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Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Close up photos of internal and external components Illustrated history and description of all variants of 737 Databases and reports of all the major 737 accidents & incidents History and Development of the Boeing 737 - MAX General flightdeck views of each generation of 737's Technical presentations of 737 systems by Chris Brady Detailed tech specs of every series of 737 A collection of my favourite photographs that I have taken of or from the 737 Press reports of orders and deliveries Details about 737 production methods A compilation of links to other sites with useful 737 content Study notes and technical information A compilation of links to major 737 news stories with a downloadable archive A quick concise overview of the pages on this site


Formerly known as Head-Up Guidance System (HGS), HUD was certified for the 737 by the US FAA in 1994 to allow Cat IIIA landings down to 200m RVR and take-offs in 90m. The first production 737 HGS was fitted to a 737-300 of Morris Air (later bought by Southwest) delivered September 1995.

See also Enhanced Vision System

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*** Updated 23 Nov 2020 ***

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The HGS comprises of an overhead unit which contains the CRT and projector; a combiner, also known as the Head Up Display (HUD), which combines the projected display with the outside view; a control panel for data entry and to select mode of operation and an annunciator panel on the F/Os instrument panel.

HGS Control Panel

Primary Mode Display

Cat III at 50ft


In March 2020 the FAA fined Boeing $19.68 million for installing sensors that had not been tested or approved as being compatible with the 737 head-up display system. The FAA said the sensors were installed in HUDs of 618 Boeing 737 NG aircraft between June 2015 and April 2019 and of 173 Boeing 737 Max aircraft from July 2017 until March 2019. The HUDs involved are made by Rockwell Collins. Boeing failed to verify that the sensors were listed as interchangeable, according to Friday's letter from a lawyer in FAA's enforcement division near Seattle to Lynne Hopper, Boeing's vice-president of engineering for commercial airplanes. The FAA said the sensors had not been tested or approved as being compatible with the Rockwell Collins guidance systems, and that Boeing had apparently violated federal regulations and its own policies. Boeing said it has co-operated with the FAA. It said the matter involves documentation of parts and is not a safety issue.

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