a name
that is not normal for a waypoint. This is an example of
what are called “terminal” waypoints. These are way-
points that are associated with a specific airport. They
are used to define a spot on the ground that does not
have a normal waypoint name. In the case of “LAX18”
this point is 18 NM from the LAX VOR on the 68° radial.
The fifth waypoint in the approach procedure, MA25B, is
another type of terminal waypoint. In this case this point
is the missed approach point for runway 25. This
approach applies to both the left and right runways so the
letter B is used to mean “both”.
There are few other types of terminal waypoints that you

will need to be familiar with to fully understand GPS non-
precision approaches. The naming convention for these
waypoints are as follows:
6-5 Rev 1
Fxyyy • F stands for Final Approach Fix
Ixyyy • I stands for Intermediate Fix
Cxyyy • C stands for Course Fix
Mxyyy • M stands for Missed Approach Point
RWzzz • RW stands for Runway Fix. This is
usually the MAP for the approach
• zzz will be a runway number possibly
including L for Left, R for Right, C for
Center, or B for Both.
Daaab • D stands for DME arc waypoint
• aaa is the radial that the fix is on from
the reference VOR
• b will be a letter corresponding to the
distance from the reference VOR. For
example, G is the seventh letter of the
alphabet so D234G would be a point on
the 234° radial 7 NM from the reference
VOR. DME arcs greater than 26 NM will
have waypoints where the first two
characters are the first two letters of the
DME identifier. The next three characters
will be the radial that the arc waypoint is
on.
In the rules above x and yyy are defined as follows. For

runways with only one approach, x will be replaced with
an “A” or a “F”. For runways that have multiple
approaches, x will be replaced with “V” for VOR, “N” for
NDB, or “R” for RNAV. The letters yyy will be replaced
with either the runway identifier (e.g., FF25L) or, for
circling approaches, the inbound course to the missed
approach point (e.g., MA259).
Waypoints along a given radial will be named such that

the first three letters are the reference VOR/DME and the
next two are the DME distance. If the distance is greater
than 100 NM the order is reversed. For example, LAX18
is 18 NM from LAX while 26FLW is 126 NM from FLW.
If the aircraft is not too far from the destination airport, the
Super NAV 5 page can be used to determine where
some of these waypoints are relative to others in the
approach. At the time of this writing, all of the NOS
charts and some Jeppesen charts do not show the spe-
cial terminal waypoints that are required for GPS
approaches. For this reason it is a good idea to under-
stand what the special waypoints are used for and what
they mean.
You may have also noticed that some waypoints have a

dash and a small letter at the end of the waypoint name.
The small letter is an aid that we have added to the name
of some waypoints to help you recognize important points
in the approach. These suffixes are displayed on the FPL
0 page, the Super NAV 5 page, and the Super NAV 1
page. The definitions of these suffixes are:
i - The Initial Approach Fix (IAF) of the approach.

f - This is the Final Approach Fix (FAF) of the approach
6-6 Rev 1
m - The Missed Approach Point (MAP) of the approach
h - The missed approach holding point for the approach
Every approach will have a FAF and a MAP. Almost all

will have an IAF and missed approach holding point. 13 FREBYî |
14 MA25Bñ |
Another item that you should notice in the flight plan is the *NO WPT SEQ|
line that has *NO WPT SEQ on it (figure 6-9). This is 15 LAX |
what is referred to as a fence and the purpose of this line 16 INISH |
is to tell you that the KLN 90B will not automatically 17:KLAX |
sequence past the waypoint that precedes the fence. FPL 0 enr-leg
The waypoint before the fence is always the missed Figure 6-9
approach point. The reason that waypoint sequencing is
not allowed is that many missed approach procedures
require specific actions before going to the missed
approach holding point (e.g., climbing on a fixed heading
until reaching an altitude).
6.1.3 Changing Or Deleting An Approach Once

Loaded Into The Flight Plan
The sequence of waypoints that are retrieved from the
database of the KLN 90B define the approach procedures
as they are charted. To ensure that the proper path over
the ground is followed, it is not possible to either delete or
add waypoints to the approach section of the flight plan.
To help you see which waypoints are enroute waypoints
and which are approach waypoints, the KLN 90B does
not display a colon next to the waypoint number on the
FPL 0 page if the waypoint is an approach waypoint.
It is only possible to replace the existing approach with

another one, or delete the entire approach from the flight
plan. To replace an existing approach, or delete an
approach, follow these steps.
8:LAS | 8:LAS |
1. With the left page displaying the active flight plan 9:DAG | 9:DAG |
(FPL 0) turn the left cursor on by pressing the left C (fig- V25L-KLAX | CHANGE APR?|
ure 6-10). 10 ELMOOì | 10 ELMOOì |
11 LAX18 | 11 LAX18 |
2. Move the cursor so that it covers the approach 17:KLAX | 17:KLAX |
header at the top of the approach procedure. Once the FPL 0 enr-leg CRSR enr-leg
cursor comes over the approach header, it will automati- Figure 6-10 Figure 6-11
cally change to read CHANGE APR? (figure 6-11). If you
press E in this condition the KLN 90B will bring up the
APT 8 page that corresponds to the current approach. At
this point it is possible to select different approach proce- 8:LAS |
dures, different IAFs, or both. 9:DAG |
DELETE APR?|
3. If you press the @ button while the cursor is over 10 ELMOOì |
the approach header it will change to read DELETE 11 LAX18 |
APR? (figure 6-12). If you press E now, the KLN 90B 17:KLAX |
will remove the entire approach procedure from the active CRSR enr-leg
flight plan. If the KLN 90B was in the approach arm or Figure 6-12
the approach active modes, then deleting the approach
will cause the KLN 90B to change back to enroute mode.
This means that the CDI scale factor will change back to
the default ±5.0 NM scale.
6-7 Rev 1
6.1.4 Example Approach: No Procedure Turn
Now that you know the basics of inserting an approach
into the flight plan, we can now show the approach opera-
tion of the unit by several examples. This first example
will use the approach that was loaded into the flight plan
in section 6.1.1. This example will show how the KLN
90B sequences through an approach and what type of
annunciations and scale factor changes can be expected.
The KLN 90B will remain in the familiar Leg mode so
there will be no need to change between Leg and OBS
mode in this example. Refer to the approach plate for
this approach (figure 6-13) to see what the procedure
looks like.
For this example it is assumed that you are on an active

flight plan with the final destination being the Los Angeles
International airport, KLAX. It is also assumed that ATC
will not give you radar vectors during this approach.
1. Load the VOR 25R approach to KLAX as

demonstrated in section 6.1.1.
2. When you are within 30 NM of the airport, the

KLN 90B will automatically arm the approach mode and
provide the following message.
PRESS ALT TO SET BARO
The message acts as a reminder to make sure the

KLN 90B is using the correct barometric pressure. If the
barometric information is not correct, then the integrity
monitoring provided by the KLN 90B will not be as good
as it could be. Press A to bring up the ALT page and
verify that the barometric pressure is correct.
NOTE: If the KLN 90B is interfaced with a compatible air

data computer that provides the correct barometric pres-
sure to the KLN 90B, then the previous message is not
displayed and it is not necessary to update the barometric
pressure.
At this time the KLN 90B will smoothly change the CDI
scale factor to ±1.0 NM. The external approach annunci- Figure 6-13
ator installed in the aircraft will indicate that the approach
is in the ARM mode.
3. As you approach ELMOO, the KLN 90B will provide

waypoint alerting on the external annunciator as well as
on the screen of the KLN 90B. Once you pass ELMOO,
the KLN 90B will automatically sequence to the next way-
point in the approach, LAX18. 4.7 oq
LAX18 | FITON
4. This may be a good time to select the Super NAV 5 arm-«}| LAX18
page. This page is especially useful for getting a feeling 159 uv
of where you are in the approach (figure 6-14). .32NM=|
ûü161^|
5. As the aircraft approaches the LAX18 waypoint, the †ü170^|5
KLN 90B will again provide waypoint alerting. As the
Figure 6-14
aircraft passes LAX18 and sequences to FITON, the KLN
6-8 Rev 1
90B will provide a message telling you to set the external that are past the MAP. To perform the published missed
indicator (CDI or HSI) to a new value. If desired track approach procedure, press D to bring up the direct-to
(DTK) is shown on the screen, this value will flash when page. The default waypoint will be the first waypoint of
the external selected course does not match the DTK the missed approach procedure. In this case the first
within 10°. waypoint is LAX. Confirm this waypoint as the direct to
waypoint and press E.
NOTE: If the KLN 90B is interfaced to EFIS or a suitable
mechanical HSI through the optional KA 90 adapter, then 12. Upon reaching LAX, the KLN 90B will sequence to
the external course pointer will be driven to the correct the next waypoint in the missed approach procedure,
value when leg sequencing occurs. INISH. In this example, there is no holding pattern pub-
lished for the missed approach so you can expect further
6. As the aircraft approaches the FAF (FREBY) it is a instructions upon reaching INISH.
good idea to check over the status of the KLN 90B. Look
at the external indicators to verify that LEG sequencing is NOTE: If ATC gives you instructions for a missed
selected. Remember, the KLN 90B will not transition to approach that is different from the published missed
the approach active mode if the OBS mode is selected. If approach procedure, it is always possible for you to select
the KLN 90B shares an HSI or CDI with other NAV a different direct to waypoint than the default direct to
sources, it is also good to verify that the NAV/GPS switch waypoint.
is set to GPS.
7. By the time the aircraft is 2 NM from FREBY, the

Final Approach Fix, the KLN 90B will make a prediction to
see if integrity will be available at the FAF and at the
MAP. If the prediction indicates that integrity monitoring
will be available, and RAIM is currently available, the
1.9 oq MA25B
KLN 90B will change the GPS APR annunciator to read FREBYî|
ACTV and the status line will indicate APR (figure 6-15). z{-«} |
At this time the KLN 90B will also start to change the CDI 159 uv
scale factor. By the time the aircraft reaches the FAF .00NM=| FREBY
(FREBY) the CDI scale factor will be down to ±0.3 NM. ûü248^|
†ü248^|7
8. The fix NOELE is not included in the list of waypoints
provided in the database. You will need to identify this Figure 6-15
point by using the along track distances given in the pro-
file view of the approach plate. In this example NOELE is
located 1.3 NM from the MAP. When the distance to
MA25B is 1.3 NM, then the aircraft is at NOELE and you
can descend to the MDA for this approach.
NOTE: Some approach procedures require that you add

up several along-track distances to be able to identify a
step down fix.
9. The KLN 90B will again provide waypoint alerting as

you approach MA25B. This is shown on the Super NAV 5
page by a flashing active waypoint identifier. If the AUTO 0.3 oq
scale factor was chosen for the Super NAV 5 page then MA25Bñ|
the airport diagram will be visible when the aircraft is z{-«} |
within 5 NM of the airport. More detail is shown as the 159 uv 25LR
aircraft gets to within 1 NM of the airport (figure 6-16). .01NM | MA25B
ûü248^|
The following steps would need to be performed if a †ü248^|1
missed approach is required.
Figure 6-16
11. Upon reaching MA25B and not seeing the runway
you decide to perform a missed approach. Remember,
the KLN 90B will not automatically sequence past the
missed approach point. This is shown on the Super NAV
5 page by not showing any lines connecting waypoints
6-9 Rev 1
6.1.5 Example Approach: Off-Airport Navaid
An approach that is quite common is an approach that is
based off of an off-airport navaid. An example of this is
the VOR RWY 22 approach to Clovis New Mexico
Municipal airport, KCVN. To fly this procedure as pub-
lished use the following steps and refer to figure 6-17 for
the procedure. For this example assume that the aircraft
is approaching from the Northeast going Direct-to the
Clovis airport with no active flight plan.
1. Load the approach into the flight plan as described in

section 6.1.1. In this case there is only one IAF so the
KLN 90B does not present the option for you to select an
IAF. In this example, there is no active flight plan to begin
with so the KLN 90B will ask to add the airport and the
approach to FPL 0 (figure 6-18).
2. Approaching the area ATC tells you to go direct-to

the TXO VOR and clears you for the approach to KCVN.
This is easy to do from the Super NAV 5 page by pulling
out on the right inner knob and scanning through the
active flight plan by turning the inner knob. Once TXO is
displayed in the scanning window (figure 6-19), press D
and then E to initiate a direct to operation to the TXO
VOR.
3. At a distance of 4 NM to the TXO VOR, the KLN 90B

will give the following message:
IF REQUIRED SELECT OBS
This message provides a reminder that to fly a course

reversal the OBS mode needs to be selected. Note from
the approach chart that there is a NoPT Arrival Sector for
this approach. If you are approaching TXO within the
indicated area there is no need to perform a course
reversal and you need to ignore this message. The NoPT
sector is not stored in the database so it is not possible Figure 6-17
for the KLN 90B to know if a course reversal is required
or not; as a result, the KLN 90B will always give this
message whenever a waypoint could be used for a |V22-KCVN
course reversal. The KLN 90B will properly sequence to |PRESS ENT
the FAF to MAP leg and transition to the approach mode |TO ADD KCVN
when 2 NM from the IAF/FAF. |AND APPR TO
|FPL 0
If however, you are approaching from any other direction | APPROVE?
a course reversal is required and the OBS mode will need ent CRSR
to be selected. If the OBS mode is not selected before
Figure 6-18
reaching TXO, then the KLN 90B will automatically
sequence to the missed approach point. This is not desir-
able when performing a course reversal so the OBS 35.2 oq KCVN
RW22
mode must be selected before reaching TXO. KCVN |
xy-«} | TA87 TXO
NOTE: The KLN 90B will only remind you to select OBS 165 uv
mode if the IAF is the active waypoint. Therefore if a áà0:13| Q54
course reversal is required, make sure the IAF is the ûü227^| Q55
selected waypoint. †ü227^|40 TXOì
Figure 6-19
6-10 Rev 1
4. If a course reversal is required, then upon reaching If a missed approach is required for this approach, then
TXO perform the appropriate holding pattern entry and the following steps would be required.
set the inbound course on the external CDI or HSI. In this
example the inbound course is 241°. At this point the 9. The published missed approach procedure for this
KLN 90B works very similar to a conventional VOR/DME. approach is to make a climbing left turn to 5700 feet and
proceed direct to the TXO VOR. In this case TXO will be
5. Once established on the inbound course of 241°, the default direct to waypoint when D is pressed. This
switch back to the Leg mode. When Leg mode is selected is the desired waypoint so press E to confirm the way-
the FAF is automatically made the active waypoint when point and proceed direct to the VOR.
the IAF and the FAF are at the same waypoint.
NOTE: If ATC gives you instructions for a missed
NOTE: It is mandatory that the unit be in LEG mode with approach that is different from the published missed
the FAF as the active waypoint before crossing the FAF approach procedure, it is always possible for you to select
to activate the approach active mode and change to ±0.3 a different direct to waypoint than the default direct to
NM scale factor. The CDI scale factor changes from ±1.0 waypoint.
NM to ±0.3 NM over the two miles to the FAF. Delaying
the switch from OBS to Leg mode compresses the scale 10. As the aircraft approaches TXO you will need to
factor change. This will make the transition more abrupt. select OBS mode to stop waypoint sequencing and
If the switch from OBS to Leg is delayed too long it will define the inbound course for the holding pattern. If you
not be possible for the KLN 90B to change to the do not select the OBS mode before the aircraft is within 4
approach active mode. NM of the holding point, then the KLN 90B presents a
message reminding you to select the OBS mode.
6. When the aircraft is 2 NM from the FAF, the KLN 90B
will verify that the proper integrity is available. If integrity NOTE: If another attempt at the approach is desired
monitoring is available for the approach, then the after holding, it is necessary to manually change the
KLN 90B will change to the Approach Active mode. This active waypoint. When the FAF and the missed approach
will be annunciated on the external approach status holding point are at the same place then the KLN 90B will
annunciator as well as on the KLN 90B. The CDI scale automatically change the active waypoint to the FAF
factor will also start to change from ±1.0 NM to ±0.3 NM. when you change from OBS to LEG. Make sure to make
this change as soon as possible to ensure the approach
7. Upon reaching TXO, the KLN 90B will automatically active mode becomes the active mode.
sequence to RW22, the missed approach point.
8. The fix at 8 DME from TXO along the final approach

course is not included in the waypoints that come from
the database. Since the distance that the KLN 90B is giv-
ing you is distance TO the MAP, you will need to mentally
figure out when the aircraft has reached this point. This is
done by looking at the along track distances given in the
plan view of the approach. In this case the fix is 4.1 NM
from RW22. Upon reaching this distance you can
descend to the MDA for this approach.
6-11 Rev 1
6.1.6 Example Approach: Radar Vectors
For this example we will use the same approach that was
used in the previous section except this approach will be
conducted with the help of radar vectors from approach
control. The aircraft will be assumed to be arriving from
the West, although this does not change the way the
approach will be flown using the KLN 90B.
1. The approach has been selected and entered into the

flight plan and the aircraft is going direct to KCVN (Clovis,
New Mexico Municipal) as described in section 6.1.5.
2. As soon as ATC mentions radar vectors you should

immediately start to think of the OBS mode. Once given
radar vectors, change the active waypoint to TXO and
select the OBS mode. Note that it is not important what
order these events take place. It is just as effective to
change to OBS mode and then change the active way-
point as it is to change the active waypoint and then
switch to OBS mode.
3. Next, change the selected course on the CDI or HSI

to the final approach course. For this example, the
inbound course is 241°. It is now possible to watch your
progress on the Super NAV 5 page and anticipate when
you will be given new headings to fly (figure 6-20).
4.5 oq
4. Once established on the inbound course, you will TXOî |
need to change back to the Leg mode to allow for proper âä241 |
approach operation and automatic leg sequencing. For 123 uv TXO
best performance, the change back to Leg mode should 4.3NM=|
be made before the aircraft is 2 NM from the FAF. òô241^|
†ü061^|5
NOTE: It is mandatory that the unit be in LEG mode with Figure 6-20
the FAF as the active waypoint before crossing the FAF
to activate the approach active mode and change to ±0.3
NM scale factor. The CDI scale factor changes from ±1.0
NM to ±0.3 NM over the two miles to the FAF. Delaying
the switch from OBS to Leg mode compresses the scale
factor change. This will make the transition more abrupt.
If the switch from OBS to Leg is delayed too long it will
not be possible for the KLN 90B to change to the
approach active mode.
5. The rest of this approach would be flown using the

same steps as presented in section 6.1.5.
6-12 Rev 1
6-13 Rev 1
6.1.7 Example Approach: On-Airport Navaid
Another common type of approach is an approach that is
based on an on-airport navaid. These could be either
VOR or NDB approaches. An example of this type of
approach is the VOR RWY 24 approach to Bowman
airport in Louisville, Kentucky (Figure 6-21). The airport
identifier for this airport is KLOU.
For this example assume that the aircraft is approaching

KLOU from the Nabb VOR.
1. After passing the Nabb VOR, you are told to expect

the VOR 24 approach at KLOU. You load the approach
using the procedure described in section 6.1.1.
2. When the distance from the present position to the

destination airport reaches 30 NM, the KLN 90B will auto-
matically arm the approach mode. The CDI scale factor
will transition to ±1.0 NM and the KLN 90B will provide
more sensitive integrity monitoring.You also press A to
update the barometric information.
3. When the aircraft is 4 NM from the BQM VOR, the

KLN 90B will give a message reminding you to select the
OBS mode. The OBS mode is required for the procedure
turn. In this case, don’t select the OBS mode until after
the KLN 90B has sequenced past BQM-i and made
FF24-f the active waypoint. (This will keep you from hav-
ing to manually activate FF24-f while in the OBS mode.)
After passing BQM, select the outbound course of 068°
on the external CDI or HSI.
4. With the OBS mode selected and FF24 as the active

waypoint, it is possible to fly the procedure turn. Allow
enough distance past FF24 to complete the procedure
turn and still be 2 NM away before reaching the FAF.
After completing the heading portion of the procedure
turn, change the selected course to the inbound course of
248° on the external CDI or HSI.
5. Once established on the inbound course the Leg Figure 6-21

mode will again need to be selected so that proper
approach operation and waypoint sequencing will occur.
NOTE: It is mandatory that the unit be in LEG mode with 1.1 oq

the FAF as the active waypoint before crossing the FAF BQMì | FF24
to activate the approach active mode and change to ±0.3 âä068 |
NM scale factor. The CDI scale factor changes from ±1.0
107 uv
.01NM=|
NM to ±0.3 NM over the two miles to the FAF. Delaying òô068^| 24
the switch from OBS to Leg mode compresses the scale †ü071^|2 BQM 06 FF24î
factor change. This makes the transition more abrupt. If
the switch from OBS to Leg is delayed too long it will not Figure 6-22
be possible for the KLN 90B to change to the approach
active mode.
6-14 Rev 1
6. When the aircraft is 2 NM from the FAF, the KLN 90B
will verify that the proper GPS integrity is available. If
integrity monitoring is available for the approach, then the
KLN 90B will change to the Approach Active mode. This
will be annunciated on the external approach status
annunciator as well as on the KLN 90B. The CDI scale
factor will also start to change from ±1.0 NM to ±0.3 NM.
7. Normal waypoint alerting will occur as the aircraft

passes the final approach fix. The leg from the final
approach fix to the missed approach point will become
active and the CDI scale factor will remain at ±0.3 NM. If
the AUTO scale factor was selected on the Super NAV 5
page, then the scale factor will zoom in on the airport as
the aircraft gets closer and closer to the missed approach
point. Eventually the map scale changes to 1 NM and the
runway diagram becomes visible on the map.
The following steps are followed if a missed approach is

required.
8. The missed approach instructions call for a climbing

left turn to a heading of 110° until intercepting the 061°
inbound course to the missed approach holding fix,
SCUMY. To fly this with the KLN 90B it will be necessary
to put the KLN 90B into the OBS mode and make
SCUMY the active waypoint. Change the selected course
on the external CDI or HSI to 061°.
9. Once the aircraft reaches SCUMY, you will need to

perform a holding pattern entry suitable for this holding
pattern and set the selected course to 241° for the
holding pattern.
6-15 Rev 1
6.1.8 Example Approach: DME Arc
DME arc procedures with the KLN 90B are completely
different from using traditional VOR and DME equipment.
Don’t worry though because DME arc procedures using
the KLN 90B are also easier than using traditional equip-
ment. This is because the KLN 90B provides left/right
guidance around the arc. No more having to watch dis-
tance in one place and radial in another!
A DME arc is really a whole bunch of initial approach

fixes placed one next to each other to form an arc. Very
rarely do you actually fly to the beginning of an arc.
Instead, the flight path of the aircraft generally intersects
the arc at some point. Once the aircraft is near the arc, it
is then possible to turn so that the arc distance is main-
tained until time to turn to the inbound fix.
The following example will show how DME arc proce-

dures are flown using the KLN 90B. This example
approach will be to use the VOR RWY 12 approach to
Owatonna, Minnesota, KOWA. The approach plate for
this approach is in figure 6-23. Assume that the aircraft is
approaching from the North.
1. ATC assigns the VOR RWY 12 approach. Turn to

the APT 8 page for KOWA to select the approach. You
select the VOR 12 approach and the KLN 90B presents
the IAF selection page (figure 6-24).
2. There are five choices for the IAF. Three of these

choices you can recognize but the other two, D040L and
D220L, are unfamiliar and not shown on this chart.
These two waypoints are the database identifiers for the
ends of the arc. D040L means DME arc point, 040 is the
radial which the waypoint lies, and L indicates the dis-
tance of the arc. L is the twelfth letter of the alphabet so Figure 6-23
the L indicates that this is a 12 DME arc. In a similar
manner D220L can also be decoded. In this example the
aircraft is approaching from the north so the D040L IAF
will be selected.
|V12-KOWA
3. The KLN 90B knows that this point is associated with |IAF 1 ALMAY
a DME arc. Once an arc waypoint is chosen, the KLN | 2 D040L
90B determines what radial of the reference VOR the air- | 3 D220L
craft is presently located on. A waypoint is created that is | 4 FOW
located at the intersection of the present radial and the
| 5 MKT
DME arc. This waypoint is the first waypoint in the list of ent CRSR
waypoints presented on the APT 8 page before loading Figure 6-24
the approach into the flight plan (figure 6-25). This way-
point is named using the same convention discussed
earlier. |V12-KOWA
| 1 D011Lì
NOTE: If the present radial from the reference VOR is | 2 D310L
outside of the defined arc, then the KLN 90B will default | 3 FOWî
to the beginning of the arc. | 7 FOWï
|LOAD IN FPL
CAUTION: The KLN 90B does not take into account ent CRSR
the geometry of the active flight plan when determin-
Figure 6-25
ing the arc intercept point. This point is defined
6-16 Rev 1
solely on the present radial and the defined arc dis-
tance from the reference VOR. For this reason it is
better to delay selecting approaches that contain
DME arcs until the aircraft is closer to the destination.
4. With the cursor over LOAD IN FPL, press E. The

approach will be loaded into the active flight plan just like
any other approach would be.
5. After the approach is loaded into the flight plan the

KLN 90B may give the message:

EDIT ENROUTE WPTS
AS NECESSARY
Examine the flight plan and, if practical, observe the

Super NAV 5 page to make sure that the sequence of
waypoints does not have any unnecessary legs in it.
6. The KLN 90B will now provide guidance to the arc

intercept point. The Super NAV 5 page displays the entire
arc on the screen. The portion that is between the
beginning of the arc and the arc intercept is drawn with a
dashed line. The part that is between the arc intercept
point and the end of the arc is drawn with the normal solid
line (figure 6-26).
7. In some cases ATC may provide radar vectors to the 3.0 oq

arc. The KLN 90B provides a means to define a new D011Lì|
intercept point based on the current track of the aircraft arm-«}| D011L
over the ground. This can be done from either the Super 142 uv
NAV 5 page or from the FPL 0 page. The dashed line .11NMÇ|
displayed on the Super NAV 5 page will help you to deter- ûü191^|
mine if ATC is giving you correct vectors. âë011^|5
Figure 6-26
• From the Super NAV 5 page, pull out the right
inner knob to bring up the waypoint scanning
window.
• Turn the right inner knob until the first waypoint of

the arc is displayed, D011L in this example. For
approaches this will have a small (i) appended to
the waypoint name. If the recalculation is to be
done from the FPL 0 page, then turn on the left
cursor and move it over the first waypoint of the
arc.
• From either page press @. This will change 3.0 oq

the waypoint to read MOVE? (figure 6-27). If it is D011Lì|
arm-«}| D011L
desired to recompute the arc intercept point then
press E. If a new arc intercept point is not 142 uv
desired then press @ again. .11NMÇ|
ûü191^|
• If E was pressed, then the KLN 90B will âë011^|5 MOVE ?
calculate an arc intercept point based on the Figure 6-27
present track of the aircraft over the ground.
6-17 Rev 1
NOTE: If the present track does not intercept the arc,
then the KLN 90B will display NO INTRCPT in the
scratch pad area of the screen.
8. When the aircraft approaches the arc the KLN 90B

will provide waypoint alerting and turn anticipation to join
the arc.
9. Once established on the arc the KLN 90B provides

left/right guidance relative to the curved arc. Distance to
the active waypoint is the distance from the present posi-
tion to the active waypoint, NOT the distance along the
arc. Refer to Appendix A for the geometry of the arc.
10. During the arc, the desired track will be constantly

changing. To help you keep the orientation correct the
Super NAV 5 will automatically display DTK on the sixth
line. It is not possible to change this to something else
while on the arc. The value displayed for the desired
track will flash when the difference between the CDI or
HSI and the current desired track is greater than 10°.
11. Some DME arcs have defined radials that serve as

step down fixes. These points are not stored in the
database. To help you determine your position relative to
these step-down points along the arc, the KLN 90B will
display a new value on the bottom line of the display on
the Super NAV 5 page. This new bit of information is
denoted by the letters ARC followed by three numbers.
The three numbers represent the current radial that you
are on relative to the reference VOR/DME. It is not possi-
ble to select any other type of information to display on
this line like you normally can. The arc radial is forced into
this position when the aircraft is 30 NM from the arc. The
arc display is shown in figures 6-26 or in figure 6-27. Just
watch this value and when it reads the same as one of
the step-down points you can descend as necessary.
This particular example does not have such points, but
there are quite a few approaches that do.
NOTE: Autopilot performance may not be satisfactory if

coupled in the NAV mode while flying the arc. Many
autopilots were never designed to fly curved paths. If
autopilot performance is not satisfactory while flying DME
arcs, select the HDG mode and keep changing the head-
ing bug to keep the D-bar centered.
12. As the aircraft approaches the end of the arc, the

KLN 90B will provide waypoint alerting and turn anticipa-
tion to the next leg.
13. When the aircraft is 2 NM from FOW VOR, the FAF,

the KLN 90B will attempt to transition to the approach
active mode. Since the DME arc procedure is flown
entirely in the LEG mode the only possible problem would
be if the integrity monitoring did not check out.
6-18 Rev 1
14. The visual descent point is identified by the along
track distance to the MAP to be 1.5 NM. When the air-
craft reaches this point (figure 6-28), and the runway envi-
ronment is in sight, it is possible to descend for a landing.
1.5 oq
If a missed approach is needed use the following steps: RW12ñ | RW12
z{-«} | 12
101 uv
15. The missed approach calls for a climb to 2000 and .06NM=|
then a left turn direct to FOW. Since the KLN 90B will not ûü130^|
automatically sequence past the MAP, the KLN 90B will †ü129^|2
provide the correct guidance for the climb.
Figure 6-28
16. Once 2000 feet has been reached press D, the
missed approach holding point will be the default direct to
waypoint. Press E to confirm the direct to waypoint and
proceed to the FOW VOR.
NOTE: If ATC gives you instructions for a missed

approach that is different from the published missed
approach procedure, it is always possible for you to select
a different direct to waypoint than the default direct to
waypoint.
17. The OBS mode will need to be selected to accom-

plish the holding pattern. If this is not done before the
aircraft getting 4 NM from FOW, the KLN 90B will provide
a message reminding you to select the OBS mode.
NOTE: If another attempt at the approach is desired

after holding, it is necessary to manually change the
active waypoint. When the FAF and the missed approach
holding point are at the same place then the KLN 90B will
automatically change the active waypoint to the FAF
when you change from OBS to LEG. Make sure to make
this change as soon as possible to ensure the approach
active mode becomes the active mode.
6.1.9 Approach Problems

Very rarely there will be a problem with the integrity of the
GPS system while you are conducting non-precision
approaches with the KLN 90B. In some cases the KLN
90B will determine that there will not be sufficient integrity
monitoring for the leg between the FAF and the MAP, or
RAIM is not currently available. In these cases the KLN
90B will not go into the approach active mode and will
present the following message:
RAIM NOT AVAILABLE
APR MODE INHIBITED
PREDICT RAIM ON STA 5
In these cases you will not be able to finish the approach
because there is insufficient integrity monitoring. The STA
5 (Status 5) page provides a means for you to predict
when RAIM will be available.
To perform a RAIM prediction on the STA 5 page two

pieces of information are needed. The first is the location
that the prediction will be for and the second is the time
for the prediction.
6-19 Rev 1
The destination waypoint will, by default, be the missed An example is shown in figure 6-31. Notice in the figure
approach point of an approach loaded in the flight plan. If that the first four bars are below the line and the other
there is no approach in the flight plan, then the default three are above the line. This means that RAIM is not
waypoint is the last waypoint in the active flight plan. Of available at the ETA, nor during the 15 minutes prior to
course it is possible for you to enter any waypoint in this the ETA. RAIM is predicted to be available five minutes
field. after the ETA and the next 10 minutes. By showing the
times when RAIM will be available it is possible for you to
The time used for the RAIM prediction will be the current alter your ETA to ensure that there will not be any RAIM
ETA to the destination airport or the MAP. This time is problems.
automatically updated by the KLN 90B so there is usually
no need to enter a value. If you are making a RAIM calcu- Even more rare will be the case when the KLN 90B
lation for planning purposes, it is also possible to enter a cannot provide sufficient integrity monitoring or if there is
time in this field. An important point about this time is that an actual satellite failure while the aircraft is on the leg
the time used for RAIM prediction is always in the future from the FAF to the MAP. In these cases the KLN 90B
and limited to 24 hours from the present time. For will FLAG the navigation solution and a missed approach
example, if the time is now 19:30 and the time entered for will have to be flown. The KLN 90B will provide the
the ETA is 18:30, then the prediction will be made for the following message:
next day not one hour ago. PRESS GPS APR FOR NAV
To perform a manual RAIM calculation use the following This message is telling you to cancel the approach mode
procedure. by pressing the external switch/annunciator. This will
change the unit to the approach-arm mode and
1. Turn the left outer and inner knobs to select the STA navigation information will be restored.
5 page.
2. Press the left C. The cursor will be over the DEST

field.
RAIM STATUS| 3K1
3. Enter the desired waypoint identifier by using the left DEST: 3K1 |ALVA MUN
ETA: --:--|
inner and outer knobs just like you do for any other
CST|
waypoint entry. êêêêêêê |N 36^46.39'
-15 0 +15|W 98^40.20'
4. Once the desired waypoint identifier is entered press CRSR| ent|APT 1
E (figure 6-29). Press E again if the waypoint
information is correct. Figure 6-29
5. The cursor will now be over the ETA field. Use the left
inner knob to enter the desired hour. Note that the
current time zone is displayed below the ETA field. Use RAIM STATUS|
the left outer knob to move the cursor over the minutes DEST: 3K1 |
field. Use the inner and outer knobs to select tens of min- ETA: 14:35|
utes and single minutes as required. When the desired CST|
time is selected press E. The RAIM calculations will COMPUTING |
start. -15 0 +15|
STA 5|
6. The RAIM calculation will usually take a few seconds
Figure 6-30
before an answer is reached. During this time the STA 5
page will be as shown in figure 6-30.
7. Once the RAIM calculation is complete, the STA 5

page will indicate the results of the test. This is done RAIM STATUS|
graphically in a bar graph format. The center of the bar DEST: 3K1 |
graph represents the ETA that you entered in step 5. ETA: 14:35|
Each bar represents 5 minutes of time. The RAIM CST|
calculation is good for ±15 minutes of the ETA. Bars that èèèèééé |
are above the line indicate that RAIM is available and -15 0 +15|
bars below the line indicate when RAIM is not available. STA 5|
Figure 6-31
6-20 Rev 1
6.2 SID/STAR PROCEDURES
The database in the KLN 90B also contains the pilot NAV
SIDs (Standard Instrument Departures) and STARs
(Standard Terminal Arrival Routes) for the primary
database coverage area (see Chapter 2 for database
coverage areas). SID/STAR procedures stored in the
database can only be considered accurate as long as the
database is current. Even though the database contains
SID and STAR procedures, there is a lot of information
that is not included in the database. Therefore, the paper
chart is still the primary source of information. For exam-
ple, many procedures require the aircraft to fly to a certain
altitude, along a heading until intercepting a course, and
many other procedures that the KLN 90B can not auto-
matically accomplish. Many procedures require pilot
action to ensure that the proper path is flown over the
ground. The main purpose of loading a SID or a STAR
into the active flight plan is to provide you with a quick
way of loading a potentially large number of waypoints.
SID and STAR procedures can be as challenging to fly

as some approaches are. Therefore it is mandatory that
you are comfortable with the operation of the KLN 90B
before attempting to fly SID and STAR procedures. In
particular, flight plan operation and the OBS mode should
be second nature to you.
NOTE: There are some SID/STAR procedures in the

world that are not suited for the operational characteris-
tics of the KLN 90B. These procedures are not included
in the database and therefore the waypoints that make up
these procedures would have to be entered manually. It
is good preflight practice ensure that the KLN 90B con-
tains anticipated procedures for the flight.
SID and STAR procedures are stored with the airport for
which they apply. SID and STAR procedures are
accessed through the APT 7 page. If there are both SIDs
and STARs for a given airport, then there will be two APT
7 pages, one to select a SID and the other to select a
STAR. This is indicated by APT+7. It is also possible to
have only a SID or only a STAR in which case there is
only one APT 7 page.
SID and STAR procedures are defined in three parts.

The parts are the SID or STAR name (e.g., PORTE9), a
transition (e.g., Fellows), and a runway specific compo-
nent (e.g., RW 01L). The APT 7 pages lead you through
the selection process.
6.2.1 Selecting A SID

Use the following procedure to select a SID. Some steps
may not be necessary depending on the procedure that
you wish to fly. For this example, the PORTE NINE
departure from San Francisco International (KSFO) will
be used.
6-21 Rev 1
1. Select KSFO on one of the airport pages (figure
6-32). If you are operating from an active flight plan you
can use the ACT 7 page for KSFO by scanning through
the active flight plan (see section 4.2.3).
| KSFO | KSFO
2. If not already displayed, rotate the right inner knob |SAN FRANCIS |SELECT SID
until the APT 7 page appears as in figure 6-33. This will |C INT | 1 CUIT1
allow the selection of SID procedures. |CL B | 2 DUMB5
|N 37^37.14' | 3 EUGEN5
3. Turn the right cursor on by pressing the right C, |W122^22.49' |10 STINS6
and rotate the right outer knob until the flashing cursor is APT 1 APT+7
over PORTE9 (figure 6-34). With the cursor over
PORTE9, press E.
4. The KLN 90B will now ask which runway that you will
be using. For this example select RW01B (figure 6-35) | KSFO |PORTE9-SID
and press E. |SELECT SID |RUNWAY
| 5 OFFSH2 | 1 RW01B
5. The last bit of information needed to define this SID is | 6 PORTE9 | 2 RW10B
the transition. This example uses the Fellows transition. | 7 REBAS2 | 3 RW19B
To select the Fellows transition, move the cursor down to |10 STINS6 | 4 RW28B
FLW (figure 6-36) and press E. ent CRSR ent CRSR
6. The KLN 90B now presents a list of waypoints that Figure 6-34 Figure 6-35
make up the SID. Review these waypoints if desired. If
the waypoints look correct then press E with the cursor
over LOAD IN FPL to load the SID into the active flight |PORTE9-SID |PORTE9-SID
plan (figure 6-37). |TRANSITION | 1 SFO04
| 1 AVE | 2 PORTE
7. The KLN 90B will then add the SID procedure after | 2 CZQ | 3 PESCA
the airport reference point in the active flight plan (figure | 3 FLW | 6 FLW
6-38). If the airport reference point is not included in the | 4 PXN |LOAD IN FPL
active flight plan, then the KLN 90B will ask to add this ent CRSR ent CRSR
waypoint to the active flight plan.
Section 6.2.4 gives the actions required to fly this SID.
6.2.2 Selecting A STAR ; 1:KSFO | KSFO

The steps required to select a STAR are very similar to PORTE9-SID|SELECT SID
those required to select a SID. The only difference is the < 2.SFO04 | 1 CUIT1
order of the steps to define the STAR and where the 3.PORTE | 2 DUMB5
STAR is loaded into the flight plan. The steps required to 4.PESCA | 3 EUGEN5
define Acton Four arrival with the Wink transition serve as 7.FLW |10 STINS6
an example of how to select a STAR. This STAR is to the FPL 0 enr-leg APT+7
Dallas/Fort Worth International airport (KDFW).
Figure 6-38
Use the following procedure to select a STAR:
1. Select KDFW on one of the airport pages (figure 6- | KDFW

39). If you are operating from an active flight plan you |DALLAS/FT
can use the ACT 7 page for KDFW by scanning through |WORTH
the active flight plan (see section 4.2.3). |CL B
|N 32^53.82'
2. Turn to the APT 7 page for KDFW. Make sure that
|W 97^02.55'
the words SELECT STAR are displayed near the top of APT 1
the screen. Figure 6-39
6-22 Rev 1
3. Turn the right cursor on by pressing the right C,
and, if necessary, rotate the right outer knob until the
flashing cursor is over the desired STAR. With the cursor
over AQN4 (figure 6-40), press E.
| KDFW |AQN4-ãåç
4. The KLN 90B will now ask which transition you want |SELECT STAR |TRANSITION
to use. For this example select INK (figure 6-41) and | 1 AQN4 | 1 ABI
press E. | 2 BOIDS4 | 2 EDNAS
| 3 BUJ6 | 3 INK
5. In some cases, the STAR procedure requires you to | 4 SCY6 |
select a specific runway. To select a specific runway ent CRSR ent CRSR
move the cursor over the desired runway and press E.
In this example the STAR does not require a specific run-
way so the KLN 90B skips this step.
6. The KLN 90B now presents a list of waypoints that |AQN4-ãåç

| 1 INK
make up the STAR (figure 6-42). Review these way- | 2 PHILS
points if desired and then press E to load the STAR into | 3 TQA
the active flight plan. |12 CREEK
|LOAD IN FPL
7. The KLN 90B will then add the STAR procedure ent CRSR
before the airport reference point in the active flight plan
(figure 6-43). If the airport reference point is not included Figure 6-42
in the active flight plan, then the KLN 90B will ask to add
this waypoint to the active flight plan.
; 1:KELP | KDFW
NOTE: It is not possible to load a SID or STAR into a AQN4-ãåç |SELECT STAR
flight plan other than FPL 0. Furthermore, SID and STAR < 2.INK | 1 AQN4
procedures are deleted from FPL 0 after the power is off 3.PHILS | 2 BOIDS4
for more than 5 minutes. 4.TQA | 3 BUJ6
14:KDFW | 4 SCY6
6.2.3 Editing a SID or STAR FPL 0 enr-leg APT+7
From the proceeding two examples you may have Figure 6-43
noticed that SID and STAR procedures have procedure
“headers” just as approaches do. It is possible to use
these headers to delete and change the entire procedure
just like is done with approach procedures. One differ-
ence between SID and STAR procedures and
approaches is that it is possible to add waypoints to and
delete waypoints from the published procedure. To help
you differentiate between approaches (no adding or delet-
ing waypoints allowed) and SID or STAR procedures
(adding and deleting waypoints allowed) the waypoint
number has a period (.) next to it instead of a blank
space. The period also differentiates a SID or STAR
waypoint from a “regular” waypoint that has a colon (:)
next to the waypoint number.
To add an individual waypoint in the SID or STAR proce-

dure use the following steps:
1. Use the left knobs to select the FPL 0 page on the left
side of the screen.
2. Turn the left cursor on by pressing the left C.

Rotate the left outer knob as necessary to position the
cursor over the waypoint identifier which you desire to
follow the waypoint being added.
6-23 Rev 1
3. Use the left inner and outer knobs in the normal
manner to define the desired waypoint.
4. Press E to display the waypoint page for this

identifier. If the waypoint is correct, then press E a sec-
ond time to confirm the waypoint page. The new waypoint
is added to the waypoints that make up the SID or STAR
procedure.
To delete an individual waypoint in a SID or STAR

procedure use the following steps:
side of the screen.
2. Rotate the left outer knob to place the cursor over the
waypoint to be deleted.
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.
4. If this is the desired waypoint to delete, then press

E. If it is not the desired waypoint, press @.
NOTE: Adding waypoints to or deleting waypoints from

SID or STAR procedures does not change the way that
they are stored in the published database.
To change or delete an entire SID or STAR procedure

from the active flight plan use the following steps:
side of the screen.
2. Turn the left cursor on by pressing the left C. Move

the cursor over the SID or STAR procedure header by
using the left outer knob.
3. With the cursor over the procedure header, press E

to change the SID or STAR or press @ and then E to
delete the entire procedure.
NOTE: Any waypoints manually added to a SID or STAR

will be deleted if the SID or STAR is changed or deleted
using the above procedure.
6-24 Rev 1
6.2.4 Example of a SID Procedure 9. There is an altitude restriction marked with an “x” on
To illustrate the use of the KLN 90B with a SID, the Porte the chart. The name of this point is 26FLW. 26FLW
Nine departure loaded into the flight plan in section 6.2.1 means that the waypoint is 126 NM from the FLW
will be used. This procedure is one of the more difficult VOR/DME. Make sure to meet any altitude requirements
that you are likely to come across. Most procedures are upon reaching this waypoint.
not this difficult, but this SID serves as a good example
for what steps to take when you encounter a difficult pro- 10. Once the aircraft reaches FLW, proceed on with the
cedure. rest of the flight plan as required.
To fly this procedure use the following steps and refer to

the chart for this SID (figure 6-44):
1. Load the SID as described in section 6.2.1.
2. The procedure states “Intercept and proceed via SFO

R-350, cross the 4 DME fix at or above 1600’...”. To
accomplish this portion of the SID, put the KLN 90B into
the OBS mode with SFO04 as the active waypoint and
make 350° the selected course. It is easiest to accom-
plish these steps before take-off. SFO04 is the waypoint
that is 4 DME from the SFO VORTAC and 350° is the
inbound course to this fix. After take-off climb to 1600’ as
required by the SID.
3. Once the aircraft reaches SFO04, turn left to a head-

ing of 200°. At this point it is necessary to manually
change the active waypoint to “PORTE”. This is done
easily from either the Super NAV 5 page or from the FPL
0 page. In either case, once PORTE is highlighted in
reverse video, press D to bring up the direct to page.
4. Press E to confirm PORTE as the direct to

waypoint.
5. Change the selected course to the new value of 135°.

This setup will take the aircraft to the PORTE intersection
as directed by the SID.
6. Before reaching PORTE, change back to the Leg

mode to enable automatic waypoint sequencing. Once
the aircraft reaches PORTE the KLN 90B will
automatically sequence to the next waypoint, PESCA.
7. After passing PESCA, the procedure calls for a 090°

heading until intercepting the OSI R-116. Once
established on the 116° radial proceed to the WAGES
intersection. To do this with the KLN 90B, change back to
the OBS mode and make sure that WAGES is the active
waypoint. Set the selected course to 116°.
8. Before reaching WAGES change to the Leg mode.

This will allow automatic waypoint sequencing upon
reaching WAGES. Figure 6-44
6-25 Rev 1
6.2.5 Example of a STAR Procedure
To illustrate the use of the KLN 90B with STAR NOTE: It is extremely rare to have a different path over
procedures the steps required to fly Acton Four arrival to the ground for turbojets and non-turbojets, but be sure to
Dallas/Fort Worth International will be shown in this sec- cross check with your paper charts.
tion. This procedure is considerably simpler than the SID
example shown in section 6.2.4. If the aircraft you are flying in is a turbojet, then fly the rest
of the STAR as depicted on the chart with no changes to
For this example assume that the aircraft departs from El the flight plan. If the aircraft is not a turbojet then follow
Paso, Texas and files for the Acton Four arrival with the these steps:
Wink transition. Use the following steps to fly this
procedure with the KLN 90B and refer to the chart for this 4. Turn to the FPL 0 page and delete the following way-
STAR (figure 6-45): points: MARKUM, BRYAR, HULEN, FLATO, and
CREEK. To do this turn on the left cursor and rotate the
1. Load the STAR into the flight plan as described in left outer knob until the cursor is over one of the above
section 6.2.2. waypoints.
2. This STAR is very simple and the KLN 90B will auto- 5. Press @ and then E to delete a waypoint.
matically guide the aircraft along the proper route until the
AQN VOR. 6. Repeat steps 4 and 5 until all of the unnecessary
waypoints are deleted.
3. Long before reaching AQN examine this procedure
and notice that there are two different routes depending 7. Now add JERRY, CRESN, and RENDY to FPL 0 by
on what type of aircraft is flying the STAR. Turbojets fly to using the left inner and outer knobs and E as
CREEK intersection while non-turbojets fly to RENDY necessary.
intersection. The database in the KLN 90B has the
sequence of waypoints for the turbojet procedure NOT 8. The rest of the STAR can now be flown.
the sequence for non-turbojets.
Figure 6-45
6-26 Rev 1
APPENDIX A - NAVIGATIONAL TERMS
WPT 2
NORTH
BRG - Bearing to waypoint (degrees)
DA - Drift Angle (degrees) - not displayed on KLN 90B GS
DIS - Distance to waypoint (nm)
TA
DTK - Desired Track (degrees)
/E
BRG
TE
OBS - Selected Course
/E
IS
DTK
D
GS - Groundspeed (nm/hr) DA
HDG - Heading (degrees)
POS - Present position HDG
TK - Actual Track (degrees) WPT 1
WPT - Waypoint TK OFF TRACK
Leg Mode
XTK - Cross Track Error Correction (nm) displayed as XTK
“FLY L 2.3 nm”
ETE - Estimated Time Enroute (hrs:min)
ETA - Estimated Time of Arrival POS
ARC - Radial from reference VOR when executing an

approach procedure with a DME arc
WIND
NORTH
OBS
BRG WPT 2
NORTH
ACTIVE WPT
NORTH
GS
NORTH
GS
TA
/E
BRG
TE
TA
/E
/E
IS
TE
D
/E
DTK DA
IS
D
DA
HDG
HDG
TK OFF TRACK-DME ARC
OFF TRACK
OBS Mode Leg Mode
TK
XTK
XTK
POS
POS
WPT 1
WIND NORTH
WIND
NORTH
WPT 2
Reference
TK VOR
BRG ARC
DA
HDG
S
DTK A/G
E/ET
S /ET
DI
POS
ON TRACK
Leg Mode
WIND
WPT 1
A-1 Rev 1
A-2 Rev 1
APPENDIX B - MESSAGE PAGE MESSAGES
The following is a list of the messages that can appear

on the Message page. When the message prompt
appears, press MSG to view the message page. See
section 3.5 for an explanation of the Message page.
ACTV ANNUNCIATOR FAIL - This message appears APT ELEVATION UNKNOWN - (Airport Elevation
when there is a failure of the KLN 90B ACTV annuncia- Unknown) This message appears if the elevation of the
tor drive circuitry. To determine if the approach mode is airport which would otherwise be used for the height
active you will need to look at the status line of the above airport alert is unknown.
KLN 90B because the annunciator will not be working if
this message has been given. Service the KLN 90B as ARINC 429 AIR DATA FAIL - This message appears if
soon as possible. the KLN 90B is interfaced with an air data system hav-
ing ARINC 429 outputs and the outputs are not being
ADJ NAV IND CRS TO 123° - (Adjust Navigation received correctly by the KLN 90B.
Indicator Course to 123°) When this message appears,
the pilot should select the suggested course on the HSI ARINC 429 OUTPUT FAIL - This message appears
or CDI. When the KLN 90B is in the Leg mode, this when the ARINC 429 output fails an internal test.
message occurs at the beginning of turn anticipation Anything depending on the KLN 90B’s ARINC 429 out-
(prior to reaching the active waypoint) if the upcoming put, such as the EHI 40/50 electronic HSI and some
course change is greater than 5°. See section 4.2.2. navigation graphics displays, should not be used.
This message will also appear in installations where the ARM ANNUNCIATOR FAIL - This message appears
KLN 90B is interfaced with an HSI such that the when there is a failure of the KLN 90B ARM annunciator
KLN 90B has the capability of reading the selected drive circuitry. To determine if the approach mode is
course from the HSI. In the Leg mode it will appear armed you will need to look at the status line of the KLN
whenever the difference between the HSI’s selected 90B because the annunciator will not be working if this
course and the KLN 90B’s desired track (DTK) is message has been given. Service the KLN 90B as soon
greater than five degrees. as possible.
ADJ NAV IND CRS - (Adjust Navigation Indicator ARM GPS APPROACH - If the approach ARM mode
Course) This message will appear in installations where has been disarmed then the KLN 90B will remind you to
the KLN 90B is interfaced with EFIS or with a mechani- ARM the approach mode when the aircraft is 3 NM from
cal HSI through the optional KA 90 adapter. This mes- the Final Approach Fix. Arm the approach mode if it is
sage appears when the difference between the HSI’s desired to use the KLN 90B for conducting an approach.
selected course and the KLN 90B’s selected course
(OBS) is greater than 0.5°. This usually happens only BAD SATELLITE GEOMETRY
when the external indicator is not slewed to a new value AND RAIM NOT AVAILABLE - This message appears
defined by the KLN 90B. Check the interface between only when the unit is in the approach active mode, RAIM
the KLN 90B and the external indicator to determine the is not available and the satellite geometry has further
problem. degraded to cause more uncertainty of the aircraft posi-
tion. This message may be followed by a NAV flag (in a
AIRSPACE ALERT - This message appears when the couple of minutes) if conditions continue to degrade.
estimated time to enter a special use airspace is
approximately 10 minutes or when the distance from an BAD SATELLITE GEOMETRY
area of special use airspace is less than two nautical SEE EPE ON STA 2 PAGE - This message will occur
miles. See section 3.10. after receiving a notice that RAIM is not available. This
means that the geometry of the satellites is such that
ALTITUDE FAIL - This message appears if the altitude the possible error in position is greater than allowed for
input to the KLN 90B fails. The altitude related features IFR use. Cross check the position of the aircraft with
of the KLN 90B will be disabled. There also may be other means of navigation every 15 minutes to verify
more RAIM related messages since altitude is not that the position is still accurate.
available to help in the integrity calculations. Have the
installation checked as soon as practical to determine
the cause of the problem.
B-1 Rev 1
BATTERY LOW: SERVICE DATA BASE OUT OF DATE
REQUIRED TO PREVENT ALL DATA MUST BE
LOSS OF USER DATA - This message appears when CONFIRMED BEFORE USE - This message appears
the KLN 90B’s internal battery is low and needs replac- when the data base is out of date as a result of a date
ing at an authorized Bendix/King service center. The and time entered on the SET 2 page or Self-Test page
battery should be replaced within a week to prevent the or as a result of a pilot-entered date being overridden by
loss of all user-defined data including waypoints, airport a date from the GPS receiver.
remarks, flight plans, etc. Typical battery life is approxi-
mately three to five years. EEPROM FAILURE: IC_____
EXTERNAL D-BAR INVALID - This message appears
CHECK ACTV ANNUNCIATOR - This message in the event a specific internal test fails. The blanks will
appears when an overcurrent condition is detected on contain the designator of one of the electrical compo-
the ACTV annunciator output. It is usually indicative of nents. Record the data before turning the unit off in
a failure of the wiring between the KLN 90B and the order to assist maintenance personnel. Do not use an
ACTV annunciator. To determine if the approach mode external HSI or CDI while it is driven by the KLN 90B.
is active you will need to look at the status line of the The rest of the KLN 90B is still usable including the
KLN 90B because the annunciator will not be working if internal CDI; however, the page displays may not be
this message has been given. Have the installation centered on the screen.
checked to determine the problem.
IF REQUIRED SELECT OBS - This message appears
CHECK ARM ANNUNCIATOR - This message when the aircraft is 4 NM from a waypoint which could
appears when an overcurrent condition is detected on be used as the basis for either a procedure turn or a
the ARM annunciator output. It is usually indicative of a holding pattern and the unit is in the LEG mode. Select
failure of the wiring between the KLN 90B and the ARM the OBS mode when flying procedure truns or holding
annunciator. To determine if the approach mode is patterns. This message is advisory only. If no procedure
armed you will need to look at the status line of the turn is required then no action is required.
KLN 90B because the annunciator will not be working if
this message has been given. Have the installation INSIDE SPC USE AIRSPACE
checked to determine the problem. [name and type of special use airspace]
[ATC responsible] [Vertical boundaries] - (Inside Special
CHECK MSG ANNUNCIATOR - (Check Message Use Airspace) This message appears when the air-
Annunciator) This message appears when an overcur- craft’s present position is inside an area of special use
rent condition is detected on the MSG annunciator out- airspace. See section 3.10.
put. It is usually indicative of a failure of the wiring
between the KLN 90B and the MSG annunciator. To MAGNETIC VAR INVALID
determine if message alerting is being given you will ALL DATA REFERENCED
need to look at the KLN 90B because the annunciator TO TRUE NORTH - This message appears when the
will not be working if this message has been given. magnetic variation is invalid due to operation outside of
Have the installation checked to determine the problem. the data base magnetic variation area without having a
pilot-entered magnetic variation. See section 5.12.
CHECK WPT ANNUNCIATOR - (Check Waypoint
Annunciator) This message appears when an overcur- MSG ANNUNCIATOR FAIL - (Message Annunciator
rent condition is detected on the WPT annunciator out- Failure) This message appears when there is a failure
put. It is usually indicative of a failure of the wiring of the KLN 90B MSG annunciator drive circuitry. To
between the KLN 90B and the WPT annunciator. To determine if message alerting is being given you will
determine if waypoint alerting is being given you will need to look at the KLN 90B because the annunciator
need to look at the KLN 90B because the annunciator will not be working if this message has been given.
will not be working if this message has been given. Service the KLN 90B as soon as possible.
Have the installation checked to determine the problem.
NAV SUPER FLAG FAILURE - This message appears
DATA BASE CHECKSUM ERR - (Data Base when an internal test fails for a specific NAV flag output.
Checksum Error) This message appears if the data The KLN 90B is still usable, but anything connected to
base fails an internal test when the KLN 90B is turned the super flag (such as some HSIs and autopilots)
on. The most likely cause of the message is a failed should not be used with the KLN 90B.
data base cartridge.
B-2 Rev 1
NO RCVR DATA - (No Receiver Data) This message RAIM NOT AVAILABLE
appears when the KLN 90B fails a specific internal test APR MODE INHIBITED
for the GPS receiver. This failure will prevent the unit PREDICT RAIM ON STA 5 - This message appears
from providing any navigation capability. when integrity monitoring (RAIM) is predicted to not be
available at either the FAF or the MAP. The KLN 90B
NO RS-232 DATA - This message appears when no will not allow the unit to go into the approach active
input is received on the RS-232 input (such as from a mode until conditions improve. Turn to the STA 5
fuel management or air data system). (Status 5) page to perform a RAIM prediction. The STA
5 page will give an indication of how long it will be until
OBS WPT > 200NM (OBS Waypoint Greater Than 200 RAIM is available so that the approach can be flown
NM) This message appears when the KLN 90B is in the using the KLN 90B (see section 6.1.9 for how to perform
OBS mode and the distance to the active waypoint is a RAIM prediction).
more than 200 nautical miles. The system will perform
normally; however, at this distance the D-Bar will be RAIM POSITION ERROR
extremely sensitive to changes in selected course. CROSS CHECK POSITION - This message means that
the unit has detected a problem with one of the satellites
OTHER WAYPOINTS DELETED - This message and the position can not be assured to be within IFR
appears when the message “WAYPOINT _____ limits for the particular mode of flight. Cross check the
DELETED” would be effective for more than ten way- position of the aircraft with other means of navigation
points. every 15 minutes to verify that the position is still
accurate.
POSITION DIFFERS FROM
LAST POSITION BY > 2NM - (Position Differs From RAIM NOT AVAILABLE
Last Position By Greater Than 2 NM) This message CROSS CHECK POSITION - This message appears
appears when the GPS sensor first reaches the NAV when there are not enough received GPS satellite
mode if the new position differs from the position when signals to compute integrity (RAIM). Cross check the
power was turned off by more than two nautical miles. position of the aircraft with other means of navigation
every 15 minutes to verify that the position is still
POSITION OF accurate.
WPT HAS
CHANGED - (Position of Waypoint Has Changed) This RCVR HARDWARE ERROR:_____- (Receiver
message appears when either the latitude or the longi- Hardware Error) This message appears when the
tude of a waypoint used in a flight plan or the active KLN 90B fails a specific internal test for the GPS
waypoint has changed by more than .33 minutes as a receiver. The blank will contain a numerical value which
result of updating the database. This message is dis- may provide assistance to maintenance personnel.
played on the left side of the screen while the waypoint
page corresponding to the waypoint which changed is RECYCLE POWER TO USE
displayed on the right side of the screen. CORRECT DATA BASE DATA - This message
appears when the date entered on the Self-Test page is
POSITIONS OF OTHER before the data base effective date and the date entered
WAYPOINTS HAVE CHANGED - This message later on the SET 2 page is after the data base effective
appears when the above message “POSITION OF WPT date, or vice versa. Turn the KLN 90B off and back on
HAS CHANGED” would be effective for more than ten so that the correct data base data is utilized.
waypoints.
PRESS ALT TO SET BARO - This message appears EDIT ENROUTE WPTS
when the approach mode is armed. Press the ALT but- AS NECESSARY - This message appears after the
ton to update the baro informantion for proper integrity pilot inserts an approach or SID/STAR procedure in the
monitoring. flight plan and the KLN 90B determines that some way-
points that were in the flight plan are no longer needed.
PRESS GPS APR FOR NAV - This message appears Examine the active flight plan and remove those way-
after the NAV flag has been set due to a RAIM problem points that occur both in the enroute and the approach
while the unit is in the approach mode. By pressing the or SID/STAR sections of the flight plan.
GPS APR button, the unit will be able to restore
navigation information so that you can conduct a missed RS-232 DATA ERROR - This message appears when
approach based on navigation information provided by an error is detected in the received RS-232 data such
the KLN 90B. as from a fuel management or air data system.
B-3 Rev 1
RS-232 OUTPUT ERROR - This message appears
when the RS 232 output fails an internal test. Anything
connected to the RS 232 output bus, such as some
moving map displays and ELTs (for position reporting),
will not be fully functional. Do not use moving map dis-
plays that depend on the KLN 90B’s RS 232 output if
this message is displayed.
SATELLITE COVERAGE
INADEQUATE FOR NAV - This message appears
when the received GPS signals are not adequate for
navigation. Occasions when this message will be dis-
played include when there are an insufficient number of
satellites (including altitude input) or when the satellite
geometry is inadequate for accurately determining posi-
tion within 3.8 nautical miles.
SET FUEL ON BOARD
ON OTH 5 IF NECESSARY - This message appears
when the KLN 90B determines that it is interfaced with a
compatible Shadin fuel flow computer that allows the
KLN 90B to set the fuel on board. The pilot should turn
to the OTH 5 page to enter the current fuel on board for
proper fuel computations (see section 5.10).
SYSTEM TIME UPDATED
TO GPS TIME - The message appears when the
KLN 90B system time is automatically updated to GPS
time by more than 10 minutes.
USER DATA LOST - This message appears when the

unit determines that the internal memory backup battery
is dead or that some other internal failure has occurred
which has caused all user-entered data including way-
points, flight plans, airport remarks, etc., to be lost.
VNV ALERT- (Vertical Navigation Alert) This message

appears when a VNAV operation has been programmed
on the NAV 4 page and the estimated time to start the
climb or descent is approximately 90 seconds. This
message serves as notification to select the NAV 4
page so that the VNAV operation may be executed.
This message does not appear if the NAV 4 page is
already being displayed. VNAV status can also be
displayed on the Super NAV 5 page.
WAYPOINT ______ DELETED - This message appears

when a waypoint used in a flight plan, or the active way-
point, no longer exists as a result of updating the data
base. The blank space is filled in with the waypoint
identifier. The waypoint is deleted from flight plans in
which it was used.
WPT ANNUNCIATOR FAIL - (Waypoint Annunciator

Failure) This message appears when there is a failure
of the KLN 90B WPT annunciator drive circuitry. To
determine if waypoint alerting is being given you will
need to look at the KLN 90B because the annunciator
will not be working if this message has been given.
Service the KLN 90B as soon as possible.
B-4 Rev 1
APPENDIX C - STATUS LINE MESSAGES
Status line messages are short operational messages

that are displayed in the lower center segment of the
screen. (See section 3.3 and figure 3-37). The follow-
ing are the status line messages that may appear.
ACTIVE WPT - (Active Waypoint) Appears when you INVALID ENT - (Invalid Enter) Appears when you have
try to delete a user-defined waypoint on the OTH 3 page attempted to enter data which is not a valid entry. For
if the waypoint is the active waypoint (waypoint you are example, trying to enter a date of 30 FEB 92.
navigating to). Another waypoint must be made the
active waypoint before this waypoint can be deleted INVALID REF - (Invalid Reference) Appears when you
from the user-defined waypoint list. attempt to create a reference waypoint on the
Reference Waypoint page if the waypoint you have cho-
C RS XXX° - (Direct To course XXX°) Appears when sen to use as the reference is not a valid choice. The
the KLN 90B is in the OBS mode and is interfaced with waypoint is not a valid choice if it is impossible to draw a
an external indicator which the KLN 90B cannot change perpendicular line from the waypoint you have entered
the selected course and the pilot performs a Direct-To to one of the legs of the flight plan. A waypoint is also
operation. Since the KLN 90B cannot change the invalid for use as a reference if the letters A through Z
selected course to the direct-to course, the KLN 90B cannot be appended to the waypoint identifier to create
gives you this message telling you the OBS value that a unique identifier. See section 5.5.
will take the aircraft direct to the active waypoint.
INVALID VNV - (Invalid Vertical Navigation) Appears
DUP IDENT - (Duplicate Identifier) Appears when you when a waypoint identifier has been entered on the NAV
have selected a waypoint identifier on one of the way- 4 page if the waypoint identifier is not valid for use in a
point type pages if there is more than one waypoint of VNAV operation. For the Enroute-Leg mode, the way-
that waypoint type having the same identifier. point must be the active waypoint or a waypoint posi-
tioned in the active flight plan ahead of the aircraft’s
ENT LAT/LON - (Enter Latitude and Longitude) location. In the Enroute-OBS mode, the waypoint must
Appears when a user-defined waypoint is being created, be the active waypoint.
to remind you to enter the location of the waypoint.
NO ACTV WPT -(No Active Waypoint) Appears when
FPL FULL - (Flight Plan Full) Appears when an you attempt to activate the OBS mode if there is no
attempt is made to add a new waypoint to a flight plan active waypoint. To have an active waypoint, a flight
which already contains 30 waypoints and the first plan must be activated or a Direct To operation must be
waypoint is part of the active leg. Change the active accomplished.
waypoint or delete another waypoint before adding any
more waypoints. NO APPROACH - Appears when an attempt is made
to arm the GPS approach mode when there is no
IN ACT LIST - (In Active List) Appears when a user- approach loaded into the active flight plan. Load an
defined VOR waypoint is the active waypoint if you try to approach into the flight plan before trying to arm the
change the stored magnetic variation of this VOR. If approach mode.
you need to change the magnetic variation of this way-
point, you must first make another waypoint active. NO APT WPTS - (No Airport Waypoints) Appears when
the APT type pages have been selected if the KLN 90B
INVALID ADD - Appears when an attempt is made to doesn’t contain a data base cartridge and there are no
add a new waypoint into the approach. Approach user-defined airport waypoints.
procedures must be flown as they are retrieved from the
database. NO INT WPTS - (No Intersection Waypoints) Appears
when the INT type pages have been selected if the KLN
INVALID DEL - (Invalid Delete) Appears when an 90B doesn’t contain a data base cartridge and there are
attempt is made to delete an approach waypoint. no user-defined intersection waypoints.
Individual approach waypoints cannot be deleted, you
must delete (or replace) the entire approach.
C-1 Rev 1
NO INTRCEPT - (No Intercept) Appears when an
attempt is made to recalculate the intercept point on a
DME arc and the actual track does not intercept with the
arc. Change the track (heading) of the aircraft so that
the actual track does intercept the DME arc and try
again.
NO NDB WPTS - (No NDB Waypoints) Appears when

the NDB type pages have been selected if the KLN 90B
doesn’t contain a data base cartridge and there are no
user-defined NDB waypoints.
NO SUCH WPT - (No Such Waypoint) Appears when

there is no waypoint in the data base corresponding to
the entered identifier on the Reference Waypoint page.
NO SUP WPTS - (No Supplemental Waypoints)

Appears when the SUP type pages have been selected
if the KLN 90B doesn’t contain a data base cartridge
and there are no user-defined supplemental waypoints.
NO VOR WPTS - (No VOR Waypoints) Appears when

the VOR type pages have been selected if the KLN 90B
doesn’t contain a data base cartridge and there are no
user-defined VOR waypoints.
OUTDATED DB - (Outdated Database) Appears

whenever the pilot attempts to select an approach from
the database when the database has expired.
RMKS FULL - (Remarks Full) Appears when an

attempt is made to create a user-entered airport remark
on the APT 5 page if 100 user-entered airport remarks
already exist. In order to create additional airport
remarks, some existing remarks must be deleted on the
OTH 4 page as described in section 3.11.6.
RWY MISSING - (Runway Missing) Appears when the

Airport 3 (APT 3) page runway diagram shows some,
but not all, of the runways at the selected airport. This
occurs if the data base contains runway threshold posi-
tion data for only some of the runways at the selected
airport.
USED IN FPL - (Used In Flight Plan) Appears when

you try to delete a user-defined waypoint on the OTH 3
page if the waypoint is used in a flight plan. Either this
waypoint must be deleted from the flight plan or the
entire flight plan must be deleted before this waypoint
can be deleted from the user-defined waypoint list.
USR DB FULL - (User Data Base Full) Appears when

you attempt to create a user-defined waypoint if the user
data base already contains 250 waypoints. In order to
create additional user-defined waypoints, it will first be
necessary to delete existing user-defined waypoints on
the OTH 3 page.
C-2 Rev 1
APPENDIX D - ABBREVIATIONS
STATE ABBREVIATIONS CANADIAN PROVINCE ABBREVIATIONS

ABBREVIATION STATE ABBREVIATION PROVINCE
AB Alberta
AK Alaska BC British Columbia
AL Alabama MB Manitoba
AR Arkansas NB New Brunswick
AZ Arizona NF Newfoundland
CA California NS Nova Scotia
CO Colorado NW Northwest Territory
CT Connecticut ON Ontario
DC District of Columbia PE Prince Edward Island
DE Delaware PQ Quebec
FL Florida SK Saskatchewan
GA Georgia YK Yukon
IA Iowa
ID Idaho
IL Illinois COUNTRY ABBREVIATIONS
IN Indiana
KS Kansas ABBREVIATION COUNTRY
KY Kentucky AFG Afghanistan
LA Louisiana AGO Angola
MA Massachusetts AIA Anguilla I.
MD Maryland ALB Albania
ME Maine ANT Antarctica/Netherlands
MI Michigan Antilles/Aruba
MN Minnesota ARE United Arab Emirates
MO Missouri ARG Argentina
MS Mississippi ASM American/Western Samoa
MT Montana ATG Antigua/Barbuda
NC North Carolina AUS Australia
ND North Dakota AUT Austria
NE Nebraska BDI Burundi
NH New Hampshire BEL Belgium
NJ New Jersey BEN Benin
NM New Mexico BFA Burkina Faso
NV Nevada BGD Bangladesh
NY New York BGR Bulgaria
OH Ohio BHR Bahrain
OK Oklahoma BHS Bahamas
OR Oregon BHU Bhutan
PA Pennsylvania BLZ Belize
RI Rhode Island BMU Bermuda
SC South Carolina BOL Bolivia
SD South Dakota BOS Bosnia and Herzegovia
TN Tennessee BRA Brazil
TX Texas BRB Barbados
UT Utah BRN Brunei
VA Virginia BWA Botswana
VT Vermont CAF Central African Republic
WA Washington CAN Canada
WI Wisconsin CHE Switzerland
WV West Virginia CHL Chile/Easter I.
WY Wyoming CHN China
CIV Ivory Coast
D-1 Rev 1
Country Abbreviations - Continued
CMR Cameroon KEN Kenya

CNR Canary Islands KHM Cambodia/Kampuchea
COG Congo KIR Kiribati/Tuvalu/Phoenix I./Line I.
COK Cook Islands KNA St. Kitts/Nevis
COL Colombia/San Andres KOR Korea
CRI Costa Rica KWT Kuwait
CRO Croatia LAO Laos
CSK Czechoslovakia LAT Latvia
CUB Cuba LBN Lebanon
CYM Cayman Islands LBR Liberia
CYP Cypress LBY Liby/SPA Jamahiriya
DEU Germany LCA St. Lucia
DJI Djibouti LKA Sri Lanka
DMA Dominica LSO Lesotho
DNK Denmark LUX Luxembourg
DOM Dominican Republic MAC Macau
DZA Algeria MAR Morocco
ECU Ecuador MDG Madagascar/Comoros/
EGY Egypt Mayotte I./Reunion
ERI Eritrea MDV Maldives
ESP Spain MEL Melilla
ETH Ethiopia MEX Mexico
FIN Finland MHL Marshall Island
FJI Fiji/Tonga MID Midway Island
FLK Falkland Islands MLI Mali
FRA France MLT Malta
GAB Gabon MNP Mariana Islands
GBR United Kingdom MOL Moldova
GHA Ghana MOZ Mozambique
GIB Gibraltar MRT Mauritania
GIN Guinea MSR Monserrat I.
GLP Guadeloupe/Martinique MUS Mauritius
GMB Gambia MWI Malawi
GNB Guinea-Bissau MYR Myanmar
GNQ Equatorial Guinea MYS Malaysia
GPV Cape Verde NAM Nambia
GRC Greece NCL New Caledonia
GRD Grenada NER Niger
GRL Greenland NGA Nigeria
GTM Guatemala NIC Nicaragua
GUF French Guiana NIU Niue Island
GUY Guyana NLD Netherlands
HKG Hong Kong NOR Norway
HND Honduras NPL Nepal
HTI Haiti NRU Naura
HUN Hungary NZL New Zealand
IDN Indonesia OMN Oman
IND India PAC Oakland OTCA (PACIFIC)
IOT British Indian Ocean Territory PAK Pakistan
IRL Ireland PAN Panama
IRN Iran PCI Caroline Island/Micronesia
IRQ Iraq PER Peru
ISL Iceland PHL Philippines
ISR Israel PNG Papua New Guinea
ITA Italy POL Poland
JAM Jamaica PRI Puerto Rico
JOR Jordan PRK Korea (Dem. Peoples Republic)
JPN Japan/Okinawa PRT Portugal/Azores/Madeira I.
JTN Johnston Island PRY Paraguay
D-2 Rev 1
Country Abbreviations - Continued
PYF French Polynesia/ AIR ROUTE TRAFFIC CONTROL CENTER
Society I./Tuamotu (ARTCC/FIR) ABBREVIATIONS
QAT Qatar (Used on CTR 2 Page)
ROM Romania
RWA Rwanda ABBREVIATION ARTCC
SAU Saudi Arabia
SDN Sudan ABQ Albuquerque
SEN Senegal ACC Accra
SGP Singapore ADD Addis Ababa
SHN Ascension Island/St. Helena ADE Adelaide
SLB Solomon Islands ADN Aden
SLE Sierra Leone AKM Akmola
SLO Slovenia AKT Aktyubinsk
SLV El Salvador ALG Algiers
SOM Somalia ALM Alma-Ata
SPM St. Pierre/Miquelon AMD Amderma
STP Sao Tome/Principe AMM Amman
SUR Suriname AMS Amsterdam
SVK Slovakia ANA Anadyr
SWE Sweden ANC Anchorage Arctic
SWZ Swaziland ANC Anchorage
SYC Seychelles ANC Anchorage Oceanic
SYR Syria ANK Ankara
TCA Turks and Caicos Islands ANT Antananarivo
TCD Chad ARK Arkhangelsk
TGO Togo ASH Ashkhabad
THA Thailand ASM Asmara
TTO Trinidad/Tabago AST Astrakhan
TUN Tunisia ASU Asuncion
TUR Turkey ATF Antofagasta
TWN Taiwan ATH Athens
TZA Tanzania ATL Atlanta
UGA Uganda AUC Auckland Oceanic
URY Uruguay AUC Auckland
USA U.S.A. including Baker Islands BAG Baghdad
VCT St. Vincent BAH Bahrain
VEN Venezuela BAK Baku
VGB Virgin Islands (U.K.) BAL Bali
VIR Virgin Islands (U.S.) BAN Bangkok
VNM Vietnam BAR Barcelona
VUT Vanautu BAT Batagay
WAK Wake Island BEI Beijing
WLF Wallis/Futuna Islands BEL Belem
XJ1 Kazakhstan/Kyrgyzstan BER Bermuda
XJ2 Armenia/Georgia BIA Biak
XJ3 Ukraine, Moldova BIS Bishkek
XJ4 Estonia/Russia BLA Blagoveshchensk
XJ5 Belarus/Latvia/Lithuania/Russia BLG Belgrade
XJ6 Kazakhstan/Russia BLO Bloemfontein
XJ7 Kazakhstan/Tajikistan/ BOD Bodo
Turkmenistan/Uzbekistan BOD Bodo Oceanic
XJJ Azerbaijan BOG Bogota
XJR Russia BOM Bombay
YEM Yemen (Arab Republic) BOR Bordeaux
YUG Yugoslavia BOS Boston
ZAF South Africa BRA Beira
ZAM Zambia BRD Brindisi
ZAR Zaire BRE Bremen
ZWE Zimbabwe BRI Brisbane
D-3 Rev 1
Air Route Traffic Control Center (ARTCC/FIR) Abbreviations - Continued
BRL Berlin GUA Guangzhou
BRN Barnaul GUY Guayaquil
BRR Barranquilla HAN Hanoi
BRS Brasilia HAR Harare
BRT Beirut HAV Havana
BRU Brussels HK Hong Kong
BRV Bratislava HNR Honiara
BRY Beryozovo HOC Hochiminh
BRZ Brazzaville HON Honolulu
BSK Bratsk HOU Houston
BST Brest HOU Houston Oceanic
BUC Bucharest IND Indianapolis
BUD Budapest IRK Irkutsk
BUJ Bujumbura ISL Isla de Pascua
CAI Cairo IST Istanbul
CAL Calcutta JAK Jakarta
CAM Campo Grande JAX Jacksonville
CAM Central America JED Jeddah
CAN Canaries JOH Johannesburg
CAP Capetown KAB Kabul
CAS Casablanca KAM Kamennyi Mys
CHA Chaybukha KAN Kano
CHE Chelyabinsk KAR Karachi
CHI Chicago KAT Kathmandu
CHO Chokurdakh KAZ Kazan
CHR Chersky KC Kansas City
CHT Chita KHA Khabarovsk
CHU Chulman KHR Kharkov
CLE Cleveland KHT Khatanga
COC Cocos Island KIE Kiev
COL Colombo KIG Kigali
COP Copenhagen KIN Kingston
COR Cordoba KIR Kirensk
CRT Curitiba KIS Kisangani
CUR Curacao KK Kota Kinabalu
DAK Dakar KL Kuala Lumpur
DAK Dakar Oceanic KM Khanty-Mansiysk
DAM Damascus KNS Kinshasa
DAR Darwin KO Kzyl-Orda
DEL Delhi KOL Kolpashevo
DEN Denver KOS Kostanay
DES Dar-Es-Salaam KRA Krasnovodsk
DHA Dhaka KRS Krasnoyarsk
DIK Kikson KRV Kirov
DOR Kornod KSH Kishinau
DSS Dusseldorf KTM Khartoum
DUR Durban KUN Kunming
DUS Dushanbe KUR Kurgan
EDM Edmonton LAH Lahore
EMI Emirates LAN Lanzhou
ENT Entebbe LAP LA Paz
EZE Ezeiza LAX Los Angeles
FRA Frankfurt LIL Lilongwe
FW Ft Worth LIM Lima
GAB Gaborone LIS Lisbon
GAN Gander Domestic LJU Ljubljana
GAN Gander Oceanic LON London
GEN Geneva LUA Luanda
GEO Georgetown LUB Lubumbashi
D-4 Rev 1
LUS Lusaka OSK Okhotsk
LVO Lvov OSL Oslo
MAD Madrid PA Punta Arenas
MAG Magadan PAN Panama
MAI Maiquetia PAP Port Au Prince
MAL Male PAR Paris
MAN Manila PE Port Elizabeth
MAR Marseille PEC Pechora
MAU Mauritius PEM Perm
MAZ Mazatlan PEN Penza
MAZ Mazatlan Oceanic PER Perth
MDR Madras PET Petersburg
MEL Melbourne PEV Pevek
MEM Memphis PHN Phnom Penh
MEN Mendoza PIA Piarco
MER Merida PM Port Moresby
MEX Mexico PMT Puerto Montt
MGD Magdagachi PRA Prague
MIA Miami PRM Paramaribo
MIA Miami Oceanic PTR Petropavlovsk-Kam
MIL Milan PV Porto Velho
MIN Minneapolis PYO Pyongyang
MIR Mirny REC Recife
MLM Malmo RES Resistencia
MLT Malta REY Reykjavik
MNC Monction Northern RIG Riga
MNC Monction Southern RIV Rivadavia
MNS Manaus RMS Reims
MNT Monterrey ROB Roberts
MOG Mogadishu ROC Rochambeau
MON Montreal ROM Rome
MOS Moscow ROS Rostov
MRM Murmansk ROV Rovaniemi
MS Mys Shmidta SAI Sainshand
MSK Minsk SAL Sal Oceanic
MTV Montevideo SAM Samara
MUN Munich SAN Santiago
MUR Muren SCO Scottish
MUS Musca SDO Santo Domingo
NAD Nadi Oceanic SEA Seattle
NAH Naha SEM Semipalatinsk
NAI Nairobi SEY Seychelles
NAS Nassaut SHA Shanghai
NDJ N’Djamena SHE Shenyang
NIC Nicosia SHN Shannon
NIK Nikolaevsk-Na-Amure SHW Shanwick Oceanic
NMY Niamey SIM Simferopol
NOR Norilsk SIN Singapore
NOV Novosibirsk SJU San Juan Oceanic
NUK Nukus SLC Salt Lake City
NY New York SLK Salekhard
NY New York Oceanic SM Santa Maria Oceanic
NZE New Zeland SMR Samarkand
OAK Oakland SOF Sofia
OAK Oakland Oceanic SON Sondrestrom
ODE Odessa STA Stavanger
OKH Okha STO Stockholm
OMS Omsk SUK Sukhumi
ORN Orenburg SUN Sundsvall
D-5 Rev 1
SUR Surgut OTHER ABBREVIATIONS USED ON KLN 90B
SWI Switzerland PAGES
SYD Sydney
SYK Syktyvkar 80 80 octane fuel
SYM Seymchan 100 100 octane fuel
TAE Taegu 100LL 100 octane low lead fuel
TAH Tahiti Oceanic A Airport waypoint
TAI Taipei AAS Aeronautical advisory service
TAL Tallinn ABV Above
TAM Tampere ACQ Acquisition
TAS Tashkent ACT Active flight plan waypoints
TAZ Tashavz ADJ Adjust
TBI Tbilisi AKD Alaska Daylight Time
TEH Tehran AKS Alaska Standard Time
TEL Tel Aviv ALRT Alert area
TIK Tiksi ALT Altitude
TIL Tilichiki ANNUN Annunciators
TIR Tirana APPR Approach
TOK Tokyo APR Approach
TOR Toronto APT Airport
TRI Tripoli ARM Approach Arm Mode
TRO Trondheim ARVL Arrival (freq)
TUN Tunis ATD Atlantic Daylight Time
TUR Turukhansk ATF Aerodrome traffic frequency
TYU Tyumen ATS Atlantic Standard Time
UFA Ufa AWOS Automatic weather observing
UJU Ujung Bandang station
ULA Ulaanbaatar B Bad
UND Underhaan B Both
URA Uralsk BARO Barometer (altimeter setting)
URU Urumqi BEL Below
VAN Vancouver BRG Bearing
VAR Varna C Centigrade
VEL Velikiye Luki CAL Calculator
VIE Vienna CAL Calibration
VIL Vilnius CAS Calibrated airspeed
VLA Vladivostok CAUT Caution area
VNT Vientiane CDI Course Deviation Indicator
VLO Vologda CDT Central Daylight Time
VOL Volgograd CL B Class B airspace
VRK Vorkuta CL C Class C airspace
WAR Warsaw CLR Clearance delivery
WAS Washington CLY Clay
WEL Wellington CONV Conversion
WIN Winnipeg CORD UNIV Coordinated Universal Time
WND Windhoek CRS Course
WUH Wuhan CRSR Cursor
YAK Yakutsk CST Central Standard Time
YAN Yangon CTA Control area (outside USA)
YEK Yekaterinburg CTAF Common traffic advisory
YEN Yeniseysk frequency
YER Yerevan CTR Center (Air Route Traffic
YS Yuzhno-Sakhalinsk Control Center)
ZAG Zagreb D DME capable
ZAI Zaire D/T Distance/Time
ZHK Zhezkazgan DB Database
ZUR Zurich DEGRD Degraded navigation
ZYR Zyryanka DEN Density Altitude
DEP Departure
D-6 Rev 1
Other Abbreviations Used on KLN 90B Pages - Continued
DEST Destination INIT Initialization
DEV Deviation (on external course INT Intersection
devation indicator) INVRT Invert
DIR Director (freq) KG Kilogram
DIS Distance KT Knots
DNGR Danger area L Left
DTK Desired track L Liters
DUP Duplicate L Low altitude VOR
E East L Low pressure oxygen
EDT Eastern Daylight Time L Runway lighting sunset to sun
ELE Elevation rise
ELEV Elevation L FOB Landing fuel on board
ELV Airport elevation LB Low pressure bottled oxygen
ENDUR Endurance LB Pounds
ENG Engine LDG Landing
ENR En route LEN Length
ENT Enter LPC Runway lighting is pilot controlled
ESA Minimum en route safe altitude LPT Runway lighting is part time or
EST Eastern Standard Time on request
ETA Estimated time of arrival MACH Mach number
ETE Estimated time en route MAHP Missed Approach Holding Point
F Fahrenheit MAP Missed Approach Point
FAF Final Approach Fix MAT Steel matting
FAILR Failure of receiver MB Millibars
FF Fuel Flow MCOM Multicom
FLT Flight time MDT Mountain Daylight Time
FOB Fuel on board MF Mandatory frequency
FP Flight plan MOA Military operation area
FPL Flight plan MOD Mode
FPM Feet per minute MOGAS Automotive fuel
FR From MPH Miles per hour
F REQ Fuel required MSA Minimum safe altitude
FSS Flight service station MSG Message
G GPS based approach procedure MST Mountain Standard Time
GAL Gallon N NDB overlay approach
GDT Greenland Daylight Time procedure
GPS Global Positioning System N NDB waypoint
GPS CRS External Leg/OBS switch N North
GRND Ground control NAV Navigation
GRV Gravel NAV A Navigation with altitude aiding
GS Groundspeed NAV D Navigation with data collection
GST Greenland Standard Time NM Nautical miles
H High altitude VOR NR Nearest
H High pressure oxygen OBS Omni bearing selection
HAD Hawaii Daylight Time ORS Operational Revision Status
HAS Hawaii Standard Time OTH Other
HB High pressure bottled oxygen P.POS Present position
HDG Heading PCL Pilot controlled lighting
HDWND Headwind PDT Pacific Daylight Time
HRD Hard surface POS Position
HSI Horizontal Situation Indicator POSN Position
HT Height PRES Present
I Intersection waypoint PROH Prohibited area
IAF Initial Approach Fix PRS Pressure altitude
IDENT Identifier PST Pacific Standard Time
IMP Imperial gallon PTAX Pre-taxi clearance
INACTV Inactive PWR Power
IND Indicated altitude R Right
D-7 Rev 1
Other Abbreviations Used on KLN 90B Pages - Continued
R RNAV overlay approach V VNAV status (on Super NAV 5)
procedure V VOR approach overlay
(R) Radar environment to approach procedure
& departure V VOR waypoint
RAD Radial VERT Vertical
RAIM Receiver Autonomous Integrity VNV Vertical navigation (VNAV)
Monitoring W Weak
RAMP Ramp/taxi control (freq) W West
RCVR Receiver WARN Warning area
RDR Radar (freq) WPT Waypoint
REF Reference WRN Warn
REQD Required fuel XTK Cross track error correction
RES Reserve fuel Z Zulu time
REST Restricted area
RMI Radio magnetic indicator
RMKS Remarks
RW Runway
S South
S Supplemental waypoint
SAT Static air temperature
SDT Samoa Daylight Time
SEL Selected altitude
SEQ Sequence
SET Setup
SFT Soft surface
SHL Shale
SID Standard Instrument Departure
SND Sand
SNR Signal-to-noise-ratio
SNW Snow
SPC USE Special Use (airspace)
SRCH Search the sky
SST Samoa Standard Time
STA Status
STAR Standard Terminal Arrival Route
STN Station
SUP Supplemental
SV Space vehicle
SW Software
T Terminal VOR
T Terminal waypoint
t Relative to true North
TAS True airspeed
TAT Total air temperature
TEMP Temperature
TK Actual track
TLWND Tailwind
TMA Terminal area (outside USA)
TRAN Transition
TRF Turf
TRI Trip
TRNG Training area
TRSA Terminal Radar Service Area
TWR Tower
U Undefined class of VOR
UNIC Unicom
UNK Unknown
UTC Coordinated Universal Time
(Zulu)
D-8 Rev 1
APPENDIX E - SECONDS TO DECIMAL MINUTES
The KLN 90B utilizes latitude and longitude expressed 45 .75

in degrees, minutes, and hundredths of a minute. You 46 .77
may occasionally see a document expressing latitude 47 .78
and longitude in degrees, minutes, and seconds. You 48 .80
may use this table to convert seconds to hundredths of 49 .82
a minute. 50 .83
51 .85
52 .87
HUNDREDTHS OF 53 .88
SECONDS A MINUTE 54 .90
00 .00 55 .92
01 .02 56 .93
02 .03 57 .95
03 .05 58 .97
04 .07 59 .98
05 .08
06 .10
07 .12 For Example:
08 .13
09 .15 35 deg, 46 min, 24 seconds becomes 35 deg, 46.40 min
10 .17 32 deg, 15 min, 58 seconds becomes 32 deg, 15.97 min
11 .18
12 .20
13 .22
14 .23
15 .25
16 .27
17 .28
18 .30
19 .32
20 .33
21 .35
22 .37
23 .38
24 .40
25 .42
26 .43
27 .45
28 .47
29 .48
30 .50
31 .52
32 .53
33 .55
34 .57
35 .58
36 .60
37 .62
38 .63
39 .65
40 .67
41 .68
42 .70
43 .72
44 .73
E-1 Rev 1
E-2 Rev 1
INDEX
A APT 2 page (Airport 2) 3-43

Abbreviations APT 3 page (Airport 3) 3-43
Airport names 3-26, 3-42 APT 4 page (Airport 4) 3-45
ARTCC/FIR D-3 APT 5 page (Airport 5) 3-47
Canadian province D-1 APT 6 page (Airport 6) 3-48
Country D-1 APT 7 page (Airport 7) 3-49, 6-21
Other KLN 90B D-6 APT 8 page (Airport 8) 3-49, 6-4, 6-16
State D-1 ARC 6-18, A-1
ACT page (active flight plan waypoints) 4-10 ARTCC (“Center”)
Actual track 3-32, 3-34, A-1 Abbreviations D-3
Air data pages 5-42 Frequencies 3-52
Airport Waypoints 5-25
City 3-43 AUTO map scale 3-36, 6-9
Communication frequencies 3-45 Autopilot 6-18
Elevation 3-43
Instrument approach capability 3-43 B
Name 3-42 Baro set 3-5, 3-55, 6-8
Nearest 3-22, 3-37, 3-42 Battery 2-8
Radar capability 3-43 Bearing to waypoint 3-31
Remarks 3-47 Brightness, see Display brightness
Runway information 3-43
Services 3-48 C
User defined waypoints 5-16 CAL 1 page (Calculator 1) 5-10
Airport identifiers 2-3 CAL 2 page (Calculator 2) 5-11
Airspeed 5-11, 5-13, 5-43 CAL 3 page (Calculator 3) 5-12
Alerting CAL 4 page (Calculator 4) 5-8, 5-12
Altitude 3-55 CAL 5 page (Calculator 5) 5-13
Height above airport 3-58 CAL 6 page (Calculator 6) 5-14
Special use airspace 3-39 CAL 7 page (Calculator 7) 5-15
Waypoint 3-29, 4-8 Canadian Province abbreviations D-1
Almanac 3-17 Cancel, see Delete
Altitude Canceling Direct to operations 3-29
Alerting 3-55 Cartridge, see Data base
Density 5-10, 5-43 CDI 3-4, 3-31, 3-59, 4-9, 6-9
Indicated 3-55 CDI scale factor 3-31, 5-37, 5-38, 6-1, 6-2, 6-8
Minimum enroute 3-32 “Center” waypoints 5-25
Minimum safe 3-32 Changing
Page 3-55 Approaches 6-7
Pressure 5-10, 5-43 SIDs 6-24
Annunciators, remote 3-59, 6-1 STARs 6-24
Antennas 1-2 Communication frequencies
Approach active (ACTV) mode 3-29, 5-32, 5-38, 6-1, 6- Airport 3-55
3, 6-8 Center (ARTCC) 3-52
Approach armed (ARM) mode 3-29, 5-32, 5-38, 6-1, 6-8 FSS 3-52
Approaches 2-2, 3-49, 5-45, 6-1 Computer data base, updating 2-3
Changing 6-7 Controls 3-2, 3-11
Deleting 6-7 Country abbreviations D-1
Loading 6-4 Course fix 6-6
Selecting 6-4 Course reversal 6-10
APT 1 page (Airport 1) 3-42 Coverage area
I-1 Rev 1
Database 2-1 E
Navigation 3-1 Editing
Cross track error 3-32, A-1 SID 6-23
CTA 3-39, 3-42 STAR 6-23
CTR 1 page (Center 1) 5-25 EFIS 3-4, 5-34, 6-9
CTR 2 page (Center 2) 5-25 Enter prompt 3-10
Cursor 3-11 EPE (estimated position error) 5-30
Customs 3-48 Erase, see Delete
ESA, see minimum enroute safe altitude
D ETA (estimated time of arrival) 4-12, A-1
Database ETE (estimated time enroute) 3-31, 3-36, 4-11, A-1
Cartridge 2-3, 2-7
Contents 2-1 F
Coverage areas 2-1 -f (final approach fix identifier suffix) 6-7
Currency requirement for approach use 6-1 FAF (final approach fix) 6-1, 6-2, 6-6
Functions 2-1 Fence 6-7
Operation without cartridge 5-44 Flight plan(s)
Page 3-7 Activating 4-3
Update service options 2-8 Active 4-3
Updating 2-3, 5-46 Adding waypoints 4-4
User 2-2, 2-8 Creating 4-1
Data entry 3-14 Deleting flight plans 4-5
Date 3-5, 3-53 Deleting waypoints 4-5
Delete Inverting 4-3
Airport remarks 3-47 Operation from 4-7
Approach 6-7 Rules 4-1
Direct to operation 3-29 VNAV operation 5-9
Flight plans 4-5 Flashing data on screen 3-11
SID 6-24 Flight time 4-13
STAR 6-24 Fly-by/Fly-over waypoints 4-2
User defined waypoints 5-20 Frequencies, see Communication frequencies
Waypoints from a flight plan 4-5 FSS frequencies 3-52
Departure time 4-13 Fuel availability 3-48
Desired track 3-32, 3-34, 4-8, 4-12, A-1 Fuel management pages 5-39
Direct to operation 3-27, 3-34, 4-10 Fuel on board 5-39
Canceling 3-29 Fuel planning 5-3, 5-5, 5-6
Flight plan 4-10
Recenter D-Bar 3-28
VNAV 5-7 G
Display brightness 3-3 GPS APR switch/annunciator 3-59, 6-1, 6-9
Display format 3-9 GPS CRS switch/annunciator 3-7, 3-59, 5-32, 5-33
Distance 3-31, 3-36, 4-11, A-1 GPS status 5-29
D/T 1 page (Distance/Time 1) 5-11 Groundspeed 3-31, 3-36, A-1
D/T 2 page (Distance/Time 2) 5-12
D/T 3 page (Distance/Time 3) 5-12 H
D/T 4 page (Distance/Time 4) 5-13 -h (missed approach holding point identifier suffix) 6-7
DME arcs 6-6, 6-16, 6-17, 6-18 Heading 3-34, A-1
Duplicate waypoints 3-15 Height above airport alert 3-58
Holding pattern 6-11, 6-15, 6-19
HSI 3-4, 3-59, 4-9, 6-9
I-2 Rev 1
I N
-i (initial approach fix identifier suffix) 6-7 NAV 1 page (Navigation 1) 3-31
IAF (initial approach fix) 6-2 NAV 2 page (Navigation 2) 3-32
Selecting 6-4, 6-16 NAV 3 page (Navigation 3) 3-32
ICAO identifiers 2-3 NAV 4 page (Navigation 4) 3-34, 5-7
Initialization 3-17 NAV 5 page (Navigation 5) 3-34
INT page (Intersection page) 3-50 NAV/GPS switch/annunciator 3-59, 6-1
Integrity monitoring, see RAIM Navigation map display 3-34, 3-35
Intercept DME arc 6-16, 6-17 Navigation terms A-1
Moving the intercept point 6-17 NDB page 3-49
Interfaces 1-1 NDB user waypoints 5-18
Intermediate fix 6-6 NDBs, nearest 3-22, 3-37
Intersections 3-50 NDBs, on map display 3-37
Intersection user waypoints 5-18 Nearest airports, VORs, NDBs 3-22
NOS charts 6-6
J NO WPT SEQ 6-7
Jeppesen charts 6-6 Non-precision approaches, see Approaches
K O
KA 91 antenna 1-2 OBS IN 3-4
KA 92 antenna 1-2 OBS mode 3-32, 4-9, 5-34
In approach procedures 6-10, 6-11, 6-12, 6-14,
6-19
L OBS OUT 3-4
Landing fee 3-48 OBS warning page 3-7
Lighting, runway 3-49 Off-airport navaid 6-10
Loading On-airport navaid 6-14
Approach 6-4 ORS (Operational Revision Status) 3-3
SID 6-22 OTH 1 page (Other 1) 3-52
STAR 6-23 OTH 2 page (Other 2) 3-52
Locator outer marker (LOM) 3-50 OTH 3 page (Other 3) 5-20
OTH 4 page (Other 4) 3-47
M OTH 5 page (Other 5) 5-39
-m (missed approach point identifier suffix) 6-7 OTH 6 page (Other 6) 5-41
Mach 5-43 OTH 7 page (Other 7) 5-41
Magnetic variation 5-44 OTH 8 page (Other 8) 5-41
Map display 3-34, 3-36 OTH 9 page (Other 9) 5-43
MAP (missed approach point) 3-27, 3-29, 6-2, 6-6, 6-7 OTH 10 page (Other 10) 5-43
MAHP (missed approach holding point) 6-2 Outer markers (OM) 4-50
Message page 3-16 Oxygen availability 3-48
Messages
Message page 3-16, Appendix B P
Status line 3-10, Appendix C Page definition 3-9
Minimum enroute safe altitude (ESA) 3-33, 5-3, 5-5, 5-6, Page selection 3-12
5-35 Plus sign (+) meaning 3-9
Minimum safe altitude (MSA) 3-32 Power cycles 5-31
Missed approach procedure 3-27, 6-11, 6-19 Present position 3-8, 3-32
MOD pages (MODE) 5-32 Preview of Operation II
Modes 3-10, 3-36, 5-32 Procedure turns 6-14
MOVE? 6-17
I-3 Rev 1
R Deleting 6-24
RAIM (receiver autonomous integrity monitoring) 6-3, 6- Editing 6-23
14, 6-15, 6-18 Example 6-26
Prediction 6-19, 6-20 Loading 6-23
Radar vectors 6-12, 6-17 Selecting 6-23
Receiver status 5-29 State abbreviations D-1
REF page (Reference waypoint) 5-21 Status line messages 3-10, Appendix C
Reference waypoints 5-21 Step-down fix 6-9, 6-18
Removing KLN 90B 2-7 Sunrise/Sunset 5-15
Runway fix 6-6 SUP page (Supplemental waypoint) 5-18
Runway information 3-43 Super NAV 1 page 3-32
Super NAV 5 page 3-27, 3-37, 5-9, 5-35, 6-1, 6-6, 6-17
Supplemental waypoints 3-51, 5-18
S Surface, runway 3-44
Sample trips 3-60, 4-15 System components 1-1
Satellite status 5-29
Scanning active waypoints 3-37, 6-17
Scanning waypoints 3-21, 3-24
T
Selected course, see OBS mode Take-home mode 3-3, 3-19, 5-46
Selecting Temperature conversion 5-13
Approach 6-4 Terminal waypoints 4-10
IAF 6-2 Names 6-5
SID 6-22 Time
STAR 6-23 Actual 3-5, 3-53, 4-13
Transition (SID/STAR) 6-22 Enroute 3-31, 3-36, 4-11, 4-13
Waypoints 3-20 Flight 4-13
Self test page 3-3 Of arrival 4-12, 4-13
SET 0 page (Setup 0) 2-4 Total time of operation 5-31
SET 1 page (Setup 1) 3-17, 5-46 Zones 3-5, 5-14
SET 2 page (Setup 2) 3-53 Time to first fix 3-17
SET 3 page (Setup 3) 3-22 TMA 3-39, 3-42
SET 4 page (Setup 4) 4-13 Track, see Actual track, see Desired track
SET 5 page (Setup 5) 3-58 Traffic pattern indicator 3-44
SET 6 page (Setup 6) 4-9 Transitions (SID/STAR), selecting 6-22
SET 7 page (Setup 7) 3-39, 5-10 TRI 0 page (Trip Planning 0) 5-2
SET 8 page (Setup 8) 3-41 TRI 1 page (Trip Planning 1) 5-3
SET 9 page (Setup 9) 3-57, 3-59 TRI 2 page (Trip Planning 2) 5-3
SID (standard instrument departure) TRI 3 page (Trip Planning 3) 5-5
Changing 6-24 TRI 4 page (Trip Planning 4) 5-5
Deleting 6-24 TRI 5 page (Trip Planning 5) 5-6
Editing 6-23 TRI 6 page (Trip Planning 6) 5-6
Example 6-25 Trip planning 5-1
Loading 6-22 True airspeed 5-11, 5-43
Selecting 6-22 Turn anticipation 4-8
SID/STARs 2-2, 3-49, 4-2, 5-45, 6-21 Turn-on 3-3
SNR (Signal-to-Noise Ratio) 5-29 Turn-on page 3-3, 5-28
Software status 5-31
Special use airspace 3-39, 5-3, 5-5, 5-6 U
STA 1 page (Status 1) 5-29 Updating database 2-3, 5-46
STA 2 page (Status 2) 5-30 User database 2-2, 2-8, 3-51
STA 3 page (Status 3) 5-31 User-defined waypoints 5-16
STA 4 page (Status 4) 5-31 UTC, see Time Zones
STAR (standard terminal arrival route)
Changing 6-24
I-4 Rev 1
V
VNAV (vertical navigation) 3-36, 5-7
Vectors 6-12, 6-17
VOR(s)
page 3-49
user waypoint 5-18
nearest 3-22, 3-37
on map display 3-37
W
Waypoint alerting 3-29, 4-8
Waypoint scanning window 3-37, 6-17
Waypoints
Active 3-31
“Center” 5-25
Duplicate 3-15
Identifiers 2-3
Nearest 3-22
Reference 5-21
Selecting by identifier 3-20
Selecting by name or city 3-24
Selecting by scanning 3-21
User defined 2-2, 5-16
Wind 5-12, 5-43
I-5 Rev 1
I-6 Rev 1

KLN 90B Pilot's Guide PDF

Uploaded by

Copyright:

Available Formats

KLN 90B Pilot's Guide PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

KLN 90B Pilot's Guide PDF

Uploaded by

Copyright:

Available Formats

Pilot’s Guide KLN 90B Bendix/King®

TSO’d GPS Navigation System

for KLN 90Bs with

OPERATIONAL REVISION STATUS (ORS) 20

IMPORTANT: Special installation procedures must be

See Section 2.7

HSI EHSI CDI

REQUIRED FOR ALL INSTALLATIONS NAV

ALTITUDE ALERT AUDIO

One reason the KLN 90B is such a powerful navigation

2.1 FUNCTIONS OF THE DATABASE 2.2 DATABASE COVERAGE AREAS AND

60° EUROPE 60°

15° PACIFIC MID EAST PACIFIC 15°

Americas Database primary area International Database primary area

WARNING: The accuracy of the database informa-

Update information is sent to you on several 3.5” disks.

CAUTION: The database must be updated only while

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

Follow these steps to update the KLN 90B:

1. Plug the 9 pin female connector end of the interface

2. Plug the other end of the interface cable (4 conductor

5. Press the left C. UPDATE PUBLISHED DB will U P D A T E

7. Press E to acknowledge the information on this Figure 2-3

11. Remove the interface cable. Remove the disk from

If the wrong disk is inserted the computer screen will dis-

There are other error messages that may be displayed. If

1. Insert the KLN 90B insertion/removal tool (supplied

2. Turn the tool counterclockwise until the locking mech-

4. Remove the old database cartridge by pulling it

5. Remove the new database cartridge from its shipping

8. The container which was used to ship the new car-

2.5 USER DEFINED DATABASE

2.6 INTERNAL MEMORY BACKUP BATTERY

Check One: Please set up the service under:

Check One: Wire Transfer:

Single Update. Provides one

BUSINESS REPLY MAIL

POSTAGE WILL BE PAID BY ADDRESSEE

ALLIEDSIGNAL COMMERCIAL AVIONICS SYSTEMS

3.1 COVERAGE AREA

Figure 3-1 KLN 90B Navigation Coverage Area

LEFT OUTER RIGHT

NOTE: When power is applied to the KLN 90B it always

1. Turn-on the KLN 90B by pressing the power/bright-

3. Adjust the display brightness to the desired level by

4. Verify that the data displayed on the left side of the

If the KLN 90B is interfaced with a mechanical NAV

If the KLN 90B is interfaced with a NAV indicator

The OBS OUT field always displays 315 degrees and

The RMI field always displays 130 degrees. If the

If any of the above checks fail, do not use the associ-

6. If the date is incorrect, rotate the right outer knob

UTC Coordinated Universal Time (Zulu)

NOTE: The units of the altimeter baro setting may be

NOTE: The altimeter baro set field will not be a cursor

12. The Database page will now be displayed with the

NOTE: In order to reach a NAV ready status, the aircraft

NOTE: When the KLN 90B is interfaced with certain

SET FUEL ON BOARD