Garmin Software Version 0734 7A Pilots Guide

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Embraer Prodigy® Flight Deck 100
Pilot’s Guide

Embraer Phenom 100

Copyright © 2008-2010, 2012-2014 Garmin Ltd. or its subsidiaries. All rights reserved.
This manual reflects the operation of System Software version 0734.7A or later for the Embraer Phenom 100. Some differences in
operation may be observed when comparing the information in this manual to earlier or later software versions.
Garmin International, Inc., 1200 East 151st Street, Olathe, Kansas 66062, U.S.A.
Tel: 913/397.8200 Fax: 913/397.8282
Garmin AT, Inc., 2345 Turner Road SE, Salem, OR 97302, U.S.A.
Tel: 503/391.3411 Fax 503/364.2138
Garmin (Europe) Ltd, Liberty House, Hounsdown Business Park, Southampton, SO40 9LR, U.K.
Tel: 44 (0) 23 8052 4000
Fax: 44 (0) 23 8052 4004
Garmin Corporation, No. 68, Jangshu 2nd Road, Shijr, Taipei County, Taiwan
Tel: 886/02.2642.9199 Fax: 886/02.2642.9099
For after-hours emergency, aircraft on ground (AOG) technical support for Garmin panel mount and integrated avionics systems, please
contact Garmin’s AOG Hotline at 913.397.0836.
Web Site Address: www.garmin.com
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored
in any storage medium, for any purpose without the express written permission of Garmin. Garmin hereby grants permission to download
a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for
personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice
and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited.
Prodigy® is a registered trademark of Embraer-Empresa Brasileira de Aeronautica S.A.
Garmin® is a registered trademark of Garmin Ltd. or its subsidiaries. WATCH®, FliteCharts®, and SafeTaxi® are trademarks of Garmin Ltd.
or its subsidiaries. These trademarks may not be used without the express permission of Garmin.
Bendix/King® and Honeywell® are registered trademarks of Honeywell International, Inc.; Becker® is a registered trademark of Becker
Flugfunkwerk GmbH; NavData® is a registered trademark of Jeppesen, Inc.; XM® is a registered trademark of XM Satellite Radio, Inc.
SiriusXM Weather and SiriusXM Satellite Radio are provided by SiriusXM Satellite Radio, Inc.
AC-U-KWIK® is a registered trademark of Penton Business Media Inc.
AOPA Membership Publications, Inc. and its related organizations (hereinafter collectively “AOPA”) expressly disclaim all warranties,
with respect to the AOPA information included in this data, express or implied, including, but not limited to, the implied warranties
of merchantability and fitness for a particular purpose. The information is provided “as is” and AOPA does not warrant or make any
representations regarding its accuracy, reliability, or otherwise. Under no circumstances including negligence, shall AOPA be liable for any
incidental, special or consequential damages that result from the use or inability to use the software or related documentation, even if
AOPA or an AOPA authorized representative has been advised of the possibility of such damages. User agrees not to sue AOPA and, to
the maximum extent allowed by law, to release and hold harmless AOPA from any causes of action, claims or losses related to any actual
or alleged inaccuracies in the information. Some jurisdictions do not allow the limitation or exclusion of implied warranties or liability for
incidental or consequential damages so the above limitations or exclusions may not apply to you.

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

AC-U-KWIK and its related organizations (hereafter collectively “AC-U-KWIK Organizations”) expressly disclaim all warranties with
respect to the AC-U-KWIK information included in this data, express or implied, including, but not limited to, the implied warranties of
merchantability and fitness for a particular purpose. The information is provided “as is” and AC-U-KWIK Organizations do not warrant or
make any representations regarding its accuracy, reliability, or otherwise. Licensee agrees not to sue AC-U-KWIK Organizations and, to the
maximum extent allowed by law, to release and hold harmless AC-U-KWIK Organizations from any cause of action, claims or losses related
to any actual or alleged inaccuracies in the information arising out of Garmin’s use of the information in the datasets. Some jurisdictions
do not allow the limitation or exclusion of implied warranties or liability for incidental or consequential damages so the above limitations
or exclusions may not apply to licensee.

October, 2014

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

Printed in the U.S.A.

190-00728-06 Rev. A

WARNINGS, CAUTIONS, AND NOTES

WARNING: Navigation and terrain separation must NOT be predicated upon the use of the terrain avoidance

feature. The terrain avoidance feature is NOT intended to be used as a primary reference for terrain avoidance
and does not relieve the pilot from the responsibility of being aware of surroundings during flight. The
terrain avoidance feature is only to be used as an aid for terrain avoidance. Terrain data is obtained from
third party sources. Garmin is not able to independently verify the accuracy of the terrain data.
WARNING: The displayed minimum safe altitudes (MSAs) are only advisory in nature and should not be

relied upon as the sole source of obstacle and terrain avoidance information. Always refer to current
aeronautical charts for appropriate minimum clearance altitudes.
WARNING: The altitude calculated by the GPS receivers is geometric height above Mean Sea Level and

could vary significantly from the altitude displayed by pressure altimeters, such as the GDC 74B Air Data
Computer, or other altimeters in aircraft. GPS altitude should never be used for vertical navigation. Always
use pressure altitude displayed by the PFD or other pressure altimeters in aircraft.
WARNING: Do not use outdated database information. Databases used in the system must be updated

regularly in order to ensure that the information remains current. Pilots using any outdated database do so
entirely at their own risk.
WARNING: Do not use basemap (land and water data) information for primary navigation. Basemap data is

intended only to supplement other approved navigation data sources and should be considered as an aid to
enhance situational awareness.
WARNING: Traffic information shown on system displays is provided as an aid in visually acquiring traffic.

Pilots must maneuver the aircraft based only upon ATC guidance or positive visual acquisition of conflicting
traffic.
WARNING: Do not use data link weather information for maneuvering in, near, or around areas of hazardous

weather. Information contained within data link weather products may not accurately depict current
weather conditions.
WARNING: Do not use the indicated data link weather product age to determine the age of the weather

high degree of functional integrity. However, the pilot must recognize that providing monitoring and/or
self-test capability for all conceivable system failures is not practical. Although unlikely, it may be possible
for erroneous operation to occur without a fault indication shown by the system. It is thus the responsibility
of the pilot to detect such an occurrence by means of cross-checking with all redundant or correlated
information available in the cockpit.
WARNING: For safety reasons, system operational procedures must be learned on the ground.

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

iii

WARNINGS, CAUTIONS, AND NOTES

WARNING: The United States government operates the Global Positioning System and is solely responsible

for its accuracy and maintenance. The GPS system is subject to changes which could affect the accuracy and
performance of all GPS equipment. Portions of the system utilize GPS as a precision electronic NAVigation
AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the system can be misused or
misinterpreted and, therefore, become unsafe.
WARNING: To reduce the risk of unsafe operation, carefully review and understand all aspects of the Prodigy®

Pilot’s Guide documentation and the Embraer Phenom 100 Airplane Flight Manual. Thoroughly practice
basic operation prior to actual use. During flight operations, carefully compare indications from the system
to all available navigation sources, including the information from other NAVAIDs, visual sightings, charts,
etc. For safety purposes, always resolve any discrepancies before continuing navigation.
WARNING: The illustrations in this guide are only examples. Never use the system to attempt to penetrate
a thunderstorm. Both the FAA Advisory Circular, Subject: Thunderstorms, and the Aeronautical Information

Manual (AIM) recommend avoiding “by at least 20 miles any thunderstorm identified as severe or giving an
intense radar echo.”
WARNING: Lamp(s) inside this product may contain mercury (HG) and must be recycled or disposed of

according to local, state, or federal laws. For more information, refer to our website at www.garmin.com/
aboutGarmin/environment/disposal.jsp.
WARNING: Because of variation in the earth’s magnetic field, operating the system within the following

areas could result in loss of reliable attitude and heading indications. North of 72° North latitude at all
longitudes. South of 70° South latitude at all longitudes. North of 65° North latitude between longitude
75° W and 120° W. (Northern Canada). North of 70° North latitude between longitude 70° W and 128° W.
(Northern Canada). North of 70° North latitude between longitude 85° E and 114° E. (Northern Russia).
South of 55° South latitude between longitude 120° E and 165° E. (Region south of Australia and New
Zealand).
WARNING: Do not use GPS to navigate to any active waypoint identified as a ‘NON WGS84 WPT’ by a

system message. ‘NON WGS84 WPT’ waypoints are derived from an unknown map reference datum that
may be incompatible with the map reference datum used by GPS (known as WGS84) and may be positioned
in error as displayed.
CAUTION: The PFD and MFD displays use a lens coated with a special anti-reflective coating that is very

sensitive to skin oils, waxes, and abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE
ANTI-REFLECTIVE COATING. It is very important to clean the lens using a clean, lint-free cloth and an
eyeglass lens cleaner that is specified as safe for anti-reflective coatings.
CAUTION: The system does not contain any user-serviceable parts. Repairs should only be made by an

authorized Garmin service center. Unauthorized repairs or modifications could void both the warranty and
the pilot’s authority to operate this device under FAA/FCC regulations.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

WARNINGS, CAUTIONS, AND NOTES

NOTE: All visual depictions contained within this document, including screen images of the panel and

displays, are subject to change and may not reflect the most current system and databases. Depictions of
equipment may differ slightly from the actual equipment.
NOTE: This device complies with part 15 of the FCC Rules. Operation is subject to the following two

conditions: (1) this device may not cause harmful interference, and (2) this device must accept any
interference received, including interference that may cause undesired operation.
NOTE: This product, its packaging, and its components contain chemicals known to the State of California

to cause cancer, birth defects, or reproductive harm. This notice is being provided in accordance with
California’s Proposition 65. If you have any questions or would like additional information, please refer to
our web site at www.garmin.com/prop65.
NOTE: Interference from GPS repeaters operating inside nearby hangars can cause an intermittent loss of

attitude and heading displays while the aircraft is on the ground. Moving the aircraft more than 100 yards
away from the source of the interference should alleviate the condition.
NOTE: Use of polarized eyewear may cause the flight displays to appear dim or blank.
NOTE: Do not rely solely upon data link services to provide Temporary Flight Restriction (TFR) information.

Always confirm TFR information through official sources such as Flight Service Stations or Air Traffic Control.
NOTE: The FAA has asked Garmin to remind pilots who fly with Garmin database-dependent avionics of the

following:
• It is the pilot’s responsibility to remain familiar with all FAA regulatory and advisory guidance and information
related to the use of databases in the National Airspace System.
• Garmin equipment will only recognize and use databases that are obtained from Garmin or Jeppesen. Databases
obtained from Garmin or Jeppesen are assured compliance with all data quality requirements (DQRs) by virtue
of a Type 2 Letter of Authorization (LOA) from the FAA. A copy of the Type 2 LOA is available for each database
and can be viewed at http://fly.garmin.com by selecting ‘Type 2 LOA Status.’
• Use of a current Garmin or Jeppesen database in your Garmin equipment is required for compliance with
established FAA regulatory guidance, but does not constitute authorization to fly any and all terminal procedures
that may be presented by the system. It is the pilot’s responsibility to operate in accordance with established
AFM(S) and regulatory guidance or limitations as applicable to the pilot, the aircraft, and installed equipment.
NOTE: The pilot/operator must review and be familiar with Garmin’s database exclusion list as discussed

in SAIB CE-14-04 to determine what data may be incomplete. The database exclusion list can be viewed at
www.flygarmin.com by selecting ‘Database Exclusions List.’

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

WARNINGS, CAUTIONS, AND NOTES

NOTE: The pilot/operator must have access to Garmin and Jeppesen database alerts and consider their

impact on the intended aircraft operation. The database alerts can be viewed at www.flygarmin.com by
selecting ‘Aviation Database Alerts.’
NOTE: If the pilot/operator wants or needs to adjust the database, contact Garmin Product Support to

coordinate the revised DQRs.
NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.

These discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles
and fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go
to FlyGarmin.com and select ‘Report An Aviation Data Error Report.’

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

REVISION INFORMATION
Record of Revisions
Part Number
190-00728-00
190-00728-01

Revision
Date
A
July, 2008
A

Page Range
All

190-00728-02

September, 2009

All

190-00728-02

September, 2009

190-00728-03

November, 2010

190-00728-04

March, 2012

All

190-00728-05

May, 2013

All

190-00728-06 Rev. A

Description
Production release
Added ADF
Added ChartView and FliteCharts
Added TAS
Added flight plan import/export
Added other GDU 9.14 parameters
Added Synthetic Vision System
TAWS-A
TCAS I
TCAS II
ADF Tuning
Radar Altimeter
Added AOPA Airport Directory
Added Iridium Satellite Telephone and Data Link Services
Electronic checklists
Added dual navigation database capability
Added database synchronization
Added other GDU 10.00 parameters
Changed system software number from 0734.19 to
0734.24
Added METARs to active flight plan and maps
Updated XM Weather product age and icon display
Added SMS texting
Updated database update procedures
Added other GDU 11.12 parameters
Updated CAS messages
Updated SiriusXM Satellite Radio audio mute procedure
Added Pilot Profiles
Updated Database Update procedures
Added optional Spoilers
Added AC-U-KWIK Airport Directory capability
Updated GFDS registration procedure
Added Inset Map WX LGND Softkey
Removed flightplan sorting capability
Added other GDU 12.11 parameters
Added CPDLC
Added User Defined Holds
Added temperature compensated altitude
Updated CAS and voice messages
Added other GDU 13.01 parameters

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

vii

REVISION INFORMATION
Record of Revisions
190-00728-06

viii

October, 2014

All

Added support for ADS-B out
Updated MFD Data Bar Field choices
Added Ice Detector Option
Added Wind Speed and Heading Indicator Improvements
Added support for Bottlang Charts
Updated CPDLC discussion
Added Profile View
Added Weather Radar overlay on the Navigation Map
Updated Iridium Telephone Page Displays
Updated CAS messages
Added other GDU 14.02 parameters

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

TABLE OF CONTENTS
SECTION 1 SYSTEM OVERVIEW
1.1 System Description.................................................. 1
1.2 Line Replaceable Units (LRU).................................. 2
1.3 Prodigy® Controls..................................................... 8
MFD/PFD Controls......................................................... 8
MFD Control Unit........................................................ 10
AFCS Controls............................................................. 11
Audio Panel Controls................................................... 13
Softkey Function.......................................................... 15
1.4 Secure Digital Cards.............................................. 26
1.5 System Power-up.................................................... 27
1.6 System Operation................................................... 28
Normal Operation........................................................ 28
Reversionary Mode...................................................... 29
AHRS Operation.......................................................... 30
Prodigy® System Annunciations..................................... 31
GPS Receiver Operation............................................... 32
1.7 Accessing System Functionality........................... 37
Menus........................................................................ 37
MFD Page Groups........................................................ 37
MFD System Pages...................................................... 43
1.8 Display Backlighting.............................................. 59
Automatic Adjustment................................................. 59
Manual Adjustment..................................................... 59
SECTION 2 FLIGHT INSTRUMENTS
2.1 Flight Instruments.................................................. 64
Airspeed Indicator....................................................... 64
Attitude Indicator........................................................ 67
Altimeter.................................................................... 69
Vertical Speed Indicator (VSI)........................................ 72
Vertical Deviation........................................................ 73
Horizontal Situation Indicator (HSI)............................... 74
Course Deviation Indicator (CDI)................................... 79
2.2 Supplemental Flight Data..................................... 87
Temperature Displays................................................... 87
Wind Data.................................................................. 88
Vertical Navigation (VNV) Indications............................ 89
2.3 PFD Annunciations and Alerting Functions......... 90
System Annunciations.................................................. 90
Marker Beacon Annunciations...................................... 91

190-00728-06 Rev. A

Traffic Annunciations................................................... 91
TAWS Annunciations.................................................... 92
Altitude Alerting.......................................................... 92
Low Altitude Annunciation........................................... 93
Minimum Descent Altitude/Decision Height Alerting....... 93
Radar Altimeter........................................................... 95

2.4 Abnormal Operations............................................ 97
Altitude Alerting.......................................................... 97
Abnormal GPS Conditions............................................ 97
Heading Failure Modes................................................ 98
Unusual Attitudes........................................................ 98
SECTION 3 ENGINE AND AIRFRAME SYSTEMS
3.1 Engine Indication System (EIS)........................... 104
Takeoff Data Set Window........................................... 105
Engine Indications..................................................... 106
Fuel and Electrical Indications..................................... 108
Cabin Pressurization.................................................. 109
Spoiler and Landing Gear........................................... 110
Flaps and Trim........................................................... 110
3.2 Synoptics............................................................... 111
System Status............................................................ 111
Environmental Control System (ECS)........................... 112
Electrical................................................................... 114
Fuel.......................................................................... 115
Ice Protection System................................................. 116
Engine Maintenance.................................................. 118
3.3 Abnormal Operations.......................................... 119
Engine...................................................................... 119
Cabin Pressurization.................................................. 119
Flaps........................................................................ 120
Trim.......................................................................... 120
SECTION 4 AUDIO PANEL AND CNS
4.1 Overview............................................................... 121
Audio Panel Volume Control....................................... 121
MFD/PFD Controls and Frequency Display.................... 122
Audio Panel Controls................................................. 124
4.2 COM Operation..................................................... 126
COM Transceiver Selection and Activation.................... 126
COM Transceiver Manual Tuning................................. 127
Quick-tuning and Activating 121.500 MHz................... 128
Auto-tuning the COM Frequency................................. 129

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

TABLE OF CONTENTS
Frequency Spacing..................................................... 133
Automatic Squelch..................................................... 134
Volume..................................................................... 134

4.3 Controller Pilot Data Link Communications
(CPDLC)............................................................................ 135
CPDLC Session Overview............................................ 135
CPDLC System Status................................................. 136
CPDLC Message Status Icons...................................... 137
Connecting to the CPDLC System................................ 138
Creating a Message................................................... 140
Responding to an ATC Message.................................. 141
Viewing an ATC Message........................................... 142
Viewing CPDLC Message Dialogs................................ 142
Deleting Message Dialogs.......................................... 143
Disconnecting from the CPDLC System........................ 144
Disabling Data Mode................................................. 144
CPDLC System Failure................................................ 144
4.4 NAV Operation...................................................... 145
NAV Radio Selection and Activation............................ 145
NAV Receiver Manual Tuning...................................... 146
Auto-tuning a NAV Frequency from the MFD................ 148
Marker Beacon Receiver............................................. 152
ADF/DME Tuning....................................................... 153
4.5 Mode S Transponder............................................ 157
GTX 33/33D Transponder Controls............................... 158
GTX 33/33D Transponder Mode Selection.................... 159
TCAS II Transponder Controls (optional)....................... 161
TCAS II Transponder Mode Selection (optional)............. 162
Entering a Transponder Code...................................... 164
IDENT Function......................................................... 165
Flight ID Reporting.................................................... 166
4.6 Additional Audio Panel Functions...................... 167
Power-Up.................................................................. 167
Mono/Stereo Headsets............................................... 167
Speaker.................................................................... 167
Intercom................................................................... 168
Passenger Address (PA) System................................... 169
Simultaneous COM Operation..................................... 169
Clearance Recorder and Player.................................... 170
Entertainment Inputs................................................. 171
4.7 Audio Panels Preflight Procedure....................... 172
4.8 Abnormal Operation............................................ 174

Stuck Microphone...................................................... 174
COM Tuning Failure.................................................... 174
PFD Failure, Dual System............................................ 174
Audio Panel Fail-safe Operation.................................. 175
Reversionary Mode.................................................... 176

SECTION 5 FLIGHT MANAGEMENT
5.1 Introduction.......................................................... 177
Navigation Status Box................................................ 178
5.2 Using Map Displays.............................................. 180
Map Orientation........................................................ 180
Map Range............................................................... 182
Map Panning............................................................. 185
Measuring Bearing and Distance................................. 190
Topography............................................................... 191
Map Symbols............................................................ 194
Airways.................................................................... 200
Track Vector.............................................................. 202
Wind Vector.............................................................. 203
Nav Range Ring........................................................ 204
Fuel Range Ring........................................................ 205
Field of View (SVS)..................................................... 206
Selected Altitude Intercept Arc.................................... 207
5.3 Waypoints.............................................................. 208
Airports.................................................................... 209
Intersections............................................................. 216
NDBs........................................................................ 218
VORs........................................................................ 220
User Waypoints......................................................... 222
5.4 Airspaces............................................................... 228
5.5 Direct-to-Navigation ........................................... 232
5.6 Flight Planning...................................................... 238
Flight Plan Creation................................................... 239
Adding Waypoints to an Existing Flight Plan................. 244
Adding Airways to a Flight Plan.................................. 246
Adding Procedures to a Stored Flight Plan................... 249
Flight Plan Storage.................................................... 256
Flight Plan Editing..................................................... 258
Along Track Offsets.................................................... 262
Parallel Track............................................................. 263
Activating a Flight Plan Leg........................................ 266
Inverting a Flight Plan................................................ 267
Flight Plan Views....................................................... 268

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

TABLE OF CONTENTS
Closest Point of FPL................................................... 270
User-Defined Holding Patterns.................................... 270

5.7 Vertical Navigation.............................................. 275
Altitude Constraints................................................... 277
5.8 Procedures............................................................ 281
Departures................................................................ 282
Arrivals .................................................................... 285
Approaches .............................................................. 288
5.9 Trip Planning......................................................... 296
Trip Planning............................................................. 296
Weight Planning........................................................ 300
Weight Caution And Warning Conditions..................... 302
5.10 RAIM Prediction................................................... 303
5.11 Navigating a Flight Plan...................................... 307
5.12 Abnormal Operation............................................ 335
SECTION 6 HAZARD AVOIDANCE
6.1 SiriusXM Weather................................................. 338
Activating Services.................................................... 338
Using SiriusXM Weather Products............................... 339
6.2 Garmin Connext Weather.................................... 373
Registering the system for Garmin Connext Weather..... 373
Accessing Garmin Connext Weather Products............... 375
Connext Weather Data Requests................................. 381
Garmin Connext Weather Products.............................. 385
Abnormal Operations................................................. 397
6.3 Airborne Color Weather Radar........................... 399
System Description.................................................... 399
Principles of Pulsed Airborne Weather Radar................ 399
NEXRAD and Airborne Weather Radar ........................ 400
Antenna Beam Illumination........................................ 400
Safe Operating Distance............................................. 403
Basic Antenna Tilt Setup............................................. 404
Weather Mapping and Interpretation.......................... 406
Ground Mapping and Interpretation............................ 418
Weather Radar Overlay on the Navigation Map Page.... 419
System Status............................................................ 420
6.4 TAWS-B.................................................................. 422
Displaying TAWS-B Data............................................. 423
TAWS-B Page............................................................ 426
TAWS-B Alerts........................................................... 428
System Status............................................................ 434

190-00728-06 Rev. A

6.5 TAWS-A.................................................................. 436
Displaying TAWS-A Data............................................ 437
TAWS-A Alerts........................................................... 442
System Status............................................................ 454
TAWS-A Abnormal operations..................................... 455
6.8 Profile View Terrain.............................................. 457
Profile View Display................................................... 457
Profile Path............................................................... 458
6.7 Traffic Information Service (TIS)......................... 461
Displaying TRAFFIC Data............................................ 462
Traffic Map Page........................................................ 464
TIS Alerts.................................................................. 465
System Status............................................................ 467
6.8 Garmin TCAS I Traffic........................................... 469
Theory of operation................................................... 469
TCAS I Alerts............................................................. 472
System Test............................................................... 473
Operation................................................................. 474
6.9 TCAS II Traffic........................................................ 483
TCAS II Symbology..................................................... 483
TCAS II Alerts............................................................ 484
System Test............................................................... 487
Operation................................................................. 488
System Status............................................................ 494
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
7.1 AFCS Controls....................................................... 498
7.2 Flight Director Operation.................................... 500
Activating the Flight Director...................................... 500
AFCS Status Box........................................................ 501
Flight Director Modes................................................. 502
Flight Director Selection............................................. 502
Command Bars.......................................................... 503
7.3 Vertical Modes...................................................... 504
Pitch Hold Mode (PIT)................................................ 505
Selected Altitude Capture Mode (ALTS)........................ 506
Altitude Hold Mode (ALT)........................................... 506
Vertical Speed Mode (VS)........................................... 508
Flight Level Change Mode (FLC).................................. 509
Vertical Navigation Modes (VPTH, ALTV)...................... 511
Glidepath Mode (GP) (sbas Only)................................ 516
Glideslope Mode (GS)................................................ 518
Takeoff (TO) and Go Around (GA) Modes..................... 519

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

TABLE OF CONTENTS
7.4 Lateral Modes....................................................... 520
Roll Hold Mode (ROL)................................................ 521
Low Bank Mode........................................................ 521
Heading Select Mode (HDG)....................................... 522
Navigation Modes (GPS, VOR, LOC, BC)....................... 523
Approach Modes (GPS, VAPP, LOC).............................. 525
7.5 Autopilot and Yaw Damper Operation.............. 527
Flight Control............................................................ 527
Engaging the Autopilot and Yaw Damper..................... 528
Control Wheel Steering.............................................. 528
Disengaging the Autopilot and Yaw Damper................. 529
7.6 Example Flight Plan............................................. 530
Departure................................................................. 531
Intercepting a VOR Radial........................................... 533
Flying a Flight Plan/GPS Course.................................. 534
Descent.................................................................... 535
Approach.................................................................. 539
Go Around/Missed Approach...................................... 542
7.7 AFCS Annunciations and Alerts.......................... 544
AFCS CAS Messages.................................................. 544
AFCS Voice Alerts....................................................... 545
Overspeed Protection................................................. 545
SECTION 8 ADDITIONAL FEATURES
8.1 Synthetic Vision Technology (SVT)...................... 548
SVT Operation........................................................... 549
SVT Features............................................................. 551
Field of View............................................................. 560
8.2 SafeTaxi................................................................. 562
SafeTaxi Database Cycle Number and Revision............. 565
8.3 ChartView.............................................................. 568
ChartView Softkeys.................................................... 569
Terminal Procedures Charts........................................ 570
Chart Options............................................................ 578
Day/Night View......................................................... 584
ChartView Cycle Number and Expiration Date.............. 586
8.4 FliteCharts............................................................. 589
FliteCharts Softkeys................................................... 590
Terminal Procedures Charts........................................ 591
Chart Options............................................................ 598

xii

Day/Night View......................................................... 602
FliteCharts Cycle Number and Expiration Date.............. 604

8.5 Airport Directory.................................................. 607
Airport Directory Database Cycle Number and Revision.608
8.6 Satellite Telephone and SMS Messaging........... 610
Registering With Garmin Connext............................... 610
Telephone Communication......................................... 611
Text Messaging (SMS)................................................ 626
8.7 Wi-Fi Connections................................................ 638
8.8 Maintenance Logs................................................ 643
8.9 SiriusXM Satellite Radio Entertainment............ 645
Activating SiriusXM Satellite Radio Services................. 645
Using SiriusXM Satellite Radio.................................... 647
8.10 Scheduler............................................................... 650
8.11 Electronic Checklists............................................ 652
8.12 Abnormal Operation............................................ 655
SVT Troubleshooting.................................................. 655
Reversionary Mode.................................................... 655
Unusual Attitudes...................................................... 656
APPENDICES
Annunciations and Alerts.............................................. 659
CAS Messages........................................................... 659
Comparator Annunciations......................................... 663
Reversionary Sensor Annunciations............................. 664
Prodigy® System Annunciations................................... 665
Prodigy® System Message Advisories........................... 669
TAWS-A Alerts........................................................... 682
TAWS-B Alerts........................................................... 684
TCAS I Alerts and Annunciations................................. 685
TCAS II Alerts and Annunciations................................ 686
CPDLC ATC Alert........................................................ 687
Other Prodigy® Aural Alerts......................................... 687
Flight Plan Import/Export Messages............................ 688
Pilot Profile Import/Export Messages........................... 688
Database Management................................................. 689
Jeppesen Databases................................................... 690
Garmin Databases..................................................... 693
Glossary........................................................................... 701
Frequently Asked Questions......................................... 707

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TABLE OF CONTENTS
General TIS Information................................................ 711
Introduction.............................................................. 711
TIS vs. TAS/TCAS........................................................ 711
TIS Limitations.......................................................... 711
Display Symbols............................................................. 713
INDEX
Index .................................................................................I-1

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SYSTEM OVERVIEW

SECTION 1 SYSTEM OVERVIEW
1.1 SYSTEM DESCRIPTION
This section provides an overview of the Prodigy® Integrated Flight Deck as installed in the Embraer Phenom
100. The system is an integrated flight control system that presents flight instrumentation, position, navigation,
communication, and identification information to the pilot through large-format displays. The system consists of
the following Line Replaceable Units (LRUs):
• GDU 1240A Primary Flight Displays and Multifunction Display

• GDR 66 VHF Data Link Transceiver (optional)

• GIA 63W Integrated Avionics Unit

• GSR 56 Iridium Transceiver (optional)

• GDC 74B Air Data Computer (ADC)

• GWX 68 Weather Radar (optional)

• GEA 71 Engine/Airframe Unit

• GCU 475 MFD Control Unit

• GRS 77 Attitude and Heading Reference System
(AHRS)

• GMC 715 AFCS Control Unit

• GMU 44 Magnetometer
• GMA 1347D Dual Audio System with Integrated
Marker Beacon Receiver

• GDL 59 Data Link (optional)

• GSD 41 Data Concentrator
• GTS 850 TCAS 1 System (optional)
• GA 36 and GA 37 GPS/SBAS Antennas
• GA 58 Traffic Avoidance System Antennas

• GTX 33/33D Mode S Transponder (not used with
TCAS II)

• GSA 81 AFCS Servos

• GDL 69A Satellite Data Link Receiver

• GSM 86 Servo Gearboxes

A top-level system block diagram is shown in Figure 1-1 (it does not include the GA 36, GA 37, GA 58, or GSM
86).
NOTE: Refer to the AFCS section for details on the Garmin AFCS.

In the Embraer Phenom 100, the Garmin AFCS+ Automated Flight Control System (AFCS) provides the flight
director (FD), autopilot (AP), and yaw damper (YD) functions of the system.

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1.2 LINE REPLACEABLE UNITS (LRU)
• GDU 1240A (3) – Each unit is configured as one of two PFDs or one MFD. The GDU 1240A features a 12-inch
LCD with 1024 x 768 resolution. The unit installed on the left/pilot side is designated as PFD1, and the one
installed on the right/copilot side is designated as PFD2. The unit installed in the center is designated the MFD.
These units communicate with each other and with the on-side GIA 63W Integrated Avionics Unit through a
High-Speed Data Bus (HSDB) connection.

• GMA 1347D (2) – Integrates NAV/COM digital audio, intercom system and marker beacon controls, and is
installed in dual configuration on the outboard side of PFD1 and PFD2. This unit also enables the manual
control of the display reversionary mode (red DISPLAY BACKUP button) and communicates with the on-side
GIA 63W, using an RS-232 digital interface.

• GCU 475 (1) – Provides the Flight Management System (FMS) controls for the MFD through an RS-232 digital
interface.

• GMC 715 (1) – Provides the controls for the Garmin AFCS through an RS-232 digital interface allowing
communication with both PFDs.

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SYSTEM OVERVIEW
• GIA 63W (2) – Functions as the main communication hub, linking all LRUs with the on-side PFD. Each
GIA 63W contains a GPS SBAS receiver, VHF COM/NAV/GS receivers, a flight director (FD) and system
integration microprocessors. Each GIA 63W is paired with the on-side PFD via HSDB connection. The GIA
63Ws are not paired together and do not communicate with each other directly.

• GDC 74B (2) – Processes data from the pitot/static system as well as the OAT probe. This unit provides pressure
altitude, airspeed, vertical speed and OAT information to the system, and it communicates with the on-side
GIA 63W, on-side GDU 1240A and on-side GRS 77, using an ARINC 429 digital interface. The GDC 74B is
designed to operate in Reduced Vertical Separation Minimum (RVSM) airspace.

• GEA 71 (3) – Receives and processes signals from the engine and airframe sensors. This unit communicates
with both GIA 63Ws using an RS-485 digital interface.

• GRS 77 (2) – Provides aircraft attitude and heading information via ARINC 429 to both the on-side GDU
1240A and the on-side GIA 63W. The GRS 77 contains advanced sensors (including accelerometers and rate
sensors) and interfaces with the on-side GMU 44 to obtain magnetic field information, with the GDC 74B to
obtain air data, and with both GIA 63Ws to obtain GPS information. AHRS modes of operation are discussed
later in this document.

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• GMU 44 (2) – Measures local magnetic field. Data is sent to the GRS 77 for processing to determine aircraft
magnetic heading. This unit receives power directly from the GRS 77 and communicates with the GRS 77,
using an RS-485 digital interface.

• GTX 33 (1) and GTX 33D (1) – Solid-state transponders that provide Modes A/C/S capability and optional
1090 MHz Extended Squitter Automatic Dependent Serveillance (ADS-B out) transmission. The GTX 33D
includes Mode S with diversity and is indicated as ‘XPDR2’. The GTX 33 is indicated as ‘XPDR1’. Both
transponders can be controlled from either PFD, and only one transponder can be active at a time. Each
transponder communicates with the on-side GIA 63W through an RS-232 digital interface. These transponders
are not used when the TCAS II option is installed.

• GDL 69A (1) – A satellite radio receiver that provides weather information to the MFD (and, indirectly, to the
inset map of the PFD) as well as digital audio entertainment. The GDL 69A communicates with the MFD via
HSDB connection. A subscription to the SiriusXM Satellite Radio service is required to enable the GDL 69A
capability.

• GDL 59 (1) – Provides system WI-FI connectivity. GDL 59 operation is performed with the MFD through the
HSDB. Connectivity with the GSR 56 is through the RS-232 bus. Computers and/or EFBs (Electronic Flight
Bag) may also be connected through three Ethernet ports.

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SYSTEM OVERVIEW
• GDR 66 (1) – Provides Controller Pilot Data Link Communications (CPDLC) connectivity. The GDR66 is
connected to the GSD 41 through the RS-422 bus.

• GSR 56 (1) – The Iridium Transceiver operation for voice communication is by means of a telephone handset.
The tranceiver can also send and receive data provided by the GDL 59 through the RS-232 bus.

• GWX 68 (1) – Provides airborne weather and ground mapped radar data to the MFD, through the GSD 41, via
HSDB connection.

• GTS 850 (1) – The optional GTS 850 TCAS I uses active interrogations of Mode S and Mode C transponders to
provide Traffic Advisories to the pilot independent of the air traffic control system.

• GSD 41 (1) – This unit is a data concentrator used to expand the input and output capabilities of the system.
Communication is through the High Speed Data Bus.

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• GSA 81 (3) and GSM 86 (3) – The GSA 81 servos are used for the automatic control of pitch, roll, and yaw.
These units interface with each GIA 63W.
The GSM 86 servo gearbox is responsible for transferring the output torque of the GSA 81 servo actuator to the
mechanical flight-control surface linkage.

• GA 36 (1) and GA 37 (1) – The GA 36 is a through-mount GPS/SBAS antenna. The GA 37 is a through-mount
GPS/SBAS antenna with SiriusXM/Data Link.
GA 36

GA 37

• GA 58 – The optional GA 58 is directional antenna for the Traffic Avoidance System. One top-mounted
directional antenna is required. Optional bottom mounted antenna offers better threat visibility.

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SYSTEM OVERVIEW

GWX 68
GDR 66
GSD 41
GSR 56
GDL 69A

GTS 850
(Optional)

GDU 1240A
(PFD #1)

GDU 1240A
GDL 59

(PFD #2)
GCU 475
GDU 1240A
(MFD)

GMC 715
Normal Mode
HSDB Rev
Switch*

MFD Failed Mode

GMA 1347D
#1

GMA 1347D
#2

GMU 44 #1

GMU 44 #2

GRS 77 #1
GRS 77 #2

GIA 63W #1

GDC 74B #1

VHF COM
VHF NAV/LOC
GPS/WAAS
G/S

GDC 74B #2

VHF COM
VHF NAV/LOC
GPS/WAAS
G/S

GSA 81

AFCS Mode Logic
Flight Director
Servo Management

GIA 63W #2

AFCS Mode Logic
Flight Director
Servo Management

(Pitch)
GSA 81
(Roll)
GTX 33

GSA 81

GTX 33D

(Yaw)
GEA 71 #1
GEA 71 #2
GEA 71 #3

* External to the G1000 system

High Speed Data Bus

Figure 1-1 System LRU Configuration

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SYSTEM OVERVIEW

1.3 PRODIGY® CONTROLS
NOTE: The Audio Panel (GMA 1347D) and AFCS controls (GMC 715) are described in the CNS & Audio Panel

and AFCS sections respectively.
The system controls are located on the PFD and MFD bezels, MFD Control Unit, AFCS Control Unit and audio
panel. Some controls found on the MFD are duplicated on the MFD Control Unit. These control functions may
be operated from either the MFD or the MFD Control Unit. The controls for the PFDs and MFD are discussed
within the following pages of this section.

MFD/PFD CONTROLS
1

Figure 1-2 PFD Controls
9

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SYSTEM OVERVIEW
The following list provides an overview of the controls located on the PFD and MFD bezels (see Figure 1-2).
1

NAV VOL/ID Knob – Controls NAV audio volume level. Press to toggle the Morse code identifier audio ON
and OFF. Volume level is shown in the NAV frequency field as a percentage.

NAV Frequency Transfer Key – Switches the standby and active NAV frequencies.

Dual NAV Knob – Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob for
kHz). Press to switch the tuning box (cyan box) between NAV1 and NAV2.

Joystick – Changes the map range when rotated. Activates the map pointer when pressed.

BARO Knob – Sets the altimeter barometric pressure. Press to enter standard pressure (29.92).

Dual COM Knob – Tunes the standby frequencies for the COM transceiver (large knob for MHz; small
knob for kHz). Press to switch the tuning box (cyan box) between COM1 and COM2.

COM Frequency Transfer Key – Switches the standby and active COM frequencies. Press and hold this
key for two seconds to tune the emergency frequency (121.5 MHz) automatically into the active frequency
field.

COM VOL/SQ Knob – Controls COM audio volume level. Volume level is shown in the COM frequency
field as a percentage. Press to turn the COM automatic squelch ON and OFF.

Direct-to Key – Allows the user to enter a destination waypoint and establish a direct course to the selected
destination (the destination is either specified by the identifier, chosen from the active route, or taken from
the map pointer position).

FPL Key – Displays the active Flight Plan Page for creating and editing the active flight plan.

CLR Key – Erases information, cancels entries, or removes page menus.

Dual FMS Knob – Flight Management System Knob. Press the FMS Knob to turn the selection cursor
ON and OFF. When the cursor is ON, data may be entered in the applicable window by turning the small
and large knobs. The large knob moves the cursor on the page, while the small knob selects individual
characters for the highlighted cursor location.

MENU Key – Displays a context-sensitive list of options. This list allows the user to access additional
features or make setting changes that relate to particular pages.

PROC Key – Gives access to IFR departure procedures (DPs), arrival procedures (STARs) and approach
procedures (IAPs) for a flight plan. If a flight plan is used, available procedures for the departure and/or
arrival airport are automatically suggested. These procedures can then be loaded into the active flight plan.
If a flight plan is not used, both the desired airport and the desired procedure may be selected.

ENT Key – Validates or confirms a menu selection or data entry.

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SYSTEM OVERVIEW

MFD CONTROL UNIT
Many of the controls on the MFD Control Unit (GCU 475) have the same function as those located on the
MFD.
The following list provides an overview of the controls located on the MFD Control Unit (see Figure 1-3):
1

7
8
9

Figure 1-3 MFD Control Unit (GCU 475)

Dual FMS Knob – Flight Management System Knob. This knob selects the MFD page to be viewed; the
large knob selects a page group (MAP, WPT, AUX, NRST), while the small knob selects a specific page
within the page group. Pressing the FMS Knob turns the selection cursor ON and OFF. When the cursor
is ON, data may be entered in the applicable window by turning the small and large knobs. In this case,
the large knob moves the cursor on the page, while the small knob selects individual characters for the
highlighted cursor location.

FPL Key – Displays the active Flight Plan Page for creating and editing the active flight plan, or for
accessing stored flight plans.

MENU Key – Displays a context-sensitive list of options. This list allows the user to access additional
features or make setting changes that relate to particular pages.

PROC Key – Gives access to IFR departure procedures (DPs), arrival procedures (STARs) and approach
procedures (IAPs) for a flight plan. If a flight plan is used, available procedures for the departure and/or
arrival airport are automatically suggested. Theses procedures can then be loaded into the active flight
plan. If a flight plan is not used, both the desired airport and the desired procedure may be selected.

Joystick – Changes the map range when rotated. Activates the map pointer when pressed.

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SYSTEM OVERVIEW
7

Alphanumeric Keys – Allow the user to enter data quickly, without having to select individual characters
with the FMS Knob.

Plus (+) Minus (-) Key – Toggles a (+) or (-) character.

Decimal Key – Enters a decimal point.

SEL Key – The center of this key activates the selected softkey, while the right and left arrows move the
softkey selection box to the right and left, respectively.

ENT Key – Validates or confirms a menu selection or data entry.

CLR Key – Erases information, cancels entries, or removes page menus. Pressing and holding this key
displays the Navigation Map Page automatically.

SPC Key – Adds a space character.

BKSP Key – Moves the cursor back one character space.

AFCS CONTROLS
1

19 18 17

Figure 1-4 AFCS Control Unit (GMC 715)

The Garmin AFCS is mainly controlled through the GMC 715 AFCS Control Unit. The AFCS Control Unit
consists of the following controls:
10

FD Key – Activates/deactivates the selected flight director (pilot- or copilot-side) in default vertical and
lateral modes. Press the other FD Key to toggle the corresponding PFD’s Command Bars off/on.

NAV Key – Selects/deselects Navigation Mode.

HDG Key – Selects/deselects Heading Select Mode.

AP Key – Engages/disengages the autopilot.

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YD Key – Engages/disengages the yaw damper.

ALT Key – Selects/deselects Altitude Hold Mode.

VNV Key – Selects/deselects Vertical Path Tracking Mode for Vertical Navigation flight control.

VS Key – Selects/deselects Vertical Speed Mode.

FLC Key – Selects/deselects Flight Level Change Mode.

CRS Knobs – Adjusts the Selected Course in 1° increments on the Horizontal Situation Indicator (HSI)
of the corresponding PFD. Press to re-center the Course Deviation Indicator (CDI) and return course
pointer directly TO the bearing of the active waypoint/station.

SPD SEL Knob – Adjusts the Airspeed Reference and bug in 1-kt (0.01 M) increments. Press to toggle
the Airspeed Reference units from IAS to Mach.

UP/DN Wheel – Adjusts theVertical Speed Reference and bug in 100-fpm increments.

ALT SEL Knob – Adjusts the Selected Altitude and bug in 100-ft increments (a finer resolution of 10
feet is available under approach conditions).

CSC Key – Selects/deselects Current Speed Control (when Altitude Hold Mode is active)(if available).

CPL Key – Transfers selection between the active flight director and standby flight director. When the
flight directors are switched, the modes revert to default. An arrow in the AFCS Status Box indicates
the active FD (pilot- or copilot-side).

HDG SEL Knob – Adjusts the Selected Heading and bug in 1° increments on the HSI (both PFDs).
Press to synchronize the Selected Heading to the current heading.

APR Key – Selects/deselects Approach Mode.

BANK Key – Manually selects/deselects Low Bank Mode.

ADDITIONAL AFCS CONTROLS
The AP DISC (Autopilot Disconnect) Switch, CWS (Control Wheel Steering) Button, GO AROUND
Switch, and MEPT (Manual Electric Pitch Trim) Switch are additional AFCS controls and are located in the cockpit,
separately from the AFCS Control Unit. These are discussed in detail in the AFCS section.

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SYSTEM OVERVIEW

AUDIO PANEL CONTROLS
1

17
18

Figure 1-5 Audio Panel Controls (GMA 1347D)

NOTE: When a key is selected, a triangular annunciator above the key is illuminated.
1

COM1 MIC – Selects the #1 transmitter for transmitting. COM1 receive is simultaneously selected when
this key is pressed allowing received audio from the the #1 Com receiver to be heard. COM2 receiver
audio can be added by pressing the COM2 Key.

COM1 – When selected, audio from the #1 Com receiver can be heard.

COM2 MIC – Selects the #2 transmitter for transmitting. COM2 is simultaneously selected when this key
is pressed allowing received audio from the the #2 Com receiver to be heard. COM2 can be deselected by
pressing the COM2 Key, or COM1 can be added by pressing the COM1 Key.

COM2 – When selected, audio from the #2 Com receiver can be heard.

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COM3 MIC – Selects the #3 transmitter (HF) for transmitting. COM3 receive is simultaneously selected
when this key is pressed allowing received audio from the #3 COM receiver to be heard.

COM3 – When selected, audio from the #3 COM receiver (HF) can be heard.

PA – Selects the passenger address system. The selected Com transmitter is deselected when the PA Key
is pressed.

TEL – When selected, activates the SATCOM transceiver.

MUSIC – Turns the Music 1 input on or off.

SPKR – Pressing this key selects and deselects the corresponding cockpit speaker. Com and Nav receiver
audio will be heard on the speaker.

MKR/MUTE – Mutes the currently received Marker Beacon Receiver audio. Unmutes when new marker
beacon audio is received.

HI SENS – Press to increase Marker Beacon Receiver sensitivity. Press again to return to normal.

DME – Pressing turns DME audio on or off.

NAV1 – When selected, audio from the #1 Nav receiver can be heard.

ADF – Pressing turns on or off the audio from the ADF receiver, if installed.

NAV2 – When selected, audio from the #2 Nav receiver can be heard.

AUX – Turns optional DME 2 audio on or off.

MAN SQ – Pressing activates/deactivates intercom manual squelch operation.

PLAY – Press once to play the last recorded audio. Press during play to play the previously recorded memory
block. Each subsequent press of the PLAY Key will begin playing the next previously recorded block.

INTR COM – Pressing selects/deselects the pilot/copilot intercom on both audio panels.

CABIN – Pressing activates/deactivates two-way communication between pilot/copilot and passengers.

ICS Knob – Turn to adjust intercom volume or squelch. Press to switch between volume and squelch
control as indicated by the ‘VOL’ or ‘SQ’ being illuminated. The MAN SQ Key must be selected to allow
squelch adjustment.

MSTR Knob – The Master Volume Control adjusts volume for the blended NAV, COM, and intercom
audio.

Reversionary Mode Button – Pressing manually selects Reversionary Mode.

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SYSTEM OVERVIEW

SOFTKEY FUNCTION
The softkeys are located along the bottoms of the displays. The softkeys shown depend on the softkey level
or page being displayed. The bezel keys below the softkeys can be used to select the appropriate softkey. When
a softkey is selected, its color changes to black text on gray background and remains this way until it is turned
off, at which time it reverts to white text on black background.
Softkey On
Softkey Names (displayed)
Bezel-Mounted Softkeys (press)
Figure 1-6 Softkeys (Second-Level PFD Configuration)

Another means of selecting softkeys on the MFD is by using the MFD Control Unit:
Selecting a softkey using the MFD Control Unit
1) Move the softkey selection box to the desired softkey using the arrows of the SEL Key.
2) Press the center of the SEL Key to select the desired softkey.

PFD SOFTKEYS
The CDI, IDENT, TMR/REF, NRST, and MSG Softkeys undergo a momentary change to black text on gray
background and automatically switch back to white text on black background when selected. If messages
remain after acknowledgement, the MSG Softkey will be black on white.
The PFD softkeys provide control over flight management functions, including GPS, NAV, terrain, traffic,
and lightning (optional). Each softkey sublevel has a BACK Softkey which can be pressed to return to the
previous level. The MSG Softkey is visible in all softkey levels. For the top level softkeys and the transponder
(XPDR) levels, the IDENT Softkey remains visible.
Level 1
CAS

Level 2

CAS ↑
CAS ↓
INSET or
TRFC/MAP

OFF

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Level 3

Level 4

Description
Displays the scroll keys. Only displayed when the
number of CAS messages exceeds the capacity of the
display window.
Scroll up CAS messages (Accessible only when the CAS
Softkey is displayed)
Scroll down CAS messages (Accessible only when the
CAS Softkey is displayed)
Displays Inset Map in PFD lower left corner. The
TRFC/MAP Softkey is displayed when the TCAS II
option is installed. Pressing the TRFC/MAP Softkey
displays the Inset Map showing Traffic Map Page.
Removes Inset Map

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW
Level 1

Level 2
DCLTR (3)

Level 3

WX LGND
TRAFFIC

TOPO

Description
Selects desired amount of map detail; cycles through
declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Declutters land data
DCLTR-2: Declutters land and SUA data
DCLTR-3: Removes everything except for the
active flight plan
Displays icon and age on the Inset Map for the selected
weather products (optional)
Cycles through traffic display options:
TRFC-1: Traffic displayed on inset map
TRFC-2: Traffic Map Page is displayed in the inset
map window
Displays topographical data (e.g., coastlines, terrain,
rivers, lakes) and elevation scale on Inset Map

SYN TERR

Displays terrain information on Inset Map (not available with TAWS-A)
Displays NEXRAD weather and coverage information
on Inset Map (optional feature)
Displays SiriusXM Weather lightning information on
Inset Map (optional feature)
Displays METAR flags on airport symbols shown on the
Inset Map
Displays softkeys for selecting the #1 and #2 AHRS and
Air Data Computers
Selects the #1 Air Data Computer
Selects the #2 Air Data Computer
Selects the standby air data input
Selects the #1 AHRS
Selects the #2 AHRS
Selects the standby attitude input. Heading input will
come from the #1 AHRS.
Displays second-level softkeys for additional PFD configurations
Displays the softkeys for enabling or disabling
Synthetic Vision features
Displays rectangular boxes representing the horizontal
and vertical flight path of the active flight plan
Enables synthetic terrain depiction

HRZN HDG

Displays compass heading along the Zero-Pitch line

TERRAIN
NEXRAD
XM LTNG
METAR
SENSOR
ADC1
ADC2
ADCSTBY
AHRS1
AHRS2
ATTSTBY
PFD
SYN VIS
PATHWAY

Level 4

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SYSTEM OVERVIEW
Level 1

Level 2

Level 3
APTSIGNS

METERS

Description
Displays position markers for airports within
approximately 15 nm of the current aircraft position.
Airport identifiers are displayed when the airport is
within approximately 9 nm.
Resets PFD to default settings, including changing units
to standard
Displays softkeys to select wind data parameters
Headwind/tailwind and crosswind arrows with numeric
speed components
Wind direction arrow with numeric speed
Wind direction arrow with headwind/tailwind and
crosswind speed components
Information not displayed
Displays the information window for DME number 1
Cycles the Bearing 1 Information Window through
NAV1, GPS/ waypoint identifier and GPS-derived
distance information.
Provides access to the HSI formatting softkeys
Displays the HSI in a 360 degree view
Displays the HSI as an arc
Cycles the Bearing 2 Information Window through
NAV2 or GPS waypoint identifier and GPS-derived
distance information.
Displays the information window for DME number 2
Displays softkeys for setting the altimeter and BARO
settings to metric units
When enabled, displays altimeter in meters

Press to display the BARO setting as inches of mercury

HPA

Press to display the BARO setting as hectopacals

DFLTS
WIND
OPTN 1
OPTN 2
OPTN 3
OFF
DME1
BRG1

HSI FRMT
360 HSI
ARC HSI
BRG2

DME2
ALT UNIT

STD BARO
OBS
CDI
ADF/DME

Level 4

Sets barometric pressure to 29.92 in Hg (1013 hPa if
metric units are selected)
Selects OBS mode on the CDI when navigating by GPS
(only available with active leg)
Cycles through GPS, VOR1 (LOC1), and VOR2 (LOC2)
navigation source on the CDI
Displays the ADF/DME Tuning Window, providing
ADF tuning capability and allowing selection of the
NAV source for tuning each DME
Transponder Softkeys without TCAS II Option

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Level 1
XPDR

Level 2

Level 3

XPDR1
XPDR2
STBY
ON
ALT
GND

VFR
CODE
0—7
BKSP
IDENT

TMR/REF
NRST
MSG

XPDR/TFC
MODE

Level 4

Description
Displays transponder mode selection softkeys
Selects the #1 transponder as active
Selects the #2 transponder as active
Selects standby mode (transponder does not reply to
any interrogations)
Selects Mode A (transponder replies to identification
interrogations)
Selects Mode C – altitude reporting mode (transponder
replies to identification and altitude interrogations)
Manually selects Ground Mode, the transponder does
not allow Mode A and Mode C replies, but it does
permit acquisition squitter and replies to discretely
addressed Mode S interrogations (not available with
TCAS II)
Automatically enters the VFR code (1200 in the U.S.A.
only)(not avialable with TCAS II)
Displays transponder code selection softkeys 0-7
Use numbers to enter code
Removes numbers entered, one at a time
Activates the Special Position Identification (SPI) pulse
for 18 seconds, identifying the transponder return on
the ATC screen
Displays Timer/References Window
Displays Nearest Airports Window
Displays Messages Window

Transponder/Traffic Softkeys with TCAS II Option
Displays the transponder and TCAS II system selection
softkeys
Displays transponder mode selection softkeys
Selects transponder Standby Mode (transponder
STBY
does not reply to any interrogations). When the
transponder is set to standby, the TCAS II system is
also set to standby.
Activates transponder (transponder replies to
ON
identification interrogations). When the transponder is
set to ON, the TCAS II system is set to standby.
Altitude Reporting Mode (transponder replies to
ALT
identification and altitude interrogations). When the
transponder is set to ALT, the TCAS II system is set to
standby.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
Level 1

Level 2

Level 3
TA ONLY
TA/RA
BACK

TCAS
REL
ABS
ALT RNG

TEST
BACK
CODE
0—7
IDENT

BKSP
IDENT

TMR/REF
NRST
MSG

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Level 4

Description
Activates the TCAS II system in TA Only Mode and sets
the transponder to ALT
Activates the TCAS II system in TA/RA Mode and sets
the transponder to ALT
Returns to the previous softkey level
Displays the TCAS control softkeys
Displays intruder altitude as altitude relative to own
aircraft altitude
Displays intruder MSL altitude
Displays the altitude display range softkeys
Displays non-threat traffic from 9900 feet above the
ABOVE
aircraft to 2700 feet below the aircraft. Typically used
during climb phase of flight.
NORMAL Displays non-threat traffic from 2700 feet above the
aircraft to 2700 feet below the aircraft. Typically used
during enroute phase of flight.
Displays non-threat traffic from 2700 feet above the
BELOW
aircraft to 9900 feet below the aircraft. Typically used
during descent phase of flight.
UNREST All traffic is displayed
Activates Test Mode and displays test intruder symbols
Returns to the previous softkey level
Displays transponder code selection softkeys 0-7
Use numbers to enter code
Activates the Special Position Identification (SPI) pulse
for 18 seconds, identifying the transponder return on
the ATC screen
Removes numbers entered, one at a time
Activates the Special Position Identification (SPI) pulse
for 18 seconds, identifying the transponder return on
the ATC screen
Displays Timer/References Window
Displays Nearest Airports Window
Displays Messages Window

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW
(optional TCAS II)

(optional TCAS II)

TRFC/MAP

XPDR/TFC

ADF/DME

CAS

Figure 1-7 Top Level PFD Softkeys
ADF/DME

CAS

Select the BACK Softkey on this level to
return to the top softkey level.
CAS ↑

CAS ↓

BACK

Figure 1-8 CAS Softkeys
ADF/DME

CAS

METAR

WX LGND

TRFC-1

Select the BACK or OFF Softkey
to return to the top-level softkeys.

TRFC-2

Figure 1-9 INSET Map Softkeys

ADF/DME

CAS

Press the BACK Softkey to
return to the top level softkeys.
ADC1

ADC2

ADCSTBY

AHRS1

AHRS2

ATTSTBY

BACK

MSG

Figure 1-10 SENSOR Softkeys

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
ADF/DME

CAS

SYN VIS

DME1

DME2

HSI FMT

NAV1

NAV2

GPS

OFF

360 HSI

Select the BACK Softkey
to return to the top-level softkeys

BACK

ARC HSI

METERS

PATHWAY

ALT UNIT

HPA

SYN TERR HRZN HDG APTSIGNS

Figure 1-11 PFD Configuration Softkeys
CAS

ADF/DME

Press the BACK Softkey to return
to the top-level softkeys.
MSG

Selecting BACK returns to the previous softkey level.
MSG

Figure 1-12 XPDR Softkeys (without TCAS II)

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW

CAS

TRFC/MAP SENSOR

PFD

OBS

CDI

(optional)
ADF/DME XPDR/TFC

IDENT

TMR/REF

NRST

MSG

Press the BACK Softkey to return
to the top-level softkeys.

MODE

TCAS

CODE

BACK

IDENT

MSG

Selecting BACK returns to the
previous softkey level.

REL

ABS

ALT RNG

TEST

BACK

MSG

Selecting BACK returns to the
previous softkey level.

ABOVE NORMAL BELOW UNREST

BACK

MSG

Selecting BACK returns to the
previous softkey level.

STBY

ALT

TA ONLY

BACK

TA/RA

MSG

Selecting BACK returns to the
previous softkey level.

IDENT

BKSP

BACK

MSG

Figure 1-13 XPDR Softkeys (with TCAS II)

MFD SOFTKEYS
Level 1
SYSTEM

Level 2
ENG SET

LFE

Level 3

Description

Accesses EIS softkeys
Accesses the FADEC settings softkeys; displays the Takeoff Data Set
Window when aircraft is parked or taxiing
Selects the continuous thrust rating. Disabled when aircraft is on
CON
the ground.
Selects the maximum climb thrust rating. Disabled when aircraft is
CLB
on the ground.
Increases the takeoff outside air temperature setting in one-degree
OAT ↑
Celsius increments. Disabled when aircraft is in the air.
Decreases the takeoff outside air temperature setting in one-degree
OAT ↓
Celsius increments. Disabled when aircraft is in the air.
ATR ON Enables Automatic Thrust Reserve (ATR). Disabled when aircraft is
in the air.
ATR OFF Disables Automatic Thrust Reserve (ATR). Disabled when aircraft
is in the air.
Returns display to previous softkey level
BACK
ACCEPT Confirms the selected takeoff settings
Accesses softkeys for manually setting the Landing Field Elevation
(LFE)

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
Level 1

Level 2

STATUS
ECS
ELEC
FUEL
ICEPROT
ENG MNT
BACK
CPDLC
SYSTEM
CPDLC
LOGON
LOGOFF
NEW
DELETE
DEL ALL
BACK

MAP
TRAFFIC
PROFILE
TOPO
TERRAIN
AIRWAYS
(Default label
is dependant
on map
setup option
selected)

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Level 3
FMS LFE
+500 FT
-500 FT
+50 FT
-50 FT
ACCEPT
BACK

Description
Sets current flight plan destination elevation as displayed LFE
Increases currently displayed LFE value by 500 ft
Decreases currently displayed LFE value by 500 ft
Increases currently displayed LFE value by 50 ft
Decreases currently displayed LFE value by 50 ft
Confirms the LFE setting and returns to the previous softkey level
Returns display to previous softkey level
Displays the System-Status Page
Displays the System-ECS (Environmental Control System) Page
Displays the System-Electrical Page
Displays the System-Fuel Page
Displays the System-Deice Page
Displays the Engine Maintenance Page. Enabled only while aircraft
is on the ground and engines are off.
Returns display to previous softkey level
Accesses theCPDLC softkeys
Accesses EIS softkeys
Accesses CPDLC softkeys
Displays Logon screen for the CPDLC system
Logs off the CPDLC system
Accesses New CPDLC message screen
Delete selected CPDLC message.
Delete all CPDLC messages.
Returns display to previous softkey level
Enables second-level Navigation Map softkeys
Displays traffic information on Navigation Map
Displays/removes Profile View on Navigation Map Page (optional)
Displays topographical data (e.g., coastlines, terrain, rivers, lakes)
and elevation scale on Navigation Map
Displays terrain information on Navigation Map
Displays airways on the map; cycles through the following:
AIRWAYS: No airways are displayed
AIRWY ON: All airways are displayed
AIRWY LO: Only low altitude airways are
displayed
AIRWY HI: Only high altitude airways are displayed

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW
Level 1

Level 2
NEXRAD
or
PRECIP
XM LTNG
or

Description
Displays NEXRAD weather and coverage information on the
Navigation Map (optional)
Displays Connext precipitation on Navigation Map (optional)

Displays SiriusXM Weather lightning information on the
Navigation Map (optional)

DL LTNG

Displays Connext Worldwide Weather lightning information on the
Navigation Map (optional)

METAR
LEGEND

Displays METAR flags on airport symbols
Displays the legend for the selected weather products. Available only
when NEXRAD, XM LTNG, and/or METAR softkeys are selected.
Displays Color Weather Radar images on the Navigation Map
(optional)
Returns to top-level softkeys
Selects desired amount of map detail; cycles through declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Declutters land data
DCLTR-2: Declutters land and SUA data
DCLTR-3: Removes everything except the active flight plan
When available, displays optional airport and terminal procedure charts
When available, displays optional checklists

WX RADAR
BACK
DCLTR (3)

SHW CHRT
CHKLIST

SYSTEM

Level 3

(optional)
CPDLC

(optional)
MAP

DCLTR

SHW CHRT

(optional)
CHKLST

DCLTR-1
DCLTR-2
DCLTR-3

Figure 1-14 Top Level MFD Softkeys

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
(optional)
CPDLC

SYSTEM

ENG SET

MAP

LFE

STATUS

FMS LFE +500 FT

CON

(optional) (optional)
SHW CHRT CHKLST

DCLTR

CLB

ECS

-500 FT

+50 FT

OAT ↑

OAT ↓

ELEC

FUEL

ICEPROT

ENG MNT

-50 FT

ATR ON

ENGINE

ATR OFF

BACK

DONE

EXIT

EMERGCY

The DONE Softkey label changes to UNDO
when the checklist item is already checked.

Figure 1-15 SYSTEM and CHKLST Softkeys

SYSTEM

(optional)
CPDLC

(optional)
DCLTR

MAP

SHW CHRT

(optional)
CHKLST

DCLTR-1
DCLTR-2

PROFILE

(optional)

PRECIP

DL LTNG

(optional)
TRAFFIC

(optional)

TOPO

TERRAIN

AIRWAYS

NEXRAD

XM LTNG

DCLTR-3

(optional)
METAR

LEGEND

WX RADAR

BACK

Select the BACK Softkey on this level to
return to the top softkey level.

AIRWY ON
AIRWY LO
AIRWAY HI

CPDLC

LOGON

LOGOFF

NEW

DELETE

DEL ALL

BACK

Figure 1-16 CPDLC and MAP Softkeys

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW

1.4 SECURE DIGITAL CARDS
NOTE: DO NOT use the database SD cards for any purpose other than database storage.
NOTE: Refer to the Appendices for instructions on updating databases.
NOTE: Ensure that the system is powered off before inserting the SD card.

The GDU 1240A data card slots use Secure Digital (SD) cards and are located on the top right portion of the
display bezels. Each display bezel is equipped with two SD card slots. SD cards are used for the various databases
and system software updates as well as terrain database storage.
Not all SD cards are compatible with the Prodigy® system. Use only SD cards supplied by Garmin or the aircraft
manufacturer.
Install an SD card
Insert the SD card in the SD card slot, pushing the card in until the spring latch engages. The front of the card
should remain flush with the face of the display bezel.
Remove an SD card
Gently press on the SD card to release the spring latch and eject the card.

SD Card Slots

Figure 1-17 Display Bezel SD Card Slots

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW

1.5 SYSTEM POWER-UP
NOTE: Refer to the Appendices for AHRS initialization bank angle limitations.
NOTE: See the Appendices for additional information regarding system-specific annunciations and alerts.
NOTE: See the Airplane Flight Manual (AFM) for specific procedures concerning avionics power application

and emergency power supply operation.
The system is integrated with the aircraft electrical system and receives power directly from electrical busses.
The PFDs, MFD and supporting sub-systems include both power-on and continuous built-in test features that
exercise the processor, RAM, ROM, external inputs and outputs to provide safe operation.
During system initialization, test annunciations are displayed, as shown in Figure 1-18. All system annunciations
should disappear typically within one minute of power-up. Upon power-up, key annunciator lights also become
momentarily illuminated on the audio panels, the control units and the display bezels.
On the PFD, the AHRS begins to initialize and displays ‘AHRS ALIGN: Keep Wings Level’. The AHRS should
display valid attitude and heading fields typically within one minute of power-up. The AHRS can align itself both
while taxiing and during level flight.
When the MFD powers up (Figure 1-19), the MFD Power-up Page displays the following information:
• System version
• Airport Terrain database name and version
• Copyright
• Obstacle database name and version
• Land database name and version
• Navigation database name, version, and effective dates
• Safe Taxi database information
• Airport Directory name, version and effective dates
• Terrain database name and version
• FliteCharts/ChartView database information
Current database information includes the valid operating dates, cycle number and database type. When this
information has been reviewed for currency (to ensure that no databases have expired), the pilot is prompted to
continue. Pressing the ENT Key acknowledges this information and displays the System - Status Page.

Figure 1-18 PFD Initialization

190-00728-06 Rev. A

Figure 1-19 MFD Power-up Page

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW

1.6 SYSTEM OPERATION
The displays are connected via a single Ethernet bus, thus allowing for high-speed communication. As shown
in Figure 1-1. The GIA 63W #1 is connected to PFD1 and GIA 63W #2 is connected to the HSDB switch. This
section discusses the normal and reversionary modes of operation as well as the various AHRS modes of the
system.
In the event of display failure, the display modes are as follows:
• PFD1 failure – MFD enters reversionary mode; PFD2 remains in normal mode.
• MFD failure – PFD1 and PFD2 enter reversionary mode.
• PFD2 failure – PFD1 and the MFD remain in normal mode.

NORMAL OPERATION
PFD
In normal mode, the PFD presents graphical flight instrumentation (attitude, heading, airspeed, altitude
and vertical speed), thereby replacing the traditional flight instrument cluster. The PFD also offers control for
COM and NAV frequency selection.

MFD
In normal mode, the right portion of the MFD displays a full-color moving map with navigation information,
while the left portion of the MFD is dedicated to engine, fuel, electrical, cabin pressurization, oxygen, landing
gear, and trim/flaps indication.
Figure 1-20 gives an example of the system displays in normal mode.

PFD1

MFD

PFD2

Figure 1-20 Normal Operation

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW

REVERSIONARY MODE
NOTE: The system alerts the pilot when backup paths are utilized by the LRUs. Refer to the Appendices for

further information regarding system-specific alerts.
Reversionary mode is a mode of operation in which all important flight information is presented identically
on at least one of the remaining displays (see Figure 1-21). Transition to reversionary mode should be
straightforward for the pilot, for flight parameters are presented in the same format as in normal mode.

Figure 1-21 Reversionary Mode

Reversionary mode is activated by pressing the dedicated DISPLAY BACKUP button at the bottom of the
audio panel (see Figure 1-22 and refer to the Audio Panel section for further details). Pressing this button again
deactivates reversionary mode.
Pressing the DISPLAY
BACKUP button activates/
deactivates reversionary
mode for both the on-side
PFD and the MFD.
Figure 1-22 DISPLAY BACKUP Button

Each display can be configured to operate in reversionary mode, as follows:
• PFD1 – By pressing the DISPLAY BACKUP button on the left audio panel.
• MFD – By pressing the DISPLAY BACKUP button on the left or the right audio panel.
• PFD2 – By pressing the DISPLAY BACKUP button on the right audio panel.

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Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW

AHRS OPERATION
NOTE: Refer to the Appendices for specific AHRS alert information.
NOTE: Aggressive maneuvering while the AHRS is not operating normally can degrade AHRS accuracy.

In addition to using internal sensors, the GRS 77 AHRS uses GPS information, magnetic field data and air
data to assist in attitude/heading calculations. In normal mode, the AHRS relies upon GPS and magnetic field
measurements. If either of these external measurements is unavailable or invalid, the AHRS uses air data
information for attitude determination. Four AHRS modes of operation are available (see Figure 1-23) and
depend upon the combination of available sensor inputs. Loss of air data, GPS, or magnetometer sensor inputs
is communicated to the pilot by message advisory alerts.

YES

Mag Data AND Air Data
Available and Reliable?

YES

Mag Data Available and Reliable?

YES

GPS Data Available and Reliable?

AHRS Normal
Mode

YES

Air Data Available and Reliable?

AHRS no-Mag
Mode

AHRS no-Mag/
no-Air Mode

Heading Invalid

AHRS no-GPS
Mode

AHRS coast-on-gyros
until invalid

Attitude/Heading Invalid

Figure 1-23 AHRS Operation

The AHRS (GRS 77) corrects for shifts and variations in the Earth’s magnetic field by applying the Magnetic
Field Variation Database. The Magnetic Field Variation Database is derived from the International Geomagnetic
Reference Field (IGRF). The IGRF is a mathematical model that describes the Earth’s main magnetic field and
its annual rate of change. The database is updated approximately every five years. See the Appendices for
information on updating the Magnetic Field Variation Database. The system will prompt the pilot on startup
when an update is available. Failure to update this database could lead to erroneous heading information being
displayed to the pilot.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
GPS INPUT FAILURE
NOTE: In-flight initialization of AHRS, when operating without any valid source of GPS data and at true

air speed values greater than approximately 200 knots, is not guaranteed. Under these rare conditions, it
is possible for in-flight AHRS initialization to take an indefinite amount of time which would result in an
extended period of time where valid AHRS outputs are unavailable.
The system provides two sources of GPS information. If a single GPS receiver fails, or if the information provided
from one of the GPS receivers is unreliable, the AHRS seamlessly transitions to using the other GPS receiver. An
alert message informs the pilot of the use of the backup GPS path. If both GPS inputs fail, the AHRS continues
to operate in reversionary No-GPS mode so long as the air data and magnetometer inputs are available and valid.

AIR DATA INPUT FAILURE
A failure of the air data input has no effect on AHRS output while AHRS is operating in normal mode. A failure
of the air data input while the AHRS is operating in reversionary No-GPS mode results in invalid attitude and
heading information on the PFD (as indicated by red “X” flags).

MAGNETOMETER FAILURE
If the magnetometer input fails, the AHRS transitions to one of the reversionary No-Magnetometer modes and
continues to output valid attitude information. However, if the aircraft is airborne, the heading output on the
PFD does become invalid (as indicated by a red “X”).

PRODIGY® SYSTEM ANNUNCIATIONS
NOTE: For a detailed description of all annunciations and alerts, refer to Appendix A. Refer to the Airplane

Flight Manual (AFM) for additional information regarding pilot responses to these annunciations.
When an LRU or an LRU function fails, a large red “X” is typically displayed on windows associated with the
failed data (Figure 1-24 displays all possible flags and responsible LRUs). Upon system power-up, certain windows
remain invalid as equipment begins to initialize. All windows should be operational within one minute of powerup. If any window remains flagged, the system should be serviced by a Garmin-authorized repair facility.

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW
GIA 63W Integrated
Avionics Units

GIA 63W Integrated
Avionics Units
GDC 74B Air
Data Computer

FADEC

GRS 77 AHRS
Or
GMU 44
Magnetometer

GEA 71 Engine
Airframe Unit

KRA 405B Radar
Altimeter or GIA
63W Integrated
Avionics Units

Pressure Controller
GEA 71 Engine
Airframe Unit
& GSD 71 Data
Concentrator
GIA 63W Integrated
Avionics Units &
GEA 71 Engine
Airframe Unit

GIA 63W Integrated
Avionics Units
FADEC

GDC 74B Air
Data Computer

GTX 33/D Transponder
Or
GIA 63W Integrated
Avionics Units

Figure 1-24 System Failure Annunciations

GPS RECEIVER OPERATION
Each GIA 63W Integrated Avionics Unit (GIA) contains a GPS receiver. Information collected by the specified
receiver (GPS1 for the #1 GIA or GPS2 for the #2 GIA) may be viewed on the AUX - GPS Status Page.
GPS1 provides information to the pilot-side PFD and GPS2 provides data to the copilot-side PFD. Internal
system checking is performed to ensure both GPS receivers are providing accurate data to the PFDs. In some
circumstances, both GPS receivers may be providing accurate data, but one receiver may be providing a better
GPS solution than the other receiver. In this case the GPS receiver producing the better solution will be
automatically coupled to both PFDs. “BOTH ON GPS 1” or “BOTH ON GPS 2” will then be displayed in the
Reversionary Sensor Window (see Appendix A) indicating which GPS receiver is being used. Both GPS receivers
are still functioning properly, but one receiver is performing better than the other at that particular time.
These GPS sensor annunciations are most often seen after system power-up when one GPS receiver has
acquired satellites before the other, or one of the GPS receivers has not yet acquired an SBAS (Satellite Based
Augmentation System) signal. While the aircraft is on the ground, the SBAS signal may be blocked by
obstructions causing one GPS receiver to have difficulty acquiring a good signal. Also, while airborne, turning
the aircraft may result in one of the GPS receivers temporarily losing the SBAS signal.
If the sensor annunciation persists, check for a system failure message in the Messages Window on the PFD.
If no failure message exists, check the GPS Status Page and compare the information for GPS1 and GPS2.
Discrepancies may indicate a problem.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
Viewing GPS receiver status information:
1) Use the large FMS Knob on the MFD to select the Auxiliary Page Group (see Section 1.7 for information on
navigating MFD page groups).
2) Use the small FMS Knob to select GPS Status Page.

Selecting the GPS receiver for which data may be reviewed:
1) Use the FMS Knob to select the AUX - GPS Status Page.
2) To change the selected GPS receiver:
a) Press the desired GPS Softkey.
Or:
a) Press the MENU Key.
b) Use the FMS Knob to highlight the receiver which is not selected and press the ENT Key.
Satellite Constellation
Diagram

Satellite Signal
Information Status

GPS Receiver
Status

RAIM
Availability
Prediction

Enabled
SBAS
Options

Satellite Signal
Strength Bars

GPS Selection
Softkeys

RAIM Softkey
Selected

SBAS Softkey
Selected
Figure 1-25 GPS Status Page (RAIM or SBAS Selected)

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Embraer Prodigy® Flight Deck 100 Pilot’s Guide

SYSTEM OVERVIEW
The GPS Status Page provides the following information:
• Satellite constellation diagram
Satellites currently in view are shown at their respective positions on a sky view diagram. The sky view is
always in a north-up orientation, with the outer circle representing the horizon, the inner circle representing
45° above the horizon, and the center point showing the position directly overhead.
Each satellite is represented by an oval containing the Pseudo-random noise (PRN) number (i.e., satellite
identification number). Satellites whose signals are currently being used are represented by solid ovals.
• Satellite signal information status
The accuracy of the aircraft’s GPS fix is calculated using Estimated Position Uncertainty (EPU), Dilution
of Precision (DOP), and horizontal and vertical figures of merit (HFOM and VFOM). EPU is the radius of a
circle centered on an estimated horizontal position in which actual position has 95% probability of laying.
EPU is a statistical error indication and not an actual error measurement.
DOP measures satellite geometry quality (i.e., number of satellites received and where they are relative to
each other) on a range from 0.0 to 9.9, with lower numbers denoting better accuracy. HFOM and VFOM,
measures of horizontal and vertical position uncertainty, are the current 95% confidence horizontal and
vertical accuracy values reported by the GPS receiver.
The current calculated GPS position, time, altitude, ground speed, and track for the aircraft are displayed
below the satellite signal accuracy measurements.
• GPS receiver status
The selected GPS receiver is indicated for the pilot and copilot display.
The GPS solution type (ACQUIRING, 2D NAV, 2D DIFF NAV, 3D NAV, 3D DIFF NAV) for the active GPS
receiver (GPS1 or GPS2) is shown in the upper right of the GPS Status Page. When the receiver is in the process
of acquiring enough satellite signals for navigation, the receiver uses satellite orbital data (collected continuously
from the satellites) and last known position to determine the satellites that should be in view. ACQUIRING is
indicated as the solution until a sufficient number of satellites have been acquired for computing a solution.
When the receiver is in the process of acquiring a 3D navigational GPS solution, 3D NAV is indicated as the
solution until the 3D differential fix has finished acquisition. SBAS (Satellite-Based Augmentation System) will
indicate INACTIVE. When acquisition is complete, the solution status will indicate 3D DIFF NAV and SBAS
will indicate ACTIVE.
• RAIM (Receiver Autonomous Integrity Monitoring) Prediction (RAIM Softkey is selected)
In most cases performing a RAIM prediction will not be necessary. However, in some cases, the selected
approach may be outside the SBAS coverage area and it may be necessary to perform a RAIM prediction for the
intended approach.
Receiver Autonomous Integrity Monitoring (RAIM) is a GPS receiver function that performs a consistency
check on all tracked satellites. RAIM ensures that the available satellite geometry allows the receiver to calculate
a position within a specified RAIM protection limit (2.0 nautical miles for oceanic and enroute, 1.0 nm for
terminal, and 0.3 nm for non-precision approaches). During oceanic, enroute, and terminal phases of flight,
RAIM is available nearly 100% of the time.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

SYSTEM OVERVIEW
The RAIM prediction function also indicates whether RAIM is available at a specified date and time. RAIM
computations predict satellite coverage within ±15 min of the specified arrival date and time.
Because of the tighter protection limit on approaches, there may be times when RAIM is not available. The
system automatically monitors RAIM and warns with an alert message when it is not available. If RAIM is not
predicted to be available for the final approach course, the approach does not become active, as indicated by the
messages “Approach is not active” and “RAIM not available from FAF to MAP”. If RAIM is not available when
crossing the FAF, the missed approach procedure must be flown.
Predicting RAIM availability:
1) Select the GPS Status Page.
2) If necessary, select the RAIM Softkey.
3) Press the FMS Knob. The ‘WAYPOINT’ field is highlighted.
4) Turn the small FMS Knob to display the Waypoint Information Window.
5) Enter the desired waypoint:
a) Use the FMS Knob to enter the desired waypoint by identifier, facility, or city name and press the ENT Key. Refer
to Section 1.7 for instructions on entering alphanumeric data into the system.
Or:
a) Use the large FMS Knob to scroll to the Most Recent Waypoints List.
b) Use the small FMS Knob to highlight the desired waypoint in the list and press the ENT Key. The system
automatically fills in the identifier, facility, and city fields with the information for the selected waypoint.
c) Press the ENT Key to accept the waypoint entry.
Or:
a) To use the present position, press the MENU Key.
b) With ‘Set WPT to Present Position’ highlighted, press the ENT Key.
c) Press the ENT Key to accept the waypoint entry.
6) Use the FMS Knob to enter an arrival time and press the ENT Key.
7) Use the FMS Knob to enter an arrival date and press the ENT Key.
8) With the cursor highlighting ‘COMPUTE RAIM?’, press the ENT Key. Once RAIM availability is computed, one
of the following is displayed:

• ‘COMPUTE RAIM?’—RAIM has not been computed for the current waypoint, time, and date combination

• ‘COMPUTING AVAILABILITY’—RAIM calculation in progress

• ‘RAIM AVAILABLE’—RAIM is predicted to be available for the specified waypoint, time, and date

• ‘RAIM NOT AVAILABLE’—RAIM is predicted to be unavailable for the specified waypoint, time, and date

Predicting RAIM availability at present position
1) Select the GPS Status Page.
2) If necessary, select the RAIM Softkey.
3) Press the FMS Knob. The ‘WAYPOINT’ field is highlighted.

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4) Press the MENU Key.
5) With ‘Set WPT to Present Position’ highlighted, press the ENT Key.
6) Press the ENT Key to accept the waypoint entry.
7) Use the FMS Knob to enter an arrival time and press the ENT Key.
8) Use the FMS Knob to enter an arrival date and press the ENT Key.
9) With the cursor highlighting ‘COMPUTE RAIM?’, press the ENT Key. Once RAIM availability is computed, one
of the following is displayed:

• ‘COMPUTE RAIM?’—RAIM has not been computed for the current waypoint, time, and date combination

• ‘COMPUTING AVAILABILITY’—RAIM calculation in progress

• ‘RAIM AVAILABLE’—RAIM is predicted to be available for the specified waypoint, time, and date

• ‘RAIM NOT AVAILABLE’—RAIM is predicted to be unavailable for the specified waypoint, time, and date

• SBAS Selection (SBAS Softkey is pressed)(WAAS, EGNOS, or MSAS capable systems only)
In certain situations, such as when the aircraft is outside or on the fringe of the WAAS, EGNOS, or MSAS
coverage area, it may be desirable to disable the reception of the applicable SBAS signal (although it is not
recommended). When disabled, the SBAS field in the GPS Status box indicates DISABLED. There may be a
small delay for the GPS Status box to be updated upon WAAS, EGNOS, and MSAS enabling/disabling.
Disabling WAAS, EGNOS or MSAS
1) Select the GPS Status Page.
2) If necessary, select the SBAS Softkey.
3) Press the FMS Knob, and turn the large FMS Knob to highlight the desired SBAS system.
4) Press the ENT Key to uncheck the box.
5) Press the FMS Knob to remove the cursor.

• GPS Satellite Signal Strengths
The GPS Status Page can be helpful in troubleshooting weak (or missing) signal levels due to poor satellite
coverage or installation problems. As the GPS receiver locks onto satellites, a signal strength bar is displayed
for each satellite in view, with the appropriate satellite PRN number (01-32 or 120-138 for WAAS) below
each bar. The progress of satellite acquisition is shown in three stages, as indicated by signal bar appearance:
- No bar—Receiver is looking for the indicated satellite
- Hollow bar—Receiver has found the satellite and is collecting data
- Light blue bar—Receiver has collected the necessary data and the satellite signal can be used
- Green bar—Satellite is being used for the GPS solution
- Checkered bar—Receiver has excluded the satellite (Fault Detection and Exclusion)
- “D” indication—Denotes the satellite is being used as part of the differential computations
Each satellite has a 30-second data transmission that must be collected (signal strength bar is hollow) before
the satellite may be used for navigation (signal strength bar becomes solid).

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1.7 ACCESSING SYSTEM FUNCTIONALITY
MENUS
The system has a MENU Key that, when pressed, displays a context-sensitive list of options. This options list
allows the user to access additional features or make settings changes which specifically relate to the currently
displayed window/page. There is no all-encompassing menu. Some menus provide access to additional
submenus that are used to view, edit, select, and review options. Menus display ‘NO OPTIONS’ when there are
no options for the window/page selected. The main controls used in association with all window/page group
operations are described in section 1.3. Softkey selection does not display menus or submenus.
Navigating the Page Menu Window:
1) Press the MENU Key to display the Page Menu Window.
2) Turn the FMS Knob to scroll through a list of available options (a scroll bar appears to the right of the window
when the option list is longer than the window).
3) Press the ENT Key to select the desired option.
4) The CLR Key may be pressed to remove the menu and cancel the operation. Pressing the FMS Knob also
removes the displayed menu.
No Options with NRST
Window Displayed on
the PFD

Options with FPL
Window Displayed

Figure 1-26 Page Menu Examples

MFD PAGE GROUPS
NOTE: Refer to other supporting sections in this Pilot’s Guide for details on specific pages.

Information on the MFD is presented on pages which are grouped according to function. The page group and
active page title are displayed in the upper center of the screen, below the Navigation Status Box. In the bottom
right corner of the screen, a page group window is displayed by turning either FMS Knob. The page group tabs
are displayed along the bottom of the window. The page titles are displayed in a list above the page group tabs.
The current page group and current page within the group are shown in light blue. For some of these pages
(Airport/Procedures/Weather Information, XM, Procedure Loading), the active title of the page changes while
the page name in the list remains the same.

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Active Page Title

Page Group

MFD

Pages in
Current
Group

Page Groups
Figure 1-27 Page Title and Page Groups

The main page groups are navigated using the FMS Knob; specific pages within each group can vary depending
on the configuration of optional equipment.
Selecting a page using the FMS Knob:
1) Turn the large FMS Knob to display the list of page groups; continue turning the large FMS Knob until the
desired page group is selected
2) Turn the small FMS Knob to display the desired page within a specific page group.

There are also several pages (Airport/Procedures/Weather Information and XM pages) which are selected first
from within a main page group with the FMS Knob, then with the appropriate softkey at the bottom of the page
(or from the page menu). In this case, the page remains set to the selected page until a different page softkey is
selected, even if a different page group is selected.

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Map Pages (MAP)
Navigation Map
Traffic Map
Weather Radar
(optional)
XM Weather Data Link
or Weather Data Link
(CNXT)
(service optional)
TAWS-B/TAWS-A
(TAWS-A optional)
Figure 1-28 Map Pages

Waypoint Pages (WPT)
Airport Information pages
- Airport Information
(INFO-1 Softkey)
- Airport Directory
(INFO-2 Softkey)
- Departure Information
(DP Softkey)
- Arrival Information
(STAR Softkey)
- Approach Information
(APR Softkey)
- Weather Information
(WX Softkey)
Intersection Information
NDB Information

Airport
Information
Pages

VOR Information
User Waypoint Information
Figure 1-29 Waypoint Pages

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Auxiliary Pages (AUX)
Weight Planning
Trip Planning
Utility
GPS Status
System Setup
XM Radio

Satellite Phone
Pages

- XM Information
(INFO Softkey)
- XM Radio
(RADIO Softkey)
Satellite Phone
- Telephone
(TEL Softkey)
- SMS
(SMS Softkey)

XM
Satellite
Pages

Data Link
Maintenance Logs
System Status
Figure 1-30 Auxiliary Pages

The Flight Plan Pages may also be accessed using the FPL Key on the MFD.

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Flight Plan Pages (FPL)
Active Flight Plan
- Wide View, Narrow View
(VIEW Softkey)
Flight Plan Catalog
or
Stored Flight Plan (NEW Softkey)

Figure 1-31 Flight Plan Pages

System Pages (SYS)
System Status
Environmental Control
System
Electrical System
Fuel System
Ice Protection System
Engine Maintenance

Figure 1-32 System Pages

The Checklist Page may be accessed from the page group tab or the CHKLIST Softkey. See the Additional
Features section for a discussion on using the Checklist Page.

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Nearest Pages (NRST)
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User Waypoints
Nearest Frequencies
Nearest Airspaces

Figure 1-33 Nearest Pages

In addition to the page groups previously addressed, there are pages for loading procedures which are accessed
by pressing the PROC Key on the MFD bezel. In some instances, softkeys may be used to access the Procedure
Pages.
A menu is initialized, and when a departure, approach, or arrival is selected, the appropriate Procedure
Loading Page is opened. Turning the FMS Knob does not scroll through the Procedure pages.
Procedure Pages
(PROC)
Departure Loading
Arrival Loading
Approach Loading

Figure 1-34 Procedure Pages

For some of these pages (Airport Information pages, XM Satellite pages, Procedure pages), the title of the page
may change.

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The CPDLC page is accessed by selecting the CPDLC Softkey on MFD.
CPDLC Page
(CPDLC Softkey)

Figure 1-35 CPDLC Page

MFD SYSTEM PAGES
In the Auxiliary (AUX) Page Group, there are two system pages: System Setup and System Status. The System
Setup Page allows management of various system parameters, while the System Status Page displays the status
of all system LRUs.

SYSTEM SETUP PAGE
The System Setup Page allows management of the following system parameters:
• Pilot Profiles

• Page Navigation

• Date/time

• MFD Data Bar Fields (Navigation Status Box)
(see Flight Management Section)

• Display Units
(see Flight Instruments Section)
• Baro Transition Alert (see Flight Instruments
Section)
• Airspace Alerts (see Flight Management Section)
• Arrival Alerts (see Flight Management Section)
• Audio Alerts
• Flight Director

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• GPS CDI scaling for GPS navigation source
(see Flight Instruments Section)
• COM Configuration
(see Audio Panel and CNS Section)
• Nearest Airports display criteria
(see Flight Management Section)
• Synchronization of Baro and CDI between PFDs

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Figure 1-36 System Setup Page

Pilot Profiles
Various system settings may be saved under a pilot profile. When the system is powered on, the last
selected pilot profile is shown on the MFD power-up screen (Figure 1-19). The system can store up to 25
profiles; the currently active profile, the amount of memory used, and the amount of memory available are
shown at the top of the System Setup Page in the box labeled ‘PILOT PROFILE’. From here, pilot profiles
may be created, selected, renamed, or deleted. Pilot profiles may also be imported from an SD card, or
exported to an SD card. Pilot Profiles cannot not be imported if originally created using a previous version
of system software.

Figure 1-37 Pilot Profiles (System Setup Page)

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System settings on the AUX-System Setup Page that are pilot adjustable are saved to the pilot profile, as
well as, but not limited to, the following:
• Altimeter units setting
• Map settings
• SBAS settings
• Chart settings
• HSI and wind display settings
• SVS options
Creating a profile:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.

3) Turn the large FMS Knob to highlight ‘CREATE’ in the Pilot Profile Box.
4) Press the ENT Key. A ‘Create Profile’ window is displayed.

5) Use the FMS Knob to enter a profile name up to 16 characters long and press the ENT Key. Pilot profile names
cannot begin with a blank as the first letter.
6) In the next field, use the small FMS Knob to select the desired settings upon which to base the new profile.
Profiles can be created based on Garmin factory defaults, default profile settings (initially based on Garmin
factory defaults unless edited by the pilot), or current system settings.
7) Press the ENT Key.

8) With ‘CREATE’ highlighted, press the ENT Key to create the profile
Or:

Use the large FMS Knob to select ‘CREATE and ACTIVATE’ and press the ENT Key to activate the new profile.
9) To cancel the process, select ‘CANCEL’ with the large FMS Knob and press the ENT Key.
10) Press the FMS Knob to deactivate the cursor.

Selecting an active profile:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.

3) Turn the large FMS Knob to highlight the active profile field in the Pilot Profile Box.
4) Turn the small FMS Knob to display the pilot profile list and highlight the desired profile.
5) Press the ENT Key. The system loads and displays the system settings for the selected profile.
6) Press the FMS Knob to deactivate the cursor.

Renaming a profile:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.

3) Turn the large FMS Knob to highlight ‘RENAME’ in the Pilot Profile Box.
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4) Press the ENT Key.

5) In the ‘Rename Profile’ window, turn the FMS Knob to select the profile to rename.
6) Press the ENT Key.

7) Use the FMS Knob to enter a new profile name up to 16 characters long and press the ENT Key.
8) With ‘RENAME’ highlighted, press the ENT Key.
9) To cancel the process, use the large FMS Knob to select ‘CANCEL’ and press the ENT Key.
10) Press the FMS Knob to deactivate the cursor.

Deleting a profile:
NOTE: The profile that is currently active cannot be deleted. If this is the desired profile to delete, select

another profile, then delete the desired profile.
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.

3) Turn the large FMS Knob to highlight ‘DELETE’ in the Pilot Profile Box.
4) Press the ENT Key.

5) In the ‘Delete Profile’ window, turn the FMS Knob to select the profile to delete.
6) Press the ENT Key.

7) With ‘DELETE’ highlighted, press the ENT Key.
8) To cancel the process, use the large FMS Knob to select ‘CANCEL’ and press the ENT Key.
9) Press the FMS Knob to deactivate the cursor.

Importing a profile from an SD card:
1) Insert an SD card containing the pilot profile(s) into the top card slot on the MFD.
2) Turn the FMS Knob to select the AUX - System Setup Page.
3) Select the IMPORT Softkey.
Or:
a) Press the MENU Key.
b) Turn the FMS Knob to highlight ‘Import Pilot Profile’ and press the ENT Key.
4) The system displays the Pilot Profile Importing Window with ‘IMPORT’ highlighted. To change the selected
profile to be imported from the SD card (shown as ‘SELECT FILE’), turn the large FMS Knob to highlight the
profile file name, then turn the small FMS Knob to highlight a profile from the list, and press the ENT Key.
5) If desired, the profile name to be used after profile has been imported can be changed by turning the FMS
Knob to highlight the ‘PROFILE NAME’ field, then use the large and small FMS Knobs to enter the name, and
press the ENT Key. Imported profile names cannot begin with a blank space or be named ‘DEFAULT’, ‘GARMIN
DEFAULTS’ or ‘DEFAULT SETTINGS’.
6) With ‘IMPORT’ highlighted, press the ENT Key.

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7) If the imported profile name is the same as an existing profile on the system, the system displays an ‘Overwrite
existing file? OK or CANCEL’ prompt. Press the ENT Key to replace profile on the system with the profile
imported from the SD card, or turn the FMS Knob to highlight ‘CANCEL’ and press the ENT Key to return to the
Pilot Profile Importing Window.
8) If successful, the system displays ‘Pilot profile import succeeded.’ in the IMPORT RESULTS window below. With
‘OK’ highlighted, press the ENT or CLR Keys or press the FMS Knob to return to the AUX - System Setup Page.
The imported profile becomes the active profile.

Pilot Profile Importing and Import
Results Window

Pilot Profiles Available for Import from
SD Card (‘STEVE’S PROFILE’ Selected)

Import Successful

Figure 1-38 Pilot Profile Importing Window (AUX - System Setup Page)

Exporting a profile to an SD card:
1) Insert the SD card for storing the Pilot Profile into the top card slot on the MFD.
2) Turn the FMS Knob to select the AUX - System Setup Page.
3) If necessary, activate the desired pilot profile to export. Only the currently active Pilot Profile can be exported.
4) Select the EXPORT Softkey. The system displays the Pilot Profile Exporting Window.
Or:
a) Press the MENU Key.
b) Turn the FMS Knob to highlight ‘Export Pilot Profile’ and press the ENT Key.
5) To export the pilot profile using the current supplied name, press the ENT Key with ‘EXPORT’ highlighted. To
change the profile file name turn the large FMS Knob to highlight the ‘SELECT FILE’ field, then enter the new
name with the large and small FMS Knobs, then press the ENT Key. Then press the ENT Key with ‘EXPORT’
highlighted.
6) If the profile name to be exported is the same as an existing profile file name on the SD card, the system displays
an ‘Overwrite existing file? OK or CANCEL’ prompt. Press the ENT Key to replace the profile on the SD card
with the profile to be exported, or turn the FMS Knob to highlight ‘CANCEL’ and press the ENT Key to return to
the Pilot Profile Exporting Window without exporting the profile.

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7) If successful, the EXPORT RESULTS window displays ‘Pilot profile export succeeded.’ With ‘OK’ highlighted,
press the ENT or CLR Keys, or press the FMS Knob to return to the AUX - System Setup Page.

Pilot Profile Exporting Window, Enter a
Name to Use for Exported Profile

Export Successful

Figure 1-39 Pilot Profile Exporting Window (AUX - System Setup Page)

Date/Time
The Date/Time Box on the System Setup Page displays the current date and time and allows the pilot to set
the time format (local 12-hr, local 24-hr, or UTC) and offset. The time offset is used to define current local
time. UTC (also called GMT or Zulu) date and time are calculated directly from the GPS satellites signals
and cannot be changed. When using a local time format, designate the offset by adding or subtracting the
desired number of hours.
Setting the system time format:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the time format field in the Date/Time Box.
3) Turn the small FMS Knob to select the desired system time format (local 12hr, local 24hr, UTC) and press the
ENT Key.
Setting the current time offset:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the time offset field in the Date/Time Box.
3) Enter the time offset and press the ENT Key.

Display Units
The Display Units Box on the System Setup Page shows the configured units of measure used for each
category. Only the NAV ANGLE, ALT,VS, and POSITION are pilot selectable. The following indicates the
system parameters affected by changes within that category.
• Nav angle (magnetic, true)
When set to ‘MAGNETIC’, magnetic variation is figured into the displayed value. When ‘TRUE’ is
selected, no magnetic variation is calculated and a ‘T’ is displayed next to the value.
Affects the BRG field in the PFD Navigation Status Box.
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Affects Current Heading, Selected Heading, and Selected Course boxes on the PFD.
Affects the BRG, DTK, TKE, TRK, and XTK fields in the MFD Navigation Status Box.
• Altitude and vertical speed (feet, meters)
Affects all altitude and elevation displays on the MFD, with the exception of VNV altitudes on the
Active Flight Plan Page.
• Position (HDDD°MM.MM’, HDDD°MM’SS.S”)
Affects all position displays.
To change a Display Units setting:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field in the Display Units Box.
3) Turn the small FMS Knob to select from a list of measurement units and press the ENT Key when the desired
unit is highlighted. Press the CLR Key to cancel the action without changing the units.

BARO Transition Alert
See the Flight Instruments section for a discussion on setting the Baro Transition Alert.

Airspace Alerts
The Airspace Alerts Box allows the pilot to turn the controlled/special-use airspace message alerts on
or off. This does not affect the alerts listed on the Nearest Airspaces Page or the airspace boundaries
depicted on the MFD Navigation Map Page. It simply turns on/off the warning provided when the aircraft
is approaching or near an airspace.
Alerts for the following airspaces can be turned on/off in the Airspace Alerts Box:
• Class B/TMA

• Restricted

• Class C/TCA

• MOA (Military)

• Class D

• Other/ADIZ

An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For
example, if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an
alert message will not be generated, but if the aircraft is less than 500 feet above/below an airspace and
projected to enter it, the pilot is notified with an alert message. The default setting for the altitude buffer
is 200 feet.
Changing the altitude buffer distance setting:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the altitude buffer field in the Airspace Alerts Box.
3) Turn the FMS Knobs to enter an altitude buffer value and press the ENT Key.
4) Press the FMS Knob to deactivate the cursor.

Turn an airspace alert on or off
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
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2) Turn the large FMS Knob to highlight the desired field in the Airspace Alerts Box.
3) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
4) Press the FMS Knob to deactivate the cursor.

Arrival Alerts
The Arrival Alert Box on the System Setup Page allows arrival alerts to be turned on/off and the alert
trigger distance set. An arrival alert can be set to notify the pilot with a message upon reaching a userspecified distance from the final destination (the direct-to waypoint or the last waypoint in a flight plan).
Once the set distance (up to 99.9 units) has been reached, an “Arriving at waypoint” message is displayed
in the PFD Navigation Status Box.
Enabling/disabling an arrival alert:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to select the ON/OFF field in the Arrival Alert Box.
4) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
5) Press the FMS Knob to deactivate the cursor.

Changing the arrival alert trigger distance:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the distance field in the Arrival Alert Box.
4) Use the FMS Knob to enter a trigger distance and press the ENT Key.
5) Press the FMS Knob to deactivate the cursor.

Flight Director
Two formats are available for the display of the flight director. Single Cue or X-Pointer may be selected.
To change the flight director format:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the Format Active field in the Flight Director Box.
3) Turn the small FMS Knob to display and highlight the desired flight director format and press the ENT Key.
4) Press the FMS Knob to deactivate the cursor.

Page Navigation
The large FMS Knob displays the Page Group Tabs and navigates through the tabs. The small FMS Knob
navigates through the pages listed within a specific group. The number of clicks it takes to display the
Page Group Tabs and change to the next tab can be controlled from the Page Navigation box on the AUX
- System Setup Page.
OFF – Displays the Page Group Tabs with one click of either FMS Knob.
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ON – Displays the Page Group Tabs and navigates to the next tab with one click of either FMS Knob.
The pilot can select, from the AUX - System Setup Page, the amount of time the Page Group Tabs are
displayed (in the lower right corner of the MFD). The timeout can range from two to ten seconds.
Selecting page navigation settings:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the ‘Change On 1st Click’ field in the Page Navigation Box.
4) Turn the small FMS Knob to select ‘OFF’ or ‘ON’.
5) Turn the large FMS Knob to highlight the ‘Timeout Seconds’ field in the Page Navigation Box.
6) Turn the small FMS Knob to select the desired number of seconds
7) Press the FMS Knob momentarily to remove the flashing cursor.

MFD Data Bar Fields
The MFD Data Bar Fields Box on the System Setup Page displays the current configuration of the MFD
Navigation Status Box. By default, the Navigation Status Bar is set to display ground speed (GS), distance
to next waypoint (DIS), estimated time enroute (ETE), and enroute safe altitude (ESA).
Changing the information shown in an MFD Navigation Status Bar field:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field number in the MFD Data Bar Fields Box.
3) Turn the small FMS Knob to display and scroll through the data options list and press the ENT Key when the
desired data selection is highlighted.
4) Press the FMS Knob to deactivate the cursor.

The following data may be selected for display in each of the four fields of the Navigation Status Box.
• Bearing (BRG)

• Track (TRK)

• Distance (DIS)

• Vertical Speed Required (VSR)

• Desired Track (DTK)

• Crosstrack Error (XTK)

• En Route Safe Altitude (ESA)

• Fuel Over Destination (FOD)

• Estimated Time of Arrival (ETA)

• Fuel On Board (FOB)

• Estimated Time En Route (ETE)

• Endurance (END)

• Ground Speed (GS)

• Enroute (ENR)

• Minimum Safe Altitude (MSA)

• International Standard Atmosphere (ISA)

• True Air Speed (TAS)

• Landing Time (LDG)

• Track Angle Error (TKE)

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GPS CDI
The GPS CDI Box on the System Setup Page allows the pilot to define the range for the on-screen course
deviation indicator (CDI). The range values represent full range deflection for the CDI to either side. The
default setting is ‘AUTO’. At this setting, leaving the departure airport the CDI range is set to 1.0 nm and
gradually ramps up to 2 nm beyond 30 nm from the departure airport. The CDI range is set to 2.0 nautical
miles during the en route phase of flight. Within 30 nm of the destination airport, the CDI range gradually
ramps down to 1.0 nm (terminal area). During approach operations, the CDI range ramps down even
further to 0.3 nm. This transition normally occurs within 2.0 nm of the final approach fix (FAF).
If a lower CDI range setting is selected (i.e., 1.0 or 0.3 nm), the higher range settings are not selected
during any phase of flight. For example, if 1.0 nm is selected, the system uses this for en route and terminal
phases and ramps down to 0.3 nm during an approach. Note that the Receiver Autonomous Integrity
Monitoring (RAIM) protection limits follow the selected CDI range and corresponding flight phases.
The GPS CDI Box on the System Setup Page displays the following:
• Selected CDI range (auto, 2 nm, 1 nm, 0.3 nm)
• Current system CDI range (2 nm, 1 nm, 0.3 nm)
Changing the CDI range:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the selected field in the GPS CDI Box.
3) Turn the small FMS Knob to display and scroll through the range list and press the ENT Key when the desired
selection is highlighted.
4) Press the FMS Knob to deactivate the cursor.

COM Configuration
NOTE: 8.33 kHz VHF communication frequency channel spacing is not required for use in the United States.

Select the 25.0 kHz channel spacing option for use in the United States.
The COM Configuration Box on the System Setup Page allows the pilot to select 8.33 kHz or 25.0 kHz
COM frequency channel spacing.
Changing COM channel spacing:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the channel spacing field in the COM Configuration Box.
3) Turn the small FMS Knob to select the desired spacing and press the ENT Key.
4) Press the FMS Knob to deactivate the cursor.

Nearest Airports
The Nearest Airports Box on the System Setup Page defines the minimum runway length and surface type
used when determining the nine nearest airports to display on the MFD Nearest Airports Page. A minimum
runway length and/or surface type can be entered to prevent airports with small runways or runways that
are not of appropriate surface from being displayed. Default settings are zero feet (or meters) for runway
length and “HARD/SOFT” for runway surface type.
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Selecting the nearest airport surface matching criteria (any, hard only, hard/soft):
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the runway surface field in the Nearest Airports Box.
3) Turn the small FMS Knob to display and scroll through the runway options (any, hard only, hard/soft) and press
the ENT Key when the desired selection is highlighted.
4) Press the FMS Knob to deactivate the cursor.

Selecting the nearest airport minimum runway length matching criteria:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the minimum length field in the Nearest Airport Box.
3) Turn the FMS Knobs to enter the minimum runway length (zero to 25,000 feet) and press the ENT Key.
4) Press the FMS Knob to deactivate the cursor.

CDI/BARO Synchronization
See the Flight Instruments section for a discussion on synchronizing both PFD’s Course Deviation
Indicators and the altimeter barometric settings.

SYSTEM STATUS PAGE
The System Status Page displays the status and software version numbers for all detected system LRUs.
Pertinent information on all system databases is also displayed. Active LRUs are indicated by green check
marks and failed LRUs are indicated by red “X”s. Failed LRUs should be noted and an Embraer service center
or Garmin dealer informed.

Figure 1-40 System Status Page

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The LRU and ARFRM, Softkeys on the System Status Page select the applicable list (LRU INFO or
AIRFRAME window) through which the FMS Knob can be used to scroll information within the selected
window.
Selecting the MFD1 DB Softkey (label background changes to grey indicting the softkey is selected) places
the cursor in the DATABASE window. Use the FMS Knob to scroll through database information for the
MFD. Selecting the softkey again will change the softkey label to PFD1 DB. PFD 1 database information is
now displayed in the DATABASE window. Selecting the softkey a third time will change the softkey label to
PFD2 DB. PFD 2 database information is now displayed in the DATABASE window.
The ANN TEST Softkey, when selected, causes an annunciation test tone to be played.
Selecting the SYNC DBS Softkey (label background changes to grey indicting the softkey is selected)
activates the Automatic Database Synchronization feature. When this feature is active, databases are
updated automatically in the MFD and both PFDs from one SD card. For a detailed discussion on database
synchronization, see the SD Card Use section in the Appendices.

UTILITY PAGE
For flight planning purposes, timers, trip statistics, and a scheduler feature are provided on the AUX - Utility
Page. The timers available include a stopwatch-like generic timer, a total time in flight timer, and a record of the
time of departure. Trip statistics—odometer, trip odometer, and average trip and maximum groundspeeds—are
displayed from the time of the last reset. A scheduler feature is also provided so the pilot can enter reminder
messages to be displayed at specified intervals in the Messages Window on the PFD (see Figure 1-41).

Figure 1-41 Utility Page

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Timers
The generic timer can be set to count up or down from a specified time (HH:MM:SS). When the
countdown on the timer reaches zero the digits begin to count up from zero. If the timer is reset before
reaching zero on a countdown, the digits are reset to the initial value. If the timer is counting up when
reset, the digits are zeroed.
Setting the generic timer:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.

3) Turn the small FMS Knob to select the timer counting direction (UP/DN) and press the ENT Key.
4) If a desired starting time is desired:
a) Use the large FMS Knob to highlight the HH:MM:SS field.
b) Use the FMS Knob to enter the desired time and press the ENT Key.
5) Turn the large FMS Knob to highlight ‘START?’ and press the ENT Key to start the timer. The field changes to
‘STOP?’.
6) To stop the timer, press the ENT Key with ‘STOP?’ highlighted. The field changes to ‘RESET?’.
7) To reset the timer, press the ENT Key with ‘RESET?’ highlighted. The field changes back to ‘START?’ and the
digits are reset.

The flight timer can be set to count up from zero starting at system power-up or from the time that the
aircraft lifts off; the timer can also be reset to zero at any time.
Setting the flight timer starting criterion:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the field next to the flight timer.
4) Turn the small FMS Knob to select the starting criterion (PWR-ON or IN-AIR) and press the ENT Key.
5) Press the FMS Knob to deactivate the cursor.

Resetting the flight timer:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key.
3) With ‘Reset Flight Timer’ highlighted, press the ENT Key.

The system records the time at which departure occurs, depending on whether the pilot prefers the time
to be recorded from system power-up or from aircraft lift off. The displayed departure time can also be reset
to display the current time at the point of reset. The format in which the time is displayed is controlled
from the System Setup Page.

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Setting the departure timer starting criterion:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the field next to the departure time.
4) Turn the small FMS Knob to select the starting criterion (PWR-ON or IN-AIR) and press the ENT Key.

Resetting the departure time:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key.
3) Use the FMS Knob to highlight ‘Reset Departure Time’ and press the ENT Key.

The hour meter starts counting up when either engine is running and the aircraft is in the air. The hour
meter stops counting when both engines have stopped running or the aircraft is on the ground. This is a
system timer and is not pilot adjustable.

Trip Statistics
The odometer and trip odometer record the total mileage traveled from the last reset; these odometers can
be reset independently. Resetting the trip odometer also resets the average trip groundspeed. Maximum
groundspeed for the period of time since the last reset is also displayed.
Resetting trip statistics readouts:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key. The following reset options for trip statistics are displayed:

• Reset Trip ODOM/AVG GS—Resets trip average ground speed readout and odometer

• Reset Odometer—Resets odometer readout only

• Reset Maximum Speed—Resets maximum speed readout only

• Reset All—Resets flight timer, departure timer, odometers, and groundspeed readouts
2) Use the FMS Knob to highlight the desired reset option and press the ENT Key. The selected parameters are reset
to zero and begin to display data from the point of reset.

Flight Data Logger
This feature is not available on the Phenom 100.

Scheduler
The scheduler feature can be used to enter and display reminder messages. Messages can be set to display
based on a specific date and time (event), once the message timer reaches zero (one-time; default setting),
or recurrently whenever the message timer reaches zero (periodic). Message timers set to periodic alerting
automatically reset to the original timer value once the message is displayed. When power is cycled,
messages are retained until deleted, and message timer countdown is restarted.

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Entering a scheduler message:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the first empty scheduler message naming field.
4) Enter the message text to be displayed in the Messages Window and press the ENT Key.
5) Press the ENT Key again or use the large FMS Knob to move the cursor to the field next to ‘Type’.
6) Turn the small FMS Knob to select the message alert type:

• Event—Message issued at the specified date/time

• One-time—Message issued when the message timer reaches zero (default setting)

• Periodic—Message issued each time the message timer reaches zero
7) Press the ENT Key again or use the large FMS Knob to move the cursor to the next field.
8) For periodic and one-time message, enter the timer value (HHH:MM:SS) from which to countdown and press the
ENT Key.
9) For event-based messages:
a) Enter the desired date (DD-MMM-YYY) and press the ENT Key.
b) Press the ENT Key again or use the large FMS Knob to move the cursor to the next field.
c) Enter the desired time (HH:MM) and press the ENT Key.
10) Press the ENT Key again or use the large FMS Knob to move the cursor to enter the next message.

Deleting a scheduler message:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the name field of the scheduler message to be deleted.
4) Press the CLR Key to clear the message text. If the CLR Key is pressed again, the message is restored.
5) Press the ENT Key to confirm message deletion.

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Scheduler messages appear in the Messages Window on the PFD. Pressing the MSG Softkey opens the
Messages Window and acknowledges the scheduler message. When MSG Softkey is pressed again, the
Messages Window is removed from the display and the scheduler message is deleted from the message
queue.

Figure 1-42 PFD Message Window

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1.8 DISPLAY BACKLIGHTING
The system display and control backlighting can be adjusted either automatically or manually. Backlighting
intensity ranges from 0.14% to 100% on the PFDs and 0.80% to 100.00% on the MFD.

AUTOMATIC ADJUSTMENT
The existing instrument panel dimmer bus normally controls the PFD and MFD backlighting as well as
the PFD and MFD bezels, MFD Control Unit, AFCS Control Unit and audio panel key annunciator lighting.
When the dimmer bus is not used by the system, photocell technology automatically controls backlighting
adjustments. Photocell calibration curves are pre-configured to optimize display appearance through a broad
range of cockpit lighting conditions.

MANUAL ADJUSTMENT
NOTE: The avionics dimming knob may also be used to adjust backlighting. Refer to the AFM for details.
NOTE: In normal mode, backlighting can only be adjusted from PFD1 or PFD2. In reversionary mode, it can

also be adjusted from the MFD.
NOTE: No other window can be displayed on the PFD while the PFD Setup Menu Window is displayed.

Backlighting may also be adjusted manually for all of the displays and the associated bezels. The audio panel
key backlighting is directly tied to the on-side PFD key backlighting setting.
Adjust display backlighting manually:
1) Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the
right of ‘PFD1 DSPL’.

Figure 1-43 Manual Display Backlighting Adjustment

2) Turn the small FMS Knob to display the selection box. Turn the FMS Knob to select ‘MANUAL’, then press the
ENT Key. The intensity value becomes highlighted.
3) Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.
4) Turn the large FMS Knob to highlight ‘AUTO’ to the right of ‘MFD DSPL’ or ‘PFD2 DSPL’, respectively, and
repeat steps 2 and 3.

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5) Press the CLR or MENU Key to remove the PFD Setup Menu Window from the display.

Adjust key backlighting manually:
1) Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the
right of ‘PFD1 DSPL’.

Figure 1-44 Manual Key Lighting Adjustment

2) Turn the large FMS Knob to highlight ‘PFD1 DSPL’. Turn the small FMS Knob in the direction of the green
arrowhead to display ‘PFD1 KEY’.
3) Turn the large FMS Knob to highlight ‘AUTO’ and turn the small FMS Knob to display the selection box.
4) Turn the FMS Knob to select ‘MANUAL’, then press the ENT Key. The intensity value becomes highlighted.
5) Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.
6) Turn the large FMS Knob to highlight ‘MFD DSPL’ or ‘PFD2 DSPL’ and turn the small FMS Knob in the direction
of the green arrowhead to display ‘MFD KEY’ or ‘PFD2 KEY’, respectively.
7) Repeat steps 3 to 5.
8) Press the CLR or MENU Key to remove the PFD Setup Menu Window from the display.

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SECTION 2 FLIGHT INSTRUMENTS
WARNING: If the airspeed, attitude, altitude, or heading indications become unusable, refer to the backup

instruments.
NOTE: The Automatic Flight Control System (AFCS) provides additional readouts and indicators (bug) on

selected flight instruments. Refer to the AFCS Section for details on these indicators (bug) and readouts, as
they appear on the display during certain AFCS flight director modes.
Increased situational awareness is provided by replacing the traditional instruments on the panel with two easyto-scan Primary Flight Displays (PFDs) that feature large horizons, airspeed, attitude, altitude, vertical speed, and
course deviation information. In addition to the flight instruments, navigation, communication, terrain, traffic,
and weather information are also presented on the PFDs and explained in other sections of this Pilot’s Guide.
The following flight instruments and supplemental flight data are displayed on each PFD:
• Static Air Temperature (SAT)

• Airspeed Indicator, showing

• Horizontal Situation Indicator, showing

– Indicated airspeed
– True airspeed

– Turn Rate Indicator

– Airspeed awareness ranges

– Bearing pointers and information windows

– Vspeed reference bugs

– Navigation source

– Groundspeed

– Course Deviation Indicator (CDI)

– Mach number

– Bearing pointers and information windows

– Airspeed reference and bug

– DME Information Windows

• Attitude Indicator with slip/skid indication

• Transponder Mode, Code, and Ident/Reply

• Altimeter, showing

• Course Deviation Indicator (CDI)
• Timer/References Window, showing

– Trend vector
– Barometric setting

– Generic timer

– Selected Altitude

– Vspeed values
– Barometric minimum descent altitude (MDA)

• Vertical Deviation, Glideslope, and Glidepath
Indicators

• Wind data

• Vertical Speed Indicator (VSI)

• Radar Altimeter (RA) (optional)

• Vertical Navigation (VNV) indications
• Total Air Temperature (TAT)
The PFDs also display various alerts and annunciations.

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1
2

22
21
20

3
19

4
5
6

14
11

NAV Frequency Box

Transponder Status Box

Airspeed Reference

Heading Bug

Airspeed Indicator

Turn Rate Indicator

Airspeed Reference Bug

Barometric Altimeter Setting

Mach Number

Vertical Speed Indicator (VSI)

Groundspeed

Selected Altitude Bug

Current Heading

Altimeter

Current Track Indicator

Selected Altitude

Course Deviation Indicator (CDI)

COM Frequency Box

Horizontal Situation Indicator (HSI)

Navigation Status Box

Total Air Temperature (TAT)

AFCS Status Box

Static Air Temperature (SAT)

Slip/Skid Indicator

Softkeys

Attitude Indicator

System Time
Figure 2-1 Primary Flight Display (Default)

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12
11
10
9

8
3
7

Vspeed Reference

CAS Annunciation Window

Selected Heading

Desired Track

Wind Data

Radar Altimeter (optional)

Inset Map

Current Vertical Speed

DME Information Windows

Glidepath Indicator

Bearing Information Windows

TAWS Annunciation

Flight Plan Window

Traffic Annunciation

Minimum Descent Altitude/
Decision Height

Figure 2-2 Additional PFD Information

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2.1 FLIGHT INSTRUMENTS
AIRSPEED INDICATOR
NOTE: Refer to the Airplane Flight Manual (AFM) for speed criteria and Vspeed values.

The Airspeed Indicator displays airspeed on a moving tape rolling number gauge. The numeric labels and
major tick marks on the moving tape represent intervals of 10 knots. The minor tick marks on the moving tape
represent intervals of five knots. Speed indication starts at 20 knots, with 80 knots of airspeed scale viewable at
any time. The indicated airspeed is displayed inside the black pointer. The pointer remains black until reaching
maximum operating speed (VMO/MMO), at which point it turns red along with the Mach number readout.
The Mach number is displayed below the Airspeed Indicator (Figure 2-3) for airspeeds at or above Mach 0.4
or at altitudes above 28,007 feet. The color of the readout is the same as the color of the airspeed pointer.
Airspeed
Reference
Airspeed
Trend Vector
Vspeed
References
Indicated
Airspeed

1.3VS1
Airspeed
Ranges
Airspeed
Reference
Bug
Mach
Number

Ground
Speed

Red Pointer Showing
Overspeed

Airspeed Indicator
Figure 2-3 Airspeed Indicator

Speeds above the maximum operating speed, VMO or MMO depending on aircraft altitude, appear in the high
speed awareness range, shown on the airspeed tape by a red/white barber pole. An aural overspeed warning
tone is generated if the airspeed exceeds the high airspeed limit.
Yellow and red ranges are also present for low speed awareness velocity (VLSA). If the indicated airspeed is
within the yellow range, the airspeed readout is displayed in yellow. If the indicated airspeed is within the red
range, the airspeed pointer is displayed in red. An aural stall warning is generated if the airspeed falls below
VLSA. An open green circle on the airspeed tape represents 1.3VS1. The green circle is displayed when in the air
below 18,000 feet, and it indicates the stall warning system is functioning correctly.
The Airspeed Trend Vector is a vertical magenta line that appears to the right of the color-coded speed range
strip when airspeed is either accelerating or decelerating. One end of the magenta line is anchored to the
tip of the airspeed pointer while the other end moves continuously up or down corresponding to the rate of
acceleration or deceleration. For any constant rate of acceleration or deceleration, the moving end of the line

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shows approximately what the indicated airspeed value will be in six seconds. If the trend vector crosses VMO/
MMO, the airspeed readout and the Mach readout change to yellow. If the trend vector crosses the red VLSA range,
the airspeed readout is displayed in yellow. The trend vector is absent if the speed remains constant or if any
data needed to calculate airspeed is not available due to a system failure.
The Airspeed Reference is displayed above the Airspeed Indicator in the box indicated by a selection bug
symbol. A bug corresponding to this speed is shown on the tape. If the Airspeed Reference exceeds the range
shown on the tape, the bug appears at the upper or lower edge of the tape. See the AFCS Section for more
information about the Airspeed Reference.

Landing

Takeoff

Vspeeds can be changed and their bugs enabled/disabled from the Timer/References Window. When active
(on), the Vspeeds are displayed at their respective locations to the right of the airspeed scale.
Vspeed

Bug

VFS

VAP

VREF

VAC

VFS

Table 2-1 Vspeed Bug Labels

Vspeeds are categorized as either takeoff or landing. Takeoff Vspeed bugs are automatically removed when
airspeed reaches 160 knots. The order in which the categories are displayed is determined by whether the
aircraft is on the ground or in the air. If the aircraft is on the ground, the takeoff Vspeeds are displayed at the
top of the Vspeed list. If the aircraft is in the air, the landing Vspeeds are displayed at the top.
Changing Vspeeds and enabling/disabling Vspeed bugs:
1) Press the TMR/REF Softkey.
2) Turn the large FMS Knob to highlight the desired Vspeed.
3) Use the small FMS Knob to change the Vspeed in 1-kt increments (when a speed has been changed from a
default value, an asterisk appears next to the speed).
4) Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field.
5) Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.
6) To remove the window, press the CLR Key or press the TMR/REF Softkey.

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Figure 2-4 Takeoff and Landing Vspeeds (Timer/References Window)

Vspeed bugs can be enabled or disabled all at once or by category (takeoff and landing). Default values for
all or a category of Vspeeds can also be restored.
Modifying Vspeeds (on, off, restore defaults):
1) Press the TMR/REF Softkey.
2) Press the MENU Key.
3) Turn the FMS Knob to highlight the desired selection (Figure 2-5).
4) Press the ENT Key.
5) To remove the window, press the CLR Key or press the TMR/REF Softkey.

Figure 2-5 Timer/References Window Menu

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ATTITUDE INDICATOR
Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line. The
Attitude Indicator displays the pitch, roll, and slip/skid information.
9

7
2

Roll Pointer

Roll Scale

Horizon Line

Aircraft Symbol
(Formatted for Single-cue
Command Bars)
Land Representation

Pitch Scale

Slip/Skid Indicator

Sky Representation

Roll Scale Zero

6
3

4
5

Figure 2-6 Attitude Indicator

The horizon line is part of the pitch scale. Above and below the horizon line, major pitch marks and numeric
labels are shown for every 10˚, up to 80˚. Minor pitch marks are shown for intervening 5˚ increments, up to
25˚ below and 45˚ above the horizon line. Between 20˚ below to 20˚ above the horizon line, minor pitch marks
occur every 2.5˚. When the Synthetic Vision Technology (SVT) system is activated, the pitch scale is reduced
to 10˚ up and 7.5˚ down; refer to the Additional Features section.
The inverted white triangle indicates zero on the roll scale. Major tick marks at 30˚ and 60˚ and minor tick
marks at 10˚, 20˚, and 45˚ are shown to the left and right of the zero. Angle of bank is indicated by the position
of the pointer on the roll scale.
The Slip/Skid Indicator is the bar beneath the roll pointer. One bar displacement is equal to one ball
displacement on a traditional inclinometer. The indicator bar moves with the roll pointer and moves laterally
away from the pointer to indicate uncoordinated flight. Slip (inside the turn) or skid (outside the turn) is
indicated by the location of the bar relative to the pointer.
In TCAS II installations, the Attitude Indicator also provides pitch cues to comply with TCAS II Resolution
Advisories; see the Hazard Avoidance Section for details.

Figure 2-7 Slip/Skid Indication

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The yellow symbolic aircraft on the Attitude Indicator changes appearance based on selection of AFCS flight
director Command Bar format (see the AFCS Section for details). Both PFDs show the same Command Bar
format and Aircraft Symbol. The Command Bar format (single-cue or cross-pointer) may be selected from the
AUX - System Setup Page Figure 2-8.
Changing Command Bar and Aircraft Symbol format:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the Format Active selection in the Flight Director box.
4) Turn the small FMS Knob to highlight the desired setting and press the ENT Key.
5) Select the SNGL CUE option to display Command Bars as a single cue (Figure 2-8).
Or:

Select the X POINTR option to display Command Bars as a cross pointer shown below.

Single-cue

Cross-pointer

Figure 2-8 Flight Director Format
(AUX - System Setup Page)

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ALTIMETER
The altimeter displays 600 feet of barometric altitude values at a time on a moving tape rolling number gauge.
Numeric labels and major tick marks are shown at intervals of 100 feet. Minor tick marks are at intervals of 20
feet. The indicated altitude is displayed inside the black pointer.
The Selected Altitude is displayed above the altimeter in the box indicated by a selection bug symbol. A bug
corresponding to this altitude is shown on the tape. If the Selected Altitude exceeds the range shown on the
tape, the bug appears at the upper or lower edge of the tape. When the metric value is selected it is displayed
in a separate box above the Selected Altitude (Figure 2-10). See the AFCS Section for more information about
Selected Altitude.
A magenta Altitude Trend Vector extends up or down the left of the altitude tape. The end extends to the
approximate altitude to be reached in six seconds at the current vertical speed. The trend vector is not shown
if altitude remains constant or if data needed for calculation is not available due to a system failure.
Setting the Selected Altitude:

T urn the ALT SEL Knob to set the Selected Altitude in 100-ft increments. When meters are displayed, Selected
Altitude is adjusted in 50 meter increments.

If a Minimum Descent Altitude/Decision Height (MDA/DH) value has been set, this value is also available as a
Selected Altitude setting when turning the ALT SEL Knob.
Selected
Altitude
Altitude
Trend
Vector

Indicated
Altitude
Selected
Altitude
Bug

Barometric
Setting Box
(In Hg)

MDA/DH
Altitude
Bug

Figure 2-9 Altimeter Settings, In Hg

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Selected and current altitudes can also be displayed in meters (readouts displayed above the normal readouts
in feet; Figure 2-10). Note that the altitude tape does not change scale.
Displaying altitude in meters:
1) Press the PFD Softkey to display the second-level softkeys.
2) Press the ALT UNIT Softkey.
3) Press the METERS Softkey to turn on metric altitude readouts.
4) Press the BACK Softkey twice to return to the top-level softkeys.
Selected
Altitude
(Meters)

Selected
Altitude
Bug

Indicated
Altitude
(Meters)

Barometric
Setting Box
(Hectopascals)
Figure 2-10 Altimeter Setting in hPa and Altitude in Meters

The barometric pressure setting is displayed below the altimeter in inches of mercury (in Hg) or hectopascals
(hPa). Adjusting the altimeter barometric setting creates discontinuities in VNV vertical deviation, moving
the descent path. For large adjustments, it may take several minutes for the aircraft to re-establish on the
descent path. If the change is made while nearing a waypoint with a VNV Target Altitude, the aircraft may not
re‑establish on the descent path in time to meet the vertical constraint.
Changing altimeter barometric pressure setting units:
1) Press the PFD Softkey to display the second-level softkeys.
2) Press the ALT UNIT Softkey.
3) Press the IN Softkey to display the barometric pressure setting in inches of mercury (in Hg) (Figure 2-9).
Or: Press the HPA Softkey to display the barometric pressure setting in hectopascals (hPa) (Figure 2-10).
4) Press the BACK Softkey twice to return to the top-level softkeys.

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Selecting the altimeter barometric pressure setting:

Turn the BARO Knob to select the desired setting.

Selecting standard barometric pressure (29.92 in Hg):

Press the BARO Knob to select standard pressure.
Or:
1) Press the PFD Softkey to display the second-level softkeys.
2) Press the STD BARO Softkey; STD BARO is displayed in barometric setting box.

Figure 2-11 Standard Barometric Altimeter Setting

If the barometric altimeter settings differ between PFDs by more than 0.02 in Hg, the readouts are yellow.
Once the settings are synchronized (BARO turned on), they remain synchronized until the setting is turned off.
Synchronizing the altimeter barometric pressure settings:
1) Select the AUX - System Setup Page using the FMS Knob.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight Baro in the Synchronization box.
4) Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.
5) Press the FMS Knob to remove the cursor.
Barometric Settings
not Synchronized on PFD
Displayed in Yellow

Figure 2-12 Baro Sync Setting
(AUX - System Setup Page)

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FLIGHT INSTRUMENTS
A Baro Transition Alert is provided to notify the pilot to change the barometric pressure setting when crossing
the baro transition altitude. If the aircraft is at least 500 feet below the transition altitude and then climbs
through this altitude and the STD BARO Softkey has not been pressed, the barometric pressure setting flashes
in light blue until the pressure setting is changed. If the aircraft is at least 500 feet above the transition altitude
and then descends through this altitude and the barometric pressure setting has not been changed from STD
BARO, the setting flashes in light blue until it is changed.
Setting the Baro Transition Alert:
1) Use the FMS Knob to select the AUX - System Setup Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight Altitude in the Baro Transition Alert box.
4) Turn the small FMS Knob to turn the alert OFF or ON and press the ENT Key.
5) Turn the small FMS Knob to change the desired altitude and press the ENT Key.
6) To cancel the selection, press the FMS Knob.

Figure 2-13 Baro Transition Alert
(AUX - System Setup Page)

VERTICAL SPEED INDICATOR (VSI)
The Vertical Speed Indicator (VSI) displays the aircraft vertical speed on a fixed scale with labels at 2000 and
4000 fpm and minor tick marks every 1000 fpm. Digits appear in the pointer when the climb or descent rate
is greater than 100 fpm. If the rate of ascent/descent exceeds 4000 fpm, the pointer appears at the edge of the
tape and the rate appears inside the pointer.
A magenta chevron is displayed on the VSI to indicate the Required Vertical Speed for reaching a VNV target
altitude once the “TOD [Top of Descent] within 1 minute” alert has generated. See the Flight Management
and AFCS sections for details on VNV features. Refer to Section 2.2, Supplemental Flight Data, for more

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

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FLIGHT INSTRUMENTS
information about VNV indications on the PFD. In TCAS II installations, the VSI also provides vertical speed
guidance during TCAS II Resolution Advisories; see the Hazard Avoidance section for details.

VERTICAL DEVIATION
The Vertical Deviation Indicator (VDI) (Figure 2-14) is a magenta chevron indicating the baro-VNV vertical
deviation when Vertical Navigation (VNV) is being used. The VDI appears in conjunction with the “TOD within
1 minute” alert. The VDI is removed from the display if vertical deviation becomes invalid. See the Flight
Management Section for details on VNV features, and refer to Section 2.2, Supplemental Flight Data, for more
information about VNV indications on the PFD.
The Glideslope Indicator (Figure 2-15) appears to the left of the altimeter whenever an ILS frequency is tuned
in the active NAV field and the aircraft heading and selected course are within 107˚. A green diamond acts as
the Glideslope Indicator, like a glideslope needle on a conventional indicator. If a localizer frequency is tuned
and there is no glideslope, “NO GS” is displayed in place of the diamond.
The Glidepath Indicator (Figure 2-16) is analogous to the glideslope for GPS approach service levels
supporting SBAS vertical guidance (LNAV+V, L/VNV, LPV). When a supported approach is loaded into the
flight plan and GPS is the selected navigation source, the Glidepath Indicator appears as a magenta diamond.
Full-scale deflection (two dots), is angular with upper and lower limits. The upper limit is +/-150 meters and
lower limits depend on approach service level.
• LNAV+V and L/VNV is +/- 45 meters.
• LPV is +/- 15 meters.
If the approach type downgrades past the final approach fix (FAF), “NO GP” is displayed in place of the
diamond.
VNV Target
Altitude

Marker
Beacon
Annunciation

Vertical
Speed
Indicator
Vertical
Deviation
Indicator

Vertical Glideslope
Speed
Indicator
Pointer

Glipepath
Indicator

Required
Vertical
Speed

Figure 2-14 Vertical Speed and
Deviation Indicator (VSI and VDI)

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Figure 2-15 Glideslope Indicator

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

Figure 2-16 Glidepath Indicator

FLIGHT INSTRUMENTS
While executing a GPS approach with LNAV/VNAV service levels, while the aircraft is between the FAF and
MAP, excessive deviation indicators appear as yellow vertical lines (Figure 2-17) to indicate an area where
the vertical deviation exceeds ±75 feet. If the glidepath indicator is within an area of excessive deviation, the
glidepath indicator becomes yellow.
Magenta
Glipepath
Indicator shown
within normal
deviation range
Yellow
Glidepath
Indicator
shown when
within
Excessive
Vertical
Deviation
Range

Yellow Excessive
Vertical Deviation
Ranges

Figure 2-17 Glidepath Indicator with Excessive Vertical Deviation
Indications (LNAV/VNAV Approach Service Levels)

HORIZONTAL SITUATION INDICATOR (HSI)
The Horizontal Situation Indicator (HSI) displays a rotating compass card in a heading-up orientation. Letters
indicate the cardinal points with numeric labels every 30˚. Major tick marks are at 10˚ intervals and minor tick
marks are at 5˚ intervals. A digital reading of the current heading appears on top of the HSI, and the current
track is represented on the HSI by a magenta diamond. The HSI also presents turn rate, course deviation,
bearing, and navigation source information. The HSI is available in two formats, a 360˚ compass rose and a
140˚ arc.
Changing the HSI display format:
1) Press the PFD Softkey.
2) Press the HSI FRMT Softkey.
3) Press the 360 HSI or ARC HSI Softkey.

The 360˚ HSI contains a Course Deviation Indicator (CDI), with a Course Pointer, To/From Indicator, and a
sliding deviation bar and scale. The course pointer is a single line arrow (GPS, VOR1, and LOC1) or a double
line arrow (VOR2 and LOC2) which points in the direction of the set course. The To/From arrow rotates with
the course pointer and is displayed when the active NAVAID is received.

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FLIGHT INSTRUMENTS
16

1
2

3
4
5

Turn Rate Indicator

To/From Indicator

Selected Heading

Course Pointer

Current Track Indicator

Heading Bug

Lateral Deviation Scale

Flight Phase/Approach Service Level

Navigation Source

Selected Course

Aircraft Symbol

Course Deviation Indicator (CDI)

Rotating Compass Rose

Turn Rate/Heading
Trend Vector
15 Current Heading
16

Lubber Line

Figure 2-18 Horizontal Situation Indicator (HSI)

The Arc HSI is a 140˚ expanded section of the compass rose. The Arc HSI contains a Course Pointer,
combined To/From Indicator and a sliding deviation indicator, and a deviation scale. Upon station passage, the
To/From Indicator flips and points to the tail of the aircraft, just like a conventional To/From flag. Depending
on the navigation source, the CDI on the Arc HSI can appear in two different ways, an arrowhead (GPS, VOR,
OBS) or a diamond (LOC).
Course Pointer

Flight Phase Annunciation

Navigation
Source

Course Deviation
and To/From
Indicator

Lateral
Deviation
Scale
Figure 2-19 Arc HSI

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FLIGHT INSTRUMENTS
A digital reading of the current heading appears on top of the HSI. The current track is represented on the
HSI by a magenta diamond. To the upper left of the HSI, the Selected Heading is shown in light blue; the light
blue bug on the compass rose corresponds to the Selected Heading. The Desired Track (DTK) is shown in
magenta to the upper right of the HSI when the selected navigation source is GPS and OBS mode is not active.
The Selected Course (CRS) is shown to the upper right of the HSI in green when the selected navigation source
is VOR or LOC and in magenta when the selected navigation source is GPS with OBS mode active.
Adjusting the Selected Heading:

Turn the HDG Knob to set the Selected Heading on both PFDs.

Press the HDG Knob to synchronize the bug to the current heading.

Adjusting the Selected Course:

Turn the CRS Knob to set the Selected Course (for each PFD).

Press the CRS Knob to re-center the CDI and return the course pointer to the bearing of the active waypoint or
navigation station.
Current Track Indicator

Current Heading
Selected
Course

Selected
Heading

Heading
Bug
Figure 2-20 Heading and Course Indications

Navigation angles (track, heading, course, bearing) are corrected to the computed magnetic variation (Mag
Var) or referenced to true north (T), set on the AUX - System Setup Page. When an approach referenced to
true north has been loaded into the flight plan, the system generates a message to change the navigation angle
setting to True at the appropriate time.

Figure 2-21 Heading and Course Indications (True)

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FLIGHT INSTRUMENTS
Changing the navigation angle true/magnetic setting:
1) Use the FMS Knob to select the AUX - System Setup Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight Nav Angle in the Display Units box.
4) Turn the small FMS Knob to highlight the desired setting and press the ENT Key.
• TRUE - References angles to true north (T)
• MAGNETIC - Angles corrected to the computed magnetic variation (Mag Var)

Figure 2-22 System Setup Page, Navigation Angle Settings

TURN RATE INDICATOR
The Turn Rate Indicator is located directly above the rotating compass rose. Tick marks to the left and right
of the lubber line denote half-standard and standard turn rates. A magenta Turn Rate Trend Vector shows the
current turn rate. The end of the trend vector gives the heading predicted in six seconds, based on the present
turn rate. A standard-rate turn is shown on the indicator by the trend vector stopping at the standard turn
rate tick mark, corresponding to a predicted heading of 18˚ from the current heading. At rates greater than 4
deg/sec, an arrowhead appears at the end of the magenta trend vector and the prediction is no longer valid.
Half-standard
Turn Rate
Standard
Turn Rate

Arrow Shown
for Turn Rate
> 4 deg/sec

Figure 2-23 Turn Rate Indicator and Trend Vector

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FLIGHT INSTRUMENTS
BEARING POINTERS AND INFORMATION WINDOWS
Two bearing pointers and associated information can be displayed on the HSI for NAV, GPS, and ADF
sources. The bearing pointers are light blue and are single-line (BRG1) or double-line (BRG2). A pointer
symbol is shown in the information window to indicate the navigation source. The bearing pointers never
override the CDI and are visually separated from the CDI by a white ring. Bearing pointers may be selected
but not necessarily visible due to data unavailability.
Tuning Mode
Frequency

Bearing 1
Pointer

Distance

Bearing 2
Pointer

Tuning Mode
Frequency
No Signal

DME1 Information Window
Distance to
Bearing Source

Bearing
Source

DME2 Information Window
No
Waypoint
Selected

Station
Identifier

Pointer
Icon

Bearing 1 Information Window

Bearing
Source

Bearing 2 Information Window

Figure 2-24 HSI with Bearing and DME Information

When a bearing pointer is displayed, the associated information window is also displayed. The Bearing
Information windows are displayed at the lower sides of the HSI and give the following information:
• Bearing source (NAV, GPS, ADF)

• Station/waypoint identifier (NAV, GPS)

• Pointer icon (BRG1 = single line, BRG2 = double line)

• GPS-derived great circle distance to bearing
source

• Frequency (NAV, ADF)

When the NAV radio is tuned to an ILS frequency the bearing source and the bearing pointer is removed
from the HSI. When NAV1 or NAV2 is the selected bearing source, the frequency is replaced by the station
identifier when the station is within range. If GPS is the bearing source, the active waypoint identifier is
displayed instead of a frequency.
The bearing pointer is removed from the HSI and ‘NO DATA’ is displayed in the information window if the
NAV radio is not receiving a VOR station or if GPS is the bearing source and an active waypoint is not selected.
When the Arc HSI is displayed, the Bearing Information windows and pointers are disabled.

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FLIGHT INSTRUMENTS
Selecting bearing display and changing sources:
1) Press the PFD Softkey.
2) Press a BRG Softkey to display the desired bearing pointer and information window with a NAV source.
3) Press the BRG Softkey again to change the bearing source to GPS.
4) Press the BRG Softkey a third time to change the bearing source to ADF (ADF Radio installation is optional).
5) To remove the bearing pointer and information window, select the BRG Softkey again.

DME INFORMATION WINDOWS
The DME Information Windows are displayed above each BRG Information Window on the 360˚ HSI and
in boxes along side and above the Arc HSI. It shows the DME label, tuning mode (NAV1, NAV2, or HOLD),
frequency, and distance. When a signal is invalid, the distance is replaced by –.– – NM Refer to the Audio
Panel and CNS Section for information on DME tuning..
Displaying the DME Information Window:
1) Press the PFD Softkey.
2) Press the DME1 or DME2 Softkey to display the DME Information Windows.
3) To remove the DME Information Windows, press the applicable DME Softkey again.

COURSE DEVIATION INDICATOR (CDI)
NOTE: During a heading change of greater than 105˚ with respect to the course, the CDI on the Arc HSI

switches to the opposite side of the deviation scale and displays reverse sensing.
The Course Deviation Indicator (CDI) moves left or right from the course pointer along a lateral deviation
scale to display aircraft position relative to the course. If the course deviation data is not valid, the CDI is not
displayed.
360º HSI
Navigation
Source

Arc HSI

Flight
Phase
Navigation
Source

Flight
Phase

Scale
Crosstrack
Error

CDI

CDI
Scale

Figure 2-25 Course Deviation Indicator

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FLIGHT INSTRUMENTS
The CDI can display two sources of navigation: GPS or NAV (VOR/LOC). The color indicates the current
navigation source: magenta for GPS or green for VOR and LOC. The full scale limits for the CDI are defined by
a GPS-derived distance when navigating GPS. When navigating using a VOR or localizer (LOC), the CDI has
the same angular limits as a mechanical CDI. If the CDI exceeds the maximum deviation on the scale (two dots)
while navigating with GPS, the crosstrack error (XTK) is displayed below the white aircraft symbol.

Yellow
Indicates
Navigation
Source
Selected on
Both PFDs not
Synchronized

Figure 2-26 Navigation Sources

CHANGING NAVIGATION SOURCES:
1) Press the CDI Softkey to change from GPS to VOR1 or LOC1. This places the light blue tuning box over the
NAV1 standby frequency in the upper left corner of the PFD.
2) Press the CDI Softkey again to change from VOR1 or LOC1 to VOR2 or LOC2. This places the light blue tuning
box over the NAV2 standby frequency.
3) Press the CDI Softkey a third time to return to GPS.
NAV2 Selected for Tuning

NAV1 Selected for Tuning

GPS
Selected

LOC1
Selected

VOR2
Selected

Pressing the CDI Softkey
Cycles through
Navigation Sources
Figure 2-27 Selecting a Navigation Source

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FLIGHT INSTRUMENTS
The system automatically switches from GPS to LOC navigation source and changes the CDI scaling
accordingly when all of the following occur:
• A localizer or ILS approach has been loaded into the active flight plan
• The Final Approach Fix (FAF) is the active leg, the FAF is less than 15 nm away, and the aircraft is moving
toward the FAF
• A valid localizer frequency has been tuned
• The GPS CDI deviation is less than 1.2 times full-scale deflection
GPS steering guidance is still provided after the CDI automatically switches to LOC until LOC capture, up
to the Final Approach Fix (FAF) for an ILS approach, or until GPS information becomes invalid. Activating a
Vector-to-Final (VTF) also causes the CDI to switch to LOC navigation source. GPS steering guidance is not
provided after the switch.
If the same VOR/LOC navigation source is selected on both PFDs, the navigation source annunciation is yellow
on both displays if not synchronized (Figure 2-26). Once the CDIs are synchronized (CDI Synchronization
turned on), they remain synchronized until the selection is changed. When turning on the system for use, the
system remembers the last CDI synchronization setting
Synchronizing the CDIs:
1) Select the AUX - System Setup Page using the FMS Knob.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight CDI in the Synchronization box.
4) Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.
5) Press the FMS Knob to remove the cursor.

Figure 2-28 System Setup Page, CDI Synchronization

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FLIGHT INSTRUMENTS
GPS CDI SCALING
When GPS is the selected navigation source, the flight plan legs are sequenced automatically and
annunciations appear on the HSI for the flight phase. Flight phase annunciations are normally shown in
magenta, but when cautionary conditions exist the color changes to yellow. If the current leg in the flight plan
is a heading leg, HDG LEG is annunciated in magenta beneath the aircraft symbol.
The current GPS CDI scale setting is displayed as System CDI on the AUX - System Setup Page and the fullscale deflection setting may also be changed (2.0 nm, 1.0 nm, 0.3 nm, or Auto) from this page. If the selected
scaling is smaller than the automatic setting for enroute and terminal phases, the CDI is scaled accordingly
and the selected setting is displayed rather than the flight phase annunciation.
Changing the selected GPS CDI setting:
1) Use the FMS Knob to select the AUX - System Setup Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight Selected in the GPS CDI box.
4) Turn the small FMS Knob to highlight the desired setting and press the ENT Key.
5) To cancel the selection, press the FMS Knob or the CLR Key.

Figure 2-29 System Setup Page, GPS CDI Setting

When set to Auto (default), the GPS CDI scale automatically adjusts to the desired limits based upon the
current phase of flight (Figure 2-30, Table 2-2).

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190-00728-06 Rev. A

Departure

Terminal

Enroute

Terminal

Refer to accompanying
approach CDI scaling figures

Approach

0.3 nm

1.0 nm

2.0 nm

1.0 nm

0.3 nm

CDI Full-scale Deflection

FLIGHT INSTRUMENTS

Missed
Approach

Figure 2-30 Automatic CDI Scaling

• Once a departure procedure is activated, the CDI is scaled for departure (0.3 nm).
• The system switches from departure to terminal CDI scaling (1.0 nm) under the following conditions:
- The next leg in the departure procedure is not aligned with the departure runway
- The next leg in the departure procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
(see Glossary for leg type definitions)
- After any leg in the departure procedure that is not a CA or FA leg
• At 30 nm from the departure airport the enroute phase of flight is automatically entered and CDI scaling
changes to 2.0 nm over a distance of 1.0 nm, except under the following conditions:
- When navigating with an active departure procedure, the flight phase and CDI scale does not change
until the aircraft arrives at the last departure waypoint (if more than 30 nm from the departure airport) or
the leg after the last departure waypoint has been activated or a direct-to waypoint is activated.
• If after completing the departure procedure the nearest airport is more than 200 nm away from the aircraft
and the approach procedure has not yet commenced, the CDI is scaled for oceanic flight (4.0 nm).
• Within 31 nm of the destination airport (terminal area), the CDI scale gradually ramps down from 2.0 nm
to 1.0 nm over a distance of 1.0 nm, except under the following conditions:
- Upon reaching the first waypoint of an arrival route that is more than 31 nm from the destination airport,
the flight phase changes to terminal and the CDI scale begins to transition down from 2.0 nm to 1.0 nm
over a distance of 1.0 nm.
• During approach, the CDI scale ramps down even further (Figures 2-28 and 2-29). This transition normally
occurs within 2.0 nm of the Final Approach Fix (FAF). The CDI switches to approach scaling automatically
once the approach procedure is active or if Vectors-To-Final (VTF) are selected.
- If the active waypoint is the FAF, the ground track and the bearing to the FAF must be within 45° of the
final approach segment course.
- If the active waypoint is part of the missed approach procedure, the active leg and the preceding missed
approach legs must be aligned with the final approach segment course and the aircraft must not have
passed the turn initiation point.

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2 nm
FAF

FAF

CDI scale varies if VTF is activated

0.3 nm

1.0 nm

angle based
on database
information

course width

2 nm

CDI Full-scale Deflection

0.3 nm

angle set
by system

350 ft

CDI scale is set to the smaller of 0.3 nm
or an angle set by the system
1.0 nm

CDI Full-scale Deflection

FLIGHT INSTRUMENTS

Landing
Threshold

CDI scale varies if VTF is activated

Figure 2-31 Typical LNAV and LNAV+V Approach Service Level
CDI Scaling

Figure 2-32 Typical LNAV/VNAV, LP, LP+V and LPV Approach
Service Level CDI Scaling

• When a missed approach is activated, the CDI scale changes to 0.3 nm.
• The system automatically switches back to terminal mode under the following conditions:
- The next leg in the missed approach procedure is not aligned with the final approach path
- The next leg in the missed approach procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
- After any leg in the missed approach procedure that is not a CA or FA leg
Flight Phase
Departure
Terminal
Enroute
Oceanic

Annunciation*
DPRT
TERM
ENR
OCN

Approach
(Non-precision)

LNAV

Approach
(Non-precision with
Vertical Guidance)
Approach
(LNAV/VNAV)
Approach
(LP)
Approach
(LP+V)
Approach
(LPV)
Missed Approach

Automatic CDI Full-scale Deflection
0.3 nm
1.0 nm
2.0 nm
4.0 nm

1.0 nm decreasing to 350 feet depending on
variables (see Figure 2-31)
LNAV + V
L/VNAV
LP
LP+V

1.0 nm decreasing to a specified course width, then
0.3 nm, depending on variables (see Figure 2-32)

LPV
MAPR

0.3 nm

* Flight phase annunciations are normally shown in magenta, but when cautionary
conditions exist the color changes to yellow.
Table 2-2 Automatic GPS CDI Scaling

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FLIGHT INSTRUMENTS
OBS MODE
NOTE: VNV is inhibited while automatic waypoint sequencing has been suspended.

Enabling Omni-bearing Selector (OBS) Mode suspends the automatic sequencing of waypoints in a GPS
flight plan (GPS must be the selected navigation source), but retains the current Active-to waypoint as the
navigation reference even after passing the waypoint. OBS is annunciated to the lower right of the aircraft
symbol when OBS Mode is selected.
While OBS Mode is enabled, a course line is drawn through the Active-to waypoint on the moving map. If
desired, the course to/from the waypoint can now be adjusted. When OBS Mode is disabled, the GPS flight
plan returns to normal operation with automatic sequencing of waypoints, following the course set in OBS
Mode. The flight path on the moving map retains the modified course line.

GPS
Selected
Extended
Course
Line

OBS Mode
Enabled
Pressing the OBS
Softkey Enables
OBS Mode

Pressing the OBS
Softkey Again
Disables OBS Mode

Figure 2-33 Omni-bearing Selector (OBS) Mode

Enabling/disabling OBS Mode while navigating a GPS flight plan:
1) Press the OBS Softkey to select OBS Mode.
2) Turn the CRS Knob to select the desired course to/from the waypoint. Press the CRS Knob to synchronize the
Selected Course with the bearing to the next waypoint.
3) Press the OBS Softkey again to return to automatic waypoint sequencing.

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FLIGHT INSTRUMENTS
As the aircraft crosses the missed approach point (MAP), automatic approach waypoint sequencing is
suspended. SUSP appears on the HSI at the lower right of the aircraft symbol. The OBS Softkey label
changes to indicate the suspension is active as shown in Figure 2-34. Selecting the SUSP Softkey, deactivates
the suspension and resumes automatic sequencing of approach waypoints.

SUSP Annunciation

SUSP
Softkey
Figure 2-34 Suspending Automatic Waypoint Sequencing

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FLIGHT INSTRUMENTS

2.2 SUPPLEMENTAL FLIGHT DATA
NOTE: Selecting the DFLTS Softkey turns off the metric altimeter display, the Inset Map, and wind data

display.
In addition to the flight instruments, the PFDs also display various supplemental information, including
temperatures, wind data, and Vertical Navigation (VNV) indications.

TEMPERATURE DISPLAYS
The Total and Static air temperatures (TAT and SAT) are displayed in the lower left of the PFD under normal
conditions, or underneath the Airspeed Indicator in reversionary display mode. Both are displayed in degrees
Celsius (°C) or Fahrenheit (°F) as configured by the installation personnel.

Normal
Display

Reversionary
Mode

Figure 2-35 Total and Static Air Temperatures

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FLIGHT INSTRUMENTS

WIND DATA
Wind direction and speed in knots can be displayed relative to the aircraft in a window to the upper left of
the HSI. When the window is selected for display, but wind information is invalid or unavailable, the window
displays ‘NO WIND DATA’. Valid wind data can be displayed in three different ways:
Option 1

Option 2

Option 3

No Data

Figure 2-36 Wind Data

Displaying wind data:
1) Press the PFD Softkey.
2) Press the WIND Softkey to display wind data below the Selected Heading.
3) Press one of the OPTN softkeys to change how wind data is displayed:
• OPTN 1: Wind direction arrows with numeric headwind/tailwind and crosswind components
• OPTN 2: True wind direction arrow with numeric True direction and numeric speed
• OPTN 3: Wind direction arrow with headwind (H) or tailwind (T) and crosswind (X) speed components
4) To remove the window, press the OFF Softkey.

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FLIGHT INSTRUMENTS

VERTICAL NAVIGATION (VNV) INDICATIONS
When a VNV flight plan has been activated, VNV indications (VNV Target Altitude, RVSI, VDI) appear on the
PFD in conjunction with the “TOD within 1 minute” visual annunciation and “Vertical track” voice alert. See
the Flight Management and AFCS sections for details on VNV features. VNV indications are removed from the
PFD according to the criteria listed in Table 2-3.
Top of Descent Message
VNV Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical Speed
Indicator
GPS is
Selected
Navigation
Source

Enroute
Phase of
Flight

Figure 2-37 Vertical Navigation Indications (PFD)

VNV Indication Removed
Required Vertical
Vertical
VNV Target
Speed (RVSI)
Deviation (VDI)
Altitude
Aircraft > 1 min before the next TOD due to flight plan change
X
X
X
VNV cancelled (CNCL VNV Softkey selected on MFD)
X
X
X
Distance to active waypoint cannot be computed due to
unsupported flight plan leg type (see Flight Management
X
X
X
Section)
Aircraft > 250 feet below active VNV Target Altitude
X
X
X
Current crosstrack or track angle error has exceeded limit
X
X
X
Active altitude-constrained waypoint can not be reached within
X
X
maximum allowed flight path angle and vertical speed
Criteria

Table 2-3 VNV Indication Removal Criteria

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FLIGHT INSTRUMENTS

2.3 PFD ANNUNCIATIONS AND ALERTING FUNCTIONS
The following annunciations and alerting functions are displayed on the PFD. Refer to Appendix A for more
information on alerts and annunciations.

SYSTEM ANNUNCIATIONS
The System Messages Window conveys messages to the flight crew regarding problems with the Prodigy®
System. When a new message is issued, the MSG Softkey flashes to alert the flight crew. It continues to flash
until selected, which opens the System Messages Window and acknowledges the message(s) which initiated
the flashing. When the window is open, messages for which the trigger conditions no longer exist turn gray.
Messages generated while the window is open are not automatically displayed, but cause the MSG Softkey to
begin flashing again. Pressing the MSG Softkey while the System Messages Window is open closes the window,
unless the MSG Softkey is flashing.
Critical values generated by redundant sensors are monitored by comparators. If differences in the sensors
exceed a specified amount, the Comparator Window appears in the upper right corner of the PFD and the
discrepancy is annunciated in the Comparator Window as a MISCOMP (miscompare). If one or both of the
sensed values are unavailable, it is annunciated as a NO COMP (no compare).
Reversionary sensor selection is annunciated in a window on the right side of the PFD. These annunciations
reflect reversionary sensors selected on one or both PFDs. Pressing the SENSOR Softkey accesses the ADC1,
ADC2, ADCSTBY, AHRS1, AHRS2, and ATTSTBY softkeys. These softkeys allow switching of the sensors
being viewed on each PFD. With certain types of sensor failures, the system may make sensor selections
automatically. The GPS sensor cannot be switched manually.
Comparator
Window
Reversionary
Sensor
Window

CAS
Annunciation
Window

Messages
Window

Softkey
Annunciation
Figure 2-38 Prodigy Alerting System

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FLIGHT INSTRUMENTS

MARKER BEACON ANNUNCIATIONS
Marker Beacon Annunciations are displayed on the PFD to the left of the Selected Altitude. Outer marker
reception is indicated in blue, middle in yellow, and inner in white. Refer to the Audio Panel and CNS Section
for more information on Marker Beacon Annunciations.
Outer Marker

Middle Marker

Inner Marker

Altimeter

Figure 2-39 Marker Beacon Annunciations

TRAFFIC ANNUNCIATIONS
Traffic is displayed symbolically on the Inset Map (PFD), the Navigation Map Page (MFD), and various
other MFD page maps. Refer to the Hazard Avoidance Section and Appendix F for more details about the
Traffic Information Service (TIS) and optional Traffic Collision Avoidance System II (TCAS II). When a Traffic
Advisory (TA) or TCAS II Resolution Advisory (RA) detected, the following automatically occur:
• The PFD Inset Map is enabled, displaying traffic.
• A flashing black-on-yellow (TA) TRAFFIC annunciation or white-on red (RA) TRAFFIC annunciation appears
to the top left of the Attitude Indicator for five seconds and remains displayed until no TAs or RAs are detected
in the area.
• One or more traffic voice alerts are generated.
• For TCAS II installations with an active RA, vertical guidance pitch cues will appear on the Attitude Indicator
and Vertical Speed Indicator; see the Hazard Avoidance Section for details about TCAS II.

PFD TA Annunciation

Traffic
Symbols

PFD RA Annunciation
(TCAS II Only)
PFD Inset Map with TIS Traffic Displayed
Figure 2-40 Traffic Annunciation and Inset Map with Traffic Displayed

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FLIGHT INSTRUMENTS

TAWS ANNUNCIATIONS
Terrain Awareness and Warning System (TAWS) annunciations appear on the PFD to the left of the Selected
Altitude readout. In TAWS-A installations, additional annunciations also appear above the Roll Scale. Refer to
the Hazard Avoidance Section and Appendix A for information on TAWS alerts and annunciations.

Figure 2-41 Example TAWS-A Annunciations

ALTITUDE ALERTING
The Altitude Alerting function provides visual and audio alerts when approaching the Selected Altitude.
Whenever the Selected Altitude is changed, Altitude Alerting is reset. Altitude Alerting is based on the altitude
information shown on PFD1. Altitude Alerting is independent of the AFCS.
The following occur when approaching the Selected Altitude:
• Upon passing through 1000 feet of the Selected Altitude, the Selected Altitude Box changes to black text on
a light blue background, flashes for five seconds, and an aural tone is generated.
• When the aircraft passes within 200 feet of the Selected Altitude, the Selected Altitude changes to light blue
text on a black background and flashes for five seconds.
• After reaching the Selected Altitude, if the aircraft flies outside the deviation band (±200 feet of the Selected
Altitude), the Selected Altitude Box changes to yellow text on a black background, flashes for five seconds. In
addition, two aural tones are generated followed by an “Altitude” voice alert.
Within 1000 ft

Within 200 ft

Deviation of ±200 ft

Figure 2-42 Altitude Alerting Visual Annunciations

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FLIGHT INSTRUMENTS

LOW ALTITUDE ANNUNCIATION
NOTE: A Low Altitude Annunciation is available only when SBAS is available, and TAWS alerting is inhibited,

has failed, or is unavailable.
When the Final Approach Fix (FAF) is the active waypoint in a RNAV GPS approach using vertical guidance,
a Low Altitude Annunciation may appear if the current aircraft altitude is at least 164 feet below the prescribed
altitude at the FAF. A black-on-yellow LOW ALT annunciation appears to the top left of the altimeter, flashing
for several seconds then remaining displayed until the condition is resolved.

Figure 2-43 Low Altitude on GPS SBAS Approach

MINIMUM DESCENT ALTITUDE/DECISION HEIGHT ALERTING
For altitude awareness, a Minimum Descent Altitude (MDA) or Decision Height (DH), based on barometric
altitude, temperature compensated barometric altitude, or optional radar altimeter height. When active, the
altitude setting is displayed to the lower left of the altimeter and with a bug at the corresponding altitude along
the altimeter (once the altitude is within the visible range of the tape). The following visual annunciations alert
the pilot when approaching MDA or DH:
• When the aircraft altitude descends to within 2500 feet of the MDA/DH setting, the BARO MIN, RA MIN, or
COMP MIN box appears with the altitude in light blue (or magenta for COMP MIN) text. The bug appears
on the altitude tape in light blue (or magenta for COMP MIN) once in range.
• When the aircraft passes through 100 feet of the MDA/DH, the bug and text appear white.
• Once the aircraft reaches MDA/DH, the bug and text appear yellow and the system issues a “Minimums.
Minimums” voice alert.
Within 2500 ft

Within 100 ft

Altitude Reached

Barometric
Minimum
Bug
Barometric
Minimum
Box
Figure 2-44 Barometric MDA/DH Alerting Visual Annunciations

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Alerting is inhibited while the aircraft is on the ground and until the aircraft reaches 150 feet above the setting
for the alert. If the aircraft proceeds to climb after having reached the MDA/DH, once it reaches 50 feet above
the MDA/DH, alerting is disabled.
The MDA/DH may be set from either PFD and is synchronized on both PFDs. The function is reset when the
power is cycled.
NOTE: The temperature at the destination can be entered in the REFERENCES Window on the PFD, or

TEMPERATURE COMPENSATION Window on the MFD. There is only one compensation temperature
for the system, therefore, changing the temperature will affect both the loaded approach altitudes and
the minimums. Refer to the Flight Management section for information about applying temperature
compensation to approach altitudes.
Setting the Minimum Descent Altitude/Decision Height:
1) Press the TMR/REF Softkey.
2) Turn the large FMS Knob to highlight the Minimums field (Figure 2-45).
3) Turn the small FMS Knob to select from barometric altitude (BARO), barometric altitude with temperature
compensation (TEMP COMP), or radar altimeter (RAD ALT). OFF is selected by default. Press the ENT Key or
turn the large FMS Knob to highlight the next field.
4) Use the small FMS Knob to enter the desired altitude (BARO or TEMP COMP from zero to 16,000 feet, RAD
ALT from zero to 2,500 feet ). If TEMP COMP was selected, a field for entering the airport temperature appears.
Press the ENT Key or turn the large FMS Knob to highlight this field, and use the small FMS Knob to enter the
temperature.
5) To remove the window, press the CLR Key or press the TMR/REF Softkey.

Figure 2-45 BARO and TEMP COMP MDA/DH

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FLIGHT INSTRUMENTS

RADAR ALTIMETER
When the radar height (the aircraft altitude above ground level detected by the radar altimeter) is between
zero and 2500 feet, the current value is displayed in green above the selected course/desired track box (Figure
2-46). Display of radar height becomes more sensitive as the height above ground decreases (Table 2-4).
Radar Altimeter

Figure 2-46 Current Radar Height

Radar Height Range

Shown to Nearest

0 to 200 feet

5 feet

200 to 1500 feet

10 feet

1500 to 2500 feet

50 feet

Table 2-4 Radar Altimeter Sensitivity

When the radar altimeter is selected as the altitude source for the minimum descent altitude/decision height
alerting function (Figure 2-47), the color of the radar height readout changes from green to yellow upon descent
to or below this altitude (Figure 2-48). Refer to the Minimum Descent Altitude/Decision Height Alerting
discussion in this section for more information about this function.

Figure 2-47 RAD ALT Setting
(Timer/References Window)

Figure 2-48 RA as Altitude Source for MDA/DH

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A ground line (Figure 2-49) is shown on the Altimeter to display the aircraft’s height relative to the ground.
Gray diagonal lines appear below the ground line. If the radar altimeter data becomes invalid, the message ‘RA
FAIL’ is displayed in yellow instead of the current radar height (Figure 2-47).

Radar Altimeter

Ground
Line

Radar Altimeter
Minimums Box
Figure 2-49 Altimeter Displaying the Ground Line (RAD ALT)

Figure 2-50 Radar Altimeter Invalid Data

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FLIGHT INSTRUMENTS

2.4 ABNORMAL OPERATIONS
ALTITUDE ALERTING
Under normal conditions, the Altitude Alerting function is based on the Selected Altitude shown on PFD1. If
the MFD is operating in Reversionary Mode, the Selected Altitude shown on the MFD will be used for Altitude
Alerting instead. If the MFD has also failed, then Altitude Alerting will be based on the PFD 2 Selected Altitude.

ABNORMAL GPS CONDITIONS
The annunciations listed in Table 2-5 can appear on the HSI when abnormal GPS conditions occur. Refer to
the Flight Management Section for more information on Dead Reckoning (DR) Mode.
Annunciation
LOI
INTEG OK
DR

Location
Lower left of
aircraft symbol
Lower left of
aircraft symbol
Upper right of
aircraft symbol

Description
Loss of Integrity Monitoring–GPS integrity is insufficient for the current
phase of flight
Integrity OK–GPS integrity has been restored to within normal limits
(annunciation displayed for five seconds)
Dead Reckoning–System is using projected position rather than GPS position
to compute navigation data and sequence active flight plan waypoints

Table 2-5 Abnormal GPS Conditions Annunciated on HSI

Figure 2-51 Example HSI Annunciations

DR Mode causes the CDI to be removed from the display (when GPS is the selected navigation source) and
the following items on the PFD to be shown in yellow:
• Current Track Bug
• Wind data and pointers in the Wind Data Box on the PFD
• Distances in the Bearing Information windows
• GPS bearing pointers
• Groundspeed
It is important to note that estimated navigation data supplied by the system in DR Mode may become
increasingly unreliable and must not be used as a sole means of navigation. See the Flight Management section
for more information about DR Mode

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HEADING FAILURE MODES
If the system is unable to determine the aircraft heading, but GPS-based track information is available, the
HSI displays the ground track instead of heading using HSI Track Mode. In this mode, a magenta ‘TRK’
annunciation and track readout appear on the HSI. In addition, a yellow ‘HDG’ annunciation with a red X
appear above the ‘TRK’ annunciation to indicate the HSI is displaying track instead of heading.
If both the heading and track are unavailable, the HSI displays a yellow ‘HDG’ annunciation with a red X over
the heading readout box. The system also removes directional numbers and letters from the HSI.

HSI Track Mode (Heading Unavailable, Track Available)

Heading and Track Unavailable

Figure 2-52 Heading Failure Displays on the HSI

NOTE: When heading information is unavailable, the system removes the bearing pointers from the HSI, and

removes wind data from the PFD and navigation maps.

UNUSUAL ATTITUDES
When the aircraft enters an unusual pitch attitude, red extreme pitch warning chevrons pointing toward the
horizon are displayed on the Attitude Indicator, starting at 50˚ above and 30˚ below the horizon line.
Nose High

Nose Low

Figure 2-53 Pitch Attitude Warnings

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FLIGHT INSTRUMENTS
If pitch exceeds +30˚/-20˚ or bank exceeds 65˚, some information displayed on the PFD is removed. The
Altimeter and Airspeed, Attitude, Vertical Speed, and Horizontal Situation indicators remain on the display
and the Bearing Information, Alerts, and Annunciation windows can be displayed during such situations. The
following information is removed from the PFD (and corresponding softkeys are disabled) when the aircraft
experiences unusual attitudes:
• Traffic Annunciations

• Transponder Status Box

– ADF/DME Tuning

• AFCS Annunciations

• System Time

• Flight director Command Bars

• PFD Setup Menu

•
Minimum Descent Altitude/
Decision Height readout

• Inset Map
• Outside air temperature (OAT)

• Windows displayed in the lower
right corner of the PFD:

• Vertical Deviation, Glideslope,
and Glidepath Indicators

• DME Information Window

– Timer/References

• Altimeter Barometric Setting

• Wind data

– Nearest Airports

• Selected Altitude

• Selected Heading Box

– Flight Plan

• VNV Target Altitude

• Selected Course/Desired Track
Box

– Messages

• Airspeed Reference

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ENGINE & AIRFRAME SYSTEMS

SECTION 3 ENGINE AND AIRFRAME SYSTEMS
NOTE: Refer to the Airplane Flight Manual (AFM) for limitations.

The Prodigy® Integrated Flight Deck offers improved flight operations and reduces crew workload by
automatically monitoring critical system parameters and providing system alerts during all phases of flight using
the following:
• The Engine Indication System (EIS) displays electrical, fuel, engine, pressurization, and flight control
information on the left side of the Multi Function Display (MFD).
• Synoptics pages are provided for monitoring the status of the doors, brakes, hydraulics, oxygen, pressurization,
environmental control, electrical, fuel, and de-icing systems.
In combination with these, aural alerts, additional avionics messages, and master indicators are used to inform
the crew of aberrant flight conditions. The system also provides maintenance data for the ground crew.
MFD

EIS
Display

Figure 3-1 EICAS (Normal)

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In the event of a display failure, depending on the failed display(s), the operating display(s) may be re-configured
to present Primary Flight Display (PFD) symbology together with condensed EIS information (refer to the System
Overview for more information about Reversionary Mode).

CAS
Window
EIS
Display

Figure 3-2 EICAS (Reversionary Mode)

The SYSTEM Softkey accesses the EIS softkeys. The STATUS, ECS, ELEC, FUEL, ICEPROT, and ENG MNT
softkeys or the small FMS Knob access the Synoptic pages (see Section 3.2). To return to the previous softkey
level and exit the Synoptics pages, select the BACK Softkey, press the CLR Key, or turn the large FMS Knob.
SYSTEM

ENG SET

CPDLC

LFE

STATUS

ECS

CON

CLB

OAT

ELEC

FUEL

ICEPROT

ENG MNT

BACK

ATR ON

ATR OFF

BACK

CHKLIST

Press the BACK Softkey to return
to the previous level softkeys.
FMS LFE

CPDLC

+500 FT

-500 FT

+50 FT

-50 FT

CLEAR E1 CLEAR E2

BACK

CHKLIST

Figure 3-3 EIS and Synoptics Softkeys

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Accesses the FADEC settings softkeys; displays the Takeoff Data Set Window when aircraft is
parked or taxiing
Selects the continuous thrust rating
CON*
Selects the maximum climb thrust rating
CLB*
Increases the takeoff outside air temperature (OAT) setting in one-degree Celsius (°C)
OAT **
increments
Decreases the takeoff OAT setting in one-degree Celsius (°C) increments
OAT **
Enables Automatic Thrust Reserve (ATR)
ATR ON**
Disables ATR
ATR OFF**
Confirms the selected takeoff settings
ACCEPT**
Accesses softkeys for manually setting the Landing Field Elevation (LFE)
• LFE
Sets current flight plan destination elevation as displayed LFE
FMS LFE
Increases currently displayed LFE value by 500 ft
+500 FT
Decreases currently displayed LFE value by 500 ft
-500 FT
Increases currently displayed LFE value by 50 ft
+50 FT
Decreases currently displayed LFE value by 50 ft
-50 FT
Confirms the LFE setting and returns to the previous softkey level
ACCEPT
Displays the Status Synoptics Page
• STATUS
Displays the Environmental Control System (ECS) Synoptics Page
• ECS
Displays the Electrical Synoptics Page
• ELEC
Displays the Fuel Synoptics Page
• FUEL
Displays the Ice Protection Synoptics Page
• ICEPROT
• ENG MNT*** Displays the Engine Maintenance Page
CLEAR E1*** Clears Engine 1 exceedances and long time dispatch faults
CLEAR E2*** Clears Engine 2 exceedances and long time dispatch faults
• ENG SET

* Softkey disabled while aircraft is on the ground
** Softkey disabled while aircraft is in the air
*** Enabled only while the aircraft is on the ground and engines are turned off

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3.1 ENGINE INDICATION SYSTEM (EIS)
EIS information is presented using gauges and digital readouts. During normal operating conditions, gauge
pointers and readout text appear in green. When unsafe operating conditions occur, gauge pointers and readouts
change color to indicate caution (yellow) or warning (red). Refer to each indicator description for additional
details on display behavior.
If the time limit for an unsafe condition is exceeded, the color of the pointers and digits may change to denote
an increase in priority level. Parameters out of the range of the readout display as a red “X”. If sensor data for a
parameter becomes invalid or unavailable, a red “X” is displayed across the indicator and/or readout.

2
3

3
4

11
11

Figure 3-5 EIS Display (Reversionary)

Figure 3-4 EICAS Display (Normal)
1

Engine Fan Rotation Speed

Oil Pressure and Temperature

Spoiler Status

Interstage Turbine
Temperature (ITT)
Engine High Pressure
Compressor Rotation Speed

Fuel Display

Landing Gear Status

Battery Voltmeter

Flap Indicator

Cabin Display

Trim Indicator

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TAKEOFF DATA SET WINDOW
When the aircraft is parked or is taxiing, the Outside Air Temperature (OAT) for the departure airport can be
set and Automatic Thrust Reserve (ATR) enabled/disabled in the Takeoff Data Set Window.

Figure 3-6 Takeoff Data Set Window

Setting the Outside Air Temperature (OAT):
1) Select the SYSTEM Softkey.
2) Select the ENG SET Softkey to display the Takeoff Data Set Window.
3) To adjust the temperature in 1 °C increments, use the OAT and OAT softkeys,
4) If desired, change the ATR status while the Takeoff Data Set Window is displayed.
5) To confirm the selected takeoff settings and close the Takeoff Data Set Window, select the ACCEPT Softkey,
Or:

To cancel the operation, select the BACK Softkey.

On aircraft electrical power-up, Automatic Thrust Reserve (ATR) is enabled by default. ATR status (defined
in Table 3-1) is shown at the top of the EIS Display (Figure 3-7).
Indication*
ATR
ATR
TO - RSV

Description
ATR enabled in both engines
ATR armed in both engines, but inactive
ATR activated in at least one engine

* When no indication is shown, ATR has not been
enabled or armed in both engines.
Table 3-1 Automatic Thrust Reserve (ATR) Status

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ENGINE & AIRFRAME SYSTEMS
Disabling/enabling Automatic Thrust Reserve (ATR):
1) Select the SYSTEM Softkey.
2) Select the ENG SET Softkey to display the Takeoff Data Set Window.
3) To disable ATR, select the ATR OFF Softkey;
Or:

To enable ATR, select the ATR ON Softkey.
4) If desired, change the OAT while the Takeoff Data Set Window is displayed.
5) To confirm the selected takeoff settings and close the Takeoff Data Set Window, select the ACCEPT Softkey,
Or:

To cancel the operation, select the BACK Softkey.

ENGINE INDICATIONS
Automatic Thrust
Reserve Status

Thrust Rating

Commanded
N1 Rating
Engine Fan
Speed
N1 Transient Limit

Current Speed
Control Arc

Thrust Rating
Max Speed

N1 for Thrust
Rating Max
Speed
ITT Steady
State Limit
ITT Transient
Limit

Interstage Turbine
Temperature

Ignition Status

Engine High Pressure
Compressor Speed

Oil Pressure

Oil Temperature
Figure 3-7 Engine and Oil Indications

The upper portion of the EIS Display is devoted to showing indications for the engines: engine stage
rotation speeds (N1 and N2; shown as percentages), ATR status, thrust rating information, Interstage Turbine
Temperatures (ITT; degrees Celsius, °C), and oil pressure (pounds per square inch, psi) and temperature (°C).
The N1 gauges indicate the engine fan rotation speeds, while the N2 readouts show the engine high pressure
compressor rotation speeds. Both are shown as percentages. Values and limits are obtained from the Full
Authority Digital Engine Controller (FADEC).

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On the N1 gauges, the following indications can be displayed:
• Commanded N1 Rating (based on Thrust Lever Angle, TLA, position) – When the current N1 value is below
the commanded rating, a light blue arc is drawn from the current to the commanded N1 value.
• N1 value corresponding to the Thrust Rating Maximum Speed (shown as a light blue T-shaped bug)
• Current Speed Control N1 value (shown as a green arc)
• Engine shutdown (normal operations) – When the engines are shutting down normally, the N1 gauges display
a light blue “OFF” annunciation (Figure 3-8).

Figure 3-8 Engine Shutdown Indication

Interstage Turbine Temperatures (ITT) values and limits are obtained from the Full Authority Digital Engine
Control (FADEC). Ignition status appears below the ‘IGN’ label beside the ITT scales (A, B, AB, or OFF).

THRUST RATING
The thrust rating for the engines is shown at the center top of the EIS Display, above and between the N1
gauges (see Table 3-2 for indications). The maximum value of the speed range (in %) for the displayed thrust
rating is shown above each N1 gauge. While the aircraft is in the air, the rating can be changed to suit the
conditions for maximum climb or continuous thrust.
Indication
CRZ
CLB
CON
TO
GA

Thrust Rating
Cruise
Climb
Continuous
Takeoff
Go Around

Table 3-2 Thrust Rating Indications

Selecting a thrust rating:
1) Select the SYSTEM Softkey.
2) Select the ENG SET Softkey
3) To choose the continuous thrust rating, select the CON Softkey,
Or:

To choose the maximum climb thrust rating, select the CLB Softkey.
4) Select the BACK Softkey to return to the previous softkey level.

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CURRENT SPEED CONTROL (CSC)
Current Speed Control (CSC), if available, can be activated while the autopilot is engaged and Altitude Hold
Mode is active. During CSC, the FADEC varies engine thrust to maintain the desired airspeed (green airspeed
bug), within a certain control range.
When CSC is active, a green arc appears on the N1 gauges, at values corresponding to the current speed
selected (Figure 3-9).
The N1 gauge flashes ‘LIM’ (black text on yellow background) if the CSC maximum authority limit has been
reached for the corresponding engine.

Figure 3-9 N1 Current Speed Control Limit

Selecting Current Speed Control (CSC):
1) With the autopilot engaged, select Altitude Hold Mode (see the AFCS Section for details).
2) Press the CSC Key (on the AFCS Control Unit).

FUEL AND ELECTRICAL INDICATIONS
The fuel display is located beneath the oil indicators and shows the fuel flow in pounds per hour (pph) and
the fuel quantity in pounds (lb) for each engine, the total fuel quantity, and the fuel tank temperature in °C.
Fuel display can also be configured by the factory for kilograms.
Engine Fuel Flow
Tank Fuel Quantity
Total Fuel Quantity

Fuel Temperature
Figure 3-10 Fuel Display

Voltages for batteries 1 and 2 are shown as readouts below the fuel indications.

Figure 3-11 Electrical Display

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CABIN PRESSURIZATION
The Cabin Display shows cabin pressurization information (cabin altitude and rate of change, differential
cabin pressure) along with the Landing Field Elevation (LFE) and oxygen system pressure. The trend of cabin
pressure altitude rate change is indicated by a green arrow beside the rate readout.
The LFE is set automatically based on the destination in the active flight plan by pressing the FMS LFE
Softkey, but can also be adjusted manually by the pilot. Automatically entered values appear in green; if the
value is entered by the pilot, it changes to light blue. Pilot selected LFE flashes yellow for 30 seconds when a
difference of >5 feet occurs. A red “X” is displayed if the LFE is out of range or the data source is invalid.
If the landing field elevation is high enough, the indication “HI FIELD” is shown at the top of the Cabin
Display and the cabin altitude caution and warning thresholds are increased to avoid generation of nuisance
alert indications.
High Landing
Field Elevation

Pressure
Altitude

Pressure
Change Rate

Pressure
Differential

Landing Field
Elevation

Oxygen System
Pressure
Figure 3-12 Cabin Display

Setting the displayed landing field elevation:
1) Select the SYSTEM Softkey.
2) Select the LFE Softkey.
3) Select the FMS LFE Softkey to set the LFE to the value for the destination airport in the current flight plan.
Or:

Use the ±500 and ±50 FT softkeys to set the desired elevation between -1,000 and 14,000 feet.
4) To confirm the new LFE value, select the ACCEPT Softkey.

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SPOILER AND LANDING GEAR
Spoiler and landing gear statuses are shown using the indications in Tables 3-3 and 3-4, respectively.
Spoiler
Status

Indication

Spoiler not
Configured

Nose
Landing
Gear

Description
Landing Gear Down

Right-side
Main Landing
Gear

Left-side
Main Landing
Gear

Landing Gear Up

Figure 3-13 Spoiler and
Landing Gear Indications

Indication

SPDBRK
FAIL
CLOSED
GND SPLR
SPDBRK

Landing Gear Transitioning
(Normal)

Description
Invalid information

Landing Gear Locked Down
(Abnormal)

Spoilers out of takeoff
configuration
Spoilers failed

Landing Gear Locked Up
(Abnormal)

Spoilers retracted
Ground spoilers deployed
Speedbrakes deployed

Landing Gear Transitioning
(Abnormal)
Table 3-4 Landing Gear Position Indications

Table 3-3 Spoiler Indications

FLAPS AND TRIM
Flap deflection is normally displayed beneath the trim indications using a rotating pointer and a green readout
indicating the flap lever setting (0, 1, 2, 3, or FULL). A light blue bug marks the selected flap position. When
the flap is in motion, the readout is dashed. If the position data becomes invalid, the flap pointer is removed
from the display, and the readout is displayed with a red “X”.
Pitch, roll, and yaw trim indications are shown along scales at the bottom of the EIS Display. If the trim
information becomes invalid, the pointers are removed and the readout (for pitch) is displayed with a red “X”.
Flap
Position
Flap
Lever
Setting

Flap
Selected
Bug

Figure 3-14 Flap and Trim Indications

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3.2 SYNOPTICS
The Synoptics pages show current conditions of certain aircraft functionalities on aviation system diagrams,
reducing workload by allowing the flight crew to rapidly analyze the situation. Aircraft systems graphically
depicted in the synoptic diagrams include:
• Ice protection system

• Fuel system

• Brake system

• Hydraulics system

• Doors

• Oxygen system

• Electrical system

• Pressurization system

• Environmental system

SYSTEM STATUS
The Status Synoptics Page is displayed after the power-up splash screen is acknowledged on the MFD. The
aircraft diagram displays open passenger and emergency doors in red and open baggage doors in yellow.
5

1
11

True Airspeed (TAS)

Hydraulic Pressure

International Standard Atmosphere (ISA)

Oxygen

Total Air Temperature (TAT)

Emergency Brake Accumulator Pressure

Static Air Temperature (SAT)

Door Status

Flight ID

Electrical Status

Engine Short Dispatch Message Box
Figure 3-15 System Status Synoptics Page

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ENVIRONMENTAL CONTROL SYSTEM (ECS)
2
1

3
5

6
8

13
14

18
19
20

Cockpit Temperature Setting

Bleed Line 1 (Left) Pressure

Actual Cockpit Temperature

Bleed Line 2 (Right) Pressure

Cockpit Evaporator Fan

Heat Exchanger Pack Cooling Circuit

Cabin Temperature Setting

Cockpit Duct Temperature Setting

Actual Cabin Temperature

Cabin Duct Temperature Setting

Cabin Evaporator Fan

Pressure Regulating Shutoff Valve (PRSOV) 1

Ram Air Duct

Pressure Regulating Shutoff Valve (PRSOV) 2

Ram Air Valve (RAV)

Ground Cooling Fan (GCF)

Flow Control Shutoff Valve (FCV) 1

Vapor Cycle System (VCS)

Flow Control Shutoff Valve (FCV) 2

Outflow Valve (OFV) Status*

* Outflow valve (OFV) status is displayed only while the aircraft is parked or taxiing.
Figure 3-16 Environmental Control System Synoptics Page

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Lines between icons on the diagram denote ducting. Icons shown in green are operating normally. A white
icon may indicate that a unit is off or not otherwise operating normally (see Table 3-5). A red “X” indicates
failure of a unit.
Unit

Icons and Descriptions

Fan
On

Off

Heat Exchanger

Vapor Cycle System

PRSOV
Open with flow

Open, no flow

Closed

Ram Air Duct From
NACA Scoop
Airborne

On ground

Ram Air Valve
Closed

Open, airborne

Open, on ground

Table 3-5 Environmental Control System Unit Status Indications

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ELECTRICAL
The Electrical Synoptics Page uses a diagram of the aircraft’s electrical system to display the system status. The
generators, ground power supply (GPU), batteries, and buses are shown in green to denote normal operation.
Color of the units changes depending on the condition (Table 3-6). A red “X” over a component indicates
invalid data or a failed unit.

Battery

Bus
Generator

Ground Power Unit

Figure 3-17 Electrical Synoptics Page

Unit

Icons and Descriptions

Generator
On
Bus

Off bus

Off

Normal

Abnormal

Normal

Abnormal

Battery

Table 3-6 Electrical System Unit Status Indications

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FUEL
The Fuel Synoptics Page displays the status of the fuel tanks and feed system. A red “X” over a component
indicates invalid data or a failed unit.
1
2

3
4

Total Fuel

Right Feed Ejector

Fuel Used

Fuel 1 SOV

Fuel Transfer SOV

Fuel 2 SOV

Left Tank Fuel Quantity

LH Pressure Switch

Right Tank Fuel Quantity

RH Pressure Switch

Left DC Pump

Left Engine Feed Line

Right DC Pump

Right Engine Feed Line

Left Feed Ejector

Figure 3-18 Fuel Synoptics Page

Unit

Icons and Descriptions

Fuel Line
Operating

Not operating

Feed Ejector

Not operating

Operating
Fuel Pressure
Switch

Operating

Valve

Not operating

Open with flow Open, no flow

In transit

Closed

DC Pump
Not operating

Operating
Fuel Transfer Valve
Open with flow

In transit

Closed

Table 3-7 Fuel System Unit Status Indications

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ICE PROTECTION SYSTEM
When the ice protection system is operating normally, all components are shown in green on the system
diagram. Items in white indicate components which are off. A red “X” over a component indicates invalid data
or a failed unit.

11
12

2
1

Windshield Heaters

EAI 1 Valve and Bleed Line

Boot Lines and Valves

EAI 2 Valve and Bleed Line

Inboard Ejector Flow Control Valve (EFCV)

Pressure Regulating Shut-Off Valve 1 (PRSOV 1)

Outboard Ejector Flow Control Valve (EFCV)

Pressure Regulating Shut-Off Valve 2 (PRSOV 2)

Engine Anti Ice 1 Bleed Duct and Lip Skin

STAB Ejector Flow Control Valve (EFCV)

Engine Anti Ice 2 Bleed Duct and Lip Skin

Ice Protection Bleed Duct

Figure 3-19 Ice Protection Synoptics Page

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Unit
Inboard/Outboard
EFCV and PRSOV
STB EFCV and
EAI Valve

Icons and Descriptions

Open with flow Open, no flow

Closed

Open with flow Open, no flow

Closed

Table 3-8 Ice Protection System Unit Status Indications

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ENGINE MAINTENANCE
NOTE: Refer to the Airplane Flight Manual (AFM) for required actions.

The Engine Maintenance Synoptics Page can only displayed when the aircraft is on the ground and both
engines are off. Maintenance personnel can view status messages for engine dispatch items and the following
engine parameter exceedance peaks and durations recorded by the FADEC for the last engine start-shutdown
cycle:
• Engine fan rotation speed (N1)

• Inter Turbine Temperature (ITT)

• Engine high pressure compressor rotation speed
(N2)

• Main oil temperature and Pressure
• Fuel temperature

If no peaks are detected, the values and times are displayed as dashes The data is cleared from the display
using the CLEAR E1 and CLEAR E2 softkeys.
The Engine Maintenance Page also displays the ITT and N1 trims that are loaded in each Engine Data
Collection Unit (EDCU)

Figure 3-20 Engine Maintenance Synoptics Page

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3.3 ABNORMAL OPERATIONS
NOTE: Refer to the Airplane Flight Manual (AFM) for corrective pilot actions.

ENGINE
If an engine failure occurs, besides the CAS message corresponding to the failed engine (“E1 FAIL” or “E2
FAIL”), the corresponding N1 gauge displays the annunciation “FAIL” in yellow inverse video with black text
(Figure 3-23). Detection of an engine fire causes a CAS message corresponding to the engine on fire (“E1 FIRE”
or “E2 FIRE”) in addition to the red inverse video annunciation “FIRE” to be displayed over the ITT gauge in
white text (Figure 3-24).

Figure 3-23 Engine Failure Indication

Figure 3-24 Engine Fire Indication

CABIN PRESSURIZATION
If the cabin altitude (ALT) reaches a caution level, the readout displays black text on a yellow background.
When cabin altitude is 10,000 feet or greater, the readout displays as a warning with white text on a red
background, and the corresponding CAS message “CAB ALTITUDE HI” is issued.
If low flow or a cabin leak is detected, the cabin pressure change rate readout displays white text on a red
background, and the trend arrow turns red.
Excessive cabin differential pressure (DELTA-P) causes the pressure readout to display a yellow background
and black text; warnings are indicated with red background with white readout text. The CAS message “CAB
DELTA-P FAIL” accompanies this condition.
When oxygen system pressure (OXY) drops below 1590 PSI, the readout is indicated with black text on a
white background; pressure below 730 PSI is shown with yellow text on a black background. The CAS message
“OXY LO PRES” is also displayed.
If the pilot selected landing field elevation (LFE) differs by more than five feet from the FMS LFE value, the
LFE readout flashes yellow for 30 seconds.
A red “X” is displayed over any readout on the Cabin Display that is invalid or out of range.

Figure 3-25 Cabin Display with Excessive Change Rate

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FLAPS
The following denote abnormal flap conditions:
• Flaps not in position for takeoff – Flap pointer and readout turn red with white text (Figures 3-26 and
3-27).
• Flaps have failed or become jammed – Flap pointer and readout turn yellow with black text (Figure
3-28)
• Flaps unavailable – Flap pointer is removed and readout turns white with black text (Figure 3-29)
• Flaps position data invalid – Flap pointer and readout displayed with a red “X”

Figure 3-26 Flaps Retracted
at Takeoff

Figure 3-27 Flaps at FULL
(Landing) Position at Takeoff

Figure 3-28 Flaps Failed

Figure 3-29 Flaps Unavailable

TRIM
Aileron or rudder mistrim are denoted with yellow arrows pointing in the direction of mistrim on the Roll and
Yaw Trim indicators (Figure 3-30).
If takeoff configuration has been selected and the pitch trim position is not within the green band on the
pitch trim scale, the pointers and readout turn red with white text (Figure 3-31). If an asymmetrical pitch trim
condition exists, the pointers turn yellow and the readout is displayed with a Red “X” (Figure 3-32).
Aileron
Mistrim
Rudder
Mistrim
Figure 3-30 Mistrim

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Figure 3-31 Pitch Trim
Outside Takeoff Configuration

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

Figure 3-32 Asymmetrical
Pitch Trim Condition

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AUDIO PANEL AND CNS

SECTION 4 AUDIO PANEL AND CNS
4.1 OVERVIEW
The Communication/Navigation/Surveillance (CNS) system includes the Audio Panels, communication radios,
navigation radios, and Mode S transponders. The System Overview Section provides a block diagram description
of the Audio Panels and CNS system interconnection.
CNS operation in the Embraer Phenom 100 is performed by the following:
• Primary Flight Display (PFD) (2)
• Multi Function Display (MFD)

• Mode S Transponder (2)
or TCAS II Mode S Transponder

• Integrated Avionics Unit (2)

• MFD Control Unit

• Audio Panel (2)

• GDR 66 VHF Data Link Transceiver
• Controller Pilot Data Link Communications System
(CPDLC)

The MFD/PFD controls are used to tune the communication transceivers and navigation radios.
The two Audio Panels provide the traditional audio selector functions of microphone and receiver audio
selection. Each Audio Panel includes an intercom system (ICS) between the pilot, copilot, and passengers, a
marker beacon receiver, and a COM clearance recorder. Ambient noise from the aircraft radios is reduced by a
feature called Master Avionics Squelch (MASQ). When no audio is detected, MASQ processing further reduces
the amount of background noise from the radios.
The Mode S Transponders are controlled with softkeys and the FMS Knob located on the PFD. The Transponder
Data Box is located to the left of the System Time Box. The data box displays the active four-digit code, mode,
and a reply status (Figure 4-1).
The Controller Pilot Data Link Communications System (CPDLC) provides data link communication between
the aircraft and an Air Traffic Control facility. Communication is normally in the form of text message elements
that resemble phraseology used in voice communications with ATC. The CPDLC system is intended for use
in Europe with the Link 2000+ DLS (Data Link System) and will communicate with the ATN (Aeronautical
Telecommunications Network) only.

AUDIO PANEL VOLUME CONTROL
Adjusting the master volume control affects all radio audio volume and airframe type warnings that are heard
in the headsets (not the speaker) for the pilot or copilot side Audio Panel. Radio adjustments made on the
MFD/PFD controls to compensate for the master volume change on the Audio Panel, also affect the radio levels
for the other pilot. Independent radio volume adjustments made using the Audio Panel Master Volume controls
affect only the audio heard in the corresponding crew position headset.
Radio volume adjustments may be overridden by each crew position independently using the master volume
control on the Audio Panel for the respective crew position. In addition, the master volume control for each
Audio Panel affects all other system audio output to its designated crew position headset much like volume
adjustments found on many aviation headsets.

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MFD/PFD CONTROLS AND FREQUENCY DISPLAY
1

11
12

Figure 4-1 MFD/PFD Controls, COM/NAV Frequency Tuning Boxes, and ADF/DME Tuning

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1

NAV VOL/ID Knob – Controls NAV audio volume level. Press to turn the Morse code identifier audio on
and off. Volume level is shown in the NAV frequency field as a percentage.

NAV Frequency Transfer Key – Transfers the standby and active NAV frequencies.

NAV Knob – Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob for kHz).
Press to move the tuning box (light blue box) and Frequency Transfer Arrow between NAV1 and NAV2.

NAV Frequency Box – Displays NAV standby and active frequency fields, volume, and station ID. The
frequency of the NAV radio selected for navigation is displayed in green.

COM Frequency Box – Displays COM standby and active frequency fields and volume. The selected COM
transceiver frequency is displayed in green.

COM Knob – Tunes the standby frequencies for the COM transceiver (large knob for MHz; small knob for
kHz). Press to move the tuning box (light blue box) and Frequency Transfer Arrow between COM1 and
COM2.

COM Frequency Transfer Key – Transfers the standby and active COM frequencies. Press and hold this key
for two seconds to tune the emergency frequency (121.500 MHz) automatically into the active frequency
field.

COM VOL/SQ Knob – Controls COM audio volume level. Press to turn the COM automatic squelch on
and off. Volume level is shown in the COM frequency field as a percentage.

ADF/DME Tuning Window – Displays ADF frequencies and modes, and DME tuning selection. Display
by selecting the ADF/DME Softkey.

ENT Key – Validates or confirms an ADF frequency or ADF/DME mode and Auto-tune selection.

FMS Knob – Flight Management System Knob, used to enter ADF frequencies and select ADF/DME modes,
enter transponder codes, and Auto-tune entries when ADF/DME Tuning Window or NRST Window is
present. Press the FMS Knob to turn the selection cursor on and off. The large knob moves the cursor in
the window. The small knob selects individual characters for the highlighted cursor location.

Transponder Data Box – Indicates the selected transponder code, operating mode, reply, and ident status
for the applicable transponder.

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AUDIO PANEL CONTROLS
1

17
18

Figure 4-2 Audio Panel Controls

NOTE: When a key is selected, a triangular annunciator above the key is illuminated.

124

COM1 MIC – Selects the #1 transmitter for transmitting. COM1 receive is simultaneously selected when
this key is pressed allowing received audio from the #1 COM receiver to be heard. COM2 receive can be
added by pressing the COM2 Key.

COM1 – When selected, audio from the #1 COM receiver can be heard.

COM2 MIC – Selects the #2 transmitter for transmitting. COM2 receive is simultaneously selected when
this key is pressed allowing received audio from the #2 COM receiver to be heard. COM1 receive can be
added by pressing the COM1 Key.

COM2 – When selected, audio from the #2 COM receiver can be heard.

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AUDIO PANEL AND CNS
5

COM3 MIC – Selects the #3 transmitter (HF), if installed, for transmitting. COM3 receive is simultaneously
selected when this key is pressed allowing received audio from the #3 COM receiver to be heard.

COM3 – When selected, audio from the #3 COM receiver (HF), if installed, can be heard.

PA – Selects the passenger address system. The selected COM transmitter is deselected when the PA Key
is pressed.

TEL – When selected, activates the SATCOM transceiver.

MUSIC – Toggles the Music 1 input on or off. Pressing and holding toggles music muting on or off.

SPKR – Selects and deselects the on-side cockpit speaker. COM and NAV receiver audio can be heard on
the speaker.

MKR/MUTE – Selects marker beacon receiver audio. Mutes the currently received marker beacon receiver
audio. Unmutes automatically when new marker beacon audio is received.

HI SENS – Press to increase marker beacon receiver sensitivity. Press again to return to low sensitivity.

DME – Turns optional DME 1 audio on or off.

NAV1 – When selected, audio from the #1 NAV receiver can be heard.

ADF – Pressing turns on or off the audio from the ADF receiver, if installed.

NAV2 – When selected, audio from the #2 NAV receiver can be heard.

AUX – Turns optional DME 2 audio on or off..

MAN SQ – Enables manual squelch for the intercom. When the intercom is active, press the ICS Knob to
illuminate SQ. Turn the ICS Knob to adjust squelch.

PLAY – Press once to play the last recorded COM audio. Press again to stop playing. Press twice within
0.5 second while audio is playing and the previous block of recorded audio is played. Each subsequent
two presses within 0.5 second plays each previously recorded block.

INTR COM – Selects and deselects the pilot/copilot intercom on both Audio Panels.

CABIN – Initiates intercom communications with passengers in the cabin.

ICS Knob – Turn to adjust intercom volume or squelch. Press to switch between volume and squelch
control as indicated by illumination of VOL or SQ. The MAN SQ Key must be selected to allow squelch
adjustment.

MSTR Knob – The Master Volume Control adjusts volume for the blended NAV, COM, intercom audio,
and alert warnings.

DISPLAY BACKUP Button – Manually selects Reversionary Mode.

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4.2 COM OPERATION
COM TRANSCEIVER SELECTION AND ACTIVATION
NOTE: During PA Mode, the COM MIC Annunciator is extinguished and the COM active frequency color

changes to white, indicating that neither COM transmitter is active.
NOTE: When turning on the system for use, the system remembers the last frequencies used and the active

COM transceiver state prior to shutdown.
The COM Frequency Box is composed of four fields; the two active frequencies are on the left side and the
two standby frequencies are on the right. The COM transceiver is selected for transmitting by pressing the
COM MIC Keys on the Audio Panel.
An active COM frequency displayed in green indicates that the COM transceiver is selected on the Audio
Panel (COM1 MIC or COM2 MIC Key). When the PA Key is selected on the Audio Panel, both active COM
frequencies appear in white indicating that no COM radio is selected for transmitting. Frequencies in the
standby fields are displayed in white.
Active
Fields

Standby
Fields
Top Section of
the Audio Panel

Tuning Box
COM2 Radio is
Selected on the Audio
Panel

Figure 4-3 Selecting a COM Radio for Transmit

COM3 is reserved for the optional HF radio. The active HF frequency is not shown on the system.
The active COM frequency displayed in green on the MFD is the same as on PFD1.

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AUDIO PANEL AND CNS
TRANSMIT/RECEIVE INDICATIONS
During COM transmission, a white TX appears by the active COM frequency replacing the Frequency
Transfer Arrow. On the Audio Panel, when the active COM is transmitting, the active transceiver COM MIC
Key Annunciator flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM frequency replacing the Frequency
Transfer Arrow.

Transmit and
Receive Indicators

Annunciator
Flashes During
Transmission

Figure 4-4 COM Radio Transmit and Receive Indications

When the same COM radio is selected on both Audio Panels, the pilot has transmit priority on COM1, the
copilot has transmit priority on COM2.

COM TRANSCEIVER MANUAL TUNING
The COM frequency controls and frequency boxes are on the right side of each PFD and the MFD. The MFD
frequency controls and displays are linked to the pilot side PFD (PFD1) only.
Manually tuning a COM frequency:
1) Turn the COM Knob to tune the desired frequency in the COM Tuning Box (large knob for MHz; small knob for
kHz).
2) Press the Frequency Transfer Key to transfer the frequency to the active field.
3) Adjust the volume level with the COM VOL/SQ Knob.
4) Press the COM VOL/SQ Knob to turn automatic squelch on and off.
Turn the VOL/SQ Knob to adjust
volume. Press the Knob to Turn
Automatic Squelch On or Off

Press the Frequency Transfer
Key to Transfer COM
Frequencies Between Active
and Standby Frequency Boxes
Turn the COM Knob to
Tune the Frequency in
the Tuning Box

Figure 4-5 COM Frequency Tuning

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SELECTING THE RADIO TO BE TUNED
Press the small COM Knob to transfer the frequency tuning box and Frequency Transfer Arrow between the
upper and lower radio frequency fields.

Press the COM Knob to
Switch the Tuning Box From
One COM Radio to the Other

Figure 4-6 Switching COM Tuning Boxes

QUICK-TUNING AND ACTIVATING 121.500 MHZ
Pressing and holding the COM Frequency Transfer Key for two seconds automatically loads the emergency
COM frequency (121.500 MHz) in the active field of the COM radio selected for tuning (the one with the
transfer arrow). In the example shown, pressing the Audio Panel COM2 MIC Key activates the transceiver.

Press for Two Seconds to
Load 121.500 MHz
Figure 4-7 Quickly Tuning 121.500 MHz

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AUTO-TUNING THE COM FREQUENCY
COM frequencies can be automatically tuned from the following:
• Nearest Airports Window (PFD)
• NRST – Nearest Frequencies Page (ARTCC, FSS, WX)
• WPT – Airport Information Page

• NRST – Nearest Airspaces Page

• NRST – Nearest Airports Page

AUTO-TUNING FROM THE PFD
COM frequencies for the nearest airports can be automatically tuned from the Nearest Airports Window on
the PFD. When the desired frequency is entered, it becomes a standby frequency. Pressing the Frequency
Transfer Key places this frequency into the COM Active Frequency Field.
Auto-tuning a COM frequency for a nearby airport from the PFD:
1) Select the NRST Softkey on the PFD to open the Nearest Airports Window. A list of 25 nearest airport identifiers
and COM frequencies is displayed.
2) Turn the FMS Knob to scroll through the list and highlight the desired COM frequency.
3) Press the ENT Key to load the COM frequency into the COM Standby Tuning Box.
4) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.

Figure 4-8 Nearest Airports Window (PFD)

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Select the NRST
Softkey to Open
the Nearest
Airports Window

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AUDIO PANEL AND CNS
AUTO-TUNING FROM THE MFD
Frequencies can be automatically loaded into the COM Frequency Box from pages in the NRST or WPT
page group by highlighting the frequency and pressing the ENT Key (Figures 4-9, 4-10, and 4-11).
Auto-tuning a COM frequency from the WPT and NRST Pages:
1) From any page that the COM frequency can be auto-tuned, activate the cursor by pressing the FMS Knob or
selecting the appropriate softkey.
2) Turn the FMS Knob to place the cursor on the desired COM frequency.
3) Press the ENT Key to load the COM frequency into the standby field of the selected COM radio.
4) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.
Press the ENT Key to
Load a Highlighted
Frequency into
the COM Standby
Frequency Box

Turn the FMS
Knob to Scroll
Through a List
of Frequencies

Figure 4-9 Frequency Auto-Tuning from the MFD

Or:
1) On the Nearest Airports, Frequencies, or Airspaces page, press the MENU Key to display the page menu (Figure
4-10).
2) Turn the large FMS Knob to scroll through the menu options.
3) Press the ENT Key to place the cursor on the desired selection.
4) Scroll through the frequency selections with the FMS Knob.
5) Press the ENT Key to load the COM frequency into the standby field of the selected COM radio.
6) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.

Nearest Airports Menu

Nearest Frequencies Menu

Nearest Airspaces Menu

Figure 4-10 Nearest Pages Menus

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On the WPT - Airport Information Page, the cursor can be placed on the frequency field by pressing the
FMS Knob and scrolling through the list. The frequency is transferred to the COM Standby Field with the
ENT Key.
Press Frequency
Transfer Key to Load
Frequency into COM
Active Tuning Box
Selected Airport
Identifier and
Information

Runway
Information

Press ENT Key to load
frequency into COM
Standby Field. Cursor
then advances to the
next frequency.

Figure 4-11 WPT – Airport Information Page

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Press INFO Softkey for
AIRPORT, RUNWAYS,
and FREQUENCIES
Windows

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AUDIO PANEL AND CNS
COM frequencies can also be auto-tuned from the NRST – Nearest Airspaces, NRST – Nearest Frequencies,
and NRST – Nearest Airports Pages on the MFD in a similar manner using the appropriate softkeys or MENU
Key, the FMS Knob, and the ENT Key.

Figure 4-12 NRST – Nearest Airspaces, NRST – Nearest Airports, and NRST – Nearest Frequencies Pages

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FREQUENCY SPACING
The COM radios can tune either 25-kHz spacing (118.000 to 136.975 MHz) or 8.33-kHz spacing (118.000
to 136.990 MHz) for 760-channel or 3040-channel configuration. When 8.33-kHz channel spacing is selected,
all of the 25-kHz channel spacing frequencies are also available in the complete 3040-channel list. Variable rate
tuning is provided with 8.33-kHz spacing to achieve faster selection of the decimal digits.
COM channel spacing is set on the System Setup Page of the AUX Page Group.

8.33-kHz Channel
Spacing

25-kHz Channel
Spacing

Figure 4-13 COM Channel Spacing

Changing COM frequency channel spacing:
1) Select the AUX – System Setup Page.
2) Press the FMS Knob to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the Channel Spacing Field in the COM Configuration Box.
4) Turn the small FMS Knob to select the desired channel spacing.
5) Press the ENT Key to complete the channel spacing selection.

While the COM CONFIG Box is selected, the softkeys are blank.

Select 8.33-kHz
or 25.0-kHz
COM Frequency
Channel Spacing

Figure 4-14 AUX – System Setup Page

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AUTOMATIC SQUELCH
Automatic Squelch quiets unwanted static noise when no audio signal is received, while still providing good
sensitivity to weak COM signals. To disable Automatic Squelch, press the VOL/SQ Knob. When Automatic
Squelch is disabled, COM audio reception is always on. Continuous static noise is heard over the headsets and
speaker, if selected. Pressing the VOL/SQ Knob again enables Automatic Squelch.
When Automatic Squelch is disabled, a white SQ appears next to the COM frequency.

Squelch
Indication

Press the COM VOL/
SQ Knob to turn off
Automatic Squelch.
Press again to restore
Automatic Squelch.
Figure 4-15 Overriding Automatic Squelch

VOLUME
COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ Knob. Turning the knob
clockwise increases volume, turning the knob counterclockwise decreases volume. When adjusting volume,
the level is displayed in place of the standby frequencies. Volume level indication remains for two seconds after
the change.

COM Volume
Level Remains for
Two Seconds
Figure 4-16 COM Volume Level

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4.3 CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)
NOTE: The CPDLC system requires pilot certification and training.

The GDR 66 VHF Data Link Transceiver (used for data communication only) provides the link from the
G1000 Integrated Avionics System to the Controller Pilot Data Link Communications system (CPDLC). The
CPDLC system provides data link communication between the aircraft and an Air Traffic Control facility.
Communication is normally in the form of text message elements that resemble phraseology used in voice
communications with ATC.
The CPDLC system is intended for use in Europe with the Link 2000+ DLS (Data Link System) and will
communicate with the ATN (Aeronautical Telecommunications Network) only. Eurocontrol is responsible for
the technical coordination of the integration of the airborne and ground based components of the Link 2000+
DLS. Eurocontrol has termed this project the Link 2000+ Programme.
The Link 2000+ DLS is designed to meet the requirements of the European Commission Regulation No.
29/2009, which is commonly referred to as the Data Link System Implementing Rule (DLSIR) or the European
mandate for CPDLC.

CPDLC SESSION OVERVIEW
The Link 2000+ DLS will manage a CPDLC session with an ATC end system. Once a successful logon has
been completed the Link 2000+ DLS will go into a CPDLC waiting state. In this state the Link 2000+ DLS is
waiting for a CPDLC session to be initiated by the ATC end system. When an ATC end system sends a CPDLC
session start command the flight crew will have the ability send CPDLC downlink messages. CPDLC downlink
messages are messages initiated by the flight crew to ATC. CPDLC uplink messages are messages initiated by
ATC to the flight crew.
The ground system manages handoffs between ATC end systems. When the aircraft is nearing the coverage
boundary of the CDA (Current Data Authority) or current facility, the Link 2000+ DLS will be assigned a NDA
(Next Data Authority) or next facility. The NDA is the ATC end system that is waiting to take control of the
aircraft. Upon crossing the boundary between the two ATC end systems, a transfer instruction will be sent to
the Link 2000+ DLS making the NDA the new CDA.
In the event that the CPDLC session is lost and the logon is still active, the Link 2000+ will accept future
CPDLC start commands from ATC.

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CPDLC SYSTEM STATUS
The Link 2000+ DLS will reflect the connection status at all times in the Status Window on the CPDLC
Messages Page. The following is a list of possible system states:
• Router Not Initialized – The Link 2000+ router has not been initialized. This is typical upon power up.
This state should clear after initialization. Persistence of this state would indicate a failure.
• Link Not Available/Waiting for Link – The Link 2000+ DLS has initialized the router but does not have an
air-ground connection.
• Establishing Link – The Link 2000+ DLS has detected a viable ground station and is attempting to establish
an air-ground connection.
• Link Available – The Link 2000+ DLS has established a connection capable of supporting ATN (Aeronautical
Telecommunications Network) traffic. This state indicates that a network logon can be attempted to establish
CPDLC communications.
• Connecting – The Link 2000+ DLS has initiated a network logon with an ATC facility.
• Waiting for CPDLC – The Link 2000+ DLS has successfully completed the network logon procedure.
During this state the Link 2000+ DLS is waiting for an ATC facility to initiate a CPDLC session. This state will
exist during initial connection or if a CPDLC session has been closed and the network logon is still valid.
• Connected – The Link 2000+ DLS has successfully established a CPDLC session with a ground facility.
CPDLC messages can be exchanged in this state.
• Logon Failed – The Link 2000+ DLS was unable to establish a network logon.
• CPDLC Disconnected – The Link 2000+ DLS has disconnected from a CPDLC connection. If the network
logon is still valid, the Link 2000+ DLS will accept another CPDLC session from an ATC facility.

Connection Status

Current ATC Facility
Next ATC Facility

Message Status Icon
Message Status Text

ATC Facility

Figure 4-17 CPDLC Messages

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CPDLC MESSAGE STATUS ICONS
The CPDLC Messages Page contains a combination of status icons and text to indicate the current status of
each message.
Icon

Text

Description

Sent

Message sent to ATC.

Standby

‘Standby’ message response sent to ATC. The exclamation point notifies
the flight crew that an action is needed to close the message.

Send Failed /
Expired

Message failed to send or the message timed out.

Closed

Message sent to ATC and message thread closed.
Table 4-1 Downlink CPDLC Status Icons

Icon

Text
Description
Standby
Unopened ‘Standby’ message response sent by ATC.
(message not opened)
Standby
(message opened)

Opened ‘Standby’ message response sent by ATC.

Need Response
Unopened message that requires a response to ATC.
(message not opened)
Need Response
(message opened)

Opened message that requires a response to ATC.

Expired
Unopened expired message sent by ATC.
(message not opened)
Expired
(message opened)

Opened expired message sent by ATC.

Closed
Unopened message that closed the message thread.
(message not opened)
Closed
(message opened)

Opened message that closed the message thread.
Table 4-2 Uplink CPDLC Status Icons

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CONNECTING TO THE CPDLC SYSTEM
A flight plan must be filed prior to logging on to the CPDLC system. The information entered in the CPDLC
Log-On display must match the filed flight plan. After entering flight plan information in the required fields
and successfully logging on to the system, messages may be sent and received.
The following parameters are used to log on to the system:
• Facility
• Flight ID or Aircraft Registration as filed (populated from the active flight plan)
• Destination Airport (populated from the active flight plan if available)
• Filed Departure Airport
• File Departure Time (Optional)
Performing the system log-on:
1) From the MFD, select the CPDLC Softkey.
2) Select the LOGON Softkey.

LOGON Softkey
Figure 4-18 CPDLC Log-On Softkey

3) Turn the large FMS Knob to place the selection cursor over the Facility field.

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Facility Field
Flight ID Field
Destination Airport Field
Filed Departure Airport Field
Filed Departure Time Field

Send Button

Figure 4-19 CPDLC Log-On Display

4) Turn the small FMS Knob to select the desired ATC facility to which the CPDLC connection will be established.
5) Press the ENT Key to complete the entry.
6) Turn the large FMS Knob to place the selection cursor over the Flight ID field.
7) The Flight ID Field is populated with the Flight ID or Aircraft Registration as filed. Changing this field will also
change the Mode S Flight ID output. To change to Flight ID field, turn the small FMS Knob to enter the Flight
ID or aircraft registration number.
8) Press the ENT Key to complete the entry.
9) Turn the large FMS Knob to place the selection cursor over the Destination Airport field.
10) The Destination Airport field is populated with the destination airport corresponding to the active flight plan if
available. If the flight plan was filed using a different airport identifier, enter the identifier of the destination
airport used in the filed flight plan and press the ENT Key.
11) The Filed Departure Airport field is populated with the airport identifier corresponding to the current aircraft
location. If the flight plan was filed using a different airport identifier, turn the large FMS Knob to place the
selection cursor over the Filed Departure Airport field, enter the departure airport, and press the ENT Key.
12) (Optional) Turn the large FMS Knob to place the selection cursor over the Filed Departure Time field.
13) (Optional) Enter the departure time used in the filed flight plan and press the ENT Key.
14) Turn the large FMS Knob to place the selection cursor over SEND and press the ENT Key. The Status immediately
indicates ‘Connecting’. After successful log-on, the Status indicates ‘Waiting For CPDLC’. Once a CPDLC
session is initiated by ATC, the Status indicates ‘Connected’ and the Current Facility field is populated with the
name of the facility. If a transfer to another facility is needed, the Next Facility field is populated. Pressing the
LOGOFF Softkey terminates the log-on process.

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CREATING A MESSAGE
Once a CPDLC session has been successfully initiated, a message can be created by choosing from a predetermined list of requests, entering the required information, and sending the request.
To create messages:
1) From the MFD, select the CPDLC Softkey.
2) Select the NEW Softkey. The CPDLC Thread Window appears.

NEW Softkey
Figure 4-20 CPDLC New Softkey

3) With the Response/Request field highlighted, turn the small FMS Knob to select the desired request from the
list and press the ENT Key. For discussion purposes, ‘Request [level]’ is selected.

Figure 4-21 CPDLC Request

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4) Highlight the Level field and enter the desired altitude. To toggle between multiple units of measure (FT or FL),
highlight the first numeric position and turn the small FMS Knob counterclockwise.

Figure 4-22 CPDLC Request Parameters

5) Press the ENT Key to complete the entry.
6) (Optional) Highlight the Reason field and enter the desired reason from the list.
7) Press the ENT Key to complete the entry.
8) Highlight the SEND Button and press the ENT Key.

RESPONDING TO AN ATC MESSAGE
Responding to an ATC message consists of choosing from a pre-determined list of responses or
acknowledgements, then sending the response or acknowledgement.
When a CPDLC message is received, an ATC Alert message will appear above the airspeed tape on the PFD.
The Alert message will flash five times and then remain steady. The ATC Alert message will persist as long as
there are unopened messages, or until a response has been provided for any messages requiring a response.
CPDLC Alert

Figure 4-23 CPDLC PFD Alert

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To respond to a message:
1) From the MFD, select the CPDLC Softkey.
2) Turn the large FMS Knob to place the selection cursor over the desired message and press the ENT Key.
3) Turn the small FMS Knob to select the desired Response/Request from the list and press the ENT Key.
4) Highlight the SEND Button and press the ENT Key.

VIEWING AN ATC MESSAGE
Some ATC messages do not require a response, however they do need to be viewed.
To view an ATC message:
1) From the MFD, select the CPDLC Softkey.
2) Turn the large FMS Knob to place the selection cursor over the desired message to view and press the ENT Key.

Figure 4-24 CPDLC Response

VIEWING CPDLC MESSAGE DIALOGS
The status of a string of messages, or dialog, may be checked and past message dialogs from the current flight
may be viewed.
To view message dialogs:
1) From the MFD, select the CPDLC Softkey.
2) Turn the large FMS Knob to place the selection cursor over the desired message to view and press the ENT Key.
3) Press the ENT Key to view the CPDLC Thread.

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DELETING MESSAGE DIALOGS
The system will automatically delete the list of messages when the power is cycled, or when the system
detects a transition from an airborne to a gound state. Individual message dialogs may also be deleted manually.
Message dialogs must be considered closed in order to be deleted.

DELETE Softkey
Delete All (DEL ALL) Softkey
Figure 4-25 Delete Message Dialogs

To delete a single message dialog:
1) From the MFD, select the CPDLC Softkey.
2) Turn the large FMS Knob to place the selection cursor over the desired message to delete.
3) Select the DELETE Softkey. A confirmation window appears.
4) Highlight ‘OK’ and press the ENT Key.

To delete all closed message dialogs:
1) From the MFD, select the CPDLC Softkey.
2) Select the DEL ALL Softkey. A confirmation window appears.

Figure 4-26 Delete All Closed Messages Confirmation Window

3) Highlight ‘OK’ and press the ENT Key.

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DISCONNECTING FROM THE CPDLC SYSTEM
After successfully initiating a CPDLC session, the LOGOFF Softkey becomes available.
To Log-off the CPDLC System:
1) From the MFD, select the CPDLC Softkey.
2) Select the LOGOFF Softkey.

DISABLING DATA MODE
The Link 2000+ will only operate when the GDR 66 is in data mode. There are times when it may be
desirable to disable the VDL (VHF Data Link) connection, such as during testing.
To disable data mode on the GDR 66:
1) From the MFD, select the CPDLC Softkey.
2) Press the Menu Key to display the page menu.
3) Turn the small FMS Knob to highlight ‘Disable Data Mode’ and press the ENT Key.

CPDLC SYSTEM FAILURE
A CAS message and a red “X” over the Status Window on the CPDLC Messages Page indicate that the Link
2000+ DLS is unavailable. The failure or loss of connectivity can result from a power loss, a data path loss, or
improper configuration. Refer to the system messages in the Appendices for additional information describing
the source of the failure.

Figure 4-27 CPDLC Failure

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4.4 NAV OPERATION
NAV RADIO SELECTION AND ACTIVATION
The NAV Frequency Box is composed of four fields; two standby fields and two active fields. The active
frequencies are on the right side and the standby frequencies are on the left.
A NAV radio is selected for navigation by selecting the CDI Softkey located on the PFD. The active NAV
frequency selected for navigation is displayed in green. Selecting the CDI Softkey once selects NAV1 as the
navigation radio. Selecting the CDI Softkey a second time selects NAV2 as the navigation radio. Selecting the
CDI Softkey a third time activates GPS mode. Selecting the CDI Softkey again cycles back to NAV1.
While cycling through the CDI Softkey selections, the NAV Tuning Box and the Frequency Transfer Arrow are
placed in the active NAV Frequency Field and the active NAV frequency color changes to green.
The three navigation modes that can be cycled through are:
• VOR1 (or LOC1) – If NAV1 is selected, a green single line arrow (not shown) labeled either VOR1 or LOC1
is displayed on the HSI and the active NAV1 frequency is displayed in green.
• VOR2 (or LOC2) – If NAV2 is selected, a green double line arrow (shown) labeled either VOR2 or LOC2 is
displayed on the HSI and the active NAV2 frequency is displayed in green.
• GPS – If GPS Mode is selected, a magenta single line arrow (not shown) appears on the HSI and neither NAV
radio is selected. Both active NAV frequencies are then displayed in white.
Standby
Fields

Active
Fields

Tuning Box
The NAV Radio is
Selected by Selecting
the CDI Softkey

Figure 4-28 Selecting a NAV Radio for Navigation

The active NAV frequency displayed in green on the MFD is the same as on PFD1.
See the Flight Instruments Section for selecting the DME and Bearing Information windows and using VOR
as the source for the bearing pointer.

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NAV radios are selected for listening by pressing the corresponding keys on the Audio Panel. Pressing the
NAV1, NAV2, ADF, DME, or AUX Key selects and deselects the navigation radio source. The DME Key selects and
deselects optional DME 1 audio. The AUX Key selects and deselects optional DME 2 audio. Selected audio can
be heard over the headset and the speakers (if selected). All radios can be selected individually or simultaneously.

Figure 4-29 Selecting a NAV Radio Receiver

NAV RECEIVER MANUAL TUNING
The NAV frequency controls and frequency boxes are on the left side of the PFD and MFD. The MFD
frequency controls and displays are linked to the pilot side PFD (PFD1) only.
Manually tuning a NAV frequency:
1) Turn the NAV Knob to tune the desired frequency in the NAV Tuning Box.
2) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.

3) Adjust the volume level with the NAV VOL/ID Knob.
4) Press the NAV VOL/ID Knob to turn the Morse code identifier audio on and off.
Turn VOL/ID Knob to adjust
volume. Press Knob to Turn
Morse Code On or Off.
Press the Frequency Transfer Key to
Transfer NAV Frequencies Between
Active and Standby Frequency Fields
Turn the NAV Knob to
Tune the Frequency in
the Tuning Box

Figure 4-30 NAV Frequency Tuning

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SELECTING THE RADIO TO BE TUNED
Press the small NAV Knob to transfer the frequency tuning box and Frequency Transfer Arrow between the
upper and lower radio frequency fields.

Press the NAV Knob to
Switch the Tuning Box From
One NAV Radio to the Other

Figure 4-31 Switching NAV Tuning Boxes

VOR/LOC ID
When the Morse code Identifier audio is on for a NAV radio, a white ID appears to the left of the active
NAV frequency.
In the example shown, in order to listen to either station identifier, press the NAV1 or NAV2 Key on the
Audio Panel. Pressing the VOL/ID Knob turns off the Morse code audio only in the radio with the NAV
Tuning Box. To turn off both NAV IDs, transfer the NAV Tuning Box between NAV1 and NAV2 by pressing
the small NAV Knob and pressing the VOL/ID Knob again to turn the Morse code off in the other radio.

The Morse Code
Identifiers for the GHM
and BNA VORs are On

Station
Identifier
Figure 4-32 NAV Radio ID Indication

VOLUME
NAV Radio volume level can be adjusted from 0 to 100% using the VOL/ID Knob. Turning the knob
clockwise increases volume, counterclockwise decreases volume.
When adjusting, the level is displayed in place of the standby frequencies. Volume level indication remains
for two seconds after the change.

NAV Volume
Level Remains
for Two Seconds
Figure 4-33 NAV Volume Levels

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AUTO-TUNING A NAV FREQUENCY FROM THE MFD
NAV frequencies can be selected and loaded from the following MFD pages:
• WPT – Airport Information
• NRST – Nearest VOR
• WPT – VOR Information

• NRST – Nearest Frequencies (FSS, WX)

• NRST – Nearest Airports

• NRST – Nearest Airspaces

The MFD provides auto-tuning of NAV frequencies from waypoint and nearest pages. During enroute
navigation, the NAV frequency is entered automatically into the NAV standby frequency field. During approach
activation the NAV frequency is entered automatically into the NAV active frequency field.
Frequencies can be automatically loaded into the NAV Frequency Box from pages in the NRST or WPT page
group by highlighting the frequency and pressing the ENT Key.
Auto-tuning a NAV frequency from the WPT and NRST Pages:
1) From any page that the NAV frequency can be auto-tuned, activate the cursor by pressing the FMS Knob or
selecting the appropriate softkey.
2) Turn the FMS Knob to place the cursor on the desired NAV identifier or NAV frequency.
3) On the Nearest VOR, Nearest Airspaces, and Nearest Airports pages, select the FREQ Softkey to place the cursor
on the NAV frequency.
4) Press the ENT Key to load the NAV frequency into the standby field of the selected NAV radio.
5) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.

Turn the FMS
Knob to Scroll
Through a List
of Frequencies

Press the ENT
Key to Load
a Highlighted
Frequency into
the NAV Standby
Frequency Box

Figure 4-34 NAV Frequency Auto-Tuning from the MFD

Or:
1) When on the NRST pages, press the MENU Key to display the page menu.
2) Turn the large FMS Knob to scroll through the menu options.
3) Press the ENT Key to place the cursor in the desired window.
4) Scroll through the frequency selections with the FMS Knob.
5) Press the ENT Key to load the NAV frequency into the standby field of the selected NAV radio.
6) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.

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Nearest Airports Menu

Nearest VOR Menu

Nearest Frequencies Menu

Nearest Airspaces Menu

Figure 4-35 Nearest Pages Menus

In the example shown, the VOR list is selected with the VOR Softkey or from the page menu. The FMS Knob
or ENT Key is used to scroll through the list. The cursor is placed on the frequency with the FREQ Softkey and
loaded into the NAV Tuning Box with the ENT Key.

Press the ENT
Key to Load
the Frequency
into the NAV
Standby Field.
Select the VOR Softkey
to Place the Cursor on
the VOR Identifier

Select the FREQ Softkey
to Place the Cursor on
the VOR Frequency

Figure 4-36 Loading the NAV Frequency from the NRST – Nearest VOR Page

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While enroute, NAV frequencies can also be auto-tuned from the NRST
–
Nearest Airports,
WPT – Airport Information, WPT – VOR Information, and NRST – Nearest Frequencies Pages on the MFD in
a similar manner using the appropriate softkeys or MENU Key, the FMS Knob, and the ENT Key.

Figure 4-37 NRST – Nearest Frequencies, WPT – VOR Information, WPT – Airport Information, and
NRST – Nearest Airports Pages

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AUTO-TUNING NAV FREQUENCIES ON APPROACH ACTIVATION
NOTE: The primary NAV frequency is auto-tuned upon loading a VOR or ILS/Localizer approach.
NOTE: When an ILS/LOC approach has been activated in GPS Mode, the system switches to NAV Mode as

the final approach course is intercepted (within 15 nm of the FAF). See the Flight Management Section for
details.
NAV frequencies are automatically loaded into the NAV Frequency Box on approach activation.
When loading or activating a VOR or ILS/LOC approach, the approach frequency is automatically transferred
to a NAV frequency field as follows:
• If the current CDI navigation source is GPS, the approach frequency is transferred to the NAV1 or NAV2
active frequency fields. The frequency that was previously in the NAV1 or NAV2 active frequency fields are
transferred to standby.
• If the current CDI navigation source is GPS, and if the approach frequency is already loaded into the NAV1
or NAV2 standby frequency field, the standby frequency is transferred to active.
• If the current CDI navigation source is NAV1 or NAV2, the approach frequency is transferred to the standby
frequency fields of the selected CDI NAV radio.

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MARKER BEACON RECEIVER
NOTE: The marker beacon indicators operate independently of marker beacon audio and cannot be turned

off.
The marker beacon receiver is used as part of the ILS. The marker beacon receiver is always on and detects
any marker beacon signals within the reception range of the aircraft.
The receiver detects the three marker tones – outer, middle, and inner – and provides the marker beacon
annunciations located to the left of the Altimeter on the PFD.
Outer Marker
Indication

Middle Marker
Indication

Inner Marker
Indication

Figure 4-38 Marker Beacon Annunciations on the PFD

Figure 4-39 Marker Beacon Keys

The Audio Panels provide three different states of marker beacon operation; On, Muted, and Deselected.
Pressing the MKR/MUTE Key selects and deselects marker beacon audio. The key annunciator indicates when
marker beacon audio is selected.
During marker beacon audio reception, pressing the MKR/MUTE Key mutes the audio but does not affect the
marker annunciations (Figure 4-38). The marker tone is silenced, then waits for the next marker tone. The
MKR/MUTE Key Annunciator is illuminated, indicating audio muting. The audio returns when the next marker
beacon signal is received. If the MKR/MUTE Key is pressed during signal reception (O, M, I indication) while
marker beacon audio is muted, the audio is deselected and the MKR/MUTE Key Annunciator is extinguished.
Pressing the HI SENS Key switches between high and low marker beacon receiver sensitivity. The HI SENS
function (annunciator illuminated) is used to provide an earlier indication when nearing a marker during an
approach. The LO SENS function (annunciator extinguished) results in a narrower marker dwell while over a
station.

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ADF/DME TUNING
NOTE: When another auxiliary window is turned on, the ADF/DME Tuning Window is replaced on the PFD.

See the Flight Instruments Section for displaying the DME and bearing information windows (ADF) and
using the ADF as the source for the bearing pointer.
The system tunes the optional ADF receiver and DME transceiver. The ADF is tuned by entering the frequency
in the ADF standby frequency field of the ADF/DME Tuning Window. (The softkey may be labeled ADF/DME
or DME, depending on installed equipment.)
The UHF DME frequency is tuned by pairing with a VHF NAV frequency. DME frequency pairing is automatic
and only the VHF NAV frequency is shown.
The following ADF/DME information is displayed in the ADF/DME Tuning Window:
• Active and standby ADF frequencies
• ADF receiver mode
• DME tuning mode (DME transceiver pairing)
When the ADF/DME Tuning Window is displayed, the selection cursor is placed over the standby ADF
frequency field.
Turning the large FMS Knob moves the selection cursor through the various fields (standby ADF frequency,
ADF receiver mode, and DME tuning mode). Pressing the FMS Knob activates/deactivates the selection cursor
in the ADF/DME Tuning Window. The ADF frequency is entered using the FMS Knob and the ENT Key.
Active ADF Frequency

Standby ADF Frequency

ADF
Mode

DME
Tuning
Mode
Figure 4-40 ADF/DME Tuning Window

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ADF TUNING
ADF frequencies in the 190.0-kHz to 1799.5-kHz range are entered in the standby ADF frequency field of
the ADF/DME Tuning Window. The system does not tune the ADF emergency frequency, 2182.0‑kHz.
Tuning an ADF frequency:
1) Select the ADF/DME Softkey to display the ADF/DME Tuning Window.
2) Turn the large FMS Knob to place the selection cursor over the standby ADF frequency field.
3) Turn the small FMS Knob to begin data entry and change each digit.
4) Turn the large FMS Knob to move the cursor to the next digit position.
5) Press the ENT Key to complete data entry for the standby frequency.
Press the
ENT Key to
Complete ADF
Frequency Entry

Turn the Small
FMS Knob to
Enter Data in
the Standby ADF
Frequency Field

Turn the Large
FMS Knob
to Move the
Cursor to the
Next Character

Figure 4-41 Entering ADF Standby Frequencies

Pressing the CLR Key before completing frequency entry cancels the frequency change and reverts back to
the previously entered frequency.
Pressing the CLR Key when the cursor is flashing, clears the frequency and replaces the standby field with
‘0000.0’.
Transferring the active and standby ADF frequencies:
1) Turn the large FMS Knob to place the selection cursor over the standby ADF frequency field.
2) Press the ENT Key to complete the frequency transfer.
Press the ENT
Key to Transfer
the ADF
Frequencies

Figure 4-42 Transferring ADF Frequencies

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SELECTING ADF RECEIVER MODE
The following modes can be selected: (In all modes NDB audio can be heard by selecting the ADF Key on
the Audio Panel.)
• ANT (Antenna) – The ADF bearing pointer parks on the HSI at 90 degrees. Best mode for listening to NDB
audio.
• ADF (Automatic Direction Finder) – The ADF pointer points to the relative bearing of the NDB station.
• ADF/BFO (ADF/Beat Frequency Oscillator) – The ADF pointer points to the relative bearing of the NDB
station and an audible tone confirms signal reception. This mode allows identification of the interrupted
carrier beacon stations used in various parts of the world.
• ANT/BFO (Antenna/Beat Frequency Oscillator) – The ADF bearing pointer parks on the HSI at 90 degrees
while an audible tone is provided when a signal is received. This mode also allows identification of the
interrupted carrier beacon stations and confirms signal reception.
Selecting an ADF receiver mode:
1) Turn the large FMS Knob to place the selection cursor over the ADF mode field.
2) Turn the small FMS Knob to select the desired ADF receiver mode.
Turn the Small
FMS Knob
to Select the
Mode

Figure 4-43 Selecting ADF Receiver Mode

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DME TUNING
NOTE: When turning on the system for use, the system remembers the last frequency used for DME tuning

and the NAV1, NAV2, or HOLD state prior to shutdown.
The DME transceiver is tuned by selecting NAV1, NAV2, or HOLD in the ADF/DME Tuning Window.

DME
Modes
Figure 4-44 DME Tuning Window

The following DME transceiver pairings can be selected:
• NAV1 – Pairs the DME frequency from the selected NAV1 frequency.
• NAV2 – Pairs the DME frequency from the selected NAV2 frequency.
• HOLD – When in the HOLD position, the DME frequency remains paired with the last selected NAV
frequency.
Selecting DME transceiver pairing:
1) Select the ADF/DME Softkey to display the ADF/DME Tuning Window.
2) Turn the small FMS Knob to select the DME tuning mode.
3) Press the ENT Key to complete the selection.

Pressing the CLR Key or FMS Knob while in the process of DME pairing cancels the data entry and reverts
back to the previously selected DME tuning state. Pressing the FMS Knob activates/deactivates the cursor in
the ADF/DME Tuning Window.

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4.5 MODE S TRANSPONDER
The Mode S Transponders provide Mode A, Mode C, and Mode S interrogation and reply capabilities. Diversity
incorporates antennas mounted on the top and bottom of the aircraft for dependable operation while maneuvering.
Selective addressing or Mode Select (Mode S) capability includes the following features:
• Level-2 reply data link capability (used to exchange information between aircraft and ATC facilities)
• Surveillance identifier capability
• Flight ID (Flight Identification) reporting – The Mode S Transponder reports aircraft identification as either the
aircraft registration or a unique Flight ID.
• Altitude reporting
• Airborne status determination
• Transponder capability reporting
• Mode S Enhanced Surveillance (EHS) requirements
• Mode S Elementary Surveillance (ELS) requirements
• Acquisition squitter – Acquisition squitter, or short squitter, is the transponder 24-bit identification address.
The transmission is sent periodically, regardless of the presence of interrogations. The purpose of acquisition
squitter is to enable Mode S ground stations and aircraft equipped with a traffic avoidance system to recognize
the presence of Mode S-equipped aircraft for selective interrogation.
• Extended squitter (Optional) – If equipped with an extended squitter, the extended squitter is transmitted
periodically and contains information such as altitude (barometric and GPS), GPS position, and aircraft
identification. The purpose of extended squitter is to provide aircraft position and identification to ADS-B
Ground-Based Transceivers (GBTs) and other aircraft.
The Hazard Avoidance Section provides more details on traffic avoidance systems.

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GTX 33/33D TRANSPONDER CONTROLS
Transponder function is displayed on three levels of softkeys on the PFD: Top-level, Mode Selection, and
Code Selection. When the top-level XPDR Softkey is selected, the Mode Selection softkeys appear: XPDR1,
XPDR2, STBY, ON, ALT, GND, VFR, CODE, IDENT, BACK.
When the CODE Softkey is selected, the number softkeys appear: 0, 1, 2, 3, 4, 5, 6, 7, IDENT, BKSP,
BACK. The digits 8 and 9 are not used for code entry. Selecting the numbered softkeys in sequence enters
the transponder code. If an error is made, selecting the BKSP Softkey moves the code selection cursor to the
previous digit. Selecting the BKSP Softkey again moves the cursor to the next previous digit.
Selecting the BACK Softkey during code selection reverts to the Mode Selection Softkeys. Selecting the BACK
Softkey during mode selection reverts to the top-level softkeys.
The code can also be entered with the FMS Knob on either PFD. Code entry must be completed with either
the softkeys or the FMS Knob, but not a combination of both.
Selecting the IDENT Softkey while in Mode or Code Selection initiates the ident function and reverts to the
top-level softkeys.
After 45 seconds of transponder control inactivity, the system reverts back to the top-level softkeys.

XPDR1

XPDR2

STBY

ALT

GND

VFR

XPDR

IDENT

CODE

IDENT

BACK

MSG

Selecting the BACK Softkey
returns to the top-level softkeys.

IDENT

BKSP

BACK

MSG

Selecting the BACK Softkey returns to the mode selection softkeys.

Figure 4-45 Transponder Softkeys (PFD)

Selecting and activating Transponder 1 or Transponder 2:
1) Select the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Select the XPDR1 or XPDR2 Softkey to select and activate the other transponder.

When turning on the system for use, the system defaults to the transponder active prior to shutdown. When
switching between Transponder 1 and Transponder 2, the code and mode remain the same. If a new code is
entered in the active transponder, switching transponders does not bring back the previous code.

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GTX 33/33D TRANSPONDER MODE SELECTION
Mode selection can be automatic (Ground and Altitude Modes) or manual (Standby, On, and Altitude Modes).
The STBY, ON, ALT, and GND Softkeys can be accessed by selecting the XPDR Softkey.
Selecting a transponder mode:
1) Select the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Select the desired softkey to activate the transponder mode.

STANDBY MODE (MANUAL)
NOTE: In Standby Mode, the IDENT function is inhibited.

Standby Mode can be selected at any time by pressing the STBY Softkey. In Standby, the transponder
is powered and new codes can be entered, but no replies or squitters are transmitted.. When Standby is
selected, a white STBY indication and transponder code appear in the mode field of the Transponder Data
Box. In all other modes, these fields appear in green.
STBY Mode (White
Code Number and
Mode)

Figure 4-46 Standby Mode

ON MODE (MANUAL)
ON Mode can be selected at any time by pressing the ON Softkey. ON Mode generates Mode A and Mode S
replies as well as transmission of acquisition and extended squitters, including ADS-B out (if equipped).
Mode C altitude reporting is inhibited. In ON Mode, a green ON indication and transponder code appear in
the mode field of the Transponder Data Box.
ON Mode
(No Altitude
Reporting)

Figure 4-47 ON Mode

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ALTITUDE MODE (AUTOMATIC OR MANUAL)
Altitude Mode is automatically selected when the aircraft becomes airborne. Altitude Mode may also be
selected manually by pressing the ALT Softkey. Altitude Mode generates Mode A, Mode C, and Mode S replies
as well as transmissions of acquisition and extended squitters including ADS-B out (if equipped).
If Altitude Mode is selected, a green ALT indication and transponder code appear in the mode field of the
Transponder Data Box, and all transponder replies requesting altitude information are provided with pressure
altitude information.
ALT Mode
(Mode C Altitude
Reporting)

Figure 4-48 Altitude Mode

GROUND MODE
Ground Mode is normally selected automatically when the aircraft is on the ground. The transponder
powers up in the last mode it was in when shut down. Ground Mode can be overridden by selecting any
one of the Mode Selection Softkeys. A green GND indication and transponder code appear in the mode field
of the Transponder Data Box. Ground Mode generates Mode S replies to discrete interrogations as well as
transmission of acquisition squitter and extended squitter, including ADS-B out (if equipped). Mode A, Mode
C, and Mode S all-call replies are inhibited.
When Standby Mode has been selected on the ground, the transponder can be returned to Ground Mode
by selecting the GND Softkey.
GND
Mode

Figure 4-49 Ground Mode

REPLY STATUS
When the transponder sends replies to interrogations, a white R indication appears momentarily in the
reply status field of the Transponder Data Box.
Reply to
Interrogation

Figure 4-50 Reply Indication

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TCAS II TRANSPONDER CONTROLS (OPTIONAL)
Transponder function is displayed on three levels of softkeys on the PFD: Top-level, Transponder/Traffic
Selection, and Mode Selection or Code Entry. When the top-level XPDR/TFC Softkey is selected, the Function
Select softkeys appear: XPDR1, XPDR2 (if TCAS XPDR2 option is loaded), MODE, TCAS, CODE, IDENT,
BACK.
When the MODE Softkey is selected, the Mode Selection softkeys appear: STBY, ON, ALT, TA ONLY, TA/
RA, BACK.
When the CODE Softkey is selected, the number softkeys appear: 0, 1, 2, 3, 4, 5, 6, 7, IDENT, BKSP,
BACK. The digits 8 and 9 are not used for code entry. Selecting the numbered softkeys in sequence enters
the transponder code. If an error is made, selecting the BKSP Softkey moves the code selection cursor to the
previous digit. Selecting the BKSP Softkey again moves the cursor to the next previous digit.
Selecting the BACK Softkey returns to the previous level softkeys.
The code can also be entered with the FMS Knob on either PFD. Code entry must be completed with either
the softkeys or the FMS Knob, but not a combination of both.
Selecting the IDENT Softkey while in Code Selection initiates the ident function and reverts to the top-level
softkeys.
After 45 seconds of transponder control inactivity, the system reverts back to the top-level softkeys.

XPDR1

XPDR2

MODE

TCAS

XPDR/TFC

IDENT

CODE

IDENT

BACK

MSG

Selecting the BACK Softkey
returns to the top-level softkeys.
0

IDENT

BKSP

BACK

MSG

Selecting the BACK Softkey
returns to the previous level softkeys.
STBY

ALT

TA ONLY

TA/RA

BACK

MSG

Selecting the BACK Softkey
returns to the previous level softkeys.

Figure 4-51 Transponder Softkeys (with TCAS II option)

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TCAS II TRANSPONDER MODE SELECTION (OPTIONAL)
Mode selection can be automatic (Altitude Mode) or manual (Standby, On, and Altitude Modes). The STBY,
ON, ALT, TA ONLY, and TA/RA Softkeys can be accessed by selecting the XPDR/TFC Softkey, then the MODE
Softkey.
Selecting a transponder mode:
1) Select the XPDR/TFC Softkey.
2) Select the MODE Softkey to display the Transponder Mode Selection Softkeys.
3) Select the desired softkey to activate the transponder mode (STBY, ON, or ALT).

Selecting a TCAS II mode:
1) Select the XPDR/TFC Softkey.
2) Select the MODE Softkey to display the TCAS II Mode Selection Softkeys.
3) Select the desired softkey to activate the TCAS II mode (TA ONLY or TA/RA).

STANDBY MODE (MANUAL)
NOTE: In Standby Mode, the IDENT function is inhibited. TCAS II is switched to Standby Mode, because the

transponder is not capable of supporting TCAS II operation in Standby Mode.
Standby Mode can be selected at any time by selecting the STBY Softkey. In Standby, the transponder does
not reply to interrogations, but new codes can be entered. When Standby is selected, a white STBY indication
and transponder code appear in the mode field of the Transponder Data Box. In all other modes, these fields
appear in green.
STBY Mode (White
Code Number and
Mode)

Figure 4-52 Standby Mode

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ON MODE (MANUAL)
NOTE: TCAS II is switched to Standby Mode, because the transponder is not capable of supporting TCAS II

operation in On Mode.
ON Mode can be selected at any time by selecting the ON Softkey. ON Mode generates Mode A replies,
but Mode C altitude reporting is inhibited. Acquisition squitter and replies to discretely addressed Mode S
interrogations are also permitted. In ON Mode, a green ON indication and transponder code appear in the
mode field of the Transponder Data Box.
ON Mode
(No Altitude
Reporting)

Figure 4-53 ON Mode

ALTITUDE MODE (AUTOMATIC OR MANUAL)
NOTE: TCAS II is switched to Standby Mode when the altitude mode is manually selected using the ALT

Softkey.
Altitude Mode is automatically selected when the aircraft becomes airborne. Altitude Mode may also be
selected manually by selecting the ALT Softkey. ALT Mode generates Mode A and Mode C replies. Acquisition
squitter and replies to discretely addressed Mode S interrogations are also permitted.
If Altitude Mode is selected, a green ALT indication and transponder code appear in the mode field of the
Transponder Data Box, and all transponder replies requesting altitude information are provided with pressure
altitude information.
ALT C Altitude
Reporting)

Figure 4-54 Altitude Mode

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ENTERING A TRANSPONDER CODE
Entering a transponder code with softkeys:
1) Select the XPDR Softkey (or XPDR/TFC Softkey with optional TCAS II) to display the CODE Softkey.
2) Select the CODE Softkey to display the Transponder Code Selection Softkeys, for digit entry.
3) Select the digit softkeys to enter the code in the code field. When entering the code, the next softkey in sequence
must be selected within 10 seconds, or the entry is cancelled and restored to the previous code. Selecting the
BKSP Softkey moves the code selection cursor to the previous digit. Five seconds after the fourth digit has been
entered, the transponder code becomes active.
Entering
a Code

Figure 4-55 Entering a Code

Entering a transponder code with the PFD FMS Knob:
1) Select the XPDR Softkey (or XPDR/TFC Softkey with optional TCAS II) to display the CODE Softkey.
2) Select the CODE Softkey.
3) Turn the small FMS Knob on the PFD to enter the first two code digits.
4) Turn the large FMS Knob to move the cursor to the next code field.
5) Enter the last two code digits with the small FMS Knob.
6) Press the ENT Key to complete code digit entry.

Pressing the CLR Key or small FMS Knob before code entry is complete cancels code entry and restores the
previous code. Waiting for 10 seconds after code entry is finished activates the code automatically.

Turn the Small
FMS Knob to
Enter Two Code
Digits at a Time

Press the
ENT Key to
Complete
Code Entry
Turn the Large
FMS Knob
to Move the
Cursor to the
Next Code Field

Figure 4-56 Entering a Code with the FMS Knob

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VFR CODE
The VFR code can be entered either manually or by selecting the XPDR Softkey, then the VFR Softkey.
When the VFR Softkey is selected, the pre-programmed VFR code is automatically displayed in the code field
of the Transponder Data Box. Selecting the VFR Softkey again restores the previous identification code.
The pre-programmed VFR Code is set at the factory to 1200. If a VFR code change is required, contact a
Garmin-authorized service center for configuration.
VFR Code

Figure 4-57 VFR Code

IDENT FUNCTION
NOTE: In Standby Mode, the IDENT Softkey is inoperative.

Selecting the IDENT Softkey sends a distinct identity indication to Air Traffic Control (ATC). The indication
distinguishes the identing transponder from all the others on the air traffic controller’s screen. The IDENT
Softkey appears on all levels of transponder softkeys. When the IDENT Softkey is selected, a green IDNT
indication is displayed in the mode field of the Transponder Data Box for a duration of 18 seconds.
After the IDENT Softkey is selected while in Mode or Code Selection, the system reverts to the top-level
softkeys.
IDNT
Indication
Select the
IDENT Softkey
to Initiate the
ID Function
Figure 4-58 IDENT Softkey and Indication

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FLIGHT ID REPORTING
NOTE: If the Flight ID is required but the system is not configured for it, contact a Garmin-authorized service

center for configuration.
When the Flight ID must be entered before flight operation, the identifier is placed in the Timer/References
Window on the PFD. The Flight ID can be up to eight characters. No space is needed when entering Flight
ID. When a Flight ID contains a space, the system automatically removes it upon completion of Flight ID entry.
The Flight ID is also displayed on the System - Status Page.
Entering a Flight ID:
1) Select the TMR/REF Softkey to display the Timer/References Window.
2) Press the FMS Knob to activate the selection cursor, if not already activated.
3) Turn the large FMS Knob to scroll down to the Flight ID.
4) Turn the small FMS Knob to enter the desired Flight ID.
5) Press the ENT Key to complete Flight ID entry. The word “updating” appears until the new entry is completed.

If an error is made during Flight ID entry, pressing the CLR Key returns to the original Flight ID entry. While
entering a Flight ID, turning the FMS Knob counterclockwise moves the cursor back one space for each detent
of rotation. If an incorrect Flight ID is discovered after the unit begins operation, reenter the correct Flight ID
using the same procedure.

Flight ID
PFD Entry
Figure 4-59 Timer/References Window, Entering Flight ID

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4.6 ADDITIONAL AUDIO PANEL FUNCTIONS
POWER-UP
The Audio Panels perform a self-test during power-up. During the self-test all Audio Panel annunciator lights
illuminate for approximately two seconds. Once the self-test is completed, most of the settings are restored to
those in use before the unit was last turned off. The exceptions are the speaker and intercom, which are always
selected during power up.

MONO/STEREO HEADSETS
Stereo or mono headsets are recommended for use in the cockpit of the aircraft.
Using a monaural headset in the jack panel of the cockpit shorts the right headset channel output to ground.
While this does not damage the Audio Panel, a pilot listening on a monaural headset hears only the left channel
in both ears.

SPEAKER
Each Audio Panel controls a separate cabin speaker. Pressing the SPKR Key selects and deselects the on-side
speaker unless oxygen masks are in use. While using oxygen masks, the cross-side cabin speaker is always on,
pilot audio is always heard on the speaker, and the SPKR Key can not be disabled (the speaker remains on) on
the side in which the oxygen mask is in use.
All of the radios can be heard over the cabin speakers. Speaker audio is muted when the PTT is pressed.
The “Stall” aural warning is always heard on both speakers, since the SPWS automatically activate the pilot and
copilot speakers (if they are not already turned on) in the event of Stall Warning activation..

Figure 4-60 Music and Speaker Keys

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INTERCOM
Pressing the INTR COM Key on either Audio Panel selects and deselects the intercom on both Audio Panels.
The annunciator is lit when the intercom is active. The intercom connects the pilot and copilot together. Either
the pilot or copilot may select or deselect the intercom.
The CABIN Key initiates two way communication between the pilot or copilot and the passengers in the
cabin. The annunciator is lit when the cabin intercom is active on either Audio Panel.
When the flight crew wants to communicate with the passengers, the pilot or copilot presses the CABIN
Key to signal that communication is desired. The cabin signal must be acknowledged to begin intercom
conversation.
When the passengers want to communicate with the pilot/copilot, they press the “COCKPIT CALL” switch
at their seat in the cabin. The CABIN annunciator flashes on both Audio Panels to signal the pilot and copilot
that cabin communication is desired. The cockpit call signal must be acknowledged by pressing the CABIN
Key to begin intercom conversation.
The MAN SQ Key allows either automatic or manual control of the intercom squelch setting. Pressing the
MAN SQ Key enables manual squelch control, indicated by the MAN SQ annunciator.
• When the MAN SQ Annunciator is extinguished (Automatic Squelch is on), the ICS Knob controls only the
volume (pressing the ICS Knob has no effect on the VOL/SQ selection).
• When the MAN SQ Annunciator is illuminated (Manual Squelch), the ICS Knob controls either volume or
squelch (selected by pressing the ICS Knob and indicated by the VOL or SQ annunciation).
Manual Squelch
Annunciator; Off
for Automatic
Squelch, On for
Manual Squelch

Cabin Annunciator; On for
Cabin Intercom, Flashes for
Cabin to Flight Deck Hail
Selects and Deselects
Cabin Intercom

Pilot/Copilot
ICS
Press to switch
between VOL and SQ.
Turn to adjust Squelch
when SQ Annunciation
is lit, Volume when
VOL Annunciation is lit.

Master Volume
Control for Pilot
Side or Copilot
Side

Volume Annunciation

Squelch Annunciation
Figure 4-61 Intercom Controls

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PASSENGER ADDRESS (PA) SYSTEM
A passenger address system is provided by pressing the PA Key to deliver messages to the headsets of the
passengers (if installed). The message is heard by the other pilot on the headset only if the PA Key is enabled
on both audio panels. PA messages are one way from the flight deck to the passengers.
A Push-to-talk (PTT) must be pressed to deliver PA announcements to the passengers over their
headphones.
When PA is selected on the Audio Panel, the annunciator flashes about once per second while pressing the
PTT, the COM MIC annunciator is no longer lit, and the active COM frequency for that Audio Panel changes to
white, indicating that there is no COM selected.

PA Key is Selected on
the Audio Panel

Figure 4-62 PA Key Selected for Cabin Announcements

SIMULTANEOUS COM OPERATION
NOTE: While a COM radio is transmitting during simultaneous COM operation, the signal received on the

other COM radio is attenuated, which can result in temporary loss of audio reception from that radio.
Both the pilot and the copilot can transmit and receive simultaneously over separate COM radios. The
selected COM MIC Annunciator flashes when either pilot’s microphone PTT is pressed.
If both pilots select the same COM radio, the pilot has priority on COM1 and the copilot has priority on
COM2.

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CLEARANCE RECORDER AND PLAYER
NOTE: Pressing the play key on the pilot’s Audio Panel plays recorded audio to the Pilot. Pressing the play

key on the Copilot’s Audio Panel plays recorded audio to the Copilot.
The Audio Panel contains a digital clearance recorder that continually records up to 2.5 minutes of the
selected COM radio signal. Recorded COM audio is stored in separate memory blocks. Once 2.5 minutes of
recording time have been reached, the recorder begins recording over the stored memory blocks, starting from
the oldest block.
The PLAY Key controls the play function. The PLAY annunciator remains lit to indicate when play is in
progress. The PLAY annunciator turns off after playback is finished.
Pressing the PLAY Key once plays the latest recorded memory block and then returns to normal operation.
Pressing the PLAY Key again during play of a memory block stops play. If a COM input signal is detected
during play of a recorded memory block, play is halted.
Pressing the PLAY Key twice within one-half second while audio is playing plays the previous block of
recorded audio. Each subsequent two presses of the PLAY Key within one-half second backtracks through the
recorded memory blocks to reach and play any recorded block.
Powering off the unit automatically clears all recorded blocks.
PLAY Key
Controls the
Play Function
Figure 4-63 Play Key

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ENTERTAINMENT INPUTS
NOTE: MUSIC 1 and MUSIC 2 inputs cannot be completely turned off. Audio level for MUSIC 1 and MUSIC 2

can be adjusted by a Garmin-authorized service center.
The Audio Panel provides two stereo auxiliary entertainment inputs: MUSIC 1 and MUSIC 2. These inputs
are compatible with popular portable entertainment devices such as MP3 and CD players. Two 3.5-mm
stereo phone jacks are installed in convenient locations for audio connection. The headphone outputs of the
entertainment devices are plugged into the MUSIC 1 or MUSIC 2 jacks. The availability of the Entertainment
Inputs is as shown in the following table.
Pilot Music In (Music 1)
OFF*
OFF
ON
ON

Copilot Music In (Music 2)
OFF
ON**
OFF
ON

Crew
GDL 69A (XM Radio)
Copilot Music In
Pilot Music In
Pilot Music In

Passengers
GDL 69A (XM Radio)
Copilot Music In
GDL 69A (XM Radio)
Copilot Music In

* OFF means no audio source is plugged into the respective Audio Jack Panel.
**ON means an audio source (e.g. MP3 player) is plugged into the respective Audio Jack Panel.

MUSIC 1
MUSIC 1 can be heard by the pilot and copilot when the MUSIC Key is selected.

MUSIC 1 Muting
MUSIC 1 muting occurs when aircraft radio, aural warning alerts, or marker beacon activity is heard.
MUSIC 1 is always soft muted when an interruption occurs from an aircraft radio. Soft muting is the
gradual return of MUSIC 1 to its original volume level. The time required for MUSIC 1 volume to return
to normal is between one-half and four seconds.

MUSIC 2
MUSIC 2 can be heard only by the passengers.
announcements.

MUSIC 2 is by default muted only during PA

XM RADIO ENTERTAINMENT
XM Radio audio from the Data Link Receiver may be heard by the pilot and passengers simultaneously
(optional: requires subscription to XM Radio Service). Refer to the Additional Features Section for more
details on the Data Link Receiver.
Connecting a stereo input to either MUSIC 1 or MUSIC 2 jacks removes the XM Radio Audio from that
input.

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4.7 AUDIO PANELS PREFLIGHT PROCEDURE
NOTE: If the pilot and/or copilot are using headsets that have a high/low switch or volume control knob,

verify that the switch is in the high position and the volume control on the headsets are at maximum volume
setting. On single‑pilot flights, verify that all other headsets are not connected to avoid excess noise in the
audio system.
NOTE: Adjusting the PILOT volume control affects ICS audio that is heard in the headset for the flight crew

member that is performing the adjustment. Keep in mind that the intercom volumes on the Audio Panels
are independent of one another, but the radio volumes are not.
NOTE: When the MAN SQ Key is pressed, the ICS squelch can be set manually by the pilot and copilot. If

manual squelch is set to minimum (SQ annunciated and the knobs turned counterclockwise), background
noise is heard in the ICS system as well as during COM transmissions.
After powering up the system, the following steps aid in maximizing the use of the Audio Panels as well as
prevent pilot and copilot induced issues. These preflight procedures should be performed each time a pilot
boards the aircraft to insure awareness of all audio levels in the Audio Panel and radios.
Automatic/Manual
Squelch

Pilot/Copilot
ICS

Cabin ICS

Master Volume
Control

ICS Volume and
Squelch Control
Volume Annunciation

Squelch Annunciation

Reversionary Mode
for PFD1 and MFD

Reversionary Mode
for PFD2 and MFD

Pilot Side

Copilot Side
Figure 4-64 Audio Panel Controls

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Independent radio volume adjustments made using the MFD/PFD controls affect only the audio output for each
radio selected for adjustment. Radio volume adjustment affects both crew positions equally for each radio that
is adjusted. Turning the master volume control located on either Audio Panel affects only the audio heard in the
corresponding crew position headset. Thus, radio volume adjustments may be overridden by each crew position
independently using the master volume control on the Audio Panel for the respective crew position. The master
volume control for each Audio Panel affects all other system audio output for the pilot or copilot headset.
Setting the Audio Panel volume levels during preflight:
1) Verify the INTR COM Key is selected.
2) Verify manual squelch is set to minimum.
3) Turn the MSTR Knob (Master Volume Control) on both Audio Panels clockwise two full turns. This sets the
headset audio level to max volume (least amount of attenuation).
4) Adjust radio volume levels (COM, NAV, etc.) to a suitable level.
5) Adjust the ICS volume Knob on each Audio Panel to the desired intercom level.
6) Reset squelch to automatic, or adjust to the appropriate level manually.

Once this procedure has been completed, the master volume controls on both Audio Panels may now be
adjusted. The flight crew can change settings, keeping in mind the notes above.
Pilot Master
Volume Control

Radio Volume
Knobs Adjust
Radio Level
Master Volume
Knobs Adjust
Headphone
Volume Level

COM Radio
Audio
NAV Radio
Audio

Copilot Master
Volume Control
Figure 4-65 Radio and Headphone Volume Controls

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4.8 ABNORMAL OPERATION
Abnormal operation of the system includes failures of the system components and failure of associated
equipment, including switches and external devices.

STUCK MICROPHONE
If the push-to-talk (PTT) Key becomes stuck, the COM transmitter stops transmitting after 35 seconds of
continuous operation. An alert appears on the PFD to advise the crew of a stuck microphone.
The COM1 MIC or COM2 MIC Key Annunciator on the Audio Panel flashes as long as the PTT Key remains
stuck.

Figure 4-66 Stuck Microphone Alert

COM TUNING FAILURE
In case of a COM system tuning failure, the emergency frequency (121.500 MHz) is automatically tuned in
the radio in which the tuning failure occurred. Depending on the failure mode, a red X may appear on the
frequency display.
Emergency Channel
Loaded Automatically

Figure 4-67 COM Tuning Failure

PFD FAILURE, DUAL SYSTEM
If PFD1 fails, COM1 and NAV1 display a red X on both remaining displays. NAV1 is unavailable. COM1
automatically tunes 121.500 MHz, but the frequency is not shown.
Emergency Channel
Loaded Automatically

Figure 4-68 Frequency Section of PFD2 Display after PFD1 Failure

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If the HSDB switch is in NORMAL MODE and the MFD fails, COM2 and NAV2 display a red X on the
remaining PFD display. NAV2 is unavailable. COM2 tunes 121.500 MHz, but the frequency is not shown.
If the HSDB switch is in REV MODE and PFD2 fails, COM2 and NAV2 display a red X on the remaining PFD
display. NAV2 is unavailable. COM2 tunes 121.500 MHz, but the frequency is not shown.

Figure 4-69 PFD1 Display after PFD2 Failure with HSDB Switch in REV Mode

AUDIO PANEL FAIL-SAFE OPERATION
If there is a failure of both Audio Panels, a fail-safe circuit connects the pilot’s headset and microphone directly
to the COM1 transceiver and the copilot’s headset directly to the COM2 transceiver. Audio is not available on
the speakers. If there is a failure of one Audio Panel, that side only has access to their respective on-side failsafe COM.
NOTE: Audio is not available on the speakers in case of an Audio Panel and its cross-side GIA unit

simultaneous failure.
If there is a failure of one Audio Panel, the remaining Audio Panel does not have access to the other side’s
COM or NAV. For example, if the pilot side Audio Panel fails, the copilot side Audio Panel has access to all
the radios except for COM1 and NAV1. In this case, the copilot can receive the audio from NAV2 and operate
COM2 for transmission/reception.
In addition, if there is a failure of one Audio Panel, the following functions are no longer available on the
failed side; NAV/ILS audio, speaker, cockpit/cockpit-passengers intercom, aural warning alerts on headset,
entertainment inputs, and digital recording radio. Also, if a stereo headset is in use, and an Audio Panel fails,
only the left channel will be heard in the headphones.

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REVERSIONARY MODE
The red DISPLAY BACKUP Button selects the Reversionary Mode. See the System Overview Section for
more information on Reversionary Mode.

Figure 4-70 Reversionary Mode Button

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SECTION 5 FLIGHT MANAGEMENT
5.1 INTRODUCTION
The Prodigy® Flight Deck 100 is an integrated flight, engine, communication, navigation and surveillance
system. This section of the Pilot’s Guide explains flight management using the Prodigy® Flight Deck 100.
The most prominent part of the system are the three full color displays: two Primary Flight Displays (PFD) and
a Multi Function Display (MFD). The information to successfully navigate the aircraft using the GPS sensors is
displayed on the PFD and the MFD. See examples in the Figure 5-1 and Figure 5-2. Detailed descriptions of flight
management functions are discussed later in this section.
A brief description of the GPS navigation data on the PFD and MFD follows.
Navigation mode indicates which sensor is providing the course data (e.g., GPS, VOR) and the flight plan phase
(e.g., Departure (DPRT), Terminal (TERM), Enroute (ENR), Oceanic (OCN), RNAV Approach (LNAV, LNAV+V, L/
VNAV, LP, LP+V, LPV), or Missed Approach (MAPR)). L/VNAV, LP, LP+V, and LPV approach service levels are only
available with SBAS. L/VNAV will be flown as LNAV when SBAS is not available.
The Inset Map is a small version of the MFD Navigation Map and can be displayed in the lower left corner of
the PFD. When the system is in reversionary mode, the Inset Map is displayed in the lower right corner. The
Inset Map is displayed by pressing the INSET Softkey. Pressing the INSET Softkey again, then pressing the OFF
Softkey removes the Inset Map.
The Navigation Map displays aviation data (e.g., airports, VORs, airways, airspaces), geographic data (e.g.,
cities, lakes, highways, borders), topographic data (map shading indicating elevation), and hazard data (e.g.,
traffic, terrain, weather). The amount of displayed data can be reduced by selecting the DCLTR Softkey. The
Navigation Map can be oriented four different ways: North Up (NORTH UP), Track Up (TRK UP), Desired Track
Up (DTK UP), or Heading Up (HDG UP).
An aircraft icon is placed on the Navigation Map at the location corresponding to the calculated present position.
The aircraft position and the flight plan legs are accurately based on GPS calculations. The basemap upon which
these are placed are from a source with less resolution, therefore the relative position of the aircraft to map features
is not exact. The leg of the active flight plan currently being flown is shown as a magenta line on the navigation
map. The other legs are shown in white.
There are 28 different map ranges available, from 500 feet to 2000 nm. The current range is indicated in the
lower right corner of the map and represents the top-to-bottom distance covered by the map. To change the map
range on any map, turn the Joystick counter-clockwise to zoom in ( -, decreasing), or clockwise to zoom out (+,
increasing).
The Direct-to Window, the Flight Plan Window, the Procedures Window, and the Nearest Airports Window
can be displayed in the lower right corner of the PFD. Details of these windows are discussed in detail later in
the section.

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Navigation Status Box

Navigation Mode
Inset Map

Location of:
- Direct To Window
- Flight Plan Window
- Procedures Window
- Nearest Airports Window
Figure 5-1 GPS Navigation Information on the PFD

Navigation Status Box
Map Orientation

Navigation Page Title

Navigation Map

- Aviation Data
- Geographic Data
- Topographic Data
- Hazard Data

Aircraft Icon
at Present Position

Active Flight Plan Leg

Flight Plan Leg

Map Range
Figure 5-2 GPS Navigation Information on the MFD Navigation Page

NAVIGATION STATUS BOX
The Navigation Status Box located at the top of the PFD contains two fields displaying the following
information:

PFD Navigation Status Box

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• Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD -> KCOS’) or flight plan annunciations (e.g., ‘Turn right to
021˚ in 8 seconds’)
• Distance (DIS) and Bearing (BRG) to the next waypoint or flight plan annunciations (e.g., ‘TOD within 1
minute’)
The symbols used in the PFD status bar are:
Symbol

Description

Symbol

Description

Active Leg

Left Holding Pattern

Direct-to

Vector to Final

Right Procedure Turn

Right DME Arc

Left Procedure Turn

Left DME Arc

Right Holding Pattern

The Navigation Status Box located at the top of the MFD contains four data fields, each displaying one of the
following items:
BRG
DIS
DTK
END
ENR
ESA
ETA
ETE
FOB
FOD

GS
ISA
LDG
MSA
TAS
TKE
TRK
VSR
XTK

Bearing
Distance
Desired Track
Endurance
ETE to Final Destination
Enroute Safe Altitude
Estimated Time of Arrival
Estimated Time Enroute
Fuel on Board
Fuel over Destination

Ground Speed
ISA Relative Temperature
ETA at Final Destination
Minimum Safe Altitude
True Air Speed
Track Angle Error
Track
Vertical Speed Required
Crosstrack Error

MFD Navigation Status Box

The navigation information displayed in the four data fields can be selected on the MFD Data Bar Fields Box
on the AUX - System Setup Page. The default selections (in order left to right) are GS, DTK, TRK, and ETE.
Changing a field in the MFD Navigation Status Box:
1) Select the System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the desired field number in the MFD Data Bar Fields Box.
4) Turn the small FMS Knob to display and scroll through the data options list.
5) Select the desired data.
6) Press the ENT Key. Selecting the DFLTS Softkey returns all fields to the default setting.

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5.2 USING MAP DISPLAYS
Map displays are used extensively to provide situational awareness in flight. Most maps can display the following
information:
• Airports, NAVAIDs, airspaces, airways, land
data (highways, cities, lakes, rivers, borders,
etc.) with names
• Map range
•Wind direction and speed
• Map orientation
• Icons for enabled map features
• Aircraft icon (representing present position)
• Nav range ring
• Obstacle data

• Map Pointer information (distance and
bearing to pointer, location of pointer, name,
and other pertinent information)
• Fuel range ring
• Flight plan legs
• User waypoints
• Track vector
• Topography scale
• Topography data

The information in this section applies to the following maps unless otherwise noted:
• All Map Group Pages (MAP)
• All Waypoint Group Pages (WPT)
• AUX - Trip Planning
• All Nearest Group Pages (NRST)

• Flight Plan Pages (FPL)
• Direct-to Window
• PFD Inset Map
• Procedure Loading Pages

MAP ORIENTATION
Maps are shown in one of four different orientation options, allowing flexibility in determining aircraft
position relative to other items on the map (north up) or for determining where map items are relative to where
the aircraft is going (track up, desired track up, or heading up). The map orientation is shown in the upper
right corner of the map.

Figure 5-3 Map Orientation

• North up (NORTH UP) aligns the top of the map display to north (default setting).
• Track up (TRK UP) aligns the top of the map display to the current ground track.
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• Desired track up (DTK UP) aligns the top of the map display to the desired course.
• Heading up (HDG UP) aligns the top of the map display to the current aircraft heading.
NOTE: When panning or reviewing active flight plan legs in a non-North Up orientation, the map does not

show the map orientation nor the wind direction and speed.
NOTE: Map orientation can only be changed on the Navigation Map Page. Any other displays that show

navigation data reflect the orientation selected for the Navigation Map Page.
Changing the Navigation Map orientation:
1) With the Navigation Map Page displayed, press the MENU Key. The cursor flashes on the ‘Map Setup’ option.

Map Setup
Selection

Figure 5-4 Navigation Map Page Menu Window

2) Press the ENT Key to display the Map Setup Window.
3) Turn the large FMS Knob, or press the ENT Key once, to select the ‘ORIENTATION’ field.
Map Group Selection
Orientation Field
Auto North Up
- On/Off
- Minimum Range

Figure 5-5 Map Setup Menu Window - Map Group

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4) Turn the small FMS Knob to select the desired orientation.
5) Press the ENT Key to select the new orientation.
6) Press the FMS Knob to return to the base page.

The map can be configured to switch automatically to a north up orientation when the map range reaches a
minimum range.
Enabling/disabling Auto North Up and selecting the minimum switching range:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘AUTO NORTH UP’ field.
6) Select ‘On’ or ‘Off’ using the small FMS Knob.
7) Press the ENT Key to accept the selected option. The flashing cursor highlights the range field.
8) Use the small FMS Knob to select the desired range.
9) Press the ENT Key to accept the selected option.
10) Press the FMS Knob to return to the Navigation Map Page.

MAP RANGE
There are 28 different map ranges available, from 500 feet to 2000 nm. The current range is indicated in
the lower right corner of the map and represents the top-to-bottom distance covered by the map. When the
map range is decreased to a point that exceeds the capability of the system to accurately represent the map,
a magnifying glass icon is shown to the left of the map range. To change the map range turn the Joystick
counter-clockwise to decrease the range, or clockwise to increase the range.

Range Overzoom

Figure 5-6 Map Range

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AUTO ZOOM
Auto zoom allows the system to change the map display range to the smallest range clearly showing the
active waypoint. Auto zoom can be overridden by adjusting the range with the Joystick, and remains until
the active waypoint changes, a terrain or traffic alert occurs, the aircraft takes off, or the manual override times
out (timer set on Map Setup Window). Auto zoom is suspended while the map pointer is active.
If a terrain caution or warning occurs, all navigation maps automatically adjust to the smallest map range
clearly showing the potential impact points If a new traffic advisory alert occurs, any map page capable of
displaying traffic advisory alerts automatically adjusts to the smallest map range clearly showing the traffic
advisory. When terrain or traffic alerts clear, the map returns to the previous auto zoom range based on the
active waypoint.
The auto zoom function can be turned on or off independently for the PFDs and MFD. Control of the
ranges at which the auto zoom occurs is done by setting the minimum and maximum ‘look forward’ times
(set on the Map Setup Window for the Map Group). These settings determine the minimum and maximum
distance to display based upon the aircraft’s ground speed.
• Waypoints that are long distances apart cause the map range to increase to a point where many details on
the map are decluttered. If this is not acceptable, lower the maximum look ahead time to a value that limits
the auto zoom to an acceptable range.
• Waypoints that are very short distances apart cause the map range to decrease to a point where situational
awareness may not be what is desired. Increase the minimum look ahead time to a value that limits the auto
zoom to a minimum range that provides acceptable situational awareness.
• Flight plans that have a combination of long and short legs cause the range to increase and decrease as
waypoints sequence. To avoid this, auto zoom can be disabled or the maximum/minimum times can be
adjusted.
• The ‘time out’ time (configurable on the Map Setup Page for the Map Group) determines how long auto
zoom is overridden by a manual adjustment of the range knob. At the expiration of this time, the auto
zoom range is restored. Setting the ‘time out’ value to zero causes the manual override to never time out.
• When the maximum ‘look forward’ time is set to zero, the upper limit becomes the maximum range available
(2000 nm).
• When the minimum ‘look forward’ time is set to zero, the lower limit becomes 1.5 nm.

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Auto Zoom:

MFD Only, PFD Only, All On

Manual Range Override
Expiration Time

Maximum Look Forward Time
Minimum Look Forward Time

Figure 5-7 Map Setup Menu Window - Map Group, Auto Zoom

Configuring automatic zoom:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘AUTO ZOOM’ field.
6) Select ‘MFD Only’, ‘PFD Only’, or ‘ALL On’.
7) Press the ENT Key to accept the selected option. The flashing cursor highlights the ‘MAX LOOK FWD’ field.
Times are from zero to 999 minutes.
8) Use the FMS Knobs to set the time. Press the ENT Key.
9) Repeat step 8 for ‘MIN LOOK FWD’ (zero to 99 minutes) and ‘TIME OUT’ (zero to 99 minutes).
10) Press the FMS Knob to return to the Navigation Map Page.

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MAP PANNING
Map panning allows the pilot to:
• View parts of the map outside the displayed range without adjusting the map range
• Highlight and select locations on the map
• Review information for a selected airport, NAVAID or user waypoint
• Designate locations for use in flight planning
• View airspace and airway information
When the panning function is selected by pressing the Joystick, the Map Pointer flashes on the map display.
A window also appears at the top of the map display showing the latitude/longitude position of the pointer,
the bearing and distance to the pointer from the aircraft’s present position, and the elevation of the land at the
position of the pointer.
Map Pointer
Information

Map Pointer

Figure 5-8 Navigation Map - Map Pointer Activated

NOTE: The map is normally centered on the aircraft’s position. If the map has been panned and there has

been no pointer movement for about 60 seconds, the map reverts back to centered on the aircraft position
and the flashing pointer is removed.

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When the Map Pointer is placed on an object, the name of the object is highlighted (even if the name was
not originally displayed on the map). When any map feature or object is selected on the map display, pertinent
information is displayed.
Information about
Point of Interest

Map Pointer
on POI

Figure 5-9 Navigation Map - Map Pointer on Point of Interest

When the Map Pointer crosses an airspace boundary, the boundary is highlighted and airspace information
is shown at the top of the display. The information includes the name and class of airspace, the ceiling in feet
above Mean Sea Level (MSL), and the floor in feet MSL.

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Information
about Airspace

Map Pointer
on Airspace

Figure 5-10 Navigation Map - Map Pointer on Airspace

Panning the map:
1) Press the Joystick to display the Map Pointer.
2) Move the Joystick to move the Map Pointer around the map.
3) Press the Joystick to remove the Map Pointer and recenter the map on the aircraft’s current position.

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Reviewing information for an airport, NAVAID, or user waypoint:
1) Place the Map Pointer on a waypoint.
2) Press the ENT Key to display the Waypoint Information Page for the selected waypoint.
3) Select the GO BACK Softkey, the CLR Key, or the ENT Key to exit the Waypoint Information Page and return to
the Navigation Map showing the selected waypoint.

NAVAID
Information

GO BACK Softkey
Figure 5-11 Navigation Map - Information Window - NAVAID

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Viewing airspace information for a special-use or controlled airspace:
1) Place the Map Pointer on an open area within the boundaries of an airspace.
2) Press the ENT Key to display an options menu.
3) ‘Review Airspaces’ should already be highlighted, if not select it. Press the ENT Key to display the Airspace
Information Page for the selected airspace.
4) Press the CLR or ENT Key to exit the Airspace Information Page.

Airspace
Information

Figure 5-12 Navigation Map - Information Window - Airspace

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MEASURING BEARING AND DISTANCE
Distance and bearing from the aircraft’s present position to any point on the viewable navigation map may be
calculated using the ‘Measure Bearing and Distance’ selection from Navigation Map page menu. The bearing
and distance tool displays a dashed Measurement Line and a Measure Pointer to aid in graphically identifying
points with which to measure. Lat/Long, distance and elevation data for the Measure Pointer is provided in a
window at the top of the navigation map.
Measuring bearing and distance between any two points:
1) Press the MENU Key (with the Navigation Map Page displayed).
2) Highlight the ‘Measure Bearing/Distance’ field.
3) Press the ENT Key. A Measure Pointer is displayed on the map at the aircraft’s present position.
4) Move the Joystick to place the reference pointer at the desired location. The bearing and distance are displayed
at the top of the map. Elevation at the current pointer position is also displayed. Pressing the ENT Key changes
the starting point for measuring.
5) To exit the Measure Bearing/Distance option, press the Joystick; or select ‘Stop Measuring’ from the Page
Menu and press the ENT Key.
Pointer
Lat/Long

Measurement
Information

Measurement
Line

Figure 5-13 Navigation Map - Measuring Bearing and Distance

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TOPOGRAPHY
All navigation maps can display various shades of topography colors representing land elevation, similar
to aviation sectional charts. Topographic data can be displayed or removed as described in the following
procedures.
Navigation Map
Topographic Data
Navigation Map
Black Background

TOPO Softkey
Not Enabled
Topographic Data
on Profile Map
TOPO Softkey
Enabled

TOPO Off

TOPO On

Figure 5-14 Navigation Map - Topographic Data

Displaying/removing topographic data on all pages displaying navigation maps:
1) Select the MAP Softkey (the INSET Softkey for the PFD Inset Map).
2) Select the TOPO Softkey.
3) Select the TOPO Softkey again to remove topographic data from the Navigation Map. When topographic data
is removed from the page, all navigation data is presented on a black background.

Displaying/removing topographic data (TOPO DATA) using the Navigation Map Page Menu:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TOPO DATA’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.

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TOPO DATA
On/Off

TOPO DATA
Range

Figure 5-15 Navigation Map Setup Menu - TOPO DATA Setup

The topographic data range is the maximum map range on which topographic data is displayed.
NOTE: Since the PFD Inset Map is much smaller than the MFD navigation maps, items are removed on the

PFD Inset Map two range levels smaller than the range selected in the Map Setup pages (e.g., a setting
of 100 nm removes the item at ranges above 100 nm on MFD navigation maps, while the PFD Inset Map
removes the same item at 50 nm).
Selecting a topographical data range (TOPO DATA):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TOPO DATA’ range field. TOPO ranges are from 500 ft to 2000 nm.
6) To change the TOPO range setting, turn the small FMS Knob to display the range list.
7) Select the desired range using the small FMS Knob.
8) Press the ENT Key.
9) Press the FMS Knob to return to the Navigation Map Page.

In addition, the Navigation Map can display a topographic scale (located in the lower right hand side of the
map) showing a scale of the terrain elevation and current elevation values.

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Maximum Displayed Elevation
Minimum Displayed Elevation

Aircraft Altitude (MSL)

Range of
Displayed
Elevations

Ground Elevation at Map Pointer
Location (only visible when Map
Pointer is displayed)

Figure 5-16 Navigation Map - TOPO SCALE

Displaying/removing the topographic scale (TOPO SCALE):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group and press the ENT Key.
4) Highlight the ‘TOPO SCALE’ field.
5) Select ‘On’ or ‘Off’.
6) Press the FMS Knob to return to the Navigation Map Page.

TOPO SCALE
On/Off

Figure 5-17 Navigation Map Setup Menu - TOPO SCALE Setup

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MAP SYMBOLS
This section discusses the types of land and aviation symbols that can be displayed. Each listed type of symbol
can be turned on or off, and the maximum range to display each symbol can be set. The decluttering of the
symbols from the map using the DCLTR Softkey is also discussed.

LAND SYMBOLS
The following items are configured on the land menu:
Land Symbols

(Text label size can be None, Small, Medium (Med), or Large
(Lrg))

Symbol

Latitude/Longitude (LAT/LON)

Default
Maximum
Range (nm) Range (nm)
Off

2000

Highways and Roads

Interstate Highway (FREEWAY)

300

800

International Highway (FREEWAY)

300

800

US Highway (NATIONAL HWY)

State Highway (LOCAL HWY)

Local Road (LOCAL ROAD)

Railroads (RAILROAD)

LARGE CITY (> 200,000)

800

1500

MEDIUM CITY (> 50,000)

100

200

SMALL CITY (> 5,000)
States and Provinces (STATE/PROV)

20
800

50
1500

Rivers and Lakes (RIVER/LAKE)

200

500

USER WAYPOINT

150

300

N/A

Table 5-1 Land Symbol Information

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AVIATION SYMBOLS
The following items are configured on the aviation menu:
Aviation Symbols

(Text label size can be None, Small, Medium (Med),
or Large (Lrg))

Symbol

Default
Maximum
Range (nm) Range (nm)

Active Flight Plan Leg (ACTIVE FPL)

2000

Non-active Flight Plan Leg (ACTIVE FPL)

2000

2000
250
150
50
3
Off
15

2000
500
300
100
20
100
30

Non-directional Beacon (NDB WAYPOINT)

VOR (VOR WAYPOINT)

150

300

Class B Airspace/TMA (CLASS B/TMA)

200

500

Class C Airspace/TCA (CLASS C/TCA)

200

500

Class D Airspace (CLASS D)

150

300

Restricted Area (RESTRICTED)

200

500

Military Operations Area [MOA(MILITARY)]

200

500

Other/Air Defense Interdiction Zone (OTHER/ADIZ)

200

500

Temporary Flight Restriction (TFR)

500

2000

Active Flight Plan Waypoint (ACTIVE FPL WPT)
Large Airports (LARGE APT)
Medium Airports (MEDIUM APT)
Small Airports (SMALL APT)
Taxiways (SAFETAXI)
Runway Extension (RWY EXTENSION)
Intersection (INT WAYPOINT)

See Airports, NAVAIDs

See Additional Features
N/A

Table 5-2 Aviation Symbol Information

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SYMBOL SETUP
All pages with maps can display land symbols (roads, lakes, borders, etc). Land symbols can be removed
totally (turned off).
Displaying/removing all land symbols:
1) Press the MENU Key with the Navigation Map Page displayed. The Page Menu is displayed and the cursor
flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Group Menu is displayed and the cursor flashes on the ‘Map’ option.
3) Highlight the ‘LAND DATA’ field.
4) Select ‘On’ or ‘Off’.
5) Press the FMS Knob to return to the Navigation Map Page.

LAND DATA
On/Off

Figure 5-18 Navigation Map Setup Menu - LAND DATA Setup

The label size (TEXT) sets the size at which labels appear on the display (none, small, medium, and large).
The range (RNG) sets the maximum range at which items appear on the display.
Selecting a ‘Land’ or ‘Aviation’ group item text size and range:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Land’ or ‘Aviation’ group.
4) Press the ENT Key. The cursor flashes on the first field.
5) Select the desired land option.
6) Select the desired text size.
7) Press the ENT Key to accept the selected size.
8) Select the desired range.
9) Press the ENT Key to accept the selected range.
10) Press the FMS Knob to return to the Navigation Map Page.

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Text Label Size
(None, Small, Med, or Lrg)

Maximum Display Range

Figure 5-19 Navigation Map Setup Menu - LAND GROUP Setup

Text Label Size
(None, Small, Med, or Lrg)

Maximum Display Range

Figure 5-20 Navigation Map Setup Menu - AVIATION GROUP Setup

NOTE: Since the PFD Inset Map is much smaller than the MFD navigation maps, items are removed on the

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MAP DECLUTTER
The declutter feature allows the pilot to progressively step through four levels of removing map information.
The declutter level is displayed in the DCLTR Softkey and next to the Declutter Menu Option.

Declutter Level

DCLTR Softkey
Navigation Map Page Menu
Figure 5-21 Navigation Map - Declutter Level Indications

Decluttering the map:

Select the DCLTR Softkey with the Navigation Map Page displayed. The current declutter level is shown. With
each softkey selection, another level of map information is removed.
Or:
1) Press the MENU Key with the Navigation Map Page displayed.
2) Select ‘Declutter’. The current declutter level is shown.
3) Press the ENT Key.

Decluttering the PFD Inset Map:
1) Press the INSET Softkey.
2) Press the DCLTR Softkey. The current declutter level is shown. With each selection, another level of map
information is removed.

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Table 5-3 lists the items that are decluttered at each map detail level. The ‘X’ represents map items
decluttered for each level of detail.
Item
Data Link Radar Precipitation
Data Link Lightning
Graphical METARs
Airports
Safe Taxi
Runway Labels
TFRs
Restricted
MOA (Military)
User Waypoints
Latitude/Longitude Grid
NAVAIDs (does not declutter if used to define airway)
Intersections (does not declutter if used to define airway)
Class B Airspaces/TMA
Class C Airspaces/TCA
Class D Airspaces
Other Airspaces/ADIZ
Obstacles
Cities
Roads
Railroads
State/Province Boundaries

Declutter-1 Declutter-2 Declutter-3
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

Table 5-3 Navigation Map Items Decluttered for each Detail Level

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AIRWAYS
This airways discussion is based upon the North American airway structure. The airway structure in places
other than North America vary by location, etc. and are not discussed in this book. Low Altitude Airways (or
Victor Airways) primarily serve smaller piston-engine, propeller-driven airplanes on shorter routes and at lower
altitudes. Airways are eight nautical miles wide and start 1,200 feet above ground level (AGL) and extend up
to 18,000 feet mean sea level (MSL). Low Altitude Airways are designated with a “V” before the airway number
(hence the name “Victor Airways”) since they run primarily between VORs.
High Altitude Airways (or Jet Routes) primarily serve airliners, jets, turboprops, and turbocharged piston
aircraft operating above 18,000 feet MSL. Jet Routes start at 18,000 feet MSL and extend upward to 45,000 feet
MSL (altitudes above 18,000 feet are called “flight levels” and are described as FL450 for 45,000 feet MSL). Jet
Routes are designated with a “J” before the route number.
Low Altitude Airways are drawn in gray (the same shade used for roads). High Altitude Airways are drawn
in green. When both types of airways are displayed, High Altitude Airways are drawn on top of Low Altitude
Airways.
When airways are selected for display on the map, the airway waypoints (VORs, NDBs and Intersections) are
also displayed.

Low Altitude
Airway
(Victor Airway)

High Altitude
Airway
(Jet Route)

Figure 5-22 Airways on MFD Navigation Page

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Airways may be displayed on the map at the pilot’s discretion using either a combination of AIRWAYS Softkey
presses, or menu selections using the MENU Key from the Navigation Map Page. The Airway range can also be
programmed to only display Airways on the MFD when the map range is at or below a specific number.
Displaying/removing airways:
1) Select the MAP Softkey.
2) Select the AIRWAYS Softkey. Both High and Low Altitude Airways are displayed (AIRWAY ON).
3) Select the softkey again to display Low Altitude Airways only (AIRWAY LO).
4) Select the softkey again to display High Altitude Airways only (AIRWAY HI).
5) Select the softkey again to remove High Altitude Airways. No airways are displayed (AIRWAYS).
Or:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Turn the small FMS Knob to select the ‘Airways’ group, and press the ENT Key.
4) Turn the large FMS Knob to highlight the ‘AIRWAYS’ field.
5) Turn the FMS Knob to select ‘Off’, ‘All’, ‘LO Only’, or ‘HI Only’, and press the ENT Key.
6) Press the FMS Knob to return to the Navigation Map Page.

Airway Display Selection
Off, All, LO Only, HI Only

Low Altitude Airway Range
High Altitude Airway Range

Figure 5-23 Navigation Map Setup Menu - AIRWAYS Setup

The airway range is the maximum map range on which airways are displayed.
Selecting an airway range (LOW ALT AIRWAY or HI ALT AIRWAY):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Turn the small FMS Knob to select the ‘Airways’ group, and press the ENT Key.
4) Highlight the ‘LOW ALT AIRWAY’ or ‘HI ALT AIRWAY’ range field.
5) To change the range setting, turn the small FMS Knob to display the range list.
6) Select the desired range using the small FMS Knob.
7) Press the ENT Key.
8) Press the FMS Knob to return to the Navigation Map Page.

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The following range items are configurable on the airways menu:
Airway Type

Symbol

Default
Maximum
Range (nm) Range (nm)
200
500

Low Altitude Airway (LOW ALT AIRWAY)
High Altitude Airway (HI ALT AIRWAY)

300

500

Table 5-4 Airway Range Information

TRACK VECTOR
The Navigation Map can display a track vector that is useful in minimizing track angle error. The track vector
is a solid cyan line segment extended to a predicted location. The track vector look-ahead time is selectable (30
sec, 60 sec (default), 2 min, 5 min, 10 min, 20 min) and determines the length of the track vector. The track
vector shows up to 90 degrees of a turn for the 30 and 60 second time settings. It is always a straight line for
the 2 min, 5 min, 10 min and 20 min settings.
Track Vector

Figure 5-24 Navigation Map -Track Vector

Displaying/removing the track vector:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TRACK VECTOR’ field.
6) Select ‘On’ or ‘Off’. Press the ENT Key to accept the selected option. The flashing cursor highlights the look
ahead time field. Use the FMS Knob to select the desired time. Press the ENT Key.
7) Press the FMS Knob to return to the Navigation Map Page.

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Wind Vector On/Off
Nav Range Ring On/Off

Track Vector
- On/Off
- Look Ahead Time

Fuel Range
- On/Off
- Fuel Reserve Time
Figure 5-25 Navigation Map Setup Menu -TRACK VECTOR, WIND VECTOR, NAV RANGE RING, FUEL RANGE RING Setup

WIND VECTOR
The map displays a wind vector arrow in the upper right-hand portion of the screen. Wind vector information
is displayed as a white arrow pointing in the direction in which the wind is moving for wind speeds greater than
or equal to 1 kt.
Wind Direction

Wind Speed
Figure 5-26 Navigation Map - Wind Vector

NOTE: The wind vector is not displayed until the aircraft is moving. It is not displayed on the Waypoint

Information pages.
Displaying/removing the wind vector:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘WIND VECTOR’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.

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NAV RANGE RING
The Nav Range Ring shows the direction of travel (ground track) on a rotating compass card. The range is
determined by the map range. The range is 1/4 of the map range (e.g., 37.5 nm on a 150 nm map).

Range (radius)

Nav Range Ring

Figure 5-27 Navigation Map - Nav Range Ring

NOTE: The Nav Range Ring is not displayed on the Waypoint Information pages, Nearest pages, or Direct-to

Window map.
Displaying/removing the Nav Range Ring:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘NAV RANGE RING’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
NOTE: The Nav Range Ring is referenced to either magnetic or true north, based on the selection on the AUX

- System Setup Page.

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FUEL RANGE RING
The map can display a fuel range ring which shows the remaining flight distance. A dashed green circle
indicates the selected range to reserve fuel. A solid green circle indicates the total endurance range. If only
reserve fuel remains, the range is indicated by a solid yellow circle.

Time to Reserve Fuel

Total Endurance Range

Range to Reserve Fuel

Figure 5-28 Navigation Map - Fuel Range Ring

Displaying/removing the fuel range ring and selecting a fuel range time:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘FUEL RNG (RSV)’ field.
6) Select ‘On’ or ‘Off’.
7) Highlight the fuel reserve time field. This time should be set to the amount of flight time equal to the amount
of fuel reserve desired.
8) To change the reserve fuel time, enter a time (00:00 to 23:59; hours:minutes). The default setting is 00:45
minutes.
9) Press the ENT Key.
10) Press the FMS Knob to return to the Navigation Map Page.

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FIELD OF VIEW (SVS)
The map can display the boundaries of the PFD Synthetic Vision System (SVS) lateral field of view. The field
of view is shown as two dashed lines forming a V shape in front of the aircraft symbol on the map. This is only
available if SVS is installed on the aircraft.

Lateral Field
of View
Boundaries

Figure 5-29 Navigation Map - Field of View

Displaying/removing the field of view:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘FIELD OF VIEW’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.

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SELECTED ALTITUDE INTERCEPT ARC
The map can display the location along the current track where the aircraft will intercept the selected altitude.
The location will be shown as a cyan arc when the aircraft is actually climbing or descending.

Range to
Altitude Arc

Figure 5-30 Navigation Map - Range to Altitude Arc

Displaying/removing the selected altitude intercept arc:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘SEL ALT ARC’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.

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5.3 WAYPOINTS
Waypoints are predetermined geographical positions (internal database) or pilot-entered positions, and are
used for all phases of flight planning and navigation.
Communication and navigation frequencies can be tuned “automatically” from various Waypoint Information
(WPT) pages, Nearest (NRST) pages, and the Nearest Airports Window (on PFD). This auto-tuning feature
simplifies frequency entry over manual tuning. Refer to the Audio Panel and CNS section for details on autotuning.
Waypoints can be selected by entering the ICAO identifier, entering the name of the facility, or by entering the
city name. See the System Overview section for detailed instructions on entering data. As a waypoint identifier,
facility name, or location is entered, the Spell’N’Find™ feature scrolls through the database, displaying those
waypoints matching the characters which have been entered to that point. A direct-to navigation leg to the
selected waypoint can be initiated by pressing the Direct-to Key on any of the waypoint pages.
Identifier Entry Field
City Entry Field

Facility
Entry
Field

Map Area Showing
Entered Waypoint

- Waypoint Identifier
- Type (symbol)
- Facility Name
- City

Entered Waypoint on
Map

Waypoint Location

Figure 5-31 Waypoint Information Window

If duplicate entries exist for the entered facility name or location, additional entries may be viewed by continuing
to turn the small FMS Knob during the selection process. If duplicate entries exist for an identifier, a Duplicate
Waypoints Window is displayed when the ENT Key is pressed.

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Identifier with
Duplicates

Duplicate
Waypoints

Duplicate
Message

Figure 5-32 Waypoint Information Window - Duplicate Identifier

AIRPORTS
NOTE: ‘North Up’ orientation on the Airport Information Page cannot be changed; the pilot needs to be

aware of proper orientation if the Navigation Map orientation is different from the Airport Information Page
Map.
The Airport Information Page is the first page in WPT group and allows the pilot to view airport information,
load frequencies (COM, NAV, and lighting), review runways, and review instrument procedures that may be
involved in the flight plan. See the Audio Panel and CNS Section for more information on loading frequencies
(auto-tuning). After engine startup, the Airport Information Page defaults to the airport where the aircraft is
located. After a flight plan has been loaded, it defaults to the destination airport. On a flight plan with multiple
airports, it defaults to the airport which is the current active waypoint.
In addition to displaying a map of the currently selected airport and surrounding area, the Airport Information
Page displays airport information in three boxes labeled ‘AIRPORT’, ‘RUNWAYS’, and ‘FREQUENCIES’. For
airports with multiple runways, information for each runway is available. This information is viewed on the
Airport Information Page by pressing the INFO softkey until INFO-1 is displayed.
The following descriptions and abbreviations are used on the Airport Information Page:
• Usage type: Public, Military, Private, or Heliport
• Runway surface type: Hard, Turf, Sealed, Gravel, Dirt, Soft, Unknown, or Water
• Runway lighting type: No Lights, Part Time, Full Time, Unknown, or PCL Freq (for pilot-controlled
lighting)
• COM Availability: TX (transmit only), RX (receive only), PT (part time), i (additional information available)

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Airport Information

- ID/Facility/City
- Usage Type/Region
- Lat/Long/Elev
- Fuel Available
- Time Zone (UTC Offset)

Navigation Map
Showing Selected
Airport

Runway Information

- Designation
- Length/Width/Surface
- Lighting Available

Airport/Runway
Diagram

COM/NAV Freq. Info.

- Identification
- Frequency
- Availability
- Additional Information

Softkeys
Figure 5-33 Airport Information Page

The directory information is viewed on the Airport Directory Page by pressing the INFO softkey until INFO2 is displayed. The following are types of airport directory information shown (if available) on the Airport
Directory Page:
• Airport:
Identifier, Site
Number, Name, City, State
• Phones: Phone/Fax Numbers
• Hours: Facility Hours, Light
Hours, Tower Hours, Beacon
Hours
• Location: Sectional, Magnetic
Variation
• Frequencies: Type/Frequency
• Transportation:
Ground
Transportation Type Available
• Approach: Approach Facility
Name, Frequency, Frequency
Parameter

210

• Traffic Pattern Altitudes
(TPA): Aircraft Class/Altitude
• Weather:
Service Type,
Frequency, Phone Number
• Flight Service Station (FSS):
FSS Name, Phone Numbers

• Runway: Headings, Length,
Width, Obstructions, Surface
• Obstructions: General Airport
Obstructions
• Special
Operations
at
Airport

• Instrument
Approaches:
Published
Approach,
Frequency
• NAVAIDS: Type, Identifier,
Frequency, Radial, Distance
• Noise:
Noise Abatement
Procedures
• Charts: Low Altitude Chart
Number

• Services Available: Category,
Specific Service
• Notes: Airport Notes
• Pilot Controlled Lighting:
High/Med/Low Clicks/Second
• FBO:
Type, Frequencies,
Services, Fees, Fuel, Credit
Cards, Phone/Fax Numbers

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Airport Information

Airport Directory
Information

- ID/Facility/City
- Usage Type/Region

Softkeys
Figure 5-34 Airport Directory Page Example

Selecting an airport for review by identifier, facility name, or location:
1) From the Airport Information Page, press the FMS Knob.
2) Use the FMS Knobs and enter an identifier, facility name, or location.
3) Press the ENT Key.
4) Press the FMS Knob to remove the cursor.

Selecting a runway:
1) With the Airport Information Page displayed, press the FMS Knob to activate the cursor.
2) Turn the large FMS Knob to place the cursor in the ‘RUNWAYS’ Box, on the runway designator.
3) Turn the small FMS Knob to display the desired runway (if more than one) for the selected airport.
4) To remove the flashing cursor, press the FMS Knob.

Viewing a destination airport:

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From the Airport Information Page press the MENU Key. Select ‘View Destination Airport’. The Destination
Airport is displayed.

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The Airport Frequencies Box uses the descriptions and abbreviations listed in the following table:
Communication Frequencies
Approach * Control
Pre-Taxi
Arrival *
CTA *
Radar
ASOS
Departure * Ramp
ATIS
Gate
Terminal *
AWOS
Ground
TMA *
Center
Helicopter
Tower
Class B *
Multicom
TRSA *
Class C *
Other
Unicom
Clearance

Navigation Frequencies
ILS
LOC

* May include Additional Information
Table 5-5 Airport Frequency Abbreviations

A departure, arrival, or approach can be loaded using the softkeys on the Airport Information Page. See the
Procedures section for details. METARs or TAFs applicable to the selected airport can be selected for display (see
the Hazard Avoidance section for details about weather).
The system provides a NRST Softkey on the PFD, which gives the pilot quick access to nearest airport
information (very useful if an immediate landing is required). The Nearest Airports Window displays a list of
up to the 25 nearest airports (three entries can be displayed at one time). If there are more than three they are
displayed in a scrollable list. If there are no nearest airports available, “NONE WITHIN 200NM” is displayed.
Bearing/Distance to Airport

Airport Identifier/
Type

Approach Available
Length of Longest
Runway

COM Freq. Info.

- Identification
- Frequency

Additional Airports
(within 200 nm)

NRST Softkey
Figure 5-35 Nearest Airports Window on PFD

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Pressing the ENT Key displays the PFD Airport Information Window for the highlighted airport. Pressing
the ENT Key again returns to the Nearest Airports Window with the cursor on the next airport in the list.
Continued presses of the ENT Key sequences through the information pages for all airports in the Nearest
Airports list.

Airport Information
- ID/Type/City
- Facility

Airport Information
- Usage/Time/Elev
- Region

Airport Information
- Lat/Long

Figure 5-36 Airport Information Window on PFD

The Nearest Airports Page on the MFD is first in the group of NRST pages because of its potential use in
the event of an in-flight emergency. In addition to displaying a map of the currently selected airport and
surrounding area, the page displays nearest airport information in five boxes labeled ‘NEAREST AIRPORTS’,
‘INFORMATION’, ‘RUNWAYS’, ‘FREQUENCIES’, and ‘APPROACHES’.
The selected airport is indicated by a white arrow, and a dashed white line is drawn on the navigation map
from the aircraft position to the nearest airport. Up to five nearest airports, one runway, up to five frequencies,
and up to six approaches are visible at one time. If there are more than can be shown, each list can be scrolled.
If there are no items for display in a boxed area, text indicating that fact is displayed. The currently selected
airport remains in the list until it is unselected.

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Nearest Airports

- ID/Type
- Bearing/Distance

Nearest Airport
Airport Information

- Facility/City/Elevation

Runway Information
- Designation/Surface
- Length/Width

COM/NAV Freq. Info.
- Identification
- Frequency

Navigation Map
Showing Nearest
Airport

Approaches Available

Window Selection
Softkeys
Figure 5-37 Nearest Airport Page

LD APR Softkey (only
available if an approach
is highlighted)

Viewing information for a nearest airport on the PFD:
1) Select the NRST Softkey to display the Nearest Airports Window. Press the FMS Knob to activate the cursor.
2) Highlight the airport identifier with the FMS Knob and press the ENT Key to display the Airport Information
Window.
3) To return to the Nearest Airports Window press the ENT Key (with the cursor on ‘BACK’) or press the CLR
Key. The cursor is now on the next airport in the nearest airports list. (Repeatedly pressing the ENT Key
moves through the airport list, alternating between the Nearest Airports Window and the Airport Information
Window.)
4) Press the CLR Key or the NRST Softkey to close the PFD Nearest Airports Window.

Viewing information for a nearest airport on the MFD:
1) Turn the large FMS Knob to select the NRST page group.
2) Turn the small FMS Knob to select the Nearest Airports Page (it is the first page of the group, so it may already
be selected). If there are no Nearest Airports available, “NONE WITHIN 200 NM” is displayed.
3) Select the APT Softkey; or press the FMS Knob; or press the MENU Key, highlight ‘Select Airport Window’ and
press the ENT Key. The cursor is placed in the ‘NEAREST AIRPORTS’ Box. The first airport in the nearest airports
list is highlighted.
4) Turn the FMS Knob to highlight the desired airport. (Pressing the ENT Key also moves to the next airport.)
5) Press the FMS Knob to remove the flashing cursor.

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Viewing runway information for a specific airport:
1) With the Nearest Airports Page displayed, select the RNWY Softkey; or press the MENU Key, highlight ‘Select
Runway Window’; and press the ENT Key. The cursor is placed in the ‘RUNWAYS’ Box.
2) Turn the small FMS Knob to select the desired runway.
3) Press the FMS Knob to remove the flashing cursor.

See the Audio Panel and CNS Section for frequency selection and the Procedures section for approaches.
The Nearest Airports Box on the System Setup Page defines the minimum runway length and surface type
used when determining the 25 nearest airports to display on the MFD Nearest Airports Page. A minimum
runway length and/or surface type can be entered to prevent airports with small runways or runways that are
not appropriately surfaced from being displayed. Default settings are 0 feet (or meters) for runway length and
“HARD/SOFT” for runway surface type.
Selecting nearest airport surface matching criteria:
1) Use the FMS Knob to select the System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the runway surface field in the Nearest Airports Box.
4) Turn the small FMS Knob to select the desired runway option (ANY, HARD ONLY, HARD/SOFT).
5) Press the ENT Key.
6) Press the FMS Knob to remove the flashing cursor.

Selecting nearest airport minimum runway length matching criteria:
1) Use the FMS Knob to select the System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the minimum length field in the Nearest Airport Box.
4) Use the FMS Knob to enter the minimum runway length (zero to 25,000 feet) and press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

Nearest Airport Criteria

- Type of Runway Surface
- Minimum Runway Length

Figure 5-38 System Setup Page - Nearest Airport Selection Criteria

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INTERSECTIONS
NOTE: The VOR displayed on the Intersection Information Page is the nearest VOR, not necessarily the VOR

used to define the intersection.
The Intersection Information Page is used to view information about intersections. In addition to displaying
a map of the currently selected intersection and surrounding area, the Intersection Information Page displays
intersection information in three boxes labeled ‘INTERSECTION’, ‘INFORMATION’, and ‘NEAREST VOR’.
Intersection Identifier
Intersection Info
- Region
- Lat/Long

Navigation Map
Showing Selected
Intersection

Nearest VOR Info

- Identifier/Type (symbol)
- Radial to VOR
- Distance to VOR

Selected
Intersection

Figure 5-39 Intersection Information Page

Selecting an intersection:
1) With the Intersection Information Page displayed, enter an identifier in the Intersection Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest Intersections Page displayed, press the FMS Knob.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest Intersection Box.
3) Press the FMS Knob to remove the flashing cursor.

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The Nearest Intersections Page can be used to quickly find an intersection close to the flight path. In addition
to displaying a map of the surrounding area, the page displays information for up to 25 nearest intersections in
three boxes labeled ‘NEAREST INT’, ‘INFORMATION’, and ‘REFERENCE VOR’.
The selected intersection is indicated by a white arrow. Up to sixteen intersections are visible at a time. If
there are more than can be shown, the list can be scrolled. If there are no items for display, text indicating that
fact is displayed.
NOTE: The list only includes waypoints that are within 200 nm.

Intersection Information
- Identifier/Symbol
- Bearing/Distance to
intersection from
aircraft position

Navigation Map
Showing Nearest
Intersection

Intersection Lat/Long
Reference VOR Info

Nearest Intersection

- Identifier/Type (symbol)
- VOR Frequency
- Bearing/Distance to VOR

Figure 5-40 Nearest Intersections Page

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NDBS
The NDB Information Page is used to view information about NDBs. In addition to displaying a map of
the currently selected NDB and surrounding area, the page displays NDB information in four boxes labeled
‘NDB’, ‘INFORMATION’, ‘FREQUENCY’, and ‘NEAREST AIRPORT’.
NDB Identifier/Type
- Facility Name
- Nearest City

NDB Information
- Type
- Region
- Lat/Long

Navigation Map
Showing Selected
NDB

NDB Frequency
Nearest Airport Info

Selected NDB

- Identifier/Type (symbol)
- Bearing/Distance to
Airport

Figure 5-41 NDB Information Page

NOTE: Compass locator (LOM, LMM): a low power, low or medium frequency radio beacon installed in

conjunction with the instrument landing system. When LOM is used, the locator is at the Outer Marker;
when LMM is used, the locator is at the Middle Marker.
Selecting an NDB:
1) With the NDB Information Page displayed, enter an identifier, the name of the NDB, or the city in which it’s
located in the NDB Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest NDB Page displayed, press the FMS Knob.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest NDB Box.
3) Press the FMS Knob to remove the flashing cursor.

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The Nearest NDB Page can be used to quickly find a NDB close to the flight path. In addition to displaying
a map of the surrounding area, the page displays information for up to 25 nearest NDBs in three boxes labeled
‘NEAREST NDB’, ‘INFORMATION’, and ‘FREQUENCY’.
A white arrow before the NDB identifier indicates the selected NDB. Up to sixteen NDBs are visible at a time.
If there are more than can be shown, each list can be scrolled. The list only includes waypoints that are within
200nm. If there are no NDBs in the list, text indicating that there are no nearest NDBs is displayed. If there are
no nearest NDBs in the list, the information and frequency fields are dashed.
NDB Identifier/Symbol
- Bearing/Distance to
NDB from aircraft
position

Navigation Map
Showing Selected
NDB

Nearest NDB
NDB Information

- Facility Name/City
- Type
- Lat/Long

NDB Frequency

Figure 5-42 Nearest NDB Page

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VORS
The VOR Information Page can be used to view information about VOR and ILS signals (since ILS signals
can be received on a NAV receiver), or to quickly auto-tune a VOR or ILS frequency. Localizer information
cannot be viewed on the VOR Information Page. If a VOR station is combined with a TACAN station it is
listed as a VORTAC on the VOR Information Page and if it includes only DME, it is displayed as VOR-DME.
In addition to displaying a map of the currently selected VOR and surrounding area, the VOR Information
Page displays VOR information in four boxes labeled ‘VOR’, ‘INFORMATION’, ‘FREQUENCY’, and ‘NEAREST
AIRPORT’.
VOR Identifier/Type
- Facility Name
- Nearest City

VOR Information

Navigation Map
Showing Selected
VOR

- Class/Magnetic Variation
- Region
- Lat/Long

VOR Frequency
Nearest Airport Info

Selected VOR

- Identifier/Type (symbol)
- Bearing/Distance to
Airport

Figure 5-43 VOR Information Page

The VOR classes used in the VOR information box are: LOW ALTITUDE, HIGH ALTITUDE, and
TERMINAL.
Selecting a VOR:
1) With the VOR Information Page displayed, enter an identifier, the name of the VOR, or the city in which it’s
located in the VOR Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest VOR Page displayed, press the FMS Knob or press the VOR Softkey.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest VOR Box.
3) Press the FMS Knob to remove the flashing cursor.

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Or:
1) With the Nearest VOR Page displayed, press the MENU Key.
2) Highlight ‘Select VOR Window’, and press the ENT Key.
3) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest VOR Box.
4) Press the FMS Knob to remove the flashing cursor.

The Nearest VOR Page can be used to quickly find a VOR station close to the aircraft. Also, a NAV frequency
from a selected VOR station can be loaded from the Nearest VOR Page. In addition to displaying a map of
the surrounding area, the Nearest VOR Page displays information for up to 25 nearest VOR stations in three
boxes labeled ‘NEAREST VOR’, ‘INFORMATION’, and ‘FREQUENCY’. The list only includes waypoints that
are within 200 nm.
A white arrow before the VOR identifier indicates the selected VOR. Up to sixteen VORs are visible at a
time. If there are more than can be shown, each list can be scrolled. If there are no VORs in the list, text
indicating that there are no nearest VORs is displayed. If there are no nearest VORs in the list, the information
is dashed.
VOR Identifier/Symbol

- Bearing/Distance to VOR
from aircraft position

Navigation Map
Showing Nearest
VOR

VOR Information

- Facility Name/City
- Class/Magnetic Variation
- Lat/Long

Nearest VOR

VOR Frequency

Figure 5-44 Nearest VOR Page

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USER WAYPOINTS
The system can create and store up to 1,000 user-defined waypoints. User waypoints can be created from any
map page (except PFD Inset Map, AUX-Trip Planning Page, or Procedure Pages) by selecting a position on the
map using the Joystick, or from the User Waypoint Information Page by referencing a bearing/distance from
an existing waypoint, bearings from two existing waypoints, or entering a latitude/longitude. Once a waypoint
has been created, it can be renamed, deleted, or moved. Temporary user waypoints are erased upon system
power down.
User Waypoint Info
- Identifier
- Temporary/Normal
- Waypoint Type

User Wpt Comment
Navigation Map
Showing Selected
User Waypoint

Reference Wpt/Info

Selected User
Waypoint

User Waypoint List

- Identifier/Rad/Dist or
- Identifiers/Radials or
- Region/Lat/Long

- Identifier
- Comment

# User Wpts Used
Displayed if User Wpt
was created on map
page

Softkeys
Figure 5-45 User Waypoint Information Page

Selecting a User Waypoint:
1) With the User Waypoint Information Page displayed, enter the name of the User Waypoint, or scroll to the
desired waypoint in the User Waypoint List using the large FMS Knob.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest User Waypoints Page displayed, press the FMS Knob.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest USR Box.
3) Press the FMS Knob to remove the flashing cursor.

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Nearest User Wpt List

- Identifier
- Bearing/Distance from
aircraft position

Navigation Map
Showing Selected
User Waypoint

User Waypoint Info

Selected User
Waypoint

- Comment
- Lat/Long

Reference Wpt Info
- Identifier
- Radial/Distance

Figure 5-46 Nearest User Waypoint Page

CREATING USER WAYPOINTS
User waypoints can be created from the User Waypoint Information Page in the following ways:
Creating user waypoints from the User Waypoint Information Page:
1) Press the NEW Softkey, or press the MENU Key and select ‘Create New User Waypoint’.
2) Enter a user waypoint name (up to six characters).
3) Press the ENT Key. The current aircraft position is the default location of the new waypoint.
4) If desired, define the type and location of the waypoint in one of the following ways:
a) Select “RAD/RAD” using the small FMS Knob, press the ENT Key, and enter the two reference waypoint
identifiers and radials into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
b) Select “RAD/DIS” using the small FMS Knob, press the ENT Key, and enter the reference waypoint identifier,
the radial, and the distance into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
c) Select “LAT/LON” using the small FMS Knob, press the ENT Key, and enter the latitude and longitude into
the INFORMATION window using the FMS Knobs.
5) Press the ENT Key to accept the new waypoint.

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6) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and selecting the ENT Key to check or uncheck the box.
7) Press the FMS Knob to remove the flashing cursor.
Or:
1) Press the FMS Knob to activate the cursor.
2) Enter a user waypoint name (up to six characters).
3) Press the ENT Key. The message ‘Are you sure you want to create the new User Waypoint AAAAAA?’ is
displayed.
4) With ‘YES’ highlighted, press the ENT Key.
5) If desired, define the type and location of the waypoint in one of the following ways:
a) Select “RAD/RAD” using the small FMS Knob, press the ENT Key, and enter the two reference waypoint
identifiers and radials into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
b) Select “RAD/DIS” using the small FMS Knob, press the ENT Key, and enter the reference waypoint identifier,
the radial, and the distance into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
c) Select “LAT/LON” using the small FMS Knob, press the ENT Key, and enter the latitude and longitude into
the INFORMATION window using the FMS Knobs.
6) Press the ENT Key to accept the new waypoint.
7) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and selecting the ENT Key to check or uncheck the box.
8) Press the FMS Knob to remove the flashing cursor.

Figure 5-47 User Waypoint Information Page Menu

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Creating user waypoints from map pages:
1) Press the Joystick to activate the panning function and pan to the map location of the desired user waypoint.
2) Press the ENT Key. The User Waypoint Information Page is displayed with the captured position.
NOTE: If the pointer has highlighted a map database feature, one of three things happens upon pressing

the ENT Key: 1) information about the selected feature is displayed instead of initiating a new waypoint,
2) a menu pops up allowing a choice between ‘Review Airspaces’ or ‘Create User Waypoint’, or 3) a new
waypoint is initiated with the default name being the selected map item.
3) Enter a user waypoint name (up to six characters).
4) Press the ENT Key to accept the selected name.
5) If desired, define the type and location of the waypoint in one of the following ways:
a) Select “RAD/RAD” using the small FMS Knob, press the ENT Key, and enter the two reference waypoint
identifiers and radials into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
b) Select “RAD/DIS” using the small FMS Knob, press the ENT Key, and enter the reference waypoint identifier,
the radial, and the distance into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
c) Select “LAT/LON” using the small FMS Knob, press the ENT Key, and enter the latitude and longitude into
the INFORMATION window using the FMS Knobs.
6) Press the ENT Key to accept the new waypoint.
7) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and selecting the ENT Key to check or uncheck the box.
8) Press the FMS Knob to remove the flashing cursor.
9) Press the GO BACK Softkey to return to the map page.

EDITING USER WAYPOINTS
Editing a user waypoint comment or location:
1) With the User Waypoint Information Page displayed, press the FMS Knob to activate the cursor.
2) Select a user waypoint in the User Waypoint List, if required, and press the ENT Key.
3) Move the cursor to the desired field.
4) Turn the small FMS Knob to make any changes.
5) Press the ENT Key to accept the changes.
6) Press the FMS Knob to remove the flashing cursor.

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Renaming user waypoints:
1) Highlight a user waypoint in the User Waypoint List. Select the RENAME Softkey, or press the MENU Key and
select ‘Rename User Waypoint’.
2) Enter a new name.
3) Press the ENT Key. The message ‘Do you want to rename the user waypoint AAAAAA to BBBBBB?’ is
displayed.
4) With ‘YES’ highlighted, press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

Changing the location of an existing waypoint to the aircraft present position:
1) Enter a waypoint name or select the waypoint in the User Waypoint List, then press the ENT Key.
2) Press the MENU Key.
3) Select ‘Use Present Position’.
4) Press the ENT Key twice. The new waypoint’s location is saved.
5) Press the FMS Knob to remove the flashing cursor.

A system generated comment for a user waypoint incorporates the reference waypoint identifier, bearing,
and distance. If a system generated comment has been edited, a new comment can be generated.
Resetting the comment field to the system generated comment:
1) Enter a waypoint name or select the waypoint in the User Waypoint List, then press the ENT Key.
2) Press the MENU Key.
3) Select ‘Auto Comment’.
4) Press the ENT Key. The generated comment is based on the reference point used to define the waypoint.

The default type of user waypoint (normal or temporary) can be changed using the user waypoint information
page menu. Temporary user waypoints are automatically deleted upon the next power cycle.
Changing the user waypoint storage duration default setting:
1) With the User Waypoint Information Page displayed, press the MENU Key.
2) Move the cursor to select ‘Waypoint Setup’, and press the ENT Key.
3) Select ‘NORMAL’ or ‘TEMPORARY’ as desired, and press the ENT Key.
4) Press the FMS Knob to remove the flashing cursor and return to the User Waypoint Information Page.

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DELETING USER WAYPOINTS
Deleting a single user waypoint:
1) Highlight a User Waypoint in the User Waypoint List, or enter a waypoint in the User Waypoint field.
2) Press the DELETE Softkey or press the CLR Key. ‘Yes’ is highlighted in the confirmation window.
3) Press the ENT Key.
4) Press the FMS Knob to remove the flashing cursor.
Or:
1) Highlight a User Waypoint in the User Waypoint List, or enter a waypoint in the User Waypoint field.
2) Press the MENU Key.
3) Select ‘Delete User Waypoint’.
4) Press the ENT Key twice to confirm the selection.
5) Press the FMS Knob to remove the flashing cursor.
NOTE: The option to ‘Delete All User Waypoints’ is not available while the aircraft is in flight.

Deleting all user waypoints:
1) Highlight a User Waypoint in the User Waypoint List.
2) Press the MENU Key.
3) Select ‘Delete All User Waypoints’.
4) Press the ENT Key twice to confirm the selection.
5) Press the FMS Knob to remove the flashing cursor.

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5.4 AIRSPACES
The system can display the following types of airspaces: Class B/TMA, Class C/TCA, Class D, Restricted, MOA
(Military), Other Airspace, Air Defense Identification Zone (ADIZ), and Temporary Flight Restriction (TFR).

Class D Airspace

MOA (Military)

Class B Airspace
Restricted Area

Alert Area

Class C Airspace

ADIZ
Warning Area

Figure 5-48 Airspaces

The Nearest Airspaces Page, Airspace Alerts Window, and Airspace Alerts on the PFD provide additional
information about airspaces and the location of the aircraft in relationship to them.
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The Airspace Alerts Box allows the pilot to turn the controlled/special-use airspace message alerts on or off.
This does not affect the alerts listed on the Nearest Airspaces Page or the airspace boundaries depicted on the
Navigation Map Page. It simply turns on/off the warning provided when the aircraft is approaching or near an
airspace.
An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For example,
if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an alert message is
not generated, but if the aircraft is less than 500 feet above/below an airspace and projected to enter it, the pilot
is notified with an alert message. The default setting for the altitude buffer is 200 feet.
Changing the altitude buffer distance setting:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the altitude buffer field in the Airspace Alerts Box.
4) Use the FMS Knob to enter an altitude buffer value and press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

Turning an airspace alert on or off:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the desired field in the Airspace Alerts Box.
4) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
5) Press the FMS Knob to remove the flashing cursor.

Airspace Alerts Box

- Airspace Altitude Buffer
- Alert On/Off
(Default Settings Shown)

DFLTS Softkey
Figure 5-49 System Setup Page - Airspace Alerts

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Map ranges for the airspace boundaries are selected from the Aviation Group in the Map Setup Menu. See Table
5-2 for the default and maximum ranges for each type of airspace and the symbol used to define the airspace
area.
The Nearest Airspaces Page can be used to quickly find airspaces close to the flight path. In addition, a selected
frequency associated with the airspace can be loaded from the Nearest Airspaces Page. In addition to displaying
a map of airspace boundaries and surrounding area, the Nearest Airspaces Page displays airspace information in
four boxes labeled ‘AIRSPACE ALERTS’, ‘AIRSPACE, AGENCY’, ‘VERTICAL LIMITS’, and ‘FREQUENCIES’.
Airspace Alerts Info

- Name
- Proximity (Ahead, Inside,
Ahead < 2nm,
Within 2nm)
- Time till Intercept (only if
Ahead or Ahead < 2nm)

Airspace/Agency Info
- Airspace Type
- Controlling Agency

Airspace Vertical Limits

Airspace 1

- Ceiling
- Floor

Associated Frequencies
- Type
- Availability/Info
- Frequency

Softkeys

Figure 5-50 Nearest Airspaces Page

Airspace alerts and associated frequencies are shown in scrollable lists on the Nearest Airspaces Page. The
ALERTS and FREQ softkeys place the cursor in the respective list. The FREQ Softkey is enabled only if one or
more frequencies exist for a selected airspace.
Selecting and viewing an airspace alert with its associated information:
1) Select the Nearest Airspaces Page.
2) Select the ALERTS Softkey; or press the FMS Knob; or press the MENU Key, highlight ‘Select Alerts Window’,
and press the ENT Key. The cursor is placed in the ‘AIRSPACE ALERTS’ Box.
3) Select the desired airspace.
4) Press the FMS Knob to remove the flashing cursor.

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Pressing the PFD MSG Softkey displays the message window on the PFD. The following airspace alerts are
displayed in the message window:
Message
INSIDE ARSPC – Inside airspace.
ARSPC AHEAD – Airspace ahead –
less than 10 minutes.
ARSPC NEAR – Airspace near and
ahead.
ARSPC NEAR – Airspace near –
less than 2 nm.

Comments
The aircraft is inside the airspace.
Special use airspace is ahead of aircraft. The aircraft penetrates the airspace within 10
minutes.
Special use airspace is near and ahead of the aircraft position.
Special use airspace is within 2 nm of the aircraft position.

Table 5-6 PFD Airspace Alert Messages

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5.5 DIRECT-TO-NAVIGATION
The Direct-to method of navigation, initiated by pressing the Direct-to Key on either the MFD or PFD, is
quicker to use than a flight plan when the desire is to navigate to a single point such as a nearby airport.
Once a direct-to is activated, the system establishes a point-to-point course line from the present position to the
selected direct-to destination. Course guidance is provided until the direct-to is replaced with a new direct-to or
flight plan, or cancelled.
A vertical navigation (VNV) direct-to creates a descent path (and provides guidance to stay on the path) from
the current altitude to a selected altitude at the direct-to waypoint. Vertical navigation is based on barometric
altitudes, not on GPS altitude, and is used for cruise and descent phases of flight.
The Direct-to Window allows selection and activation of direct-to navigation. The Direct-to Window displays
selected direct-to waypoint data on the PFD and the MFD.

Direct-to Point Info

- Identifier/Symbol/Region
- Facility Name
- City

VNV Constraints

- Altitude at Arrival
- Along Track Offset

Map of Selected Point

Location of Destination

Desired Course

- Bearing/Distance

Figure 5-51 Direct-to Window - MFD

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Direct-to Point Info

- Identifier/Symbol/City
- Facility Name

VNV Constraints

- Altitude at Arrival
- Along Track Offset

Direct-to Point Info
- Bearing/Distance
- Desired Course

Activation Command
Figure 5-52 Direct-to Window - PFD

Any waypoint can be entered as a direct-to destination from the Direct-to Window.
Entering a waypoint identifier, facility name, or city as a direct-to destination:
1) Press the Direct-to Key. The Direct-to Window is displayed (with the active flight plan waypoint as the default
selection or a blank waypoint field if no flight plan is active).
2) Turn the small FMS Knob clockwise to begin entering a waypoint identifier (turning it counter-clockwise brings
up the waypoint selection submenu - press the CLR Key to remove it), or turn the large FMS Knob to select the
facility name, or city field and turn the small FMS Knob to begin entering a facility name or city. If duplicate
entries exist for the entered facility or city name, additional entries can be viewed by turning the small FMS
Knob during the selection process.
3) Press the ENT Key. The ‘Activate?’ field is highlighted.
4) Press the ENT Key to activate the direct-to.

Any waypoint contained in the active flight plan can be selected as a direct-to waypoint from the Direct-to
Window, the Active Flight Plan Page, or the Active Flight Plan Window.
Waypoint Submenu

- Flight Plan Waypoints
- Nearest Airports
- Recent Waypoints
- User Waypoints
- Airway Waypoints
(only available when
active leg is part of an
airway)

Figure 5-53 Waypoint Submenu

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Selecting an active flight plan waypoint as a direct-to destination:
1) While navigating an active flight plan, press the Direct-to Key. The Direct-to Window is displayed with the
active flight plan waypoint as the default selection.
2) Turn the small FMS Knob counter-clockwise to display a list of flight plan waypoints (the FPL list is populated
only when navigating a flight plan).
3) Select the desired waypoint.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.
Or:
1) Select the Active Flight Plan Page on the MFD, or the Active Flight Plan Window on the PFD.
2) Select the desired waypoint.
3) Press the Direct-to Key.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.

Any NRST, RECENT, USER, or AIRWAY waypoint can be selected as a direct-to destination in the Direct-to
Window.
Selecting a NRST, RECENT, USER, or AIRWAY waypoint as a direct-to destination:
1) Press the Direct-to Key. The Direct-to Window is displayed (with the active flight plan destination as the
default selection or a blank destination if no flight plan is active).
2) Turn the small FMS Knob counter-clockwise to display a list of flight plan waypoints (the FPL list is populated
only when navigating a flight plan).
3) Turn the small FMS Knob clockwise to display the NRST, RECENT, USER, or AIRWAY waypoints.
4) Turn the large FMS Knob clockwise to select the desired waypoint.
5) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
6) Press the ENT Key again to activate the direct-to.

The Direct-to Window can be displayed from any page and allows selection and activation of direct-to navigation.
If the direct-to is initiated from any page except the WPT pages, the default waypoint is the active flight plan
waypoint (if a flight plan is active) or a blank waypoint field. Direct-to requests on any WPT page defaults to the
displayed waypoint.
Selecting any waypoint as a direct-to destination:
1) Select the page or window containing the desired waypoint type and select the desired waypoint.
2) Press the Direct-to Key to display the Direct-to Window with the selected waypoint as the direct-to
destination.
3) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
4) Press the ENT Key again to activate the direct-to.

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Selecting a nearby airport as a direct-to destination:
1) Press the NRST Softkey on the PFD; or turn the FMS Knob to display the Nearest Airports Page and press the
FMS Knob.
2) Select the desired airport (the nearest one is already selected).
3) Press the Direct-to Key.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.

Direct-to destinations may also be selected by using the pointer on the navigation map pages. If no airport,
NAVAID, or user waypoint exists at the desired location, a temporary waypoint named ‘MAPWPT’ is automatically
created at the location of the map arrow.
Selecting a waypoint as a direct-to destination using the pointer:
1) From a navigation map page, press the Joystick to display the pointer.
2) Move the Joystick to place the pointer at the desired destination location.
3) If the pointer is placed on an existing airport, NAVAID, or user waypoint, the waypoint name is highlighted.
4) Press the Direct-to Key to display the Direct-to Window with the selected point entered as the direct-to
destination.
5) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
6) Press the ENT Key again to activate the direct-to.

Cancelling a Direct-to:
1) Press the Direct-to Key to display the Direct-to Window.
2) Press the MENU Key.
3) With ‘Cancel Direct-To NAV’ highlighted, press the ENT Key. If a flight plan is still active, the system resumes
navigating the flight plan along the closest leg.

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Page Menu

- Cancel Direct-To
Navigation

Figure 5-54 Direct-to Window - Cancelling Direct-to Navigation

When navigating a direct-to, the system sets a direct great circle course to the selected destination. The course
to a destination can also be manually selected using the course field (‘COURSE’) on the Direct-to Window.
Selecting a manual direct-to course:
1) Press the Direct-to Key. The Direct-to Window is displayed with the destination field highlighted.
2) Highlight the course field.
3) Enter the desired course.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.

Reselecting the direct course from the current position:
1) Press the Direct-to Key. The Direct-to Window is displayed with the destination field highlighted.
2) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
3) Press the ENT Key again to activate the direct-to.

A direct-to with altitude constraints creates a descent path (and provides guidance to stay on the path) from
the aircraft’s current altitude to the altitude of the direct-to waypoint. The altitude is reached at the waypoint,
or at the specified distance along the flight path if an offset distance has been entered. All VNV altitudes prior
to the direct-to destination are removed from the active flight plan upon successful activation of the direct-to.
All VNV altitudes following the direct-to waypoint are retained. See the section on Vertical Navigation for more
information regarding the use and purpose of VNV altitudes and offset distances.

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Entering a VNV altitude and along-track offset for the waypoint:
1) Press the Direct-to Key to display the Direct-to Window.
2) Turn the large FMS Knob to place the cursor over the ‘VNV’ altitude field.
3) Enter the desired altitude.
4) Press the ENT Key. The option to select MSL or AGL is now displayed.
5) Turn the small FMS Knob to select ‘MSL’ or ‘AGL’.
6) Press the ENT Key. The cursor is now flashing in the VNV offset distance field.
7) Enter the desired along-track distance before the waypoint.
8) Press the ENT Key. The ‘Activate?’ field is highlighted.
9) Press the ENT Key to activate.

Removing a VNV altitude constraint:
1) Press the Direct-to Key to display the Direct-to Window.
2) Press the MENU Key.
3) With ‘Clear Vertical Constraints’ highlighted, press the ENT Key.

Page Menu

- Clear Vertical Navigation
Constraints

Figure 5-55 Direct-to Window - Clearing Vertical Constraints

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5.6 FLIGHT PLANNING
Flight planning consists of building a flight plan by entering waypoints one at a time, adding waypoints along
airways, and inserting departures, airways, arrivals, or approaches as needed. The system allows flight planning
information to be entered from either the MFD or PFD. The flight plan is displayed on maps using different
line widths, colors, and types, based on the type of leg and the segment of the flight plan currently being flown
(departure, enroute, arrival, approach, or missed approach).
Flight Plan Leg Type

Symbol

Active Course Leg
Active Heading Leg
Course Leg in the current flight segment
Course Leg not in the current flight segment
Heading Leg
Turn Anticipation Arc

Table 5-7 Flight Plan Leg Symbols

Up to 99 flight plans with up to 99 waypoints each can be created and stored in memory. One flight plan can be
activated at a time and becomes the active flight plan. The active flight plan is erased when the system is turned
off and overwritten when another flight plan is activated. When storing flight plans with an approach, departure,
or arrival, the system uses the waypoint information from the current database to define the waypoints. If the
database is changed or updated, the system automatically updates the information if the procedure has not been
modified. If an approach, departure, or arrival procedure is no longer available, the procedure is deleted from the
affected stored flight plan(s), and an alert is displayed (see Miscellaneous Messages in Appendix A) advising that
one or more stored flight plans need to be edited.
Whenever an approach, departure, or arrival procedure is loaded into the active flight plan, a set of approach,
departure, or arrival waypoints is inserted into the flight plan along with a header line describing the instrument
procedure the pilot selected. The original enroute portion of the flight plan remains active (unless an instrument
procedure is activated) when the procedure is loaded.

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When the database is updated, the airways need to be reloaded also. Each airway segment is reloaded from
the database given the entry waypoint, the airway identifier and the exit waypoint. This reloads the sequence of
waypoints between the entry and exit waypoints (the sequence may change when the database is updated). The
update of an airway can fail during this process. If that happens, the airway waypoints are changed to regular
(non-airway) flight plan waypoints, and an alert is displayed (see Miscellaneous Messages in Appendix A).
The following could cause the airway update to fail:
• Airway identifier, entry waypoint or exit waypoint not found in the new database.
• Airway entry/exit waypoint is not an acceptable waypoint for the airway – either the waypoint is no longer on
the airway, or there is a new directional restriction that prevents it being used.
• Loading the new airway sequence would exceed the capacity of the flight plan.

FLIGHT PLAN CREATION
There are three methods to create or modify a flight plan:
• Active Flight Plan Page on the MFD (create/modify the active flight plan)
• Active Flight Plan Window on the PFD (create/modify the active flight plan)
• Flight Plan Catalog Page on the MFD (create/modify a stored flight plan)
Active FPL Waypoint List

- Comment
- Procedure Header
- Waypoint Identifier
- Airway Identifier
- Desired Track to Waypoint
- Distance to Waypoint
- Waypoint Altitude
Constraint

Active Flight
Plan Leg

Vertical Navigation Profile
- Active Vertical WPT Alt/ID
- Vertical Speed Target
- Flight Path Angle
- Vertical Speed Target
- Time to Top of Descent
- Vertical Deviation

Turn Anticipation Arc

Non-Active,
Flight Plan Leg

Figure 5-56 Active Flight Plan Page

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Active Flight Plan Comment

Active Flight
Plan Leg
Active Flight Plan Waypoint List
- Waypoint ID
- Desired Track to Waypoint
- Distance to Waypoint
- Airway Identifier

Figure 5-57 Active Flight Plan Window on PFD

Catalog Contents
- # Used
- # Empty

Flight Plan List
- Comment

Selected Flight
Plan Map

Selected FPL Info

- Departure Waypoint
- Destination Waypoint
- Total Flight Plan Distance
- Enroute Safe Altitude

Softkeys
Figure 5-58 Flight Plan Catalog Page

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The active flight plan is listed on the active Flight Plan Page on the MFD, and in the Active Flight Plan
Window on the PFD. It is the flight plan to which the system is currently providing guidance, and is shown
on the navigation maps. Stored flight plans are listed on the Flight Plan Catalog Page, and are available for
activation (becomes the active flight plan).
NOTE: The system supports AFCS lateral guidance for all leg types (using NAV or FMS APPR mode). The

system does not support course deviation for any heading leg types (VA, VD, VI, VM, or VR).
Creating an active flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (only on MFD).
3) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window
with a waypoint selection submenu allowing selection of active flight plan, nearest, recent, user, or airway
waypoints).
4) Enter the identifier, facility, or city name of the departure waypoint or select a waypoint from the submenu of
waypoints and press the ENT Key. The active flight plan is modified as each waypoint is entered.
5) Repeat step numbers 3 and 4 to enter each additional flight plan waypoint.
6) When all waypoints have been entered, press the FMS Knob to remove the cursor.

Creating a stored flight plan:
1) Press the FPL Key.
2) Turn the small FMS Knob clockwise to display the Flight Plan Catalog Page.
3) Select the NEW Softkey; or press the MENU Key, highlight ‘Create New Flight Plan’, and press the ENT Key to
display a blank flight plan for the first empty storage location.
4) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window
with a waypoint selection submenu allowing selection of active flight plan, nearest, recent, user, or airway
waypoints).
5) Enter the identifier, facility, or city name of the departure waypoint or select a waypoint from the submenu of
waypoints and press the ENT Key.
6) Repeat step numbers 4 and 5 to enter each additional flight plan waypoint.
7) When all waypoints have been entered, press the FMS Knob to return to the Flight Plan Catalog Page. The new
flight plan is now in the list.

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Flight plans can be imported from an SD Card or exported to an SD Card from the Stored Flight Plan Page.
Importing a Flight Plan from an SD Card
1) Insert the SD card containing the flight plan in the top card slot on the MFD.
2) Press the FPL Key to display the Active Flight Plan Page on the MFD.
3) Turn the small FMS Knob to select the Flight Plan Catalog Page.
4) Press the FMS Knob to activate the cursor.
5) Turn either FMS Knob to highlight an empty or existing flight plan.
6) Press the IMPORT Softkey; or press the MENU Key, select “Import Flight Plan”, and press the ENT Key.

If an empty slot is selected, a list of the available flight plans on the SD card will be displayed.
Or:

If an existing flight plan is selected, an “Overwrite existing flight plan? OK or CANCEL” prompt is displayed.
Press the ENT Key to choose to overwrite the selected flight plan and see the list of available flight plans on the
SD card. If overwriting the existing flight plan is not desired, select “CANCEL” using the FMS Knob, press the
ENT Key, select another flight plan slot, and press the IMPORT Softkey again.
7) Turn the small FMS Knob to highlight the desired flight plan for importing.
8) Press the ENT Key to initiate the import.
9) Press the ENT Key again to confirm the import.

Import/Export Softkeys

List of Flight Plans to Import &
Details for the Selected File

Import Successful

Figure 5-59 Flight Plan Import

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NOTE: If the imported flight plan contains a waypoint with a name that duplicates the name of a waypoint

already stored on the system, the system compares the coordinates of the imported waypoint with those of
the existing waypoint. If the coordinates are different, the imported waypoint is automatically renamed by
adding characters to the end of the name.
Exporting a Flight Plan to an SD Card
1) Insert the SD card into the top card slot on the MFD.
2) Press the FPL Key to display the Active Flight Plan Page on the MFD.
3) Turn the small FMS Knob to select the Flight Plan Catalog Page.
4) Press the FMS Knob to activate the cursor.
5) Turn the large FMS Knob to highlight the flight plan to be exported.
6) Press the EXPORT Softkey; or press the MENU Key, select “Export Flight Plan”.
7) If desired, change the name for the exported file by turning the large FMS Knob to the left to highlight the
name, then use the small and large FMS knobs to enter the new name, and press the ENT Key.
8) Press the ENT Key to initiate the export.
9) Press the ENT Key to confirm the export.
NOTE: The exported flight plan will not contain any procedures or airways.

Import/Export Softkeys

Stored Flight Plan to be Exported &
Exported Flight Plan Name

Export Successful

Figure 5-60 Flight Plan Export

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ADDING WAYPOINTS TO AN EXISTING FLIGHT PLAN
Waypoints can be added to the active flight plan or any stored flight plan. Choose the flight plan, select the
desired point of insertion, enter the waypoint, and it is added in front of the selected waypoint. Flight plans
are limited to 99 waypoints (including waypoints within airways and procedures). If the number of waypoints
in the flight plan exceeds 99, the message “Flight plan is full. Remove unnecessary waypoints.” appears and the
new waypoint(s) are not added to the flight plan.

Stored Flight Plan Selected
- Memory Slot
- Comment
- Procedure Identifier
- Waypoint Identifier
- Airway Identifier
- Desired Track to Waypoint
- Distance to Waypoint
- Waypoint Altitude
Constraint

Softkeys
Figure 5-61 Stored Flight Plan Page

Flight Plan Full Message

Figure 5-62 Active Flight Plan Page - FPL Full

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Adding a waypoint to a stored flight plan:
1) On the Flight Plan Catalog Page, press the FMS Knob to activate the cursor.
2) Highlight the desired flight plan.
3) Select the EDIT Softkey; or press the ENT Key, turn the large FMS Knob clockwise to select “EDIT” and press
the ENT Key. The Stored Flight Plan Page is displayed.
4) Select the point in the flight plan to add the new waypoint. The new waypoint is placed directly in front of the
highlighted waypoint.
5) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window
with a waypoint selection submenu allowing selection of active flight plan, nearest, recent, user, or airway
waypoints).
6) Enter the identifier, facility, or city name of the waypoint; or select a waypoint from the submenu of waypoints
and press the ENT Key. The new waypoint now exists in the flight plan.
NOTE: If the identifier entered in the Waypoint Information Window has duplicates, a Duplicate Waypoint

Window is displayed. Use the FMS Knob to select the correct waypoint.

Figure 5-63 Duplicate Waypoints Window

Adding a waypoint to the active flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (not required on the PFD).
3) Select the point in the flight plan before which to add the new waypoint. The new waypoint is placed directly
in front of the highlighted waypoint.
4) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window
with a waypoint selection submenu allowing selection of active flight plan, nearest, recent, user, or airway
waypoints).
5) Enter the identifier, facility, or city name of the waypoint or select a waypoint from the submenu of waypoints
and press the ENT Key. The active flight plan is modified as each waypoint is entered.

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Creating and adding user waypoints to the active flight plan:
1) Press the Joystick to activate the panning function on the Active Flight Plan Page and pan to the map location
of the desired user waypoint.
2) Select the LD WPT Softkey; or press the MENU Key, select ‘Load Waypoint’, and press the ENT Key. The user
waypoint is created with a name of USRxxx (using the next available in sequence) and is added to the end of
the active flight plan.

ADDING AIRWAYS TO A FLIGHT PLAN
Airways can be added to the active flight plan or any stored flight plan. Choose a flight plan (add the desired
airway entry point if not already in the flight plan), select the waypoint after the desired airway entry point,
select the airway, and it is added in front of the selected waypoint. An airway can only be loaded if there is a
waypoint in the flight plan that is part of the desired airway and is not part of an arrival or approach procedure.
The system also anticipates the desired airway and exit point based on loaded flight plan waypoints.

Airway Entry Waypoint
Selected Airway
Airways Available at TOP
Airway Waypoint
Sequence
Preview of
Selected Airway

Figure 5-64 Select Airway Page - Selecting Airway

Adding an airway to a flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (not required on the PFD).
3) Turn the large FMS Knob to highlight the waypoint after the desired airway entry point. If this waypoint is not
a valid airway entry point, a valid entry point should be entered at this time.

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4) Turn the small FMS Knob one click clockwise and select the LD AIRWY Softkey, or press the MENU Key and
select “Load Airway”. The Select Airway Page is displayed. The LD AIRWY Softkey or the “Load Airway” menu
item is available only when a valid airway entry waypoint has been chosen (the waypoint ahead of the cursor
position).
5) Turn the FMS Knob to select the desired airway from the list, and press the ENT Key. Low altitude airways are
shown first in the list, followed by “all” altitude airways, and then high altitude airways.
6) Turn the FMS Knob to select the desired airway exit point from the list, and press the ENT Key. ‘LOAD?’ is
highlighted.
7) Press the ENT Key. The system returns to editing the flight plan with the new airway inserted.

Airway Entry Waypoint
Selected Airway
Selected Exit Point
Preview of
Selected Airway
Selected Airway
Exit Point

Airway Exit Points
Available

Figure 5-65 Select Airway Page - Selecting Exit Point

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Inserted Airway Header

- Airway Identifier: [airway
identifier].[exit waypoint identifier]
(e.g., V4.SLN)

Figure 5-66 Active Flight Plan Page - Airway Inserted

RESTRICTIONS ON ADDING AIRWAYS
Some airways have directional restrictions on all or part of the route. Airway “A2” in Europe has a directional
restriction over the whole route such that it can be flown only in the direction MTD-ABB-BNE-DEVAL.
Airway “UR975” in North Africa has more complicated directional restrictions within the list of airway
waypoints AMANO, VAKOR, LIBRO, NELDA, DIRKA, GZO, KOSET, and SARKI:
• Starting from AMANO, the airway can be flown only to LIBRO.
• Starting from SARKI, the airway can be flown only to LIBRO.
• Between NELDA and GZO, the airway can be flown in either direction.
In the US, airways that are “one-way” for specified hours of operation are not uncommon. These airways
are always bidirectional in the database.
The system only allows correct airway sequences to be inserted. If the pilot subsequently inverts the flight
plan, the system inverts the airway waypoint sequence and removes the airway header.

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ADDING PROCEDURES TO A STORED FLIGHT PLAN
The system allows the pilot to insert pre-defined instrument procedures from the navigation database into a
flight plan. The procedures are designed to facilitate routing of traffic leaving an airport (departure), arriving at
an airport (arrival), and landing at an airport (approach). See the procedures section for more details.
Flight Plan Name

Flight Plan
Waypoint List

Softkeys

Load Departure Load Arrival Load Approach Activate Flight Plan

Figure 5-67 Stored Flight Plan Page

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DEPARTURE (DP)
A Departure Procedure (DP) is loaded at the departure airport in the flight plan. Only one departure can
be loaded at a time in a flight plan. The route is defined by selection of a departure, the transition waypoints,
and a runway.

Departure Airport
Selected
Departure

Departures Available at
KMKC

Preview of
Selected
Departure

Departure Waypoint
Sequence

Figure 5-68 Departure Loading Page - Selecting the Departure

Loading a departure procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Select the LD DP Softkey; or press the MENU Key, select “Load Departure”, and press the ENT Key. The
Departure Loading Page is displayed.
4) Select a departure. Press the ENT Key.
5) Select a runway served by the selected departure, if required. Press the ENT Key.
6) Select a transition for the selected departure. Press the ENT Key.
7) Press the ENT Key to load the selected departure procedure.

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Departure Airport
Selected
Departure

Selected Runway

Selected
Departure End
Point

Selected Transition
Departure Transition
Points Available

Preview of
Selected
Departure

Figure 5-69 Departure Loading Page - Selecting Transition

Inserted Departure Header

- Departure Identifier: [departure
airport]-[departure runway].
[departure transition].
[departure end point]
(e.g., KMKC-ALL.TIFTO2.TIFTO)

Figure 5-70 Stored Flight Plan Page - Departure Inserted

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ARRIVAL (STAR)
A Standard Terminal Arrival (STAR) is loaded at the destination airport in the flight plan. Only one arrival
can be loaded at a time in a flight plan. The route is defined by selection of an arrival, the transition waypoints,
and a runway.

Destination Airport
Selected Arrival

Arrivals Available at
KCOS
Selected Runway
Arrival Waypoint
Sequence

Preview of
Selected Arrival

Figure 5-71 Arrival Loading Page - Selecting the Arrival

Loading an arrival procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Select the LD STAR Softkey; or press the MENU Key, select “Load Arrival”, and press the ENT Key. The Arrival
Loading Page is displayed.
4) Select an arrival. Press the ENT Key.
5) Select a transition for the selected arrival. Press the ENT Key.
6) Select a runway served by the selected arrival, if required. Press the ENT Key.
7) Press the ENT Key to load the selected arrival procedure.

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Destination Airport
Selected Arrival
Selected Transition
Transitions Available
with DBRY1
Arrival Waypoint
Sequence
Preview of
Selected Arrival

Figure 5-72 Arrival Loading Page - Selecting the Transition

Inserted Arrival Header

- Arrival Identifier:
[arrival airport]-[arrival transition].
[arrival].[arrival runway]
(e.g., KCOS-TBE.DBRY1.ALL)

Figure 5-73 Stored Flight Plan Page - Arrival Inserted

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APPROACH (APPR)
An Approach Procedure (APPR) can be loaded at any airport that has an approach available. Only one
approach can be loaded at a time in a flight plan. The route for a selected approach is defined by designating
transition waypoints.

Destination Airport

Selected
Approach

Approaches Available
at KCOS

Preview of
Selected
Approach

Approach Waypoint
Sequence

Figure 5-74 Approach Loading Page - Selecting the Approach

Loading an approach procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Select the LD APR Softkey; or press the MENU Key, select “Load Approach”, and press the ENT Key. The
Approach Loading Page is displayed.
4) Select the airport and approach:
a) Use the FMS Knob to select an airport and press the ENT Key.
b) Select an approach from the list and press the ENT Key.
Or:
a) If necessary, push the FMS Knob to exit the approach list, and use the large FMS Knob to move the cursor to
the APPROACH CHANNEL field.
b) Use the FMS Knob to enter the approach channel number, and press the ENT Key to accept the approach
channel number. The airport and approach are selected.

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5) Select a transition for the selected approach. Press the ENT Key.
6) Press the ENT Key to load the selected approach procedure.

Destination Airport

Selected
Approach

Selected Transition
Transitions Available
with Selected Approach
Barometric Minimum
Approach Waypoint
Sequence

Preview of
Selected
Approach

Load Approach?

Figure 5-75 Approach Loading Page - Selecting the Transition

Inserted Approach Header

- Approach Identifier: [approach
airport].[runway and approach type]

Figure 5-76 Stored Flight Plan Page - Approach Inserted

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FLIGHT PLAN STORAGE
The system can store up to 99 flight plans, numbered 1 through 99. The active flight plan is erased when
the system is powered off or when another flight plan is activated. Details about each stored flight plan can be
viewed on the Flight Plan Catalog Page and on the Stored Flight Plan Page.
Viewing information about a stored flight plan:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the desired flight plan.
4) The Flight Plan Information is displayed showing departure, destination, total distance, and enroute safe altitude
information for the selected Flight Plan.
5) Select the EDIT Softkey to open the Stored Flight Plan Page and view the waypoints in the flight plan.
6) Press the FMS Knob to exit the Stored Flight Plan Page.

Flight Plan Name
(Comment)
Selected Flight Plan
Preview of Selected
Flight Plan

Stored Flight Plan Info

- Departure Airport
- Destination Airport
- Total Flight Plan Distance
- Enroute Safe Altitude

Stored FPL Editing
Softkeys
Figure 5-77 Stored Flight Plan Information

Storing an active flight plan from the Active Flight Plan Page or the Active Flight Plan Window:
1) Press the MENU Key.
2) Highlight ‘Store Flight Plan’.
3) Press the ENT Key.
4) With ‘OK’ highlighted, press the ENT Key. The flight plan is stored in the next available position in the flight
plan list on the Flight Plan Catalog Page.

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ACTIVATE A FLIGHT PLAN
Activating a stored flight plan erases the active flight plan and replaces it with the flight plan being activated.
Inverting a stored flight plan reverses the waypoint order, erases the active flight plan, and replaces it with the
flight plan being activated (the stored flight plan is not changed).
Activating a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Select the ACTIVE Softkey; or press the ENT Key twice; or press the MENU Key, highlight ‘Activate Flight Plan’,
and press the ENT Key. The ‘Activate Stored Flight Plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.

Inverting and activating a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Select the INVERT Softkey; or press the MENU Key, highlight ‘Invert & Activate FPL?’, and press the ENT Key.
The ‘Invert and activate stored flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.

COPY A FLIGHT PLAN
The system allows copying a flight plan into a new flight plan memory slot, allowing editing, etc., without
affecting the original flight plan. This can be used to duplicate an existing stored flight plan for use in creating
a modified version of the original stored flight plan.
Copying a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Select the COPY Softkey; or press the MENU Key, highlight ‘Copy Flight Plan’, and press the ENT Key. The
‘Copy to Flight Plan XX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to copy the flight plan. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.

DELETE A STORED FLIGHT PLAN
Individual or all stored flight plans can be deleted from memory.
Deleting a stored flight plan:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.

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3) Select the DELETE Softkey; press the CLR Key; or press the MENU Key, highlight ‘Delete Flight Plan’, and press
the ENT Key. The ‘Delete Flight Plan XX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to delete the flight plan. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.
NOTE: The option to delete all stored flight plans is not available while the aircraft is in flight.

Deleting all stored flight plans:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the MENU Key.
3) Highlight ‘Delete All’ and press the ENT Key. A ‘Delete all flight plans?’ confirmation window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to delete all flight plans. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.

FLIGHT PLAN EDITING
The active flight plan or any stored flight plan can be edited. The edits made to the active flight plan affect
navigation as soon as they are entered.

DELETING THE ACTIVE FLIGHT PLAN
The system allows deleting an active flight plan. Deleting the active flight plan suspends navigation by the
system.
Deleting the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Delete Flight Plan’, and press the ENT Key. The ‘Delete all waypoints in flight
plan?’ window is displayed.
3) With ‘OK’ highlighted, press the ENT Key to delete the active flight plan. To cancel the request, press the CLR
Key, or highlight ‘CANCEL’ and press the ENT Key.

DELETING FLIGHT PLAN ITEMS
Individual waypoints, entire airways, and entire procedures can be deleted from a flight plan. Some waypoints
in the final approach segment (such as the FAF or MAP) can not be deleted individually. Attempting to delete
a waypoint that is not allowed results in a window displaying ‘Invalid flight plan modification.’
Deleting an individual waypoint from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the waypoint to be deleted.
3) Press the CLR Key. The ‘Remove XXXXX?’ window is displayed.

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4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

Deleting an entire airway from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the white header of the airway to be deleted.
3) Press the CLR Key. The ‘Remove ?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

Deleting an entire procedure from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the white header of the procedure to be deleted.
3) Press the CLR Key. The ‘Remove from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key to display the Page Menu and turn the FMS Knob to highlight ‘Remove ’.
3) Press the ENT Key. The ‘Remove from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.

Deleting an individual waypoint from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the waypoint to be deleted.
6) Press the CLR Key. The ‘Remove XXXXX?’ window is displayed.

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7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.

Deleting an entire airway from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the white header of the airway to be deleted.
6) Press the CLR Key. The ‘Remove ?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.

Deleting an entire procedure from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the white header of the procedure to be deleted.
6) Press the CLR Key. The ‘Remove from flight plan?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.

Or:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Press the MENU Key to display the Page Menu and turn the FMS Knob to highlight ‘Remove ’.
6) Press the ENT Key. The ‘Remove from flight plan?’ window is displayed.

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CHANGING FLIGHT PLAN COMMENTS (NAMES)
The comment field (or name) of each flight plan can be changed to something that is useful for identification.
Changing the active flight plan comment:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Press the FMS Knob to activate the cursor and turn the large FMS Knob to highlight the comment field.
3) Use the FMS Knobs to edit the comment.
4) Press the ENT Key to accept the changes.
5) Press the FMS Knob to remove the flashing cursor.

Changing a stored flight plan comment:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Select the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the comment field.
6) Use the FMS Knobs to edit the comment.
7) Press the ENT Key to accept the changes.
8) Press the FMS Knob to remove the flashing cursor.

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ALONG TRACK OFFSETS
A waypoint having an “along track offset” distance from an existing waypoint can be entered into a flight plan.
Along track offset waypoints lie along the path of the existing flight plan, and can be used to make the system
reach a specified altitude before or after reaching the specified flight plan waypoint. Offset distances can be
entered from 1 to 999 nm in increments of 1 nm. Entering a negative offset distance results in an along track
offset waypoint inserted before the selected waypoint, whereas entering a positive offset distance results in an
along track offset waypoint inserted after the selected waypoint. Multiple offset waypoints are allowed.
A waypoint must be adjacent to its parent waypoint in the flight plan, so the system limits the along-track
distance to less than the length of the leg before or after the selected waypoint. If the selected waypoint is the
active waypoint, the distance is limited to less than the distance to go to the active waypoint. Assigning an along
track offset to a leg with indeterminate length is not permitted. An along track offset is not allowed at or after
the final approach fix of an approach.
An along track offset distance cannot be modified once entered. If the along track offset distance must be
changed, the existing along track offset waypoint must be deleted and a new one created with the new offset
distance.

Along Track Offset
Waypoint and
Distance from Flight
Plan Waypoint
Along Track
Offset Waypoint
and Distance

Figure 5-78 Along Track Offset

Entering an along track offset distance:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the waypoint for the along track offset.
3) Select the ATK OFST Softkey (MFD only); or press the MENU Key, highlight ‘Create ATK Offset Waypoint’, and
press the ENT Key.

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4) Enter a positive or negative offset distance in the range of +/- 1 to 999 nm (limited by leg distance).
5) Press the ENT Key to create the offset waypoint.
6) Press the FMS Knob to remove the flashing cursor.

PARALLEL TRACK
The Parallel Track (PTK) feature allows creation of a parallel course offset of 1 to 50 nm left or right of the
current flight plan. When Parallel Track is activated, the course line drawn on the map pages shows the parallel
course, and waypoint names have a lower case “p” placed after the identifier.
Using direct-to, loading an approach, a holding pattern, or editing and activating the flight plan automatically
cancels Parallel Track. Parallel Track is also cancelled if a course change occurs greater than 120° or the parallel
tracks overlap as a result of the course change.
NOTE: Vertical navigation is unavailable while the Parallel Track feature is active.

Active Flight Plan prior to Parallel Track
Selecting Parallel
Track

Figure 5-79 Active Flight Plan Window - Selecting Parallel Track

Activating parallel track:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Parallel Track’, and press the ENT Key. The Parallel Track Window is displayed
with the direction field highlighted.
3) Turn the small FMS Knob to select ‘Left’ or ‘Right’ and press the ENT Key. The ‘DISTANCE’ field is highlighted.
4) Turn the small FMS Knob to enter a distance from 1-99 nm and press the ENT Key. ‘ACTIVATE PARALLEL
TRACK’ is highlighted.
5) Press the ENT Key to activate parallel track. Press the FMS Knob or the CLR Key to cancel the parallel track
activation.

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Offset Direction

Offset Distance

Activation Prompt

Figure 5-80 Parallel Track Window

Parallel Track Waypoints
- TIFTO-p
- TOP-p
- ULNAZ-p
- ...
- LAA-p
Activating Parallel Track
affects the active flight
plan from the current
position on (will not affect
an approach)

Original Track
Parallel Track

Figure 5-81 Parallel Track Active

If the parallel track proposed by the offset direction and distance is not allowed by the system, the activation
prompt is displayed, but disabled. Parallel Track cannot be activated if a course is set using direct-to or if the
active leg is the first leg of the departure procedure. Attempting to activate parallel track with these conditions
results in the message ‘Parallel Track Unavailable Invalid Route Geometry’. If an approach leg is active the status
indicates that the system is unable to activate the parallel track with the message ‘Parallel Track Unavailable
Approach Leg Active’. If the offset direction and distance results in an unreasonable route geometry the status
indicates that the system is unable to activate the parallel track because of invalid geometry.

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Subdued Prompt
(Unavailable)

Unavailable Status

Invalid
Geometry

Approach
Active

Figure 5-82 Parallel Track Unavailable

If the active leg is not a track between two fixes (TF) or a course to a fix (DF) leg, the status
indicates that the system is unable to activate the parallel track because parallel track is not available for the
active leg type.

Offset Direction &
Distance Subdued
(Unavailable)

Cancel Prompt
Active Status

Figure 5-83 Cancelling Parallel Track

Cancelling parallel track:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Parallel Track’, and press the ENT Key. The Parallel Track Window is displayed
with ‘CANCEL PARALLEL TRACK?’ highlighted.
3) Press the ENT Key.

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ACTIVATING A FLIGHT PLAN LEG
The system allows selection of a highlighted leg as the “active leg” (the flight plan leg which is currently
used for navigation guidance).
Activating a flight plan leg:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the destination waypoint for the desired leg.

3) Select the ACT LEG Softkey (MFD only); or press the MENU Key, highlight ‘Activate Leg’, and press the ENT Key.
A confirmation window is displayed with ‘ACTIVATE’ highlighted.
4) Press the ENT Key to activate the flight plan leg. To cancel, press the CLR Key, or highlight ‘CANCEL’ and press
the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

Current
Active Leg

Selected Destination
Waypoint

Activate Leg Softkey
Figure 5-84 Active Flight Plan Page - Selecting the Leg Destination Waypoint

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New Active
Flight Plan Leg

Confirmation Window

Figure 5-85 Active Flight Plan Page - New Active Leg

INVERTING A FLIGHT PLAN
Any flight plan may be inverted (reversed) for navigation back to the original departure point.
Inverting the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Invert Flight Plan’, and press the ENT Key. An ‘Invert Active Flight Plan?’
confirmation window is displayed.
3) Select ‘OK’.
4) Press the ENT Key to invert and activate the active flight plan. To cancel, press the CLR Key, or highlight
‘CANCEL’ and press the ENT Key.

Inverting and activating a stored flight plan:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Select the INVERT Softkey; or press the MENU Key, highlight ‘Invert & Activate FPL?’, and press the ENT Key.
The ‘Invert and activate stored flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.

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FLIGHT PLAN VIEWS
Information about flight plans can be viewed in more than one way. The active flight plan can be configured
to show cumulative distance over the length of the flight plan or the distance for each leg of the flight plan;
and the active flight plan can be viewed in a narrow or wide view. In the wide view, additional information is
displayed: Fuel Remaining (FUEL REM), Estimated Time Enroute (ETE), Estimated Time of Arrival (ETA), and
Bearing to the waypoint (BRG).
Switching between leg-to-leg waypoint distance and cumulative waypoint distance:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Select the VIEW Softkey to display the CUM and LEG-LEG Softkeys.
3) Select the CUM Softkey to view cumulative waypoint distance, or select the LEG-LEG Softkey to view leg-to-leg
waypoint distance.
4) Select the BACK Softkey to return to the top level active flight plan softkeys.
Active Flight Plan Leg to Leg Distance

Active Flight Plan Cumulative Distance

WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Figure 5-86 Active Flight Plan - Leg to Leg vs. Cumulative Distance

Switching between wide and narrow view:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Select the VIEW Softkey to display the WIDE and NARROW Softkeys.
3) Select the WIDE Softkey to display the wide view, or select the NARROW Softkey to display the narrow view.
4) Select the BACK Softkey to return to the top level active flight plan softkeys.

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Active Flight Plan Narrow View

Active Flight Plan Wide View

WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Figure 5-87 Active Flight Plan - Wide vs. Narrow View

COLLAPSING AIRWAYS
The system allows airways on the active flight plan to be collapsed or expanded from the Active Flight Plan
Page/Window. When airways have been collapsed, it is indicated on the airway heading.
When airways are collapsed, leg-to-leg computed values such as DIS or ETE shown for the exit waypoint
reflect the total of all the legs on the airway that have been hidden in the collapsed display. The DTK value is
inhibited because it is not usable in this context.
The Active Flight Plan Page always keeps the following three waypoints visible: “From” waypoint, “To”
waypoint, and “Next” waypoint. To prevent one or more of these waypoints from being hidden in a collapsed
airway segment, the airway segment that contains either the “To” or the “Next” waypoint is automatically
expanded. When an airway is loaded, airways are automatically expanded to facilitate flight plan review.

Q3.FEPOT Airway

Collapsed View
Expanded View

Figure 5-88 Expanded/Collapsed Airways

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Collapsing/expanding the airways in the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Collapse Airways’ or ‘Expand Airways’, and press the ENT Key. The airways are
collapsed/expanded.

CLOSEST POINT OF FPL
‘Closest Point of FPL’ calculates the bearing and closest distance at which a flight plan passes a reference
waypoint, and creates a new user waypoint along the flight plan at the location closest to a chosen reference
waypoint.
Determining the closest point along the active flight plan to a selected waypoint:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Closest Point Of FPL’’, and press the ENT Key. A window appears with the
reference waypoint field highlighted.
3) Enter the identifier of the reference waypoint and press the ENT Key. The system displays the bearing (BRG) and
distance (DIS) to the closest point along the flight plan to the selected reference waypoint and creates a user
waypoint at this location. The name for the new user waypoint is derived from the identifier of the reference
waypoint.

USER-DEFINED HOLDING PATTERNS
A holding pattern can be defined at any active flight plan waypoint, or at the aircraft present position.
Creating a user-defined hold at an active flight plan waypoint:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the waypoint for the hold.
3) Press the MENU Key, highlight ‘Hold At Waypoint’, and press the ENT Key. The HOLD AT window appears with
the course field highlighted.
4) Use the FMS Knobs to edit the entry course, and press the ENT Key.
5) Use the small FMS Knob to select ‘INBOUND’ or ‘OUTBOUND’ course direction, and press the ENT Key.
6) Use the small FMS Knob to select ‘TIME’ or ‘DIST’ length mode, and press the ENT Key.
7) Use the FMS Knobs to edit the length, and press the ENT Key.
8) Use the small FMS Knob to select ‘RIGHT’ or ‘LEFT’ turn direction, and press the ENT Key.
9) Use the FMS Knobs to edit the Expect Further Clearance Time (EFC TIME), and press the ENT Key.
10) Press the ENT Key while ‘LOAD?’ is highlighted to add the hold into the flight plan.

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Waypoint
Selected
Hold At
Waypoint
Menu
Selection

Location of Hold
Hold Entry Course

Course Direction

(INBOUND or OUTBOUND)

Leg Length Mode Button
(TIME or DIST))

Leg Length

(Time in nm or Distance in minutes)

Turn Direction
(RIGHT or LEFT)

Map of Hold Location

Expect Further Clearance Time
Load Hold in Active Flight Plan
Figure 5-89 Creating a User Defined Holding Pattern at an Active Flight Plan Waypoint

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Removing a user-defined hold (created at an active flight plan waypoint):
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the HOLD waypoint.
3) Press the CLR Key. A ‘Remove Holding Pattern?’ confirmation window is displayed.
4) Select ‘OK’ and press the ENT Key. The holding pattern is removed from the active flight plan. Select ‘CANCEL’
and press the ENT Key to cancel the removal of the holding pattern.

Creating a user-defined hold at the aircraft present position:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Hold At Present Position’, and press the ENT Key. The HOLD AT window appears
with the course field highlighted.
3) Use the FMS Knobs to edit the entry course, and press the ENT Key.
4) Use the small FMS Knob to select ‘INBOUND’ or ‘OUTBOUND’ course direction, and press the ENT Key.
5) Use the small FMS Knob to select ‘TIME’ or ‘DIST’ length mode, and press the ENT Key.
6) Use the FMS Knobs to edit the length, and press the ENT Key.
7) Use the small FMS Knob to select ‘RIGHT’ or ‘LEFT’ turn direction, and press the ENT Key.
8) Use the FMS Knobs to edit the Expect Further Clearance Time (EFC TIME), and press the ENT Key.
9) Press the ENT Key while ‘ACTIVATE?’ is highlighted to create an Offroute Direct-to hold waypoint at the aircraft
present position and activate the hold.

Creating a user-defined hold at a Direct To waypoint:
1) Press a Direct-to Key and set up the Direct To waypoint as desired, but select ‘HOLD?’ instead of ‘ACTIVATE?’
when finished (MFD or PFD).
2) Use the FMS Knobs to edit the entry course, and press the ENT Key.
3) Use the small FMS Knob to select ‘INBOUND’ or ‘OUTBOUND’ course direction, and press the ENT Key.
4) Use the small FMS Knob to select ‘TIME’ or ‘DIST’ length mode, and press the ENT Key.
5) Use the FMS Knobs to edit the length, and press the ENT Key.
6) Use the small FMS Knob to select ‘RIGHT’ or ‘LEFT’ turn direction, and press the ENT Key.
7) Use the FMS Knobs to edit the Expect Further Clearance Time (EFC TIME), and press the ENT Key.
8) Press the ENT Key while ‘ACTIVATE?’ is highlighted to activate the Direct To with the user-defined hold defined
at the Direct To waypoint.

Removing a user-defined hold (created at the aircraft present position or at a Direct-To waypoint):
1) Press the Direct To Key to display the DIRECT TO Window (PFD or MFD).
2) Press the MENU Key to display the PAGE MENU with the cursor on the ‘Cancel Direct To NAV’ selection.
3) Press the ENT Key. The holding pattern is removed.

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Hold At
Present
Position
Menu
Selection

Location of Hold
Hold Entry Course

Course Direction

(INBOUND or OUTBOUND)

Leg Length Mode Button
(TIME or DIST))

Leg Length

(Time in nm or Distance in minutes)

Turn Direction
(RIGHT or LEFT)

Map of Hold Location

Expect Further Clearance Time
Activate Hold
Figure 5-90 Creating a User Defined Holding Pattern at the Aircraft Present Position

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Waypoint
Selected

Hold Entry Course
Location of Hold
Course Direction

(INBOUND or OUTBOUND)

Leg Length

(Time in nm or
Distance in minutes)

Turn Direction
(RIGHT or LEFT)

Leg Length Mode Button
(TIME or DIST))

Map of Hold Location

Expect Further
Clearance Time

Hold At Direct To
Waypoint selection

Load Hold and
Activate Direct To

Figure 5-91 Creating a User Defined Holding Pattern at a Direct To Waypoint

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5.7 VERTICAL NAVIGATION
NOTE: The system supports vertical path guidance and altitude constraints for the following leg types: AF,

CD, CF, CI, CR, DF, FC, FD, PI, RF, and TF. Altitude constraints are not retained in stored flight plans.
The G1000 system Vertical Navigation (VNV) feature provides vertical profile guidance during the enroute
and terminal phases of flight. Guidance based on specified altitudes at waypoints in the active flight plan or to
a direct-to waypoint is provided. It includes vertical path guidance to a descending path, which is provided as a
linear deviation from the desired path. The desired path is defined by a line joining two waypoints with specified
altitudes or as a vertical angle from a specified waypoint/altitude. The vertical waypoints are integrated into the
active flight plan. Both manual and autopilot-coupled guidance are supported.
Current Vertical Navigation Profile Disabled (fields dashed)

ENBL VNV Softkey

Current Vertical Navigation Profile Enabled (valid data)

CNCL VNV Softkey
Figure 5-92 Enabling/Disabling Vertical Navigation

Enabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Select the ENBL VNV Softkey; or press the MENU Key, highlight ‘Enable VNV’, and press the ENT Key. Vertical
navigation is enabled, and vertical guidance begins with the waypoint shown in the CURRENT VNV PROFILE box
(defaults first waypoint in the active flight plan with an altitude enabled for vertical navigation (e.g., HABUK)).

Disabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Select the CNCL VNV Softkey; or press the MENU Key, highlight ‘Cancel VNV’, and press the ENT Key. Vertical
navigation is disabled.

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Canceling vertical navigation results in vertical deviation (V DEV), vertical speed required (VS REQ), and time
to top of descent/bottom of descent (TIME TO TOD/BOD) going invalid. The Vertical Deviation Indicator (VDI)
and Required Vertical Speed Indicator (RVSI) on the PFD are removed, and the V DEV, VS REQ, and TIME TO
TOD items displayed in the CURRENT VNV PROFILE box are dashed. VNV remains disabled until manually
enabled. Vertical guidance in reversionary mode can only be enabled for a direct-to waypoint.
The system allows a vertical navigation direct-to to any waypoint in the active flight plan with an altitude
constraint “designated” for vertical guidance. Selecting the VNV Direct-to Softkey on the Active Flight Plan Page
allows the flight plan to be flown, while vertical guidance based on the altitude constraint at the VNV direct-to
waypoint is provided. The altitude change begins immediately and is spread along the flight plan from current
position to the vertical direct-to waypoint, not just along the leg for the direct-to waypoint. A direct-to with
altitude constraint activated by pressing the Direct-to Key also provides vertical guidance, but would bypass
flight plan waypoints between the current position in the flight plan and the direct-to waypoint. A top of descent
(TOD) point is computed based on the default flight path angle; descent begins once the TOD is reached.
Current Vertical Navigation Profile
Prior to VNV Direct-to

VNV Direct-To Softkey

Current Vertical Navigation Profile
After VNV Direct-to

VNV PROF Softkey
Figure 5-93 Vertical Navigation Direct-To

Activating a vertical navigation direct-to:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the desired waypoint.
NOTE: The selected waypoint must have a designated altitude constraint (cyan number) to be used. If not,

the first waypoint in the flight plan with a designated altitude constraint is selected.

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3) Select the VNV Direct-To Softkey; or press the MENU Key, highlight ‘VNV Direct-To’, and press the ENT Key.
An ‘Activate vertical Direct-to to: NNNNNFT at XXXXXX?’ confirmation window is displayed.
4) Press the ENT Key. Vertical guidance begins to the altitude constraint for the selected waypoint.
5) Press the FMS Knob to remove the flashing cursor.

The vertical navigation profile can be modified by directly entering a vertical speed target (VS TGT) and/or flight
path angle (FPA) in the CURRENT VNV PROFILE box.
Modifying the VS TGT and FPA:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Select the VNV PROF Softkey; or press the MENU Key, highlight ‘Select VNV Profile Window’, and press the
ENT Key. The cursor is now located in the CURRENT VNV PROFILE box.
3) Turn the FMS Knobs as needed to edit the values.
4) Press the FMS Knob to remove the flashing cursor.

ALTITUDE CONSTRAINTS
The system can use altitude constraints associated with lateral waypoints to give guidance for vertical
navigation. These altitudes are, depending on the specific instance, manually entered or retrieved from the
published altitudes in the navigation database. The navigation database only contains altitudes for procedures
that call for “Cross at” altitudes. If the procedure states “Expect to cross at,” then the altitude is not in the
database. In this case the altitude may be entered manually.
Displayed Text
Examples

Cross AT
or ABOVE
5,000 ft

Large White Text
Large Cyan Text

Cross AT
2,300 ft

Small Cyan Text
Cross AT
or BELOW
3,000 ft

Small Cyan Subdued
Text

Altitude Constraint
Examples

Small White Text with
Altitude Restriction Bar
Figure 5-94 Waypoint Altitude Constraints

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White Text

Cyan Text

Cyan Subdued Text

Large Altitude calculated by the system
Text estimating the altitude of the aircraft as
it passes over the navigation point. This
altitude is provided as a reference and is
not designated to be used in determining
vertical speed and deviation guidance.

Altitude has been entered manually.
Altitude is designated for use in giving
vertical speed and deviation guidance.
Altitude does not match the published
altitude in navigation database or no
published altitude exists.

The system cannot use this
altitude in determining vertical
speed and deviation guidance
because of an invalid constraint
condition.

Small
Text

Altitude is designated for use in giving
vertical speed and deviation guidance.
Altitude has been retrieved from the
navigation database or has been entered
manually and matches a published
altitude in the navigation database.

The system cannot use this
altitude in determining vertical
speed and deviation guidance
because of an invalid constraint
condition.

Altitude is not designated to be used in
determining vertical speed and deviation
guidance. Altitude has been retrieved
from the navigation database and is
provided as a reference.

Table 5-8 Altitude Constraint Size and Color Coding

Altitudes associated with arrival and approach procedures are “auto-designated”. This means the system
automatically uses the altitudes loaded with the arrival or approach for giving vertical speed and deviation
guidance. Note that these altitudes are displayed as blue text up to, but not including, the FAF. The FAF is
always a “reference only” altitude and cannot be designated, unless the selected approach does not provide
vertical guidance. In this case, the FAF altitude can be designated.
Altitudes that have been designated for use in vertical guidance can be “un-designated” using the CLR Key.
The altitude is now displayed only as a reference. It is not used to give vertical guidance. Other displayed
altitudes may change due to re-calculations or be rendered invalid as a result of manually changing an altitude
to a non-designated altitude.
Designating a waypoint altitude to be used for vertical guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude.
3) Turn the small FMS Knob to enter editing mode.
4) Press the ENT Key. The altitude is now shown in blue, indicating it is usable for vertical guidance.

Designating a procedure waypoint altitude to be used for vertical guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude.
3) Press the ENT Key. The altitude is now shown in blue, indicating it is usable for vertical guidance.

Altitude constraints are displayed and entered in feet mean sea level (MSL) values to the nearest hundred. An
altitude constraint in feet above ground level (AGL) format is supported for airports. When a database altitude
restriction is displayed, the system allows entry of a different altitude when creating a waypoint, effectively
overriding the database restriction (only before the FAF). When a database altitude restriction of type “AT or
ABOVE” or “AT or BELOW” is activated, the system uses the “AT” portion of the restriction to define the vertical
profile.

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An altitude constraint is invalid if:
• Meeting the constraint requires the aircraft to climb
• Meeting the constraint requires the maximum flight path angle (6° down) or maximum vertical speed (-6000
fpm) to be exceeded
• The altitude constraint results in a TOD behind the aircraft present position
• The constraint is within a leg type for which altitude constraints are not supported
• The altitude constraint is added to the FAF of an approach that provides vertical guidance (i.e., ILS or GPS
SBAS approach)
• The altitude constraint is added to a waypoint past the FAF.
Entering/modifiying an altitude constraint:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Enter an altitude constraint value using the FMS Knobs. To enter altitudes as a flight level, turn the small
FMS Knob counter-clockwise past zero or clockwise past 9 on the first character, and the system automatically
changes to show units of Flight Level. Turn the large FMS Knob clockwise to highlight the first zero and enter
the three digit flight level.
4) Press the ENT Key to accept the altitude constraint; if the selected waypoint is an airport, an additional choice
is displayed. Turn the small FMS Knob to choose ‘MSL’ or ‘AGL’, and press the ENT Key to accept the altitude.

Altitude constraints can be modified or deleted after having been added to the flight plan. In the event an
altitude constraint is deleted and the navigation database contains an altitude restriction for the lateral waypoint,
the system displays the altitude restriction from the database provided no predicted altitude can be provided.
The system also provides a way to reinstate a published altitude constraint that has been edited.
Deleting an altitude constraint provided by the navigation database:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. A ‘Remove VNV altitude constraint?’ confirmation window is displayed.
4) Select ‘OK’ and press the ENT Key.

Deleting an altitude constraint that has been manually entered:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. A ‘Remove or Revert to published VNV altitude of nnnnnFT?’ confirmation window is
displayed.
4) Select ‘REMOVE’ and press the ENT Key. The manually entered altitude is deleted (it is replaced by a system
calculated altitude, if available).

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Reverting a manually entered altitude constraint back to the navigation database value:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. A ‘Remove or Revert to published VNV altitude of nnnnnFT?’ confirmation window is
displayed.
4) Select ‘REVERT’ and press the ENT Key. The altitude is changed to the navigation database value.
5) Press the FMS Knob to remove the flashing cursor.

Modifying a system calculated altitude constraint:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. An ‘Edit or Revert to published VNV altitude of nnnnnFT?’ confirmation window is
displayed.
4) Select ‘EDIT’ and press the ENT Key.
5) Edit the value using the FMS Knobs, and press the ENT Key.
6) Press the FMS Knob to remove the flashing cursor.

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5.8 PROCEDURES
The system can access the whole range of instrument procedures available. Departures (DPs), arrivals (STARs),
and non-precision and precision approaches (APPRs) are stored within the database and can be loaded using the
Procedures (PROC) Key.
The selected procedure for the departure or arrival airport is added to the active flight plan. No waypoints are
required to be in the active flight plan to load procedures; however, if the departure and arrival airport are already
loaded, the procedure loading window defaults to the appropriate airport, saving some time selecting the correct
airport on the Procedure Loading Page. Whenever an approach is selected, the choice to either “load” or “activate”
is given. “Loading” adds the approach to the end of the flight plan without immediately using it for navigation
guidance. This allows continued navigation via the intermediate waypoints in the original flight plan, but keeps
the procedure available on the Active Flight Plan Page for quick activation when needed. “Activating” also adds
the procedure to the end of the flight plan but immediately begins to provide guidance to the first waypoint in
the approach.
The system adds terminal procedures to the flight plan based on leg types coded within that procedure in the
navigation database. If the terminal procedure in the flight plan contains an identifier like ‘6368ft’, that indicates
a leg that terminates when the specified altitude (6368 feet) has been exceeded. A heading leg in the flight plan
displays ‘hdg’ preceding the DTK (e.g. ‘hdg 008°’). A flight plan leg requiring the pilot to manually intitiate
sequencing to the next leg displays ‘MANSEQ’ as the identifier.

Heading Leg Terminating at the
Specified Altitude

Manually Sequenced Heading Leg

Figure 5-95 Procedure Leg Identifiers

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DEPARTURES
A Departure Procedure (DP) is loaded at the departure airport in the flight plan. Only one departure can be
loaded at a time in a flight plan. If a departure is loaded when another departure is already in the active flight
plan, the new departure replaces the previous departure. The route is defined by selection of a departure, the
transition waypoints, and a runway.

LOADING A DEPARTURE INTO THE ACTIVE FLIGHT PLAN
Loading a departure into the active flight plan using the PROC Key:
1) Press the PROC Key. The Procedures Window is displayed.
2) Highlight ‘SELECT DEPARTURE’.
3) Press the ENT Key. The Departure Loading Page is displayed.
4) Use the FMS Knob to select an airport and press the ENT Key.
5) Select a departure from the list and press the ENT Key.
6) Select a runway (if required) and press the ENT Key.
7) Select a transition (if required) and press the ENT Key. ‘LOAD?’ is highlighted.
8) Press the ENT Key to load the departure procedure.
Departure Airport

Available Procedure Actions

Loaded Procedures

Departure Preview

Departure Choices

Figure 5-96 Departure Selection

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Selected Departure

Loaded Departure

Procedure Loading Page Selection Softkeys
Figure 5-97 Departure Loading

Viewing available departures at an airport:
1) From the Airport Information Page (first page in the WPT group), select the DP Softkey. The Departure Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Turn the large FMS Knob to highlight the Departure. The departure is previewed on the map.
4) Turn the small FMS Knob to view the available departures. Press the ENT Key to select the departure. The cursor
moves to the Runway box. The departure is previewed on the map.
5) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Transition box (only if there are available transitions). The departure is previewed on the map.
6) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Sequence box. The departure is previewed on the map.
7) Select the INFO-1 Softkey or the INFO-2 Softkey to return to the Airport Information Page.

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Loading a departure into the active flight plan from the Departure Information Page:
1) From the Airport Information Page (first page in the WPT group), select the DP Softkey. The Departure Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Select a different departure, if desired.
a) Turn the large FMS Knob to highlight the Departure. The departure is previewed on the map.
b) Turn the small FMS Knob to view the available departures. Press the ENT Key to select the departure. The cursor
moves to the Runway box. The departure is previewed on the map.
c) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Transition box (only if there are available transitions). The departure is previewed on the map.
d) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Sequence box. The departure is previewed on the map.
4) Press the MENU Key to display the Departure Information Page Menu.
5) Turn the FMS Knob to highlight ‘Load Departure’.
6) Press the ENT Key to load the departure procedure into the active flight plan.

REMOVING A DEPARTURE FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, departures can be easily removed from the Active Flight Plan.
Removing a departure procedure from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, and highlight ‘Remove Departure’.
3) Press the ENT Key. A confirmation window is displayed listing the departure procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob, and turn to highlight the departure header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the departure procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
5) Press the FMS Knob to remove the flashing cursor.

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ARRIVALS
A Standard Terminal Arrival (STAR) can be loaded at any airport that has one available. Only one arrival
can be loaded at a time in a flight plan. If an arrival is loaded when another arrival is already in the active
flight plan, the new arrival replaces the previous arrival. The route is defined by selection of an arrival, the
transition waypoints, and a runway.

LOADING AN ARRIVAL INTO THE ACTIVE FLIGHT PLAN
Loading an arrival into the active flight plan using the PROC Key:
1) Press the PROC Key. The Procedures Window is displayed.
2) Highlight ‘SELECT ARRIVAL’.
3) Press the ENT Key. The Arrival Loading Page is displayed.
4) Use the FMS Knob to select an airport and press the ENT Key.
5) Select an arrival from the list and press the ENT Key.
6) Select a transition (if required) and press the ENT Key.
7) Select a runway (if required) and press the ENT Key. ‘LOAD?’ is highlighted.
8) Press the ENT Key to load the arrival procedure.
Available Procedure Actions

Loaded Procedures

Destination Airport

Arrival Preview

Arrival Choices

Figure 5-98 Arrival Selection

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Selected Arrival

Loaded Arrival

Procedure Loading Page Selection Softkeys
Figure 5-99 Arrival Loading

Viewing available arrivals at an airport:
1) From the Airport Information Page (first page in the WPT group), select the STAR Softkey. The Arrival Information
Page is displayed, defaulting to the airport displayed on the Airport Information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Turn the large FMS Knob to highlight the Arrival. The arrival is previewed on the map.
4) Turn the small FMS Knob to view the available arrivals. Press the ENT Key to select the arrival. The cursor moves
to the Transition box. The arrival is previewed on the map.
5) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Runway box. The arrival is previewed on the map.
6) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Sequence box. The arrival is previewed on the map.
7) Select the INFO-1 Softkey or the INFO-2 Softkey to return to the Airport Information Page.

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Loading an arrival into the active flight plan from the Arrival Information Page:
1) From the Airport Information Page (first page in the WPT group), select the STAR Softkey. The Arrival Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Select a different arrival, if desired.
a) Turn the large FMS Knob to highlight the arrival. The arrival is previewed on the map.
b) Turn the small FMS Knob to view the available arrivals. Press the ENT Key to select the arrival. The cursor moves
to the Transition box (only if there are available transitions). The arrival is previewed on the map.
c) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Runway box. The arrival is previewed on the map.
d) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Sequence box. The arrival is previewed on the map.
4) Press the MENU Key to display the Arrival Information Page Menu.
5) Turn the FMS Knob to highlight ‘Load Arrival’.
6) Press the ENT Key to load the arrival procedure into the active flight plan.

REMOVING AN ARRIVAL FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, arrivals can be easily removed from the Active Flight Plan.
Removing an arrival from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, and highlight ‘Remove Arrival’.
3) Press the ENT Key. A confirmation window is displayed listing the arrival procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob, and turn to highlight the arrival header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the arrival procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
5) Press the FMS Knob to remove the flashing cursor.

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APPROACHES
NOTE: If certain GPS parameters (SBAS, RAIM, etc.) are not available, some published approach procedures

for the desired airport may not be displayed in the list of available approaches.
An Approach Procedure (APPR) can be loaded at any airport that has one available, and provides guidance
for non-precision and precision approaches to airports with published instrument approach procedures.
Only one approach can be loaded at a time in a flight plan. If an approach is loaded when another approach
is already in the active flight plan, the new approach replaces the previous approach. The route is defined by
selection of an approach and the transition waypoints.
Whenever an approach is selected, the choice to either “load” or “activate” is given. “Loading” adds the
approach to the end of the flight plan without immediately using it for navigation guidance. This allows
continued navigation via the intermediate waypoints in the original flight plan, but keeps the procedure
available on the Active Flight Plan Page for quick activation when needed. “Activating” also adds the
procedure to the end of the flight plan but immediately begins to provide guidance to the first waypoint in
the approach.
When selecting an approach, a “GPS” designation to the right of the procedure name indicates the procedure
can be flown using the GPS receiver. Some procedures do not have this designation, meaning the GPS
receiver can be used for supplemental navigation guidance only. If the GPS receiver cannot be used for
primary guidance, the appropriate navigation receiver must be used for the selected approach (e.g., VOR or
ILS). The final course segment of ILS approaches, for example, must be flown by tuning the NAV receiver to
the proper frequency and selecting that NAV receiver on the CDI.
The G1000 SBAS GPS allows for flying LNAV, LNAV+V, LNAV/VNAV, LP, LP+V, LPV, and RNP approach
service levels according to the published chart. The ‘+V’ designation adds advisory vertical guidance for
assistance in maintaining a constant vertical glidepath similar to an ILS glideslope on approach. This guidance
is displayed on the system PFD in the same location as the ILS glideslope using a magenta diamond. The
active approach service level is annunciated on the HSI as shown in the following table:
HSI Annunciation
Description
LNAV
GPS approach using published LNAV minima
LNAV+V
GPS approach using published LNAV minima.
Advisory vertical guidance is provided
L/VNAV
GPS approach using published LNAV/VNAV
(available only if minima (downgrades to LNAV if SBAS
SBAS available) unavailable)
LP
GPS approach using published LP minima
(available only if (downgrades to LNAV if SBAS unavailable)
SBAS available)
LP+V
RNAV GPS approach using published LP minima
(available only if Advisory vertical guidance is provided
SBAS available) (downgrades to LNAV if SBAS unavailable)
LPV
GPS approach using published LPV minima
(available only if (downgrades to LNAV if SBAS unavailable)
SBAS available)

Example on HSI

Approach Service Level

- LNAV, LNAV+V, L/VNAV, LP, LP+V, LPV

Table 5-9 Approach Types

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LOADING AN APPROACH INTO THE ACTIVE FLIGHT PLAN
Loading an approach into the active flight plan using the PROC Key:
1) Press the PROC Key. The Procedures Window is displayed.
2) Highlight ‘SELECT APPROACH’, and press the ENT Key. The Approach Loading Page is displayed.
3) Select the airport and approach:
a) Use the FMS Knob to select an airport and press the ENT Key.
b) Select an approach from the list and press the ENT Key.
Or:
a) If necessary, push the FMS Knob to exit the approach list, and use the large FMS Knob to move the cursor to
the APPROACH CHANNEL field.
b) Use the FMS Knob to enter the approach channel number, and press the ENT Key to accept the approach
channel number. The airport and approach are selected.
4) Select a transition (if required) and press the ENT Key.
5) Minimums
a) To set ‘MINIMUMS’, turn the small FMS Knob to select ‘BARO’, ‘TEMP COMP’ or ‘RAD ALT’, and press the ENT
Key. Turn the small FMS Knob to select the altitude, and press the ENT Key.
b) If ‘TEMP COMP’ was selected, the cursor moves to the temperature field. Turn the small FMS Knob to select the
temperature, and press the ENT Key.
Or:
a) To skip setting minimums, press the ENT Key.
6) Press the ENT Key with ‘LOAD?’ highlighted to load the approach procedure; or turn the large FMS Knob to
highlight ‘ACTIVATE’ and press the ENT Key to load and activate the approach procedure.
NOTE: When GPS is not approved for the selected final approach course, the message ‘NOT APPROVED

FOR GPS’ is displayed. GPS provides guidance to the approach, but the HSI must to be switched to a NAV
receiver to fly the final course of the approach.

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Available Procedure Actions

Loaded Procedures

Destination Airport

Approach Preview

Approach Choices

Figure 5-100 Approach Selection
Selected Approach

Procedure Loading Page Selection Softkeys

Loaded Approach

LOAD or ACTIVATE? Annunciation
Figure 5-101 Approach Loading

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Viewing available approaches at an airport:
1) From the Airport Information Page (first page in the WPT group), select the APR Softkey. The Approach
Information Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Press the FMS Knob, then turn the large FMS Knob to highlight the Approach. The approach is previewed on
the map.
4) Turn the small FMS Knob to view the available approaches. Press the ENT Key to select the approach. The
cursor moves to the Transition box. The approach is previewed on the map.
5) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Minimums box. The approach is previewed on the map.
6) Select the INFO-1 Softkey or the INFO-2 Softkey to return to the Airport Information Page.

Loading an approach into the active flight plan from the Nearest Airport Page:
1) Select the Nearest Airports Page.
2) Press the FMS Knob, then turn the large FMS Knob to highlight the desired nearest airport. The airport is
previewed on the map.
3) Select the APR Softkey; or press the MENU Key, highlight ‘Select Approach Window’, and press the ENT Key.
4) Turn the FMS Knob to highlight the desired approach.
5) Select the LD APR Softkey; or press the MENU Key, highlight ‘Load Approach’, and press the ENT Key. The
Approach Loading Page is displayed with the transitions field highlighted.
6) Turn the FMS Knob to highlight the desired transition, and press the ENT Key.
7) Minimums
a) To set ‘MINIMUMS’, turn the small FMS Knob to select ‘BARO’, ‘TEMP COMP’ or ‘RAD ALT’, and press the ENT
Key. Turn the small FMS Knob to select the altitude, and press the ENT Key.
b) If ‘TEMP COMP’ was selected, the cursor moves to the temperature field. Turn the small FMS Knob to select the
temperature, and press the ENT Key.
Or:
a) To skip setting minimums, press the ENT Key.
8) Press the ENT Key with ‘LOAD?’ highlighted to load the approach procedure; or turn the large FMS Knob to
highlight ‘ACTIVATE’ and press the ENT Key to load and activate the approach procedure. The system continues
navigating the current flight plan until the approach is activated. When GPS is not approved for the selected
final approach course, the message ‘NOT APPROVED FOR GPS’ is displayed. GPS provides guidance to the
approach, but the HSI must to be switched to a NAV receiver to fly the final course of the approach.

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ACTIVATING AN APPROACH
A previously loaded approach can be activated from the Procedures Window.
Activating a previously loaded approach:
1) Press the PROC Key. The Procedures Window is displayed with ‘Activate Approach’ highlighted.
2) Press the ENT Key to activate the approach.

In many cases, it may be easiest to “load” the full approach while still some distance away, enroute to the
destination airport. Later, if vectored to final, use the steps above to select ‘Activate Vector-To-Final’ — which
makes the inbound course to the FAF waypoint active.
Activating a previously loaded approach with vectors to final:
1) Press the PROC Key to display the Procedures Window.
2) Highlight ‘ACTIVATE VECTOR-TO-FINAL’ and press the ENT Key.

Loading and activating an approach using the MENU Key:
1) From the Approach Loading Page, press the MENU Key. The page menu is displayed with ‘Load & Activate
Approach’ highlighted.
2) Press the ENT Key. When GPS is not approved for the selected final approach course, the message ‘NOT
APPROVED FOR GPS’ is displayed. GPS provides guidance to the approach, but the HSI must to be switched to
a NAV receiver to fly the final course of the approach.

REMOVING AN APPROACH FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, approaches can be easily removed from the Active Flight Plan.
Removing an approach from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, and highlight ‘Remove Approach’.
3) Press the ENT Key. A confirmation window is displayed listing the approach procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal, highlight ‘CANCEL’ and press the ENT Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob, and turn to highlight the approach header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the approach procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal, highlight ‘CANCEL’ and press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.

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MISSED APPROACH
Activating a missed approach in the active flight plan:
1) Press the PROC Key.
2) Turn the FMS Knob to highlight ‘ACTIVATE MISSED APPROACH’.
3) Press the ENT Key. The aircraft automatically sequences to the MAHP.
Or:
Press the Go-Around Button.

In this missed approach procedure, the altitude immediately following the MAP (in this case ‘6368ft’) is
not part of the published procedure. It is simply a Course to Altitude (CA) leg which guides the aircraft along
the runway centerline until the altitude required to safely make the first turn toward the MAHP is exceeded.
This altitude is provided by the navigation database, and may be below, equal to, or above the published
minimums for this approach. In this case, if the aircraft altitude is below the specified altitude (6,368 feet)
after crossing the MAP, a direct-to is established to provide a course on runway heading until an altitude of
6,368 feet is reached. After reaching 6,368 feet, a direct-to is established to the published MAHP (in this case
MOGAL). If the aircraft altitude is above the specified altitude after crossing the MAP, a direct-to is established
to the published fix (MOGAL) to begin the missed approach procedure.

Course to Alttitude Leg

Figure 5-102 Course to Altitude

In some missed approach procedures this Course to Altitude leg may be part of the published procedure.
For example, a procedure may dictate a climb to 5,500 feet, then turn left and proceed to the Missed Approach
Hold Point (MAHP). In this case, the altitude would appear in the list of waypoints as ‘5500ft’. Again, if the
aircraft altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg
when the missed approach procedure is activated.

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TEMPERATURE COMPENSATED ALTITUDE
If desired, the system can compensate the loaded approach altitudes based on a pilot-supplied temperature
at the destination. For example, if the pilot enters a destination temperature of -40º C, the system increases
the approach altitudes accordingly. A temperature compensated altitude is displayed in slanted text.
Enabling temperature compensated altitude:
1) From the Active Flight Plan Page, press the MENU Key. The Page Menu is displayed.
2) Turn the FMS Knob to highlight ‘Temperature Compensation’.
3) Press the ENT Key. The TEMPERATURE COMPENSATION Window is displayed.
4) Use the small FMS Knob to select the temperature at the . The compensated altitude is computed as
the temperature is selected.
NOTE: The temperature at the destination can be entered in the TEMPERATURE COMPENSATION Window

on the MFD, or in the REFERENCES Window on the PFD. There is only one compensation temperature for
the system, therefore, changing the temperature will affect both the loaded approach altitudes and the
minimums. Refer to the Flight Instruments section for information about applying temperature compensation
to the MDA/DH.
5) Press the ENT Key. ‘ACTIVATE COMPENSATION?’ is highlighted.
6) Press the ENT Key. The compensated altitudes for the approach are shown in the flight plan.

Selected
Temperature
FAF Altitude
Compensated
Altitude

Temperature
Compensation
Selected

Figure 5-103 Temperature Compensation

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ACTIVATE
COMPENSATION?
Highlighted

CANCEL
COMPENSATION?
Highlighted
Figure 5-104 Activating/Cancelling Temperature Compensation

Compensated
Altitudes

Uncompensated
Altitudes

Figure 5-105 Temperature Compensation in the Active Flight Plan

Disabling temperature compensated altitude:
1) From the Active Flight Plan Page, press the MENU Key. The Page Menu is displayed.
2) Turn the FMS Knob to highlight ‘Temperature Compensation’.
3) Press the ENT Key. The TEMPERATURE COMPENSATION Window is displayed.
4) Press the ENT Key. ‘CANCEL COMPENSATION?’ is highlighted.
5) Press the ENT Key. The temperature compensated altitude at the FAF is cancelled.
NOTE: Activating/cancelling temperature compensation for the loaded approach altitudes does not select/

deselect temperature compensated minimums (MDA/DH), nor does selecting/deselecting temperature
compensated minimums activate/cancel temperature compensated approach altitudes.

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5.9 TRIP PLANNING
The system allows the pilot to view trip planning information, fuel information, and other information for
a specified flight plan or flight plan leg based on automatic data, or based on manually entered data. Weight
planning is also available, based on fuel sensor data and the active flight plan (to estimate remaining fuel).

TRIP PLANNING
All of the input of data needed for calculation and viewing of the statistics is done on the Trip Planning Page
located in the AUX Page Group.
Selected Flight Plan Segment

- FPL Number/Cumulative Legs (CUM or REM) or Leg Number (NN)
- Waypoints Defining Selected Flight Plan/Flight Plan Leg

Trip Planning Page Mode
- Automatic/Manual

Trip Input Data (sensor/pilot)

Preview of Selected
Flight Plan/
Flight Plan Leg

- Departure Time (local)
- Ground Speed
- Fuel Flow
- Fuel On Board Aircraft
- Calibrated Airspeed
- Indicated Altitude
- Barometric Pressure
- Total Air Temperature

Trip Statistics

Desired Track Distance Est. Time Enroute Est. Time of Arrival Enroute Safe Altitude Sunrise Time (local) Sunset Time (local) -

Other Statistics

- Density Altitude
- True Airspeed (TAS)

Fuel Statistics

Efficiency Total Endurance Remaining Fuel Remaining Endurance Fuel Required Total Range -

Softkeys

- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode

Figure 5-106 Trip Planning Page

The trip planning inputs are based on sensor inputs (automatic page mode) or on pilot inputs (manual page
mode). Some additional explanation of the sources for some of the inputs is as follows:
• Departure time (DEP TIME) - This defaults to the current time in automatic page mode. The computations
are from the aircraft present position, so the aircraft is always just departing.
• Calibrated airspeed (CALIBRATED AS) - The primary source is from the air data system, and the secondary
source of information is GPS ground speed.
• Indicated altitude (IND ALTITUDE) - The primary source is the barometric altitude, and the secondary source
of information is GPS altitude.

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TRIP STATISTICS
The trip statistics are calculated based on the selected starting and ending waypoints and the trip planning
inputs.
In flight plan mode (FPL) with a stored flight plan selected (NN), and the entire flight plan (CUM) selected,
the waypoints are the starting and ending waypoints of the selected flight plan.
In flight plan mode (FPL) with a stored flight plan selected (NN), and a specific leg (NN) selected, the
waypoints are the endpoints of the selected leg.
In flight plan mode (FPL) with the active flight plan selected (00), and the remaining flight plan (REM)
selected, the ‘from’ waypoint is the present position of the aircraft and the ‘to’ waypoint is the endpoint of the
active flight plan.
In flight plan mode (FPL) with the active flight plan selected (00), and a specific leg (NN) selected, the
‘from’ waypoint is the current aircraft position and the ‘to’ waypoint is the endpoint of the selected leg.
In waypoint (WPTS) mode these are manually selected waypoints (if there is an active flight plan, these
default to the endpoints of the active leg).
Some of the calculated trip statistics are dashed when the selected leg of the active flight plan has already
been flown.
• Desired Track (DTK) - DTK is shown as nnn° and is the desired track between the selected waypoints.
It is dashed unless only a single leg is selected.
• Distance (DIS) - The distance is shown in tenths of units up to 99.9, and in whole units up to 9999.
• Estimated time enroute (ETE) - ETE is shown as hours:minutes until less than an hour, then it is shown
as minutes:seconds.
• Estimated time of arrival (ETA) - ETA is shown as hours:minutes and is the local time at the
destination.
- If in waypoint mode then the ETA is the ETE added to the departure time.
- If a flight plan other than the active flight plan is selected it shows the ETA by adding to the departure
time all of the ETEs of the legs up to the selected leg. If the entire flight plan is selected, then the ETA
is calculated as if the last leg of the flight plan was selected.
- If the active flight plan is selected the ETA reflects the current position of the aircraft and the current
leg being flown. The ETA is calculated by adding to the current time the ETEs of the current leg up to
and including the selected leg. If the entire flight plan is selected, then the ETA is calculated as if the
last leg of the flight plan was selected.
• Enroute safe altitude (ESA) - The ESA is shown as nnnnnFT
• Destination sunrise and sunset times (SUNRISE, SUNSET) - These times are shown as hours:minutes
and are the local time at the destination.

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FUEL STATISTICS
The fuel statistics are calculated based on the selected starting and ending waypoints and the trip planning
inputs. Some of the calculated trip statistics are dashed when the selected leg of the active flight plan has
already been flown.
• Fuel efficiency (EFFICIENCY) - This value is calculated by dividing the current ground speed by the
current fuel flow.
• Time of fuel endurance (TOTAL ENDUR) - This time is shown as hours:minutes. This value is obtained
by dividing the amount of fuel on board by the current fuel flow.
• Fuel on board upon reaching end of selected leg (REM FUEL) - This value is calculated by taking the
amount of fuel onboard and subtracting the fuel required to reach the end of the selected leg.
• Fuel endurance remaining at end of selected leg (REM ENDUR) - This value is calculated by taking the time
of fuel endurance and subtracting the estimated time enroute to the end of the selected leg.
• Fuel required for trip (FUEL REQ) - This value is calculated by multiplying the time to go by the fuel
flow.
• Total range at entered fuel flow (TOTAL RANGE) - This value is calculated by multiplying the time of fuel
endurance by the ground speed.

OTHER STATISTICS
These statistics are calculated based on the system sensor inputs or the manual trip planning inputs.
• Density altitude (DENSITY ALT)
• True airspeed (TRUE AIRSPEED)
The pilot may select automatic (AUTO) or manual (MANUAL) page mode, and flight plan (FPL) or waypoint
(WPTS) mode. In automatic page mode, only the FPL, LEG, or waypoint IDs are editable (based on FPL/WPTS
selection).
Selected Flight Plan NN -

Selected Leg(s)

00 is Active FPL
01-99 are Stored FPLs

Starting and Ending Waypoint
of Selected Flight Plan Segment

Stored Flight Plan
- CUM: Beginning to End of FPL
- NN: Beginning to End of Selected Leg
Active Flight Plan
- REM: Pres. Pos. to End of FPL
- NN: Pres. Pos. to End of Selected Leg

Figure 5-107 Trip Planning Page - Flight Plan Mode

Selected Flight Plan
Not Available

Selected Leg(s)
Not Available

Selected Starting and Ending Waypoints
Figure 5-108 Trip Planning Page - Waypoint Mode

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Selecting automatic or manual page mode:

Select the AUTO Softkey or the MANUAL Softkey; or press the MENU Key, highlight ‘Auto Mode’ or ‘Manual
Mode’, and press the ENT Key.

Selecting flight plan or waypoint mode:

Select the FPL Softkey or the WPTS Softkey; or press the MENU Key, highlight ‘Flight Plan Mode’ or ‘Waypoints
Mode’, and press the ENT Key.

Selecting a flight plan and leg for trip statistics:
1) Press the FMS Knob to activate the cursor in the flight plan number field.
2) Turn the small FMS Knob to select the desired flight plan number.
3) Turn the large FMS Knob to highlight ‘CUM’ or ‘REM’. The statistics for each leg can be viewed by turning the
small FMS Knob to select the desired leg. The Inset Map also displays the selected data.

Selecting waypoints for waypoint mode:
1) Select the WPTS Softkey; or press the MENU Key, highlight ‘Waypoints Mode’, and press the ENT Key. The
cursor is positioned in the waypoint field directly below the FPL field.
2) Turn the FMS knobs to select the desired waypoint (or select from the Page Menu ‘Set WPT to Present Position’
if that is what is desired), and press the ENT Key. The cursor moves to the second waypoint field.
3) Turn the FMS knobs to select the desired waypoint, and press the ENT Key. The statistics for the selected leg
are displayed.

In manual page mode, the other eight trip input data fields must be entered by the pilot, in addition to flight
plan and leg selection.
Entering manual data for trip statistics calculations:
1) Select the MANUAL Softkey or select ‘Manual Mode’ from the Page Menu, and press the ENT Key. The cursor
may now be positioned in any field in the top right two boxes.
2) Turn the FMS Knobs to move the cursor onto the DEP TIME field and enter the desired value. Press the ENT Key.
The statistics are calculated using the new value and the cursor moves to the next entry field. Repeat until all
desired values have been entered.

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WEIGHT PLANNING
NOTE: All weight planning page data fields displays data rounded to the nearest 10 pounds or 5 kilograms.

A/C Payload Calculator

Fuel Weight Calculator

Empty Weight Softkey

Fuel On Board Sync Softkey
(sets FOB to sensor actual)

- Zero Fuel Weight Calculation
- Fuel on Board Entry (or sync)
- Aircraft Weight Calculation
- Estimated Landing Weight Calculation
- Estimated Landing Fuel Calculation
- Fuel Reserve Entry
- Excess Fuel Calculation

Basic Empty Weight Entry Pilot and Stores Weight Entry Basic Operating Weight
Calculation Passenger(s) Weight Entry Cargo Weight Entry Zero Fuel Weight Calculation -

(selects Basic Empty Weight)

Figure 5-109 Weight Planning Page

Entering basic empty weight:
1) Select the EMPTY WT Softkey; or press the MENU Key, highlight ‘Set Basic Empty Weight’, and press the ENT
Key to select the ‘BASIC EMPTY WEIGHT’ field.
2) Turn the small FMS Knob to enter the basic empty weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor.

Entering a pilot and stores weight:
1) Press the FMS Knob to activate the cursor and highlight the ‘PILOT AND STORES’ field.
2) Turn the small FMS Knob to enter the pilot and stores weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor.

The basic operating weight is calculated by adding the basic empty weight and the pilot and stores weight.
Entering the number of passengers:
1) Press the FMS Knob to activate the cursor and highlight the ‘PASSENGERS #’ field.
2) Turn the small FMS Knob to enter the number of passengers.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor.

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Entering the average passenger weight:
1) Press the FMS Knob to activate the cursor and highlight the passenger weight field.
2) Turn the small FMS Knob to enter the average passenger weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor

The total weight of passengers is calculated by multiplying the number of passengers by the average passenger
weight.
Entering the cargo weight:
1) Press the FMS Knob to activate the cursor and highlight the ‘CARGO’ field.
2) Turn the small FMS Knob to enter the cargo weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor

The ‘ZERO FUEL WEIGHT’ is calculated by adding the basic empty, pilot and stores, passenger, and cargo
weights.
Entering a fuel on board weight:
1) Press the FMS Knob to activate the cursor and highlight the ‘FUEL ON BOARD’ field.
2) Turn the small FMS Knob to enter the fuel on board.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor

Entering fuel reserve:
1) Press the FMS Knob to activate the cursor and highlight the ‘FUEL RESERVES’ field.
2) Turn the small FMS Knob to enter the fuel reserves amount.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor

Synchronizing the fuel on board with the actual measured fuel on board:

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Select the FOB SYNC Softkey; or select the MENU Key, highlight ‘Synchronize Fuel on Board’, and press the
ENT Key. The actual measured fuel on board is displayed in the ‘FUEL ON BOARD’ field.

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When the aircraft is in the air and a destination waypoint has been entered, the fuel calculations can be
completed.
• Estimated landing weight = zero fuel weight + estimated landing fuel weight.
• Estimated landing fuel weight = fuel on board weight - (fuel flow x ETE)
• Excess fuel weight = estimated landing fuel weight - fuel reserves weight
If the aircraft is on the ground or a destination waypoint has not been entered, the following fields display
invalid values consisting of six dashes:
• Estimated landing weight
• Estimated landing fuel weight
• Excess fuel weight

WEIGHT CAUTION AND WARNING CONDITIONS
If the estimated landing fuel weight is positive, but less than or equal to the fuel reserves weight, the following
values are displayed in yellow:
• Estimated fuel at landing weight
• Excess fuel weight
If the estimated landing fuel weight is zero or negative, then the following values are displayed in red:
• Estimated fuel at landing weight
• Excess fuel weight

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5.10 RAIM PREDICTION
RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver function that performs a consistency
check on all tracked satellites. RAIM ensures that the available satellite geometry allows the receiver to calculate
a position within a specified RAIM protection limit (2.0 nm for oceanic, 2.0 nm for enroute, 1.0 nm for terminal,
and 0.3 nm for non-precision approaches). During oceanic, enroute, and terminal phases of flight, RAIM is
available nearly 100% of the time. The RAIM prediction function also indicates whether RAIM is available at a
specified date and time. RAIM computations predict satellite coverage within ±15 min of the specified arrival
date and time. Because of the tighter protection limit on approaches, there may be times when RAIM is not
available. RAIM prediction must be initiated manually if there is concern over SBAS coverage at the destination
or some other reason that compromises navigation precision. If RAIM is not predicted to be available for the
final approach course, the approach does not become active. If RAIM is not available when crossing the FAF, the
missed approach procedure must be flown.

RAIM PREDICTION Box
- Prediction Waypoint
- Arrival Time
- Arrival Date
- RAIM Status

RAIM Softkey

SBAS Softkey
(displays SBAS Selection)

(displays RAIM
PREDICTION)

Figure 5-110 RAIM Prediction

Predicting RAIM availability at a selected waypoint:
1) Select the AUX-GPS Status Page.
2) Press the FMS Knob. The RAIM Prediction ‘WAYPOINT’ field is highlighted.
3) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window
with a waypoint selection submenu allowing selection of active flight plan, nearest, recent, user, or airway
waypoints).

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4) Enter the identifier, facility, or city name of the departure waypoint; or select a waypoint from the submenu of
waypoints and press the ENT Key to accept the waypoint entry.
5) Turn the FMS Knobs to enter an arrival time and press the ENT Key.
6) Turn the FMS Knobs to enter an arrival date and press the ENT Key.
7) Press the ENT Key with ‘COMPUTE RAIM?’ highlighted to begin the computation.

Predicting RAIM availability at the aircraft present position:
1) Select the AUX-GPS Status Page.
2) Press the FMS Knob. The RAIM Prediction ‘WAYPOINT’ field is highlighted.
3) Press the MENU Key, highlight ‘Set WPT to Present Position’, and press the ENT Key.
4) Press the ENT Key to accept the waypoint entry.
5) Turn the FMS Knobs to enter an arrival time and press the ENT Key.
6) Turn the FMS Knobs to enter an arrival date and press the ENT Key.
7) Press the ENT Key with ‘COMPUTE RAIM?’ highlighted to begin the computation.

Status of the RAIM computation for the selected waypoint, time, and date is displayed at the bottom of the
RAIM PREDICTION Box as follows:
• ‘COMPUTE RAIM?’ - RAIM has not been computed.
• ‘COMPUTING AVAILABILITY’ - RAIM calculation is in progress.
• ‘RAIM AVAILABLE’ - RAIM is predicted to be available.
• ‘RAIM NOT AVAILABLE’ - RAIM is predicted to be unavailable.
The Satellite Based Augmentation System (SBAS) provides increased navigation accuracy when available. SBAS
can be enabled or disabled manually on the GPS Status Page.

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SBAS Status
SBAS SELECTION Box

- EGNOS Enable/Disable
- MSAS Enable/Disable
- WAAS Enable/Disable

RAIM Softkey

SBAS Softkey
(displays SBAS Selection)

(displays RAIM
PREDICTION)

Figure 5-111 SBAS Display - Active

Enabling/Disabling SBAS:
1) Select the AUX-GPS Status Page.
2) Select the SBAS Softkey.
3) Press the FMS Knob, and turn the large FMS Knob to highlight ‘EGNOS’, ‘MSAS’ or ‘WAAS’.
4) Press the ENT Key to disable SBAS. Press the ENT Key again to enable SBAS.

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SBAS Status
SBAS SELECTION Box

- EGNOS Enable/Disable
- MSAS Enable/Disable
- WAAS Enable/Disable

RAIM Softkey

SBAS Softkey
(displays SBAS Selection)

(displays RAIM
PREDICTION)

Figure 5-112 SBAS Display - Disabled

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5.11 NAVIGATING A FLIGHT PLAN
The following discussion is an example of navigating a flight plan with the SBAS capable GPS system while the
system provides vertical guidance through descents. A lateral flight plan (LNAV) would be navigated in much the
same way, but would not include vertical guidance when the final approach course is active.
NOTE: The following example flight plan is for instructional purposes only. All database information depicted

should be considered not current.
The example is a flight plan from KMKC to KCOS filed using the TIFTO2 departure, various Victor Airways,
and the DBRY1 arrival with the transition at TBE. The flight plan includes an enroute altitude of 12,000 feet, an
LPV (WAAS) approach selected for runway 35R, and a missed approach executed at the Missed Approach Point
(MAP). A few enroute changes are demonstrated.
1) Prior to departure, the TIFTO2 departure, the airways, and the DBRY1 arrival at KCOS are loaded. See the
Procedures section for loading departures and arrivals. Note the magenta arrow in Figure 5-113 indicating the
active departure leg.

After takeoff, ATC assigns a heading of 240º.
2) Figure 5-113 shows the aircraft on the assigned heading of 240º. ‘TERM’ (Terminal) is the current CDI flight
phase displayed on the HSI indicating 1.0 nm CDI scaling.

Figure 5-113 Assigned Heading of 240º

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3) ATC now assigns routing to join V4. A heading of 290º is assigned to intercept V4. The aircraft turns to heading
290° as seen in Figure 5-114.

Figure 5-114 Assigned Heading of 290º

4) Enter V4 into the flight plan.
a) Press the FMS Knob to activate the cursor.

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b) The desired entry point for V4 (TOP) must be entered. Turn the large FMS Knob to highlight the desired flight
plan insertion point (SLN) as shown in Figure 5-115. When the V4 entry point (TOP) is inserted, it is placed
immediately above the highlighted waypoint (SLN).

Figure 5-115 Begin Adding V4 to the Flight Plan

c) Turn the small FMS Knob to display the Waypoint Information Window. Enter the desired entry point for V4,
Topeka VOR (TOP), as shown in Figure 5-116.

Figure 5-116 Entering V4 Entry Point

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d) Press the ENT Key. TOP is inserted into the flight plan as in Figure 5-117.

Figure 5-117 TOP Inserted into the Flight Plan

e) With SLN still highlighted as in Figure 5-117, turn the small FMS Knob clockwise. The Waypoint Information
Page is displayed and the LD AIRWY Softkey is now available.
f) Select the LD AIRWY Softkey to display the list of available airways for TOP as seen in Figure 5-118.

Figure 5-118 List of Available Airways for TOP

g) Turn either FMS Knob to highlight V4 in the list as seen in Figure 5-118.

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h) Press the ENT Key. The list of available exits for V4 is now displayed as in Figure 5-119.

Figure 5-119 List of Available Exits for V4

i) If necessary, turn either FMS Knob to select the desired exit. In this case Salina VOR (SLN) is selected as in
Figure 5-119.
j) Press the ENT Key. The selected airway and exit are displayed, and the prompt “LOAD?” highlighted as in
Figure 5-120.

Figure 5-120 Ready to Load V4

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k) Press the ENT Key.
l) V4 is now loaded into the flight plan as shown in Figure 5-121.

Figure 5-121 V4 is Loaded in the Flight Plan

5) Making V4 the active leg of the flight plan.
a) Press the FMS Knob to activate the cursor.
b) Turn the large FMS Knob to highlight ULNAZ. The TO waypoint of the leg is selected in order to activate the
leg.
c) Select the ACT LEG Softkey. The confirmation window is now displayed as in Figure 5-122. Note the TOP to
ULNAZ leg is actually part of V4.

Figure 5-122 Comfirm Active Leg

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d) Verify the displayed leg is the desired leg and press the ENT Key. Note in Figure 5-123, the magenta arrow in
the flight plan window and magenta line on the map indicating V4 is now the active flight plan leg. Note the
phase of flight remained in Terminal (TERM) mode up to this point because a departure leg was active. Since a
leg after the departure is now active, the current CDI flight phase is ENR (Enroute) and CDI scaling has changed
to 2.0 nm.

Figure 5-123 V4 Now Active Leg

6) The aircraft continues on heading 290º. When crosstrack distance is less than 2.0 nm, the XTK disappears from
the HSI and the CDI is positioned on the last dot indicating a 2.0 nm distance from the centerline of the next
course.

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7) As the CDI approaches center, the aircraft turns onto the active leg as seen in Figure 5-124.

Figure 5-124 Turn on to Active Leg

8) At SLN, Victor Airway 244 (V244) is intercepted. Turn prompts are displayed in the PFD Navigation Status Box
as seen in Figure 5-125.

Figure 5-125 Turn to Intercept V244

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9) As seen in Figure 5-126, V244 is now the active flight plan leg.

Figure 5-126 V244 Now Active Leg

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10) At Lamar VOR (LAA) V263 is intercepted. See Figure 5-127.

Figure 5-127 WIZGE to LAA Leg Active

11) ATC grants clearance to proceed direct to the OPSHN intersection to begin the arrival procedure. ATC advises
to expect an altitude of 10,000 feet at OPSHN.
a) Press the FMS Knob to activate the cursor.
b) Turn the large FMS Knob to select OPSHN in the flight plan list.
c) Press the Direct-to (

) Key. The Direct-to Window is now displayed as shown in Figure 5-128.

Figure 5-128 Direct To OPSHN

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d) Turn the large FMS Knob to place the cursor in the VNV altitude field as shown in Figure 5-129.

Figure 5-129 Enter VNV Altitude

e) An altitude of 10,000 feet is entered as requested by ATC.
f) Press the ENT Key. The cursor is now displayed in the VNV offset field as shown in Figure 5-130.

Figure 5-130 Enter VNV Offset Distance

g) Enter the offset, or distance from the waypoint at which to reach the selected altitude. In this case, three
miles prior to OPSHN is entered. In other words, the system gives vertical guidance so the aircraft arrives at an
altitude of 10,000 feet three miles prior to OPSHN.

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h) Press the ENT Key twice to activate the direct-to. Note, in Figure 5-131, the magenta arrow indicating the
direct-to OPSHN after the offset waypoint for OPSHN. The preceding offset waypoint indicates the offset
distance and altitude that were previously entered. The remaining waypoints in the loaded arrival procedure
have no database specified altitudes, therefore, dashes are displayed. Keep the CDI centered and maintain a
track along the magenta line to OPSHN.

Note the Direct-to waypoint is within the loaded arrival procedure, therefore, phase of flight scaling for the CDI
changes to Terminal Mode and is annunciated by displaying ‘TERM’ on the HSI.
NOTE: If the loaded arrival procedure has waypoints with altitude constraints retrieved from the database

that will be used as is, the altitude must be manually accepted by placing the cursor over the desired
altitude, then pressing the ENT Key. The altitude is now displayed as cyan meaning it is now used by the
system to determine vertical speed and deviation guidance.

Figure 5-131 Direct-to Active

12) The aircraft is proceeding to OPSHN. The expected approach is the RNAV LPV approach to runway 35R, so it is
selected.
a) Press the PROC Key to display the Procedures Window.

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b) ‘SELECT APPROACH’ should be highlighted as shown in Figure 5-132.

Figure 5-132 Procedures Window

c) Press the ENT Key. A list of available approaches for the destination airport is displayed as in Figure 5-133.

Figure 5-133 List of Available Approaches

d) Turn either FMS Knob to select the LPV approach for 35R as shown in Figure 5-133.

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e) Press the ENT Key. A list of available transitions for the selected approach is displayed as in Figure 5-134.

Figure 5-134 List of Available Transitions

f) Turn either FMS Knob to select the desired transition. In this case, the Initial Approach Fix (IAF) at HABUK is
used.
g) Press the ENT Key.
h) Barometric Minimums

To set ‘MINIMUMS’, turn the small FMS Knob to select ‘BARO’, and press the ENT Key. Turn the small
FMS Knob to select the altitude, and press the ENT Key.
Or:

To skip setting minimums, press the ENT Key.

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Figure 5-135 Barometric Minimums Set

i) With ‘LOAD?’ highlighted, again press the ENT Key. The selected approach is added to the flight plan as seen
in Figure 5-136.

Figure 5-136 Loaded Approach

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13) Note the altitude constraints associated with each of the approach waypoints as seen in Figure 5-137. These
altitudes are loaded from the database and are displayed as cyan text, indicating these values are “designated”
for use in computing vertical deviation guidance.

Note: To no longer use the displayed altitude for calculating vertical deviation guidance, perform the
following:
a) Press the FMS Knob to activate the cursor.
b) Turn the small FMS Knob to highlight the desired altitude.
c) Press the CLR Key.
d) Press the FMS Knob to deactivate the cursor.

After making the altitude “non-designated”, it is displayed as white text.

Altitude constraint values associated with the Final Approach Fix (FAF) and waypoints beyond the FAF cannot be
designated for vertical guidance. These altitude values are always displayed as white text, as in Figure 5-137.
Vertical guidance from the FAF and on to the Missed Approach Point (MAP) is given using the WAAS GPS
altitude source, therefore, the displayed altitude values are for reference only.

Figure 5-137 Vertical Guidance is Active to the FAF

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14) As the aircraft approaches OPSHN, it may be desirable to adjust the speed, or steepness of the upcoming
descent. The default Flight Path Angle (FPA) is -3.0 degrees and a required vertical speed is computed to
maintain the -3.0 FPA. To change the vertical flight path, perform the following steps.
a) Select the VNV PROF Softkey to place the cursor in the target vertical speed field (VS TGT) as shown in Figure
5-138.
b) At this point, the descent vertical speed can be selected, or the FPA can be selected. Turn the large FMS Knob
to select the desired selection field, then turn the small FMS Knob to enter the desired value.
Note the information now displayed in the ‘CURRENT VNV PROFILE’ box. Also, note the offset waypoint (orange
box) and gray circle are now displayed on the map. The gray circle marks the Top of Descent (TOD). In this
example, vertical guidance is provided at the TOD that results in a -3.0 degree FPA descent to an altitude of
10,000 feet upon reaching the offset waypoint.

Figure 5-138 Adjusting the Descent

c) Press the ENT Key.

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15) As seen in Figure 5-139, the aircraft is approaching TOD. Note the target vertical speed required to reached
the selected altitude. The Vertical Deviation Indicator (VDI) and the Required Vertical Speed Indicator (RVSI) are
now displayed on the PFD as shown in Figure 5-140. When the aircraft is within one minute of the TOD, it is
annunciated as shown in Figure 5-140, and an aural alert ‘Vertical track’ will be heard.

Figure 5-139 Approaching Top of Descent (TOD)

Target Altitude

Vertical Deviation
Indicator (VDI)

Required Vertical
Speed Indicator
(RVSI)

Figure 5-140 VDI & RVSI When Approaching Top of Descent (TOD)

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16) Upon reaching TOD, a descent vertical speed is established by placing the VSI pointer in line with the RVSI as
shown in Figure 5-141.

Keep Vertical Deviation
Indicator Centered

Align Actual Vertical Speed
with
Required Vertical Speed

Figure 5-141 VDI & RVSI Showing Correctly Established Descent

17) When the aircraft is one minute from the bottom of descent (BOD) it is annunciated as shown in Figure 5-142.
Upon reaching the offset waypoint for OPSHN, the aircraft is at 10,000 feet.

Figure 5-142 Approaching Bottom of Descent (BOD) at OPSHN Offset Waypoint

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18) The aircraft is approaching OPSHN. The upcoming turn and next heading are annunciated at the top left of the
PFD as seen in Figure 5-143. Initiate the turn and maneuver the aircraft on a track through the turn radius to
intercept the magenta line for the OPSHN to FSHER leg and center the CDI.

Figure 5-143 Turn to intercept OPSHN to FSHER Leg

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19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-144. The magenta arrow
in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active.

Figure 5-144 Tracking the OPSHN to FSHER Leg

20) The flight continues through the arrival procedure to PYNON (see Figure 5-145). At a point 31 nm from the
destination airport, the phase of flight scaling for the CDI changes to Terminal Mode and is annunciated by
displaying ‘TERM’ on the HSI.
A descent to HABUK is in the next leg. Note the TOD point on the map. Annunciations for the upcoming turn
and descent, as well as the VDI and RVSI, appear on the PFD as the flight progresses.

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Figure 5-145 Approaching PYNON

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21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated
at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final
waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the active leg, activating
the approach procedure (see Figure 5-146).

Figure 5-146 Approach is Now Active

Note: To manually activate the approach procedure, perform the following steps:
a) Press the PROC Key.
b) Turn the large FMS Knob to highlight ‘ACTIVATE APPROACH’ as shown in Figure 5-147.
c) Press the ENT Key to activate the approach.

Figure 5-147 Manually Activate Approach

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22) The IAF is the next waypoint. At the TOD, establish a descent vertical speed as previously discussed in Step 16.
The aircraft altitude is 9,000 feet upon reaching HABUK.

Figure 5-148 Descending Turn to the Initial Approach Fix (IAF)

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23) After crossing FALUR the next waypoint is the FAF. The flight phase changes to LPV on the HSI indicating the
current phase of flight is in Approach Mode and the approach type is LPV. CDI scaling changes accordingly and is
used much like a localizer when flying an ILS approach. The RVSI is no longer displayed and the VDI changes to
the Glidepath Indicator (as shown in Figure 5-149) when the final approach course becomes active.

Figure 5-149 Descending to the FAF

The descent continues through the FAF (CEGIX) using the Glidepath Indicator, as one would use a glideslope
indicator, to obtain an altitude “AT” 7,800 feet at the FAF. Note the altitude restriction lines over and under (At)
the altitude in the ‘ALT’ field in Figure 5-149.

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24) After crossing CEGIX, the aircraft continues following the glidepath to maintain the descent to “AT or ABOVE”
6,370 feet at the Missed Approach Point (MAP) (RW35R) as seen in Figure 5-150.

Figure 5-150 Descending to the Missed Approach Point

In this missed approach procedure, the altitude immediately following the MAP (in this case ‘6368ft’) is not part
of the published procedure. It is simply a Course to Altitude (CA) leg which guides the aircraft along the runway
centerline until the altitude required to safely make the first turn toward the MAHP is exceeded. This altitude
is provided by the navigation database, and may be below, equal to, or above the published minimums for
this approach. In this case, if the aircraft altitude is below the specified altitude (6,368 feet) after crossing the
MAP, a direct-to is established to provide a course on runway heading until an altitude of 6,368 feet is reached.
After reaching 6,368 feet, a direct-to is established to the published MAHP (in this case MOGAL). If the aircraft
altitude is above the specified altitude after crossing the MAP, a direct-to is established to the published fix
(MOGAL) to begin the missed approach procedure.

In some missed approach procedures this Course to Altitude leg may be part of the published procedure. For
example, a procedure may dictate a climb to 5,500 feet, then turn left and proceed to the Missed Approach Hold
Point (MAHP). In this case, the altitude would appear in the list of waypoints as ‘5500ft’. Again, if the aircraft
altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg when the
missed approach procedure is activated.

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25) Upon reaching the MAP, it is decided to execute a missed approach. Automatic waypoint sequencing is
suspended past the MAP. Press the SUSP Softkey on the PFD to resume automatic waypoint sequencing
through the missed approach procedure.
A direct-to is initiated to MOGAL, which is the Missed Approach Hold Point (MAHP) as seen in Figure 5-151.
The aircraft is climbing to 10,000 feet. The CDI flight phase now changes from LPV to MAPR as seen on the HSI.

Figure 5-151 Missed Approach Active

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26) The aircraft continues climbing to “AT or ABOVE” 10,000 feet at MOGAL. A holding pattern is established at
the MAHP (MOGAL) as shown in Figure 5-152.

Figure 5-152 Establishing the Holding Pattern

27) The aircraft maintains 10,000 feet while following the magenta line through the hold as in Figure 5-153.

Figure 5-153 Hold Established

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5.12 ABNORMAL OPERATION
This section discusses the Dead Reckoning mode of operation and the subsequent indications.
NOTE: Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic (OCN) phase of flight. In all other

phases, an invalid GPS solution produces a “NO GPS POSITION” annunciation on the map and the system
stops using GPS.
While in Enroute or Oceanic phase of flight, if the system detects an invalid GPS solution or is unable to
calculate a GPS position, the system automatically reverts to Dead Reckoning (DR) Mode. In DR Mode, the system
uses its last-known position combined with continuously updated airspeed and heading data (when available) to
calculate and display the aircraft’s current estimated position.
It is important to note that estimated navigation data supplied by the system in DR Mode may become increasingly
unreliable and must not be used as a sole means of navigation. If while in DR Mode airspeed and/or heading data
is also lost or not available, the DR function may not be capable of accurately tracking estimated position and,
consequently, the system may display a path that is different than the actual movement of the aircraft. Estimated
position information displayed through DR while there is no heading and/or airspeed data available should not
be used for navigation.
DR Mode is inherently less accurate than the standard GPS/SBAS Mode due to the lack of satellite measurements
needed to determine a position. Changes in wind speed and/or wind direction compound the relative inaccuracy
of DR Mode. Because of this degraded accuracy, other navigation equipment must be relied upon for position
awareness until GPS-derived position data is restored.
DR Mode is indicated by the appearance of the letters ‘DR’ superimposed in yellow over the ‘own aircraft’ symbol
as shown in Figure 5-154. In addition, ‘DR’ is prominently displayed in yellow on the HSI slightly above and to
the right of the aircraft symbol on the CDI as shown in Figure 5-154. Also, the CDI deviation bar is removed from
the display. Lastly, but at the same time, a ‘GPS NAV LOST’ alert message appears on the PFD. Normal navigation
using GPS/SBAS source data resumes automatically once a valid GPS solution is restored.
As a result of operating in DR Mode, all GPS-derived data is computed based upon an estimated position and
is displayed as yellow text on the display to denote degraded navigation source information as shown in Figure
5-154.
Also, while the system is in DR Mode, the autopilot does not couple to GPS, and TAWS is disabled. Additionally,
the accuracy of all nearest information (airports, airspaces, and waypoints) is questionable. Finally, airspace alerts
continue to function, but with degraded accuracy.

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Distance &
Bearing

Ground
Speedr

Dead Reckoning
Annunciaion

Wind Data
GPS Navigation
Lost Message
Current
Track
Indicator
Bearing Pointer/
Distance
Navigation Data Bar

Wind Data

All data except Active Leg,
TAS, and DTK are in yellow

Dead Reckoning
Annunciation
Subdued Aircraft
Symbol

Figure 5-154 Dead Reckoning Mode - GPS Derived Data Shown in Yellow

NOTE: The Inset Map is removed from the PFD any time aircraft pitch is greater than +30° or less than –20°,

or when a 65° bank angle is reached.

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SECTION 6 HAZARD AVOIDANCE
Hazard avoidance features available for the Prodigy® Flight Deck 100 are designed to aid situational awareness
and provide advisory information with regard to potential hazards to flight safety associated with weather, terrain,
and air traffic.
Weather
• GDL 69A SiriusXM Weather (Subscription Optional)
• GSR 56 Garmin Connext Weather (Subscription Optional)
• GWX 68 Airborne Color Weather Radar (Optional)
Terrain Avoidance
• Terrain Awareness and Warning System - Class B (TAWS-B)
• Terrain Awareness and Warning System - Class A (TAWS-A) (Optional)
Traffic
• Traffic Information Service (TIS)
• Garmin GTS 850 Traffic Alert and Collision Avoidance System I (TCAS I) (Optional)
• ACSS TCAS 3000SP™ Traffic Alert and Collision and Avoidance System II (TCAS II) (Optional)

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6.1 SIRIUSXM WEATHER
WARNING: Do not use data link weather information for maneuvering in, near, or around areas of hazardous

information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be significantly older than the indicated weather product age.
The GDL 69A is a remote-mounted satellite data link receiver which provides SiriusXM Weather information.
The system shows received graphical weather information and associated text on the Multi Function Display
(MFD) and the Primary Flight Display (PFD) Inset Map. The GDL 69A can also receive SiriusXM Satellite
Radio entertainment services. Both weather data and audio entertainment programming operate in the S-band
frequency range to provide continuous reception capabilities at any altitude throughout North America.
Both services are subscription-based. For more information on specific service packages, visit www.siriusxm.
com.

ACTIVATING SERVICES
Before SiriusXM Weather can be used, the service must be activated. Service is activated by providing
SiriusXM with coded IDs unique to the installed GDL 69A. SiriusXM Satellite Radio (audio) and SiriusXM
Weather (data) services each have coded IDs. The Data and Audio Radio IDs must be provided to SiriusXM to
activate the weather service and entertainment subscriptions, respectively. These IDs are located on:
• The XM Information Page on the MFD (Figure 6-1)
• The XM Satellite Radio Activation Instructions included with the GDL 69A.
• The label on the back of the Data Link Receiver
Contact the installer if the Audio and Data Radio IDs cannot be located.
SiriusXM uses the coded IDs to send an activation signal that allows the system to provide weather data and/
or audio entertainment programming provided through the GDL 69A.
Establishing an account for SiriusXM services:
1) Select the XM Page in the Auxiliary Page Group.
2) Select the INFO Softkey to display the AUX - XM Information Page.
3) Note the Data Radio ID (for SiriusXM Weather) and/or the Audio Radio ID (for SiriusXM Satellite Radio).
4) Contact SiriusXM customer service through the phone number listed on its website.
5) Provide SiriusXM customer service the Data Radio ID and/or Audio Radio ID, in addition to payment information,
and desired weather product subscription package.

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Activating the SiriusXM Weather service:
1) Once a SiriusXM Weather account has been established, select the XM Page in the Auxiliary Page Group.
2) Select the INFO Softkey to display the XM Information Page.
3) Observe the list of Weather Products. A white empty box appears next to an unavailable weather product; a
green filled box appears next to an available weather product. During activation, it may take several minutes
for weather products in the chosen subscription package to become available.
4) When the available weather products displayed match the weather products offered in the chosen SiriusXM
Weather product subscription package, press the LOCK Softkey.
5) Turn the large FMS Knob to highlight ‘YES’.
6) To complete activation, press the ENT Key.
Data Radio ID
(for SiriusXM
Weather)

Audio Radio ID
(for SiriusXM
Satellite Radio)

Weather Products
(Available Products
for Service Class
Indicated in Green)

Select to Display XM
Information page

Figure 6-1 XM Information Page

Select to Lock
Subscription
Information

USING SIRIUSXM WEATHER PRODUCTS
The principal map page for viewing SiriusXM Weather data is the Weather Data Link (XM) Page in the Map
Page Group. This is the only map display capable of showing information for all available SiriusXM Weather
products.
Viewing the Weather Data Link (XM) Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Weather Data Link (XM or CNXT) Page.
3) If the page title contains ‘CNXT’, it will be necessary to change the data link weather source from Garmin
Connext to SiriusXM Weather. Refer to the next procedure to change the source.

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Changing the weather data link source (SiriusXM or Garmin Connext):
1) If necessary, turn the large FMS Knob to select the Map Page Group.
2) If necessary, turn the small FMS Knob to select the Weather Data Link (XM or CNXT) Page.
3) Press the MENU Key.
4) If necessary, turn the large FMS Knob to highlight ‘Display XM Weather’ or ‘Display Connext Weather’ and press
the ENT Key. Weather Data Link Page title and softkeys change to correspond to selected data link weather
source.
NEXRAD
Weather
Product Symbol
and Product
Ages (U.S. and
Canada)

NEXRAD
Weather Product
Selected for
Display

Figure 6-2 Weather Data Link (XM) Page

For each enabled SiriusXM Weather product, the system displays a weather product icon and product age.
The product age is the elapsed time (in minutes) since the weather data provider compiled the weather product.
The product age display does not indicate the age of the information contained within the weather product,
which can be significantly older than the displayed weather product age.
The SiriusXM Weather service broadcasts weather products at specific intervals (defined in the Broadcast
Rate column in Table 6-1). If for any reason, a product is not broadcast within the Expiration Time intervals
(see Table 6-1), the system removes the expired data from the display, and shows dashes instead of the product
age. This ensures the displayed information is consistent with what is currently being transmitted by the
SiriusXM Weather service. If more than half of the expiration time has elapsed, the color of the product age
changes to yellow. If data for a weather product is not available, the system displays ‘N/A’ next to the weather
product symbol instead of the product age.
Table 6-1 shows the weather product symbols, the expiration times and the broadcast rates. The broadcast
rate represents the interval at which the SiriusXM Weather service transmits new signals that may or may not
contain updated weather products. It does not represent the rate at which the weather information is updated

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or when the Data Link Receiver receives new data. SiriusXM and its weather data suppliers define and control
the data update intervals, which are subject to change.
SiriusXM Weather Product

Product
Symbol

Next-generation Radar (NEXRAD)

Expiration Time Broadcast Rate
(Minutes)
(Minutes)
5 (U.S.)
30
10 (Canada)

Cloud Top (CLD TOP)

Echo Top (ECHO TOP)

7.5

SiriusXM Lightning (XM LTNG)

Cell Movement (CELL MOV)

SIGMETs/AIRMETs (SIG/AIR)

Meteorological Aerodrome Report
(METARs)

City Forecast (CITY)

Surface Analysis (SFC)

Freezing Levels (FRZ LVL)

120

Winds Aloft (WIND)

County Warnings (COUNTY)

Cyclone Warnings (CYCLONE)

Icing Potential (CIP and SLD) (ICNG)

Pilot Weather Report (PIREPs)

Air Report (AIREPs)

Turbulence (TURB)

180

No Radar Coverage

no product image

Temporary Flight Restrictions (TFRs)
Terminal Aerodrome Reports (TAFs)

no product image
no product image

60
60

12
12

Table 6-1 SiriusXM Weather Product Symbols and Data Timing

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Navigation Map Page

Weather Data Link
(XM) Page

AUX - Trip Planning
Page

SYS Page Group

Nearest Page Group

Flight Plan Pages

NEXRAD

No Radar Coverage

SiriusXM Weather Product

Cloud Top (CLD TOP)

Echo Top (ECHO TOP)

Weather Information
Page

PFD Inset Map

Table 6-2 shows which SiriusXM Weather products can be displayed (indicated with a ‘+’ symbol) on specific
maps.

SiriusXM Lightning (XM LTNG)

Cell Movement (CELL MOV)

SIGMETs/AIRMETs (SIG/AIR)
METAR

+
+

City Forecast (CITY)

Surface Analysis (SFC)

Freezing Levels (FRZ LVL)

Winds Aloft (WIND)

County Warnings (COUNTY)

Cyclone Warnings (CYCLONE)

Icing Potential (ICNG)

PIREPs

AIREPs

Turbulence (TURB)

TFRs
TAFs

* Winds Aloft data on the Navigation Map Page available inside the Profile View Window.
Table 6-2 SiriusXM Weather Product Display Maps

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Softkeys control the display of weather information on most MFD pages and the PFD Inset Map (Figure
6-3 shows the weather product softkeys for the Weather Data Link (XM) Page). When a weather product is
selected for display, the corresponding softkey label changes to gray to indicate the product is enabled.
SYSTEM

CPDLC

NEXRAD ECHO TOP CLD TOP XM LTNG CELL MOV

CYCLONE SFC OFF

FRZ LVL

SIG/AIR

METAR

LEGEND MORE WX CHKLIST

WIND OFF ICNG OFF TURB OFF AIREPS

PIREPS

COUNTY

BACK

SFC Softkey label changes
to reflect current selection.
WIND/ICNG/TURB Softkey labels
change to reflect current selection.
CURRENT

OFF

12 HR

24 HR

36 HR

48 HR

Select the BACK Softkey
to move up one level.
LEGEND

BACK

PREV and NEXT Softkeys cycle through Winds Aloft,
Icing, and Turbulence altitude selection softkeys.
PREV

OFF

SFC

3000

6000

9000

12000

15000

LEGEND

BACK

OFF

18000

21000

24000

27000

30000

33000

LEGEND

BACK

OFF

36000

39000

42000

LEGEND

BACK

OFF

1000

3000

6000

9000

12000

LEGEND

BACK

OFF

18000

21000

24000

27000

30000

LEGEND

BACK

OFF

21000

24000

27000

30000

33000

LEGEND

BACK

OFF

39000

42000

45000

LEGEND

BACK

15000

36000

Figure 6-3 Weather Data Link (XM) Page Weather Product Softkeys

Displaying SiriusXM Weather products on the PFD Inset Map:
1) On the PFD, press the INSET Softkey (in non-TCAS II installations) or the TRFC/MAP Softkey (TCAS II
installations).
2) If the PFD Inset Map is showing the traffic map, press the TFRC-2 Softkey to display the navigation map.
3) Press the desired weather product softkey(s) to enable/disable the display of SiriusXM Weather products on the
Inset Map.
4) To display or remove the weather product icon and age box for displayed weather products on the inset map,
press the WX LGND Softkey.

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The setup menus for the Navigation Map Page and the Weather Data Link (XM) Page control the map range
settings above which weather products data are decluttered from the display. If a map range larger than the
weather product map range setting is selected, the weather product data is removed from the map. The menus
also provide the ability to enable/disable the display of weather products, and provide the equivalent to using
the softkeys.
Setting up and customizing the Weather Data Link (XM) Page:
1) Select the Weather Data Link (XM) Page.
2) Press the MENU Key.
3) With ‘Weather Setup’ highlighted, press the ENT Key (Figure 6-4).
4) Turn the small FMS Knob to select ‘PRODUCT GROUP 1’ or ‘PRODUCT GROUP 2’, and press the ENT Key (Figure
6-5).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections.
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, maximum map range settings,
etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Weather Data Link (XM) Page with the changed settings.

Figure 6-4 Weather Data Link (XM)
Page Menu

Figure 6-5 Weather Data Link (XM) Page
Setup Menu

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Restoring default Weather Data Link (XM) Page settings:
1) Select the Weather Data Link (XM) Page.
2) Press the MENU Key.
3) With ‘Weather Setup’ highlighted, press the ENT Key.
4) Press the MENU Key.
5) Highlight the desired default(s) to restore (all or for selection) and press ENT Key.

Maps besides the Weather Data Link (XM) Page use settings based on those selected for the Navigation Map
Page.
Setting up and customizing weather data for the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-6).
4) Turn the small FMS Knob to select the ‘Weather’ Group and press the ENT Key (Figure 6-7).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-8).
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, maximum map range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

Figure 6-6 Navigation Map Page Menu

Figure 6-7 Navigation Map Page Setup Menu

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Figure 6-8 Navigation Map Page Setup Menu, Weather Group

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If multiple data link weather services are installed, surch as the optional GSR 56 Garmin Connext Weather
service, customizing the display settings for the corresponding weather products shown in Table 6-3 will result
in identical settings for a comparable weather product from another service provider.
Garmin Connext Weather
Product (CNXT)
Precipitation
Next-generation Radar
(NEXRAD)
(PRECIP)
Cloud Top
Infrared Satellite
(CLD TOP)
(IR SAT)
SiriusXM Lightning
Garmin Connext Data Link
Lightning (DL LTNG)
(XM LTNG)
SIGMETs/AIRMETs
SIGMETs/AIRMETs
(SIG/AIR)
(SIG/AIR)
Meteorological Aerodrome Report Meteorological Aerodrome Report
(METARs)
(METARs)
Winds Aloft
Winds Aloft
(WIND)
(WIND)
Pilot Weather Report
Pilot Weather Report
(PIREPs)
(PIREPs)
SiriusXM Weather Product

Table 6-3 Corresponding Weather Data Link Product Settings

Each active weather product has an associated legend which can be displayed on the Weather Data Link (XM)
Page and on most MFD pages displaying a navigation map.
Viewing legends for displayed weather products (on the Weather Data Link (XM) Page):
1) Select the Weather Data Link (XM) Page.
2) Select the LEGEND Softkey to display the legends for the displayed weather products.
Or:
a) Press the MENU Key.
b) Select ‘Weather Legend’ and press the ENT Key.
3) Turn the FMS Knob to scroll through the legends if more are available than fit in the window.
4) To remove the XM Weather Legends Window, select the LEGEND Softkey, or press the ENT or the CLR Keys, or
press the FMS Knob.

Viewing legends for displayed weather products (on the Navigation Map Page):
1) Select the Navigation Map Page.
2) Select the MAP Softkey.
3) Select the LEGEND Softkey (available if one or more SiriusXM Weather products are enabled for display).
4) To remove the Legend Window, select the LEGEND Softkey, or press the ENT or the CLR Keys, or press the FMS
Knob.

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Additional information about the following can be displayed by panning over the display on the map:
• Echo Tops

• METARs

• Cloud Tops

• County Warnings

• Cell Movement

• TFRs

• SIGMETs

• AIREPs

• AIRMETs

• PIREPs

The map panning feature is enabled by pressing the Joystick. The map range is adjusted by turning the
Joystick. If the map range is adjusted while panning is enabled, the map is re-centered on the Map Pointer.
Additional
Information
on Weather
Feature
Selected with
Map Pointer

Flash Flood
Warning
Selected with
Map Pointer

Figure 6-9 Panning on the Weather Data Link (XM) Page

NEXRAD
NOTE: NEXRAD cannot be displayed simultaneously with terrain, echo tops, turbulence, or airborne weather

radar data on the same map.
The National Weather Service (NWS) operates the WSR-88D, or NEXRAD (NEXt-generation RADar)
system, an extensive network of 156 high-resolution Doppler radar systems. The NEXRAD network provides
centralized meteorological information for the continental United States and selected overseas locations. The
maximum range of a single NEXRAD site is 250 nm.
Individual NEXRAD sites supply the network with radar images, and the images from each radar site may
arrive at the network at different rates and times. Periodically, the weather data provider compiles the available
individual site images from the network to form a composite image, and assigns a single time to indicate when

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it created the image. This image becomes the NEXRAD weather product. Individual images--gathered from
each NEXRAD site--differ in age, and are always older than the displayed NEXRAD weather product age. The
data provider then sends the NEXRAD data to the SiriusXM Weather service, whose satellites transmit this
information during the next designated refresh time for the NEXRAD weather product.
Because of the time required to detect, assemble, and distribute the NEXRAD weather product, the displayed
weather information contained within the product may be significantly older than the current radar synopsis
and may not depict the current weather conditions. The NEXRAD weather product should never be used as a
basis for maneuvering in, near, or around areas of hazardous weather regardless of the information it contains.

Figure 6-10 NEXRAD Data on the Weather Data Link (XM) Page

Displaying NEXRAD weather information:
1) Select the MAP Softkey. This step is not applicable on the Weather Data Link (XM) Page.
2) Select the NEXRAD Softkey.

Composite data from all the NEXRAD radar sites in the United States is shown. This data is composed of
the maximum reflectivity from the individual radar sweeps. The display of the information is color-coded
to indicate the weather severity level. All weather product legends can be viewed on the Weather Data Link
(XM) Page. For the NEXRAD legend (Figure 6-11), select the LEGEND Softkey when NEXRAD is selected for
display.

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No Radar Coverage
Figure 6-11 NEXRAD Legend

The display of no radar coverage is always active when either NEXRAD or Echo Tops is enabled. Areas
where NEXRAD radar coverage and Echo Tops information are not currently available or are not being
collected are indicated in gray shade of purple.

Reflectivity
Reflectivity is the amount of transmitted power returned to the radar receiver. Colors on the NEXRAD
display are directly correlative to the level of detected reflectivity. Reflectivity as it relates to hazardous
weather can be very complex.
The role of radar is essentially to detect moisture in the atmosphere. Simply put, certain types of weather
reflect radar better than others. The intensity of a radar reflection is not necessarily an indication of the
weather hazard level. For instance, wet hail returns a strong radar reflection, while dry hail does not. Both
wet and dry hail can be extremely hazardous.
The different NEXRAD echo intensities are measured in decibels (dB) relative to reflectivity (Z). NEXRAD
measures the radar reflectivity ratio, or the energy reflected back to the radar receiver (designated by the
letter Z). The value of Z increases as the returned signal strength increases.

NEXRAD Limitations
NEXRAD radar images may have certain limitations:
• NEXRAD base reflectivity does not provide sufficient information to determine cloud layers or precipitation
characteristics (wet hail vs. rain). For example, it is not possible to distinguish between wet snow, wet
hail, and rain.
• NEXRAD base reflectivity is sampled at the minimum antenna elevation angle. An individual NEXRAD
site cannot depict high altitude storms at close ranges. It has no information about storms directly over
the site.
• When zoomed in to a range of 30 nm, each square block on the display represents an area of four square
kilometers. The intensity level reflected by each square represents the highest level of NEXRAD data
sampled within the area (Figure 6-12).
• Below 52ºN, if the type of precipitation is unavailable, the system displays the precipitation using the
color codes associated with rain.

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Block Area is 4 km2

Figure 6-12 NEXRAD Data - Zoomed

The following may cause abnormalities in displayed NEXRAD radar images:
• Ground clutter
• Strobes and spurious radar data
• Sun strobes (when the radar antenna points directly at the sun)
• Interference from buildings or mountains, which may cause shadows
• Metallic dust (chaff) from military aircraft, which can cause alterations in radar scans

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NEXRAD Limitations (Canada)
• Radar coverage extends to 55ºN.
• Any precipitation displayed between 52ºN and 55ºN is displayed as mixed regardless of actual precipitation
type.
• Below 52ºN, if the type of precipitation is unavailable, the system displays the precipitation using the
color codes associated with rain.
No Coverage Above 55ºN

Precipitation
Above 52ºN
Displays as
Mixed

Figure 6-13 NEXRAD Data - Canada

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ECHO TOPS
NOTE: Echo Tops cannot be displayed at the same time as Cloud Tops or NEXRAD data on the Weather Data

Link (XM) Page.
The Echo Tops weather product (Figure 6-14) shows the location, elevation, and direction of the highest
radar echo. The highest radar echo does not indicate the top of a storm or clouds; rather it indicates the
highest altitude at which precipitation is detected. Information is derived from NEXRAD data.

Figure 6-14 Echo Tops Weather Product

Displaying Echo Tops information:
1) Select the Weather Data Link (XM) Page.
2) Select the ECHO TOP Softkey.

To display the Echo Tops legend (Figure 6-15), select the LEGEND Softkey when Echo Tops is selected for
display. Since Echo Tops and Cloud Tops use the same color scaling to represent altitude, display of these
weather products is mutually exclusive. When Echo Tops is enabled on the Weather Data Link (XM) Page,
the system disables the NEXRAD and Cloud Tops weather products.

No Radar Coverage
Figure 6-15 Echo Tops Legend

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The display of No Radar Coverage is always active when either NEXRAD or Echo Tops is enabled. Areas
where NEXRAD radar coverage and Echo Tops information is not currently available or is not being collected
are indicated in gray shade of purple.

CLOUD TOPS
NOTE: Cloud Tops and Echo Tops cannot be displayed at the same time on the Weather Data Link (XM) Page.

The Cloud Tops weather product (Figure 6-16) depicts cloud top altitudes as determined from satellite
imagery.

Figure 6-16 Cloud Tops Weather Product

Displaying Cloud Tops information:
1) Select the Weather Data Link (XM) Page.
2) Select the CLD TOP Softkey.

To display the Cloud Tops legend (Figure 6-17), select the LEGEND Softkey when Cloud Tops is selected for
display. Since Cloud Tops and Echo Tops use the same color scaling to represent altitude, display of these
weather products is mutually exclusive. When Cloud Tops is activated on the Weather Data Link (XM) Page,
the system disables the Echo Tops weather product.

Figure 6-17 Cloud Tops Legend

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SIRIUSXM LIGHTNING
The SiriusXM Lightning weather product (Figure 6-18) shows the approximate location of cloud-to-ground
lightning strikes. A strike icon represents a strike that has occurred within a two-kilometer region. The exact
location of the lightning strike is not displayed.

Lightning
Strikes

Figure 6-18 SiriusXM Lightning Weather Product

Displaying SiriusXM Lightning information:
1) Select the MAP Softkey. This step is not necessary on the Weather Data Link (XM) Page.
2) Select the XM LTNG Softkey.

To display the SiriusXM Lightning legend on the Weather Data Link (XM) Page (Figure 6-19), select the
LEGEND Softkey when SiriusXM Lightning is selected for display.

Figure 6-19 Lightning Legend

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CELL MOVEMENT
The Cell Movement weather product (Figure 6-20) shows the location and movement of storm cells as
identified by the ground-based system. Cells are represented by yellow squares, with direction of movement
indicated with short, orange arrows.

Storm Cells

Figure 6-20 Cell Movement Weather Product

On most applicable maps, Cell Movement appears when the NEXRAD weather product is enabled. On
the Weather Data Link (XM) Page, Cell Movement data can be selected independently from NEXRAD. Cell
Movement data can be displayed on the following maps:
• PFD Inset Map

• AUX - Trip Planning Page

• Navigation Map

• Nearest Pages

Displaying Cell Movement information:
1) Select the MAP Softkey. This step is not necessary on the Weather Data Link (XM) Page.
2) Select the NEXRAD Softkey (CEL MOV Softkey on the Weather Data Link (XM) Page). For Cell Movement to
be displayed on maps other than the Weather Data Link (XM) Page, Cell Movement must be enabled in the
Navigation Map Setup Menu (see the procedure ‘Setting up and customizing weather data for the Navigation
Map Page’).

To display the Cell Movement legend on the Weather Data Link (XM) Page, (Figure 6-21), select the
LEGEND Softkey when Cell Movement is selected for display.

Figure 6-21 Cell Movement Legend

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SIGMETS AND AIRMETS
The National Weather Service (NWS) issues SIGMETs (SIGnificant METeorological Information) and
AIRMETs (AIRmen’s METeorological Information) for potentially hazardous weather. The NWS issues
Convective SIGMETs for hazardous convective weather such as severe or widespread thunderstorms. A
localized SIGMET indicates a SIGMET affecting a small geographic area.

AIRMET IFR

AIRMET Turbulence

Figure 6-22 SIGMET/AIRMET Data

Displaying SIGMETs and AIRMETs:
1) Select the Weather Data Link (XM) Page.
2) Select the SIG/AIR Softkey.
3) To view the text of the SIGMET or AIRMET, press the Joystick and move the Map Pointer over the icon.
4) Press the ENT key. Figure 6-23 shows sample SIGMET text.

To display the SIGMET and AIRMET legend (Figure 6-24), select the LEGEND Softkey when SIGMETs and
AIRMETs are selected for display.

Figure 6-23 Sample SIGMET Text

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Figure 6-24 SIGMET/AIRMET Legend

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METARS AND TAFS
NOTE: Atmospheric pressure as reported for METARs is given in hectopascals (hPa), except for in the United

States, where it is reported in inches of mercury (in Hg). Temperatures are reported in Celsius.
NOTE: METAR information is only displayed within the installed navigation database service area.

METARs (METeorological Aerodrome Reports) typically contain information about the temperature,
dewpoint, wind, precipitation, cloud cover, cloud base heights, visibility, and barometric pressure at an
airport or observation station. They can also contain information on precipitation amounts, lightning, and
other critical data. METARs reflect hourly observations; non-routine updates include the code “SPECI” in the
report. METARs are shown as colored flags at airports that provide them.
Instructions for
Viewing METAR
and TAF Text

Selected Airport

Figure 6-25 METAR Flags on the Weather Data Link (XM) Page

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Displaying METAR and TAF text:
1) On the Weather Data Link (XM) Page, select the METAR Softkey.
2) Press the Joystick and pan to the desired airport.
3) Press the ENT Key. The Weather Information Page is shown with METAR and TAF text.
4) Use the FMS Knob or the ENT Key to scroll through the METAR and TAF text. METAR text must be completely
scrolled through before scrolling through the TAF text.
5) Press the FMS Knob or the CLR Key to return to the Weather Data Link (XM) Page.
Or:
1) Select the Weather Information Page.
a) Turn the large FMS Knob to select the Waypoint Page Group.
b) Select the WX Softkey to select the Weather Information Page.
2) Press the FMS Knob to display the cursor.
3) Use the FMS Knob to enter the desired airport and press the ENT Key.
4) Use the FMS Knob or the ENT Key to scroll through the METAR and TAF text. Note that the METAR text must
be completely scrolled through before scrolling through the TAF text.

METAR Text for the
Selected Airport

METAR Symbol

TAF Text for the
Selected Airport

Figure 6-26 METAR and TAF Text on the Weather Information Page

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Original METAR text is also accessible while panning the map cursor over a METAR flag on any map page
on which a METAR is displayed. The METAR text is shown in a box near the METAR flag.
In addition, METAR flags and their associated text are displayed on the Active Flight Plan Page on the MFD.
METAR flags appears next to waypoints in the flight plan with an associated METAR.
Displaying original METAR text on the Active Flight Plan Page:
1) Select the Active Flight Plan Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the desired waypoint. The METAR text will appear in the ‘SELECTED
WAYPOINT WEATHER’ window below.
4) When finished, press the FMS Knob to remove the cursor or press the FPL Key to exit the Active Flight Plan
Page.

To display the METAR legend on the Weather Data Link (XM) Page (Figure 6-27), select the LEGEND
Softkey when METARs are enabled for display.
Information in the METAR text determines the color of the METAR flag. A gray METAR flag appears for
a reporting station when its METAR text does not contain adequate information to determine the METAR
category (e.g. VFR, IFR).

Figure 6-27 METAR Legend

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SURFACE ANALYSIS AND CITY FORECAST
NOTE: Surface Analysis and City Forecast data are displayed only within the installed navigation database

coverage area.
Surface Analysis and City Forecast information is available for current and forecast weather conditions.
Forecasts are available for intervals of 12, 24, 36, and 48 hours.

Figure 6-28 12 Hour Surface Analysis and City Forecast Data

Displaying Surface Analysis and City Forecast information:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the SFC Softkey.
4) Select the desired forecast time: CURRENT, 12 HR, 24 HR, 36 HR, or 48 HR. The SFC Softkey label changes
to reflect the forecast time selected.

To display the Surface Analysis and City Forecast legend (Figure 6-29), select the LEGEND Softkey when the
Surface Analysis and City Forecast weather product is displayed.

Figure 6-29 Surface Analysis Legend

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FREEZING LEVELS
The Freezing Level weather product shows the color-coded contour lines for the altitude and location at
which the first isotherm is found (Figure 6-30). When no data is displayed for a given altitude, the data for
that altitude has not been received, or is out of date and has been removed from the display. New data will
appear when it becomes available.

Figure 6-30 Freezing Level Data

Displaying Freezing Level information:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the FRZ LVL Softkey.

To display the Freezing Level legend (Figure 6-31), select the LEGEND Softkey when Freezing Level data is
displayed.

Figure 6-31 Freezing Level Legend

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WINDS ALOFT
The Winds Aloft weather product (Figure 6-32) shows the predicted wind speed and direction at the
surface and at selected altitudes. Altitude can be displayed in 3,000-foot increments from the surface up to
42,000 feet MSL.
Displaying Winds Aloft data:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the WIND Softkey.
4) Select the desired altitude level: SFC (surface) up to 42,000 feet. Select the NEXT or PREV Softkey to cycle
through the altitude softkeys. The WIND Softkey label changes to reflect the altitude selected.

Figure 6-32 Winds Aloft Weather Product at 24,000 Feet

To display the Winds Aloft legend (Figure 6-33), select the LEGEND Softkey when Winds Aloft is selected
for display.

Figure 6-33 Winds Aloft Data with Legend

Headwind and tailwind components aloft are available inside the optional Profile View feature on the
Navigation Map Page (Figure 6-34). The displayed wind components are relative to current aircraft altitude
and track, but not to aircraft speed.
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Weather Product
Age
Wind Component
Velocity and
Direction Arrows

Altitude Scale

Figure 6-34 Winds Aloft Weather Product with Profile View (Navigation Map Page)

Arrows pointing to the left indicate headwind components; tailwind component arrows point to the right,
as shown in Table 6-4.
Headwind
Symbol

Tailwind
Symbol

Headwind/Tailwind
Component

None

Less than 5 knots
5 knots
10 knots
50 knots

Table 6-4 Profile View Headwind/Tailwind Component Symbols

Showing/Hiding Profile View (containing winds aloft data)
1) Select the Navigation Map Page.
2) Select the PROFILE Softkey.
Or:
1) Press the MENU Key.
2) Turn the large FMS Knob to highlight ‘Show Profile View’ or ‘Hide Profile View’ (choice dependent on current
state) and press the ENT Key.

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Winds Aloft data inside the Profile View is enabled by default when the Profile View is displayed on the
Navigation Map Page. This behavior can be changed on the Navigation Map Page.
Enabling/disabling winds aloft data display in Profile View:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With Map Setup highlighted, press the ENT Key (Figure 6-35).
4) Turn the small FMS Knob to select the Profile Group and press the ENT Key (Figure 6-36).
5) Turn the large FMS Knob to select ‘Profile Winds’ (Figure 6-37).
6) Turn the small FMS Knob to select ‘On’ or ‘Off’.
7) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

Figure 6-35 Navigation Map Page Menu

Figure 6-36 Navigation Map Page Setup Menu

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Figure 6-37 Navigation Map Page Setup Menu, Weather Group

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COUNTY WARNINGS
The County Warnings weather product (Figure 6-38) provides specific public awareness and protection
weather warnings from the National Weather Service (NWS). This can include information on tornadoes,
severe thunderstorms, and flood conditions.
Additional
Information
on Flood
Warning
Selected
with Map
Pointer

Flood
Warning

Figure 6-38 County Flood Warning

Displaying County Warning information:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the COUNTY Softkey.

To display the County Warnings legend (Figure 6-39), select the LEGEND Softkey when County Warnings
are selected to be displayed.

Figure 6-39 County Warnings Legend

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CYCLONE
The Cyclone weather product (Figure 6-40) shows the current location of cyclones (hurricanes), tropical
storms, and their projected tracks. The system displays the projected track information in the form of
DD/HH:MM.

Cyclone

Figure 6-40 Cyclone Weather Product Selected for Display

Displaying cyclone (hurricane) track information:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the CYCLONE Softkey.

To display the Cyclone legend (Figure 6-41), select the LEGEND Softkey when Cyclones are selected to be
displayed.

Figure 6-41 Cyclone Legend

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ICING (CIP & SLD)
Current Icing Product (CIP) data shows a graphical view of the icing environment (Figure 6-42). Icing
severity is displayed in four categories: light, moderate, severe, and extreme (not specific to aircraft type). The
CIP product is not a forecast, but a presentation of the conditions at the time of the analysis.
Supercooled Large Droplet (SLD) icing conditions are characterized by the presence of relatively large,
super cooled water droplets indicative of freezing drizzle and freezing rain aloft. SLD threat areas are depicted
as magenta dots over the CIP colors. SLD conditions may be extremely hazardous to all aircraft.
Displaying Icing data:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the ICNG Softkey.
4) Select the desired altitude level: 1,000 feet up to 30,000 feet. Press the NEXT or PREV Softkey to cycle through
the altitude softkeys. The ICNG Softkey label changes to reflect the altitude selected.

Icing
Potential
SLD
Threat

Figure 6-42 Icing Data at 21,000 Feet

To display the Icing Potential legend (Figure 6-43), press the LEGEND Softkey when Icing is selected for
display.

Figure 6-43 Icing Potential Legend

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TURBULENCE
The Turbulence weather product (Figure 6-44) identifies the potential for erratic movement of high-altitude
air mass associated winds. Turbulence is classified as light, moderate, severe or extreme, at altitudes between
21,000 and 45,000 feet. Turbulence data is intended to supplement AIRMETs and SIGMETs.
Displaying Turbulence data:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the TURB Softkey.
4) Select the desired altitude level: 21,000 feet up to 45,000 feet. Select the NEXT or PREV Softkey to cycle
through the altitude softkeys. The TURB Softkey label changes to reflect the altitude selected.

Severe
Turbulence
Moderate
Turbulence
Light
Turbulence

Figure 6-44 Turbulence Weather Product at 21,000 Feet

To display the Turbulence legend (Figure 6-45), select the LEGEND Softkey when Turbulence is selected
for display.

Figure 6-45 Turbulence Legend

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PIREPS AND AIREPS
Pilot Weather Reports (PIREPs) describe in-flight weather conditions encountered by pilots. When
significant weather conditions are reported or forecast, Air Traffic Control (ATC) facilities are required to solicit
PIREPs. A PIREP may contain adverse weather conditions, such as low in-flight visibility, icing conditions,
windshear, turbulence, and type of aircraft flown. PIREPs are issued as either Routine (UA) or Urgent (UUA).
Another type of PIREP is an Air Report (AIREP). Commercial airlines typically generate AIREPs.
Instructions for
Viewing PIREP
and AIREP Text

Urgent
PIREP
Routine
PIREP
Selected

AIREP

Figure 6-46 AIREPs and PIREPs on the Weather Data Link (XM) Page

Displaying PIREP and AIREP text:
1) Select the Weather Data Link (XM) Page.
2) Select the MORE WX Softkey.
3) Select the AIREPS or PIREPS Softkey.
4) Press the Joystick and pan to the desired weather report. A gray circle appears around the weather report
when it is selected.
5) Press the ENT Key. The Weather Information Page is shown with PIREP or AIREP text. The data is first displayed
in a decoded fashion, followed by the original text. Note the original text may contain additional information
not present in the decoded version.
6) Use the FMS Knob or the ENT Key to scroll through the PIREP or AIREP text.
7) Press the FMS Knob or the CLR Key to return to the Weather Data Link (XM) Page.

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Age of report in HH:MM
Decoded PIREP Text
Original PIREP Text

Selected PIREP

Figure 6-47 PIREP Text on the Weather Information Page

To display the PIREP or AIREP legend (Figure 6-48), select the LEGEND Softkey when PIREPs or AIREPs
are selected for display.
The PIREP color is determined by the type (routine or urgent).

Figure 6-48 AIREPs & PIREPs Legend

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TFRS
NOTE: Do not rely solely upon data link services to provide Temporary Flight Restriction (TFR) information.

Always confirm TFR information through official sources such as Flight Service Stations or Air Traffic Control.
In the United States, the Federal Aviation Administration (FAA) issues Temporary Flight Restrictions
(TFRs) to designate areas where flight is restricted. TFRs are issued to restrict flight for a variety of reasons
including national security, law enforcement, fire suppression, natural disasters., airshows, and large sporting
events. TFRs may be issued at any time, and TFR data displayed is only intended to supplement official TFR
information obtained from Flight Service Stations (FSS), and air traffic control.
The age of TFR data is not shown; however, if TFR data is not available or has expired, the system displays
‘TFR N/A’ in the upper-left corner of maps on which TFRs can be displayed.
TFR Summary
Data

TFR
Selected
with Map
Pointer

Figure 6-49 TFR Data on the Weather Data Link (XM) Page

Displaying TFR Data:
1) Select the Weather Data Link (XM) Page or Navigation Map Page.
2) Press the Joystick and pan the map pointer to highlight a TFR border. The system displays TFR summary
information for the highlighted TFR above the map.
3) Press the ENT Key. The system displays a pop-up menu.
4) If necessary, turn the FMS Knob to select ‘Review Airspaces’ and press the ENT Key. The system displays the
TFR Information window.
5) Press the FMS Knob or the CLR Key to remove the TFR Information window.

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Figure 6-50 Full Text for Selected TFR

The setup menus for the Navigation Map Page control the map range settings above which TFR data is
decluttered from the display. If a map range larger than the TFR product map range setting is selected, the
TFR product data is removed from the map.
Maps other than the Navigation Map Page use settings based on those selected for the Navigation Map Page.
Setting up and customizing TFR data for maps on which TFR data can be displayed:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With Map Setup highlighted, press the ENT Key (Figure 6-51).
4) Turn the small FMS Knob to select the Aviation Group and press the ENT Key (Figure 6-52).
5) Turn the large FMS Knob to scroll to the TFR product maximum map range setting (Figure 6-53).
6) Turn the small FMS Knob to scroll through options (range settings or ‘Off’ to disable display of TFRs).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

Figure 6-51 Navigation Map Page Menu

Figure 6-52 Navigation Map Page Setup Menu

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Figure 6-53 Navigation Map Page Setup Menu, Weather Group

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6.2 GARMIN CONNEXT WEATHER
WARNING: Do not use data link weather information for maneuvering in, near, or around areas of hazardous

information, refer to https://fly.garmin.com/fly-garmin/connext/worldwide-weather/.
The optional Garmin GSR 56 and GDL 59 provide the Garmin Connext data link weather service to the Prodigy
system. The system displays graphical weather information and associated text on the Multi Function Display
(MFD) and on the Primary Flight Display (PFD) Inset Map.
The system provides Garmin Connext Weather information after the flight crew selects either a manual or
automatic Connext Data Request on the Weather Data Link (CNXT) Page on the MFD.
Before the Garmin Connext weather service can be used, an account must first be established. Refer to the
Additional Features section for more information.

REGISTERING THE SYSTEM FOR GARMIN CONNEXT WEATHER
When an account is established, Garmin customer service provides an Access Code which must be entered
on the system in order to complete the registration process.
Registering the system to receive Garmin Connext Weather:
1) Ensure the aircraft is outside and has a clear view of the sky (if registering via an Iridium satellite telephone
connection), or connected to a Wi-Fi network. Refer to the Additional Features section for more information on
connecting to a Wi-Fi network.
2) Turn the large FMS Knob on the MFD to select the MAP page group.
3) Turn the small FMS Knob to select the MAP - WEATHER DATA LINK (CNXT or XM) Page. If ‘XM’ is displayed in
the page title, it will be necessary to change the data link source to Garmin Connext (CNXT) before continuing.
Refer to ‘Viewing the Weather Data Link Page’ procedure to change the data link source to Garmin Connext
Weather prior to registration.
4) If the system displays the ‘Connext Registration’ window, proceed to step 7. Otherwise, press the MENU Key.
The Page Menu appears as seen in Figure 6-54.

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Figure 6-54 Select ‘Register With Connext’

5) Turn the large FMS Knob to highlight ‘Register With Connext’ in the menu list.
6) Press the ENT Key. The Connext Registration Window is displayed as shown in Figure 6-55.

Figure 6-55 Enter Access Code

7) Enter the access code provided by customer service in the ACCESS CODE field.
8) Press the ENT Key. ‘REGISTER’ is highlighted as in Figure 6-55.
9) Press the ENT Key. The system contacts the Garmin Connext service using the GDL 59 Wi-Fi connection (if
available) or through the Iridium satellite network using the GSR 56. Registration is complete when the STATUS
field displays ‘REGISTERED’.

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ACCESSING GARMIN CONNEXT WEATHER PRODUCTS
The principal map for viewing Garmin Connext Weather information is the Weather Data Link (CNXT) Page
in the Map Page Group (Figure 6-56). This is the only map display capable of showing information for all
available Garmin Connext weather products. No weather data appears until an initial Connext Data Request
has been completed successfully.
Viewing the Weather Data Link (CNXT) Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Weather Data Link (XM or CNXT) Page.
3) If the page title contains ‘XM’, it will be necessary to change the data link weather source from SiriusXM
Weather to Garmin Connext Weather. Refer to the next procedure to change the source.

Changing the weather data link source (Garmin Connext or SiriusXM):
1) If necessary, turn the large FMS Knob to select the Map Page Group.
2) If necessary, turn the small FMS Knob to select the Weather Data Link (XM or CNXT) Page.
3) Press the MENU Key.
4) If necessary, turn the large FMS Knob to highlight ‘Display Connext Weather’ or ‘Display XM Weather’ and press
the ENT Key. Weather Data Link Page title and softkeys change to correspond to selected data link weather
source.
Precipitation
Weather
Product Symbol
and Product
Age in Minutes

Precipitation
Weather Product
Selected for
Display

Figure 6-56 Weather Data Link (CNXT) Page

When a weather product is selected for display on the Weather Data Link (CNXT) Page, a box containing a
symbol or name for the product and its age (in minutes) are shown in the upper right (Figure 6-56) of the page.
If weather data has not been requested, or is not available from the source, ‘N/A’ is shown next to the product
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symbol instead of the product age. The age of the weather product is based on the time difference between
when the requested data was assembled on the ground and the current GPS time. The Garmin Connext
Weather service updates its weather products continuously, or refreshes them at specific intervals, depending
on the product (defined in the Refresh Rate column in Table 6-5). The product age display does not indicate
the age of the information contained within the weather product, which can be significantly older than the
displayed weather product age.
If for any reason, a weather product is not refreshed within the defined Expiration Time intervals (see Table
6-4), the product is considered expired and is removed from the display. The age of the expired product is
replaced by dashes. If more than half of the expiration time has elapsed, the color of the product age changes
from white to yellow.
Table 6-5 shows the Garmin Connext weather product symbols, the expiration times and the refresh rates.
The refresh rate represents the interval at which the Garmin Connext ground-based servers make available the
most current known weather data. It does not represent the rate at which new content is received from various
weather sources around the world.
NOTE: The availability of specific Garmin Connext Weather products varies by region. For product coverage

information, refer to https://fly.garmin.com/fly-garmin/connext/worldwide-weather/.
Garmin Connext Weather
Product

Symbol

Radar Precipitation
(PRECIP)

Expiration Time
(Minutes)
30

Infrared Satellite
(IR SAT)
Garmin Connext Data Link
Lightning (DL LTNG)
SIGMETs/AIRMETs
(SIG/AIR)
Meteorological Aerodrome Report
(METARs)
Winds Aloft
(WIND)
Pilot Weather Report
(PIREPs)
Temporary Flight Restrictions
no product image
(TFRs)
Terminal Aerodrome Reports
no product image
(TAFs)

Refresh Rate
(Minutes)
U.S.: 3*
Canada: 3*†
Europe: 15
Australia: 15ˆ

Continuous

* The composite precipitation image is updated every 3 minutes, but individual radar sites may take
between 3 and 10 minutes to provide new data.
†
Canadian radar precipitation data provided by Environment Canada.
ˆ Australian radar precipitation data provided by the Australia Bureau of Meteorology
Table 6-5 Garmin Connext Weather Product Symbols and Data Timing

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Infrared Satellite (IR SAT)

Flight Plan Pages

Nearest Page Group

AUX - Trip Planning
Page

Weather Information
Page

Weather Data Link
(CNXT) Page

Precipitation (PRECIP)

Navigation Map Page

Garmin Connext Weather
Product

PFD Inset Map

Table 6-6 shows which Garmin Connext Weather products can be displayed (indicated with a ‘+’ symbol) on
specific maps.

Garmin Connext Data Link Lightning
(DL LTNG)
SIGMETs/AIRMETs (SIG/AIR)

METARs

+
+

Winds Aloft (WIND)

PIREPs
No Radar Coverage

+
+

TFRs

TAFs

* Winds Aloft data on the Navigation Map Page available inside the Profile View Window.
Table 6-6 Garmin Connext Weather Product Display Maps

Softkeys control the display of weather information on most MFD pages and the PFD Inset Map (Figure 6-57
shows the weather product softkeys for the Weather Data Link (CNXT) Page). When a weather product is
selected for display, the corresponding softkey label changes to gray to indicate the product display is enabled.
SYSTEM

CPDLC

PRECIP

IR SAT

DL LTNG

SIG/AIR

WIND OFF

METAR

LEGEND MORE WX CHKLIST

PIREPS

BACK

WIND Softkey label changes
to reflect current selection.

Press the BACK Softkey
to move up one level.

PREV and NEXT Softkeys cycle through Winds Aloft
altitude selection softkeys.
PREV

OFF

SFC

3000

6000

9000

12000

15000

LEGEND

BACK

OFF

18000

21000

24000

27000

30000

33000

LEGEND

BACK

OFF

36000

39000

42000

LEGEND

BACK

Figure 6-57 Weather Data Link (CNXT) Page Softkeys (MFD)

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The setup menus for the Navigation Map Page and the Weather Data Link (CNXT) Page control the map
range settings above which weather products data are decluttered from the display. If a map range larger than
the maximum weather product map range setting is selected, the system removes the weather product from the
map. The menus also provide controls for enabling/disabling the display of weather products, in addition to
using the softkeys.
Setting up and customizing the Weather Data Link (CNXT) Page:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MENU Key.
3) With ‘Weather Setup’ highlighted, press the ENT Key (Figure 6-58).
4) Turn the small FMS Knob to select ‘PRODUCT GROUP 1’ or ‘PRODUCT GROUP 2’, and press the ENT Key (Figure
6-59).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections.
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, maximum map range settings,
etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Weather Data Link (CNXT) Page with the changed settings.

Figure 6-58 Weather Data Link (CNXT) Page Menu

Figure 6-59 Weather Data Link (CNXT) Page Setup Menu

Restoring default Weather Data Link (CNXT) Page settings:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MENU Key.
3) With ‘Weather Setup’ highlighted, press the ENT Key.
4) Turn the small FMS Knob to select ‘PRODUCT GROUP 1’ or ‘PRODUCT GROUP 2’, and press the ENT Key (Figure
6-59).

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5) Highlight the product group name (to restore default settings to the entire product group) or an individual
weather product, then press the ENT Key.
6) Highlight ‘Restore All Defaults’ or ‘Restore Selection Default’, and press the ENT Key.

If multiple data link weather services are installed, customizing the display settings for the corresponding
weather products shown in Table 6-7 will result in identical settings for a comparable weather product from
another service provider.
Garmin Connext Weather
Product (CNXT)
Precipitation
Next-generation Radar
(NEXRAD)
(PRECIP)
Cloud Top
Infrared Satellite
(CLD TOP)
(IR SAT)
SiriusXM Lightning
Garmin Connext Data Link Lightning
(DL LTNG)
(XM LTNG)
SIGMETs/AIRMETs
SIGMETs/AIRMETs
(SIG/AIR)
(SIG/AIR)
Meteorological Aerodrome Report Meteorological Aerodrome Report
(METARs)
(METARs)
Winds Aloft
Winds Aloft
(WIND)
(WIND)
Pilot Weather Report
Pilot Weather Report
(PIREPs)
(PIREPs)
SiriusXM Weather Product

Table 6-7 Corresponding Weather Data Link Product Settings

Maps besides the Weather Data Link (CNXT) Page use settings based on those selected for the Navigation
Map Page.
Setting up and customizing weather data for the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-60).
4) Turn the small FMS Knob to select the ‘Weather’ Group and press the ENT Key (Figure 6-61).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-62).
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, maximum map range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

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Figure 6-60 Navigation Map Page Menu

Figure 6-61 Navigation Map Page Setup Menu

Figure 6-62 Navigation Map Page Setup Menu, Weather Group

Each active weather product has an associated legend which can be displayed on the Weather Data Link
(CNXT) Page. If no weather product softkeys are selected, the LEGEND Softkey will be unavailable.
Viewing legends for displayed weather products
1) Select the Weather Data Link (CNXT) Page.
2) Select the LEGEND Softkey to display the legends for the displayed weather products.
Or:
a) Press the MENU Key.
b) Select ‘Weather Legend’ and press the ENT Key.
3) Turn the FMS Knob to scroll through the legends if more are available than fit in the window.
4) To remove the Legend Window, select the LEGEND Softkey, the ENT or the CLR Key, or press the FMS Knob.

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Additional information about the following can be displayed by panning over the display on the map:
• Infrared Satellite (IR SAT)

• METARs

• SIGMETs

• TFRs

• AIRMETs

• PIREPs

PIREP selected
with Map
Pointer

Figure 6-63 Panning on the Weather Data Link (CNXT) Page

CONNEXT WEATHER DATA REQUESTS
The Connext Data Request window provides the flight crew with the options to enable or disable the requested
weather coverage area(s), choose automatic weather update intervals (if desired), and the ability to send or
cancel weather data requests. The status of the Garmin Connext data request process is also displayed.
Before a Garmin Connext data request can occur, a valid request coverage area must be defined from which
all currently available Garmin Connext weather products will be retrieved. At a minimum, either the aircraft’s
present position or a waypoint (as part of a flight plan or entered directly in the ‘WAYPOINT’ coverage field) must
be part of the request coverage area, otherwise the request status window will indicate ‘INVALID COVERAGE
AREA’ and the system will not allow a request to occur.
It is not necessary for a destination (based on an active flight plan), a flight plan, or waypoint to be specified
prior to enabling these coverage areas; however no weather data will be retrieved for these option(s) until a
flight plan or waypoint is provided, respectively.

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Requesting Garmin Connext weather data manually:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MENU Key.
3) With ‘Connext Data Request’ highlighted, press the ENT Key (Figure 6-64).
4) Turn the large FMS Knob to highlight the desired coverage option(s) and press the ENT Key to add or remove
a check from one of more of the following coverage selections (Figures 6-65, 6-66):
• PRESENT POSITION – Requests data based on current location.
• DESTINATION – Requests data based on the active flight plan destination (Direct-To destinations excluded).
See the Flight Management section for more information about entering and activating flight plans.
• FPL – Requests data along an active flight plan, if one exists. Turn the small FMS Knob to select the desired
flight plan look-ahead distance option (or choose ‘REMAINING FPL’ to request the remainder of the flight
plan), then press the ENT Key.
• WAYPOINT – Requests data based on a waypoint (which may be off-route). Turn the large and small FMS
Knobs to enter a waypoint, then press the ENT Key.
5) Turn the large FMS Knob highlight to the ‘DIAMETER / RTE WIDTH’ (diameter/route width) distance field and
turn the small FMS Knob to select the desired diameter and route width of the request, then press the ENT Key.
6) Turn the large FMS Knob until the ‘SEND REQ’ button is highlighted. Press the ENT Key to initiate the request
immediately or press the FMS Knob to return to the Weather Data Link (CNXT) Page without requesting
weather data.

Figure 6-64 Weather Data Link (CNXT) Page Menu

Figure 6-65 Connext Data Request Window

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Present Position Selected,
200 nm Diameter
Requested

Next 80 nm of Flight Plan
Selected, 200 nm Route
Width Requested

Destination Selected,
200 nm Diameter
Requested

Off-Route Waypoint
Selected, 200 nm Diameter
Requested

Figure 6-66 Connext Weather Data Request Results with Precipitation Displayed

During a Connext Data Request, the REQUEST STATUS window initially displays “Contacting Connext...”.
Once a connection is established, the REQUEST STATUS window displays “Receiving Wx Data... Time
Remaining:” with an estimated data transfer time (either in minutes or seconds). If desired, the Connext Data
Request window may be closed while the data request is processing by pressing the FMS Knob; the data request
will continue to process in the background. Connext Data Requests typically take between 1 to 4 minutes to
complete depending on the size of the selected weather coverage area(s), the amount of weather activity present
(such as precipitation), and the Iridium signal strength.
The system retrieves all available Garmin Connext weather products within the selected coverage area(s)
during an initial Connext Data Request. Enabling or disabling the display of the weather product does not affect
which weather products are retrieved during a Connext Data Request.
To reduce data usage during subsequent requests, the system retains previously retrieved textual weather
products such as METARs and TAFs, so long as they have not expired. The system also retrieves any new
textual weather products matching the current coverage area, and all graphical weather products during each
data request.

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If the Connext Data Request was successful, the REQUEST STATUS window (if shown) indicates ‘OK’. Refer
to the Abnormal Operations discussion later in this section for more information on the messages received if the
request is unsuccessful, with possible causes.
Cancelling Connext Data Request in Progress:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MENU Key.
3) With ‘Connext Data Request’ highlighted, press the ENT Key.
4) With the ‘CANCEL REQ’ option highlighted, press the ENT Key. The REQUEST STATUS window indicates ‘Request
Canceled’.
5) Press the FMS Knob to return to the Weather Data Link (CNXT) Page.

The flight crew can schedule Connext Data Requests to recur automatically. Auto requests remain enabled
until the flight crew disables them, or the system power is cycled. When an automatic data request is enabled,
the REQUEST STATUS Window displays the number of minutes or seconds until the automatic data request
occurs.
NOTE: If automatic Connext Data Requests were enabled prior to the system entering Reversionary Mode,

the automatic weather data requests continue in Reversionary Mode, however the Connext Data Request
window and its associated options will not be available.
Enabling/disabling automatic Connext Data Requests:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MENU Key.
3) With ‘Connext Data Request’ highlighted, press the ENT Key.
4) Choose the desired weather coverage options.
5) Turn the large FMS Knob to select the ‘UPDATE RATE’ setting. Then turn the small FMS Knob to highlight the
desired automatic update frequency (Off, 5 Min, 10 Min, 15 Min, 20 Min, 30 Min, 45 Min, or 60 Min).
6) The ‘SEND REQ” button is highlighted and a countdown timer is displayed in the ‘REQUEST STATUS’ based
on the currently selected update rate. Press the ENT Key to immediately send an immediate Connext Data
Request.
Or:

384

Press the FMS Knob to return to the Weather Data Link (CNXT) Page.

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GARMIN CONNEXT WEATHER PRODUCTS
PRECIPITATION
The Precipitation weather product provides radar precipitation information in selected radar coverage areas.
This information comes from individual weather radar sites and weather data sources such as government
agencies. Each radar site or source may provide weather data at differing rates and times. Periodically,
the Garmin Connext service compiles the available information to form a composite image, and assigns a
single time to indicate when it created the image. This image becomes the Precipitation weather product.
Individual images--gathered from each radar site--differ in age, and are always older than the displayed
Precipitation weather product age.
Because of the time required to detect, assemble, and distribute the Precipitation weather product, the
displayed weather information contained within the product may be significantly older than the current
radar synopsis and may not depict the current weather conditions. The Precipitation weather product should
never be used as a basis for maneuvering in, near, or around areas of hazardous weather regardless of the
information it contains.
Boundary of
Connext Data
Request area
(shown for
Precipitation
weather product)

No Radar Coverage
within requested
within request area
Figure 6-67 Weather Data Link (CNXT) Page with Precipitation

Displaying Precipitation weather information:
1) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey). This step is not necessary on the
Weather Data Link (CNXT) Page.
2) Select the PRECIP Softkey.

Radar data shown represents lowest level, base reflectivity, of radar returns. The display of the information
is color-coded to indicate the weather severity level. All weather product legends can be viewed on the

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Weather Data Link (CNXT) Page. For the Precipitation legend (Figure 6-68), select the LEGEND Softkey when
Precipitation is selected for display.

No Radar Coverage
Boundary of Connext
Data Request
Figure 6-68 Precipitation Data Legend

The display of no radar coverage is enabled when Precipitation is selected for display. Areas where
precipitation radar coverage is not currently available or is not being collected are indicated in gray shade of
purple. A white boundary line with white tick marks depicts the selected coverage area of the Connext Data
Request. The boundary encloses the precipitation data when this weather product is displayed.

Reflectivity
Reflectivity is the amount of transmitted power returned to the radar receiver. Colors on the Precipitation
display directly correlate to the level of detected reflectivity. Reflectivity as it relates to hazardous weather
can be very complex.
The role of radar is essentially to detect moisture in the atmosphere. Simply put, certain types of weather
reflect radar better than others. The intensity of a radar reflection is not necessarily an indication of the
weather hazard level. For instance, wet hail returns a strong radar reflection, while dry hail does not. Both
wet and dry hail can be extremely hazardous.
The different radar echo intensities are measured in decibels (dB) relative to reflectivity (Z). Weather
radars measure the reflectivity ratio, or the energy reflected back to the radar receiver (designated by the
letter Z). The value of Z increases as the returned signal strength increases.

Precipitation Limitations
Radar images may have certain limitations:
• Radar base reflectivity does not provide sufficient information to determine cloud layers or precipitation
characteristics (wet hail vs. rain). For example, it is not possible to distinguish between wet snow, wet
hail, and rain.
• Radar base reflectivity is sampled at the minimum antenna elevation angle. An individual radar site
cannot depict high altitude storms at close ranges. It has no information about storms directly over the
site.
• When zoomed in to a range of 30 nm, each square block on the display represents an area of four square
kilometers.

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The following may cause abnormalities in displayed radar images:
• Ground clutter
• Strobes and spurious radar data
• Sun strobes (when the radar antenna points directly at the sun)
• Interference from buildings or mountains, which may cause shadows
• Metallic dust (chaff) from military aircraft, which can cause alterations in radar scans

INFRARED SATELLITE
The Infrared Satellite (IR SAT) weather product (Figure 6-69) depicts cloud top temperatures from satellite
imagery. Brighter cloud top colors indicate cooler temperatures occurring at higher altitudes.
Temperature
range of
selected data

Map Pointer
on selected
Infrared Satellite
Information

Figure 6-69 Infrared Satellite Data on the Weather Data Link (CNXT) Page

Displaying Cloud Tops information:
1) Select the Weather Data Link (CNXT) Page.
2) Select the IR SAT Softkey.

To display the Infrared Satellite legend (Figure 6-70), select the LEGEND Softkey when Infrared Satellite data
is selected for display.

Figure 6-70 Infrared Satellite Legend

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GARMIN CONNEXT DATA LINK LIGHTNING
The Garmin Connext Data Link Lightning (DL LTNG) weather product (Figure 6-71) shows the approximate
location of cloud-to-ground lightning strikes. A strike icon represents a strike that has occurred within a twokilometer region. Neither cloud-to-cloud nor the exact location of the lightning strike is displayed.

Lightning
Strikes

Figure 6-71 Garmin Connext Data Link Lightning

Displaying Lightning information:
1) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey). This step is not necessary on the
Weather Data Link (CNXT) Page.
2) Select the DL LTNG Softkey.

To display the lightning legend on the Weather Data Link (CNXT) Page (Figure 6-72), select the LEGEND
Softkey when the Garmin Connext Data Link Lightning weather product is enabled for display.

Figure 6-72 Garmin Connext Data Link Lightning Legend

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SIGMETS AND AIRMETS
SIGMETs (SIGnificant METeorological Information) and AIRMETs (AIRmen’s METeorological Information)
are issued for potentially hazardous weather. A Convective SIGMET is issued for hazardous convective
weather such as severe or widespread thunderstorms. A localized SIGMET can be displayed when significant
weather conditions are not widespread.
The entire SIGMET or AIRMET is displayed as long as any portion of it is issued within the coverage area
of the Connext Data Request.

Additional information
for selected SIGMET/
AIRMET

AIRMET selected
with Map Pointer

Figure 6-73 SIGMET/AIRMET Data

Displaying SIGMETs and AIRMETs:
1) Select the Weather Data Link (CNXT) Page.
2) Select the SIG/AIR Softkey.
3) To view the text of the SIGMET or AIRMET, press the Joystick and move the Map Pointer to highlight the
border of the desired SIGMET/AIRMET.
4) Press the ENT key. Figure 6-74 shows sample SIGMET text.

To display the SIGMET and AIRMET legend (Figure 6-75), select the LEGEND Softkey when SIGMETs and
AIRMETs are selected for display.

Figure 6-74 Sample SIGMET Text

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METARS AND TAFS
NOTE: METAR information is only displayed within the installed navigation database service area.

Selected
Airport

Figure 6-76 METAR Flags on the Weather Data Link (CNXT) Page

TAFs (Terminal Aerodrome Forecasts) are weather predictions for specific airports within a 24- hour period,
and may span up to 36 hours. TAFs typically include forecast wind, visibility, weather phenomena, and sky
conditions using METAR codes.
METAR and TAF text are displayed on the Weather Information Page. TAF information is displayed in its
original form when a TAF is available.
Displaying METAR and TAF text:
1) On the Weather Data Link (CNXT) Page, select the METAR Softkey.
2) Press the Joystick and pan to the desired airport.
3) Press the ENT Key. The Weather Information Page is shown with METAR and TAF text.
4) Use the FMS Knob or the ENT Key to scroll through the METAR and TAF text. METAR text must be completely
scrolled through before scrolling through the TAF text.
5) Press the FMS Knob or the CLR Key to return to the Weather Data Link (CNXT) Page.

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Or:
1) Select the Weather Information Page.
a) Turn the large FMS Knob to select the Waypoint Page Group.
b) Select the WX Softkey to select the Weather Information Page.
2) Press the FMS Knob to display the cursor.
3) Use the FMS Knob to enter the desired airport and press the ENT Key.
4) Use the FMS Knob or the ENT Key to scroll through the METAR and TAF text. Note the METAR text must be
completely scrolled through before scrolling through the TAF text.

Decoded METAR
Text

Original METAR
Text

METAR
Symbol

TAF
Available

Figure 6-77 METAR Flags on the Weather Data Link (CNXT) Page

Original METAR text is also accessible while panning the map cursor over a METAR flag on any map page
on which a METAR is displayed. The METAR text is shown in a box near the METAR flag.
In addition, METAR flags and their associated text are displayed on the Active Flight Plan Page on the MFD.
METAR flags appears next to waypoints in the flight plan with an associated METAR.
Displaying original METAR text on the Active Flight Plan Page:
1) Select the Active Flight Plan Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the desired waypoint. The METAR text will appear in the ‘SELECTED
WAYPOINT WEATHER’ window below.
4) When finished, press the FMS Knob to remove the cursor or press the FPL Key to exit the Active Flight Plan
Page.

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To display the METAR legend on the Weather Data Link (XM) Page (Figure 6-78), select the LEGEND
Softkey when METARs are enabled for display.
Information in the METAR text determines the color of the METAR flag. A gray METAR flag appears for
a reporting station when its METAR text does not contain adequate information to determine the METAR
category (e.g. VFR, IFR).

Figure 6-78 METAR Legend

WINDS ALOFT
The Winds Aloft weather product (Figure 6-79) shows the predicted wind speed and direction at the
surface and at selected altitudes. Altitude can be displayed in 3,000-foot increments from the surface up to
42,000 feet MSL.
Displaying Winds Aloft data:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MORE WX Softkey.
3) Press the WIND Softkey.
4) Select the desired altitude level: SFC (surface) up to 42,000 feet. Select the NEXT or PREV Softkey to cycle
through the altitude softkeys. The WIND Softkey label changes to reflect the altitude selected.

Figure 6-79 Winds Aloft Data at 33,000 Feet

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To display the Winds Aloft legend (Figure 6-80), select the LEGEND Softkey when Winds Aloft is selected
for display.

Figure 6-80 Winds Aloft Data with Legend

Headwind and tailwind components aloft are available inside the Profile View on the Navigation Map Page
(Figure 6-81). The displayed components are relative to current aircraft altitude and track, but not to aircraft
speed.

Weather Product
Age
Wind Component
Velocity and
Direction Arrows

Altitude Scale

Figure 6-81 Winds Aloft Weather Product with Profile View (Navigation Map Page)

Arrows pointing to the left indicate headwind components; tailwind component arrows point to the right,
as shown in Table 6-8.
Headwind
Symbol

Tailwind
Symbol

Headwind/Tailwind
Component

None

Less than 5 knots
5 knots
10 knots
50 knots

Table 6-8 Profile View Headwind/Tailwind Component Symbols

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Showing/Hiding Profile View (containing winds aloft data)
1) Select the Navigation Map Page.
2) Select the PROFILE Softkey.
Or:
1) Press the MENU Key.
2) Turn the large FMS Knob to highlight ‘Show Profile View’ or ‘Hide Profile View’ (choice dependent on current
state) and press the ENT Key.

Winds Aloft data inside the Profile View is enabled by default when the Profile View is displayed on the
Navigation Map Page. This behavior can be changed on the Navigation Map Page.
Enabling/disabling winds aloft data display in Profile View:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With Map Setup highlighted, press the ENT Key (Figure 6-82).
4) Turn the small FMS Knob to select the Profile Group and press the ENT Key (Figure 6-83).
5) Turn the large FMS Knob to select ‘Profile Winds’ (Figure 6-84).
6) Turn the small FMS Knob to select ‘On’ or ‘Off’.
7) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

Figure 6-82 Navigation Map Page Menu

Figure 6-83 Navigation Map Page Setup Menu

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Figure 6-84 Navigation Map Page Setup Menu, Weather Group

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PIREPS
Pilot Weather Reports (PIREPs) describe in-flight weather encountered by pilots. A PIREP may contain
adverse weather conditions, such as low in-flight visibility, icing conditions, wind shear, turbulence, and type
of aircraft flown. PIREPs are issued as either Routine (UA) or Urgent (UUA).
Instructions for
Viewing PIREP
Text
Urgent
PIREP

Routine
PIREP
Selected

Figure 6-85 PIREPs on the Weather Data Link (CNXT) Page

Displaying PIREP text:
1) Select the Weather Data Link (CNXT) Page.
2) Press the MORE WX Softkey.
3) Press the PIREPS Softkey.
4) Press the Joystick and pan to the desired weather report. A gray circle will appear around the weather report
when it is selected.
5) Press the ENT Key. The PIREP is first displayed in a decoded fashion, followed by the original text. Note the
original text may contain additional information not found in the decoded version.
6) Use the FMS Knob or the ENT Key to scroll through the PIREP text.
7) Press the FMS Knob or the CLR Key to close the PIREP text window and return to the Weather Data Link (CNXT)
Page.

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Decoded PIREP Text

Original PIREP Text

Figure 6-86 PIREP Text on the Weather Data Link (CNXT) Page

To display the PIREP legend (Figure 6-87), select the LEGEND Softkey when PIREPs are selected for display.
The PIREP color is determined by the type (routine or urgent).

Figure 6-87 AIREPs & PIREPs Legend

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ABNORMAL OPERATIONS
If the system cannot complete a Connext Data Request, one or more messages will appear in the request status
window.
Weather Request Status
Message
Auto requests inhibited
Send manual request to reset.

Description
The system has disabled automatic weather data requests due to excessive errors.
Automatic weather data requests have stopped. Send a manual weather data request to
resume automatic updates.

Auto update retry: ## Seconds The system will attempt another automatic weather data request after an error occurred
during the previous request. Displays estimated time until next automatic request occurs.
Connext Comm Error [2]
A communications error has occurred with the GIA or GDL 59.
Connext Comm Error [4]
This occurs if multiple weather data requests have recently failed, or the GIA or GDL 59 is
off-line. If this error persists, the system should be serviced.
Connext Comm Error [5]
The Iridium or Garmin Connext services are not accessible. Check Iridium signal strength.
If this error persists, the system should be serviced.
Connext Comm Error [6]
A communications error has occurred. If this error persists, the system should be serviced.
Connext Comm Error [7]

The system halted the weather data request due to excessive delays while receiving
weather data. Verify Iridium signal strength and re-try data request.

Connext Comm Error [8]
Connext Login Invalid

A ground-based server error has occurred or invalid data received.
There is a problem with the Garmin Connext registration. In the United States, contact
Garmin at 1-866-739-5687. Outside the United States, call 913-397-8200, wait for the
operator, and request extension 1135.
The Garmin Connext weather data server is temporarily out of service, but is expected to
return to service in less than 30 minutes.
The Garmin Connext weather data server will be out of service for at least 30 minutes.
The Connext Data Request does not sufficiently define a coverage area on which to
retrieve weather data. Verify the selections in the Connext Weather Coverage Window,
then issue another Connext Data Request.
The system is not currently subscribed to the Garmin Connext Weather service, or the
access code is incorrect. Verify the access code. In the United States, contact Garmin at
1-866-739-5687. Outside the United States, call 913-397-8200, wait for the operator,
and request extension 1135.
The weather data request area exceeds size limits. Reduce weather coverage area and
re-send data request.
The user has cancelled a weather data request.
The ground-based server halted the weather data request due to excessive delays. Re-send
data request.
The Iridium voice telephone has interrupted the weather data request. Retry request when
Iridium voice telephone is not in use.

Connext Server Temporarily
Inop
Connext Server Inop
Invalid Coverage Area

No Connext Subscription

Reduce Request Area
Request Cancelled
Request Failed - Try Again
Transfer Preempted

Table 6-9 Abnormal Weather Data Request Status Messages

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GARMIN CONNEXT WEATHER IN REVERSIONARY MODE
When the system is operating in Reversionary Mode, only those weather products which can be displayed
on the PFD Inset Map will be available for display (see Table 6-5 for a list of weather products and their
associated map availability).
If manual weather data requests were enabled prior to entering Reversionary Mode, no new Garmin Connext
Weather data can be retrieved while operating in Reversionary Mode. If automatic weather data requests
were enabled prior to Reversionary Mode operation, the system will continue the automatic data requests in
Reversionary Mode (provided automatic requests have not been inhibited due to a system error).

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6.3 AIRBORNE COLOR WEATHER RADAR
SYSTEM DESCRIPTION
The Garmin GWX 68 Airborne Color Weather Radar is a 4-color digital pulsed radar with 6.5 kilowatts
of output power. It combines excellent range and adjustable scanning profiles with a high-definition target
display. The pulse width is four microseconds (µs) on all ranges except the 2.5 nm range. The GWX 68 uses a
one µs pulse width at this range to reduce the targets smearing together on the display for better target definition
at close range.
The Embraer Phenom 100 uses a 12-inch phased array antenna that is fully stabilized to accommodate 30º
of pitch and roll.
To focus radar scanning on specific areas, Sector Scanning offers pilot-adjustable horizontal scan angles of
20º, 40º, 60º, or 90º. A vertical scanning function helps to analyze storm tops, gradients, and cell buildup
activity at various altitudes.
Radar features include:
• Extended Sensitivity Time Constant (STC) logic that automatically correlates distance of the return echo with
intensity, so cells do not suddenly appear to get larger as they get closer.
• WATCH® (Weather ATtenuated Color Highlight) helps identify possible shadowing effects of short-range cell
activity, identifying areas where radar return signals are weakened or attenuated by intense precipitation (or
large areas of lesser precipitation) and may not fully reflect the weather behind a storm.
• Weather Alert that looks ahead for intense cell activity in the 80-320 nm range, even if these ranges are not
being displayed.

PRINCIPLES OF PULSED AIRBORNE WEATHER RADAR
The term RADAR is an acronym for RAdio Detecting And Ranging. Pulsed radar locates targets by transmitting
a microwave pulse beam that, upon encountering a target, is reflected back to the radar receiver as a return
echo. The microwave pulses are focused and radiated by the antenna, with the most intense energy in the
center of the beam and decreasing intensity near the edge. The same antenna is used for both transmitting and
receiving. The returned signal is then processed and displayed on the MFD.
Radar detection is a two-way process that requires 12.36 µs for the transmitted microwave pulses to travel out
and back for each nautical mile of target range. It takes 123.6 µs for a transmitted pulse to make the round trip
if a target is ten nautical miles away.
Airborne weather radar should be used to avoid severe weather, not for penetrating severe weather. The
decision to fly into an area of radar targets depends on target intensity, spacing between the targets, aircraft
capabilities, and pilot experience. Pulse type weather radar detects only precipitation, not clouds or turbulence.
The display may indicate clear areas between intense returns, but this does not necessarily mean it is safe to fly
between them. Only Doppler radar can detect turbulence.
Airborne weather radar has other capabilities beyond weather detection. It also has the ability to detect and
provide distance to cities, mountains, coastlines, rivers, lakes, and oceans.

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NEXRAD AND AIRBORNE WEATHER RADAR
Both Airborne Weather Radar and NEXRAD measure weather reflectivity in decibels (dB). A decibel is a
logarithmic expression of the ratio of two quantities. Airborne Weather Radar measures the ratio of power
against the gain of the antenna, while NEXRAD measures the energy reflected back to the radar, or the radar
reflectivity ratio.
Both systems use colors to identify the different echo intensities, but the colors are not interchangeable.
Airborne color radar values used by Garmin Airborne Color Weather Radar should not be confused with
NEXRAD radar values.

ANTENNA BEAM ILLUMINATION
The radar beam is much like the beam of a spotlight. The further the beam travels, the wider it becomes.
The radar is only capable of seeing what is inside the boundaries of the beam. The figure below depicts a radar
beam’s characteristics. The figure illustrates vertical dimensions of the radar beam, although the same holds
true for the horizontal dimensions. In other words, the beam is as wide as it is tall. Note that it is possible to
miss areas of precipitation on the radar display because of the antenna tilt setting. With the antenna tilt set to
zero in this illustration, the beam overshoots the precipitation at 15 nautical miles.

Altitude (x1000 ft.)
80

Antenna at Zero Tilt
18,000 ft.

8°

Half Power at

Beam Sidelobe

Max Power at Beam Center

18,000 ft.
30

Range (nautical miles)

Figure 6-88 Radar Beam from a 12 inch Antenna

The curvature of the earth can also be a factor in missing areas of precipitation, especially at range settings of
150 nautical miles or more. Here the beam overshoots the precipitation at less than 320 nautical miles.

320 nm

Figure 6-89 Radar Beam in Relation to the Curvature of the Earth

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RADAR SIGNAL ATTENUATION
The phenomenon of radar signal attenuation affects the operation of weather radar. When the radar signal
is transmitted, it is progressively absorbed and scattered, making the signal weaker. This weakening, or
attenuation, is caused by two primary sources, distance and precipitation.
Attenuation because of distance is due to the fact that the radar energy leaving the antenna is inversely
proportional to the square of the distance. The reflected radar energy from a target 40 miles away that fills
the radar beam is one fourth the energy reflected from an equivalent target 20 miles away. This would appear
to the operator that the storm is gaining intensity as the aircraft gets closer. Internal signal processing within
the GWX 68 system compensates for much of this distance attenuation.
Attenuation due to precipitation is not as predictable as distance attenuation. It is also more intense. As the
radar signal passes through moisture, a portion of the radar energy is reflected back to the antenna. However,
much of the energy is absorbed. If precipitation is very heavy, or covers a large area, the signal may not
reach completely through the area of precipitation. The weather radar system cannot distinguish between an
attenuated signal and an area of no precipitation. If the signal has been fully attenuated, the radar displays
a radar shadow. This appears as an end to the precipitation when, in fact, the heavy rain may extend much
further. A cell containing heavy precipitation may block another cell located behind the first, preventing it
from being displayed on the radar. Never fly into these shadowed areas and never assume that all of the heavy
precipitation is being displayed unless another cell or a ground target can be seen beyond the heavy cell. The
WATCH® feature of the GWX 68 Weather Radar system can help in identifying these shadowed areas. Areas
in question appear as shadowed or gray on the radar display. Proper use of the antenna tilt control can also
help detect radar shadows.
Attenuation can also be due to poor maintenance or degradation of the radome. Even the smallest amount
of wear and scratching, pitting, and pinholes on the radome surface can cause damage and system inefficiency.

RADAR SIGNAL REFLECTIVITY
Precipitation
Precipitation or objects more dense than water, such as the surface of the earth or solid structures, are
detected by the weather radar. The weather radar does not detect clouds, thunderstorms, or turbulence
directly. It detects precipitation associated with clouds, thunderstorms, and turbulence. The best radar
signal reflectors are raindrops, wet snow, or wet hail. The larger the raindrop, the better the reflectivity. The
size of the precipitation droplet is the most important factor in radar reflectivity. Because large drops in a
small concentrated area are characteristic of a severe thunderstorm, the radar displays the storm as a strong
return. Ice crystals, dry snow, and dry hail have low levels of reflectivity as shown in the illustration, and
often not displayed by the radar. Additionally, a cloud that contains only small raindrops, such as fog or
drizzle, does not reflect enough radar energy to produce a measurable target return.

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Figure 6-90 Precipitation Type and Reflectivity

Ground Returns
The intensity of ground target returns depends upon the angle at which the radar beam strikes the
ground target (Angle of Incidence) and the reflective properties of that target. The gain can be adjusted so
shorelines, rivers, lakes, and cities are well defined. Increasing the gain too much causes the display to fill
in between targets, thus obscuring some landmarks.
Cities normally provide a strong return signal. While large buildings and structures provide good returns,
small buildings can be shadowed from the radar beam by the taller buildings. As the aircraft approaches
and shorter ranges are selected, details become more noticeable as the highly reflective regular lines and
edges of the city become more defined.
Bodies of water such as lakes, rivers, and oceans are not good reflectors and normally do not provide good
returns. The energy is reflected in a forward scatter angle with inadequate energy being returned. They
can appear as dark areas on the display. However, rough or choppy water is a better reflector and provides
stronger returns from the downwind sides of the waves.
Mountains also provide strong return signals to the antenna, but also block the areas behind. However,
over mountainous terrain, the radar beam can be reflected back and forth in the mountain passes or off
canyon walls, using up all or most of the radar energy. In this case, no return signal is received from this
area, causing the display to show a dark spot which could indicate a pass where no pass exists.

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Angle of Incidence
The angle at which the radar beam strikes the target is called the Angle of Incidence. The figure illustrates
the incident angle (‘A’). This directly affects the detectable range, the area of illumination, and the intensity
of the displayed target returns. A large incident angle gives the radar system a smaller detectable range and
lower display intensity due to minimized reflection of the radar energy.

Figure 6-91 Angle of Incidence

A smaller incident angle gives the radar a larger detectable range of operation and the target display shows
a higher intensity. Since more radar energy is reflected back to the antenna with a low incident angle, the
resulting detectable range is increased for mountainous terrain.

SAFE OPERATING DISTANCE
The following information establishes a minimum safe distance from the antenna for personnel near
operating weather radar. The minimum safe distance is based on the FCC’s exposure limit at 9.3 to 9.5 GHz for
general population/uncontrolled environments, which is 1 mW/cm2. See Advisory Circular 20-68B for more
information on safe distance determination.

MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)
The zone in which the radiation level exceeds the US Government standard of 1 mW/cm2 is the semicircular
area of at least 11 feet from the 12-inch antenna. All personnel must remain outside of this zone. With a
scanning or rotating beam, the averaged power density at the MPEL boundary is significantly reduced.

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MPEL
Boundary

11’ for 12”
antenna

Figure 6-92 MPEL Boundary

BASIC ANTENNA TILT SETUP
The following discussion is a simple method for setting up the weather radar antenna tilt for most situations.
It is not to be considered an all encompassing setup that works in all situations, but this method does provide
good overall parameters for the monitoring of threats. Ultimately, it is desired to have the antenna tilted so that
the bottom of the radar beam is four degrees below parallel with the ground. The following example explains
one way of achieving this.
With the aircraft flying level, adjust the antenna tilt so ground returns are displayed at a distance that equals
the aircraft’s current altitude (AGL) divided by 1,000. For example, if the aircraft is at 14,000 feet, adjust the
tilt so the front edge of ground returns are displayed at 14 nautical miles. Note this antenna tilt angle setting.
Now, raise the antenna tilt 6 degrees above this setting. The bottom of the radar beam is now angled down 4º
from parallel with the ground.

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PRACTICAL APPLICATION USING THE BASIC TILT SETUP
With the antenna tilt set as previously described, any displayed target return should be scrutinized when
flying at altitudes between 2,000 and 30,000 feet AGL. If the displayed target advances on the screen to
within five nautical miles of the aircraft, avoid it. This may be either weather or ground returns that are
2,000 feet or less below the aircraft. Raising the antenna tilt 4 degrees can help separate ground returns from
weather returns in relatively flat terrain. This aligns the bottom of the radar beam parallel with the ground.
Return the antenna tilt to the previous setting after a few sweeps.
If the aircraft is above 29,000 feet, be cautious of any target return that gets to within 30 nautical miles.
This is likely a thunderstorm that has a top high enough that the aircraft cannot fly over it safely.
If the aircraft altitude is 15,000 feet or lower, setting the displayed range to 60 miles may be more helpful.
Closely monitor anything that enters the display.

4000
Change in Antenna Tilt
+4°
+3°
+2°
+1°
0°
-1°
-2°
-3°
-4°

3000
2000
1000
0
1000
2000
3000

10 nm

4000

Vertical Change of Radar Beam (feet)

Also, after setting up the antenna tilt angle as described previously, ground returns can be monitored for
possible threats. The relationship between antenna tilt angle, altitude, and distance is one degree of tilt equals
100 feet of altitude for every one nautical mile.

Figure 6-93 Vertical Change in Radar Beam per Nautical Mile

Therefore, with the antenna tilt set so that the bottom of the beam is four degrees below parallel with
the ground, a target return at 10 nm is approximately 4,000 feet below the aircraft; at 20 nm, 8,000 feet;
at 50 nm, 20,000 feet. In other words, at this tilt setting, a ground return (such as a mountain peak) being
displayed at 10 nm would have a maximum distance below the aircraft of 4,000 feet. A ground target return
being displayed at 5 nm would have a maximum distance below the aircraft of 2,000 feet.
This setup provides a good starting point for practical use of the GWX 68. There are many other factors to
consider in order to become proficient at using weather radar in all situations.

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WEATHER MAPPING AND INTERPRETATION
WEATHER DISPLAY INTERPRETATION
When evaluating various target returns on the weather radar display, the colors denote precipitation
intensity and rates shown in the table.

Weather Mode Color

Intensity

Black
Green
Yellow
Red
Magenta

< 23 dBZ
23 dBZ to < 32 dBZ
32 dBZ to < 41 dBZ
41 dBZ to < 50 dBZ
50 dBZ and greater

Approximate
Precipitation Rate
(in/hr.)
< .01.
.01 - 0.1.
0.1 - 0.5
0.5 - 2
>2

Table 6-10 Precipitation Intensity Levels

Thunderstorms
Updrafts and downdrafts in thunderstorms carry water through the cloud. The more severe the drafts, the
greater the number and size of the precipitation droplets. With this in mind, the following interpretations
can be made from what is displayed on the weather radar. Avoid these areas by an extra wide margin.
• In areas where the displayed target intensity is red or magenta (indicating large amounts of precipitation),
the turbulence is considered severe.
• Areas that show steep color gradients (intense color changes) over thin bands or short distances suggest
irregular rainfall rate and strong turbulence.
• Areas that show red or magenta are associated with hail or turbulence, as well as heavy precipitation.
Vertical scanning and antenna tilt management may be necessary to identify areas of maximum intensity.

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Along squall lines (multiple cells or clusters of cells in a line) individual cells may be in different stages
of development. Areas between closely spaced, intense targets may contain developing clouds not having
enough moisture to produce a return. However, these areas could have strong updrafts or downdrafts.
Targets showing wide areas of green are generally precipitation without severe turbulence.
Irregularities in the target return may also indicate turbulence, appearing as hooks, fingers, or scalloped
edges. These irregularities may be present in green areas with no yellow, red, or magenta areas and should
be treated as highly dangerous areas. Avoid these areas as if they are red or magenta.
Squall Line

Steep Gradient

Hook or Finger

Scalloped Edge

Figure 6-94 Cell Irregularities

Thunderstorm development is rapid. A course may become blocked within a short time. When displaying
shorter ranges, periodically select a longer range to see if problems are developing further out. That can
help prevent getting trapped in a blind alley or an area that is closed at one end by convective weather.

Figure 6-95 The Blind Alley - Horizontal Scan

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In areas of multiple heavy cells, use the Vertical Scan feature along with antenna tilt management to
examine the areas. Remember to avoid shadowed areas behind targets.

The Blind Alley at Close Range

The Large Storm Behind
Figure 6-96 The Blind Alley

Tornadoes
There are no conclusive radar target return characteristics which identify a tornado. However, tornadoes
may be present if the following characteristics are observed:
• A narrow, finger-like portion extends and in a short time curls into a hook and closes on itself.
• A hook, which may be in the general shape of the numeral 6 (numeral 9 in the southern hemisphere),
especially if bright and projecting from the southwest quadrant (northeast quadrant in the southern
hemisphere) of a major thunderstorm.
• V-shaped notches.
• Doughnut shapes.
These shapes do not always indicate tornadoes, and tornado returns are not limited to these characteristics.
Confirmed radar observations of tornadoes most often have not shown shapes different from those of a
normal thunderstorm display.

Hail
Hail results from updrafts carrying water high enough to freeze. Therefore, the higher the top of a
thunderstorm, the greater the probability that it contains hail. Vertically scanning the target return can
give the radar top of a thunderstorm that contains hail. Radar top is the top of a storm cell as detected by
radar. It is not the actual top, or true top of the storm. The actual top of a storm cell is seen with the eyes
in clear air and may be much higher than the radar top. The actual top does not indicate the top of the
hazardous area.
Hail can fall below the minimum reflectivity threshold for radar detection. It can have a film of water on
its surface, making its reflective characteristics similar to a very large water droplet. Because of this film of
water, and because hail stones usually are larger than water droplets, thunderstorms with large amounts
of wet hail return stronger signals than those with rain. Some hail shafts are extremely narrow (100 yards

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or less) and make poor radar targets. In the upper regions of a cell where ice particles are dry (no liquid
coating), target returns are less intense.
Hail shafts are associated with the same radar target return characteristics as tornados. U-shaped cloud
edges three to seven miles across can also indicate hail. These target returns appear quite suddenly along
any edge of the cell outline. They also change in intensity and shape in a matter of seconds, making vigilant
monitoring essential.

OPERATION IN WEATHER MODE
WARNING: Begin transmitting only when it is safe to do so. When transmitting while the aircraft is on the

ground, no personnel or objects should be within 11 feet of the antenna.
CAUTION: In Standby mode, the antenna is parked at the center line. It is always a good idea to put the

radar in Standby mode before taxiing the aircraft to prevent the antenna from bouncing on the bottom stop
and possibly causing damage to the radar assembly.
When the weather radar system is in the Weather or Ground Map mode, the system automatically switches
to Standby mode on landing.
In Reversionary mode, the weather radar system automatically switches to Standby mode. The system
remains in Standby mode until both displays are restored. In Reversionary mode, the weather radar system
cannot be controlled.
Radar Mode

Scan Line

Antenna Stabilization Status

Figure 6-97 Horizontal Scan Display

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Displaying weather on the Weather Radar Page:
1) Select the Weather Radar Page in the Map Page Group with the FMS Knob.
2) Select the MODE Softkey.
3) While on the ground, select the STANDBY Softkey. A one-minute warm-up period is initiated (countdown is
displayed on the screen). After the warm-up is complete, the radar enters the Standby Mode.
a)

Select the WEATHER Softkey. A confirmation window is displayed.

Figure 6-98 Confirming Activating Radar

Turn the small FMS Knob to highlight YES and press the ENT Key to continue radar activation.

Or:

If the aircraft is airborne, select the WEATHER Softkey. A 1 minute warm-up period is initiated (countdown is
displayed on the screen). After the warm-up is complete, the radar begins transmitting.

4) Turn the Joystick to select the desired map range.
5) The horizontal scan is initially displayed (Figure 6-97). If desired, select the VERTICAL Softkey to change to
vertical scanning.

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Vertically scanning a storm cell:
NOTE: Vertical scanning of a storm cell should be done with the aircraft wings level to avoid constant

adjustment of the Bearing Line.
1) While in the Horizontal Scan view, select the BRG Softkey. This places the cursor in the BEARING field and
displays the Bearing Line.

If the Bearing Line is not displayed, press the MENU Key and turn the large FMS Knob to select Show Bearing
Line. Press the ENT Key.

2) Press the ENT Key.
3) Turn the small FMS Knob to place the Bearing Line on the desired storm cell or other area to be vertically
scanned.
Scan Line

Bearing Line

Figure 6-99 Bearing Line on Horizontal Scan

4) Select the VERTICAL Softkey. A vertical scan of the selected area is displayed (Figure 6-100).
5) The small FMS Knob may be used to move the scanned bearing line a few degrees right or left.
6) Turn the Joystick to adjust the range.
7) Press the FMS Knob to remove the cursor.
8) To select a new area to be vertically scanned, select the HORIZON Softkey to return to the Horizontal Scan view
and repeat the previous steps.

The Joystick can also be used to adjust bearing from left to right.

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Figure 6-100 Vertical Scan Display

Adjusting Antenna Tilt Angle
In order to make an accurate interpretation of a storm cell, the radar beam should be pointed at the wet
part of the weather cell to record the proper rainfall intensity (color level). The ideal aiming point is just
below the freezing level of the storm. The best way to find this point is to use the Vertical Scan feature. The
antenna tilt angle can be centered on the strongest return area in the vertical scan to get a more accurate
view of the coverage and intensity of the target in the horizontal scan.
Adjusting antenna tilt on the Horizontal Scan display:
1) Press the FMS Knob to activate the cursor in the TILT field.
2) Turn the small FMS Knob to select the desired antenna tilt angle.
3) Press the ENT Key.
4) Press the FMS Knob to remove the cursor.

The Joystick can also be used to adjust tilt up and down.

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Adjusting antenna tilt on the Vertical Scan display:
1) Select the TILT Softkey to activate the cursor in the TILT field and display the Tilt Line.

If the Tilt Line is not displayed, press the MENU Key and turn the large FMS Knob to select Show Tilt Line. Press
the ENT Key.

2) Turn the small FMS Knob to adjust the antenna tilt angle. The selected tilt angle is implemented when Horizontal
Scan is selected again.

The Joystick can also be used to adjust tilt.
Tilt Line

Scan Line
Figure 6-101 Adjusting Tilt on Vertical Scan Display

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Adjusting Gain:
WARNING: Changing the gain in weather mode causes precipitation intensity to be displayed as a color

not representative of the true intensity. Remember to return the gain setting to Calibrated for viewing the
actual intensity of precipitation.
1) Select the GAIN Softkey to activate the cursor in the GAIN field.
2) Turn the small FMS Knob to adjust the gain for the desirable level. The gain setting is visible in the GAIN field
as a movable horizontal bar in a flashing box. The line pointer is a reference depicting the calibrated position.
3) Press the FMS Knob to remove the cursor.
4) Select the GAIN Softkey again to recalibrate the gain. ‘CALIBRATED’ is displayed in the GAIN field.

Manual Gain Set Below Calibrated

Calibrated Gain
Figure 6-102 Gain Calibration

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Sector Scan:
1) While in horizontal scan mode, select the BRG Softkey to display the Bearing Line and place the cursor in the
BEARING field. If the Bearing Line is not displayed, press the MENU Key and turn the large FMS Knob to select
Show Bearing Line.
2) Press the ENT Key.

Figure 6-103 Selecting Sector Scan Position

3) Turn the small FMS Knob to place the Bearing Line in the desired position. The location of the Bearing Line
becomes the center point of the Sector Scan.
4) Turn the large FMS Knob to place the cursor in the SECTOR SCAN field.
5) Turn the small FMS Knob to select FULL, 60˚, 40˚, or 20˚ scan.
6) If desired, readjust the Bearing Line as discussed previously to change the center of the Sector Scan.
7) Select the BRG Softkey again to remove the Bearing Line and cursor. The bearing reference is reset to 0º.

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Figure 6-104 40˚ Sector Scan

Antenna Stabilization
When radar stabilization is active, the radar tilt is corrected for pitch and roll, and therefore is kept steady
with respect to the horizon. The commanded tilt angle is kept constant with respect to the earth. When the
stabilization is disabled, corrections are no longer made for pitch and roll, and the radar tilt angle is kept
constant with respect to the aircraft reference system.
Enabling/Disabling Antenna Stabilization:
1) To activate or deactivate the antenna stabilization, select the MODE Softkey.
2) Select the STAB ON Softkey to activate antenna stabilization or select the STAB OFF Softkey to deactivate. The
current stabilization condition is shown in the upper right of the weather radar display.

Weather Attenuated Color Highlight (WATCH®)
WATCH® identifies deceptively strong or unknown intensity parts of a storm. While in horizontal scan
mode, this feature can be used as a tool to determine areas of possible inaccuracies in displayed intensity due
to weakening of the radar energy. This weakening is known as attenuation. The radar energy weakens as
it passes through areas of intense precipitation, large areas of lesser precipitation, and distance. Issues with
the radome attenuates the radar energy. All these factors have an effect on the return intensity. The more
energy that dissipates, the lesser the displayed intensity of the return. Accuracy of the displayed intensity
of returns located in the shaded areas are suspect. Make maneuvering decisions with this information in
mind. Proper antenna tilt management should still be employed to determine the extent of attenuation in
a shaded area.
To activate or deactivate the WATCH® feature, select the WATCH Softkey.

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Displayed intensity is questionable.
Potentially stronger than displayed.

Horizontal Scan Without WATCH®

Areas of
Attenuated Signal

Horizontal Scan With WATCH®

Figure 6-105 Horizontal Scan Without and With WATCH®

Weather Alert Target Bands and Alerts Window Message
The Weather Alert feature indicates the presence of heavy precipitation between the ranges of 80 and 320
nm regardless of the currently displayed range. Weather Alert targets appear as red bands along the outer
range ring at the approximate azimuth of the detected returns.
If a Weather Alert is detected within ±10° of the aircraft heading, and the WX ALRT Softkey is enabled
on the Weather Radar Page, the system also displays ‘WX ALERT - Possible severe weather ahead.’ on the
PFD in the Messages Window.
If the antenna tilt is adjusted too low, a weather alert can be generated by ground returns. To avoid
unwanted weather alerts, deselect the WX ALRT Softkey.
Weather Alert Target Bands

Figure 6-106 Weather Alert Indications

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To enable or disable the Weather Alerts which appear in the Messages Window on the PFD, select the WX
ALRT Softkey. The system continues to display weather alert target bands on the Weather Radar Page even
if the PFD weather alert message is disabled.

Figure 6-107 Weather Alert on PFD

GROUND MAPPING AND INTERPRETATION
A secondary use of the weather radar system is for the presentation of terrain. This can be a useful tool for
verifying aircraft position. A picture of the ground is represented much like a topographical map that can be
used as a supplement to the navigation map on the MFD.
Ground Map mode uses a different gain range than Weather mode. Different colors are also used to represent
the intensity levels. The displayed intensity of ground target returns are defined in the table below. Use of the
GAIN and TILT controls help improve contrast so that specific ground targets can be recognized more easily.
As previously discussed, the type and orientation of the target in relation to the aircraft affects the intensity
displayed.
When the weather radar system is in either the Weather or Ground Map mode, the system automatically
switches to Standby mode upon landing.
Ground Map
Mode Color
Black
Light blue
Yellow
Magenta
Blue

Intensity
0 dB
> 0 dB to < 9 dB
9 dB to < 18 dB
18 dB to < 27 dB
27 dB and greater

Table 6-11 Ground Target Return Intensity Levels

Operation in Ground Map Mode
1) Select the MODE Softkey.
2) Select the GROUND Softkey to place the radar in Ground Map mode.
3) Select the BACK Softkey.
4) Select the FMS Knob to activate the cursor.
5) Turn the large FMS Knob to place the cursor in the TILT field.
6) Adjust the antenna tilt angle by turning the small FMS Knob to display ground returns at the desired distance.
7) Press the FMS Knob to remove the cursor.

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WEATHER RADAR OVERLAY ON THE NAVIGATION MAP PAGE
The Map - Weather Radar Page is the principal map page for viewing airborne weather radar information.
Weather radar information may also be shown as an overlay on the Navigation Map Page on the MFD as an
additional reference.
When the airborne weather radar overlay is enabled, a weather radar information box appears in the upperright corner of the Navigation Map Page. It indicates the selected weather mode, radar bearing, and antenna
tilt angle. The overlay is capable of showing radar information while the radar is in horizontal scan mode.
If the radar is operating in vertical scan mode while the overlay is enabled, the system indicates ‘N/A’ in the
information box to indicate the airborne weather radar overlay is not available until the horizontal scan mode
is selected on the Weather Radar Page.
Radar Overlay Enabled Icon

Radar Mode
Selected
Radar
Bearing

Radar Range
Scan Line
Antenna Tilt
Angle
Boundary of
Selected Radar
Scan

Navigation Map
Range
Figure 6-108 Airborne Weather Radar Overlay on the Navigation Map Page

Enabling/Disabling Airborne Weather Radar Overlay on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Select the MAP Softkey.
3) Select the WX RADAR Softkey.
Or:
1) On the Navigation Map Page, press the MENU Key.
2) With ‘Map Setup’ highlighted, press the ENT Key.
3) Turn the small FMS Knob to select the ‘Weather’ group, then press the ENT Key.

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4) Turn the large FMS Knob to scroll through the product selections and highlight the WX RADAR overlay selection
(‘On’ or ‘Off’). Turn the small FMS knob to highlight the desired selection.
5) To remove the menu, press the FMS Knob or CLR Key.

Weather radar controls on the Navigation Map Page are limited to adjustment of the radar range, bearing,
and antenna tilt angle. The airborne weather radar overlay is viewable at Navigation Map Ranges between five
and 800 nautical miles (ten to 1,500 kilometers). At map ranges beyond these limits, the system removes the
weather radar information from the map. Adjusting the range on the Navigation Map Page simultaneously
adjusts the range of the weather radar proportionally. This radar range is annunciated on the range arc that
appears when the overlay is enabled and a radar scan is active. When the radar range is adjusted on the
Navigation Map Page, system synchronizes the same range to the Weather Radar Page.
The radar bearing is adjustable in one degree increments on the Navigation Map Page by pushing the Joystick
left or right when the overlay is enabled. A left or right arrow next to the bearing readout indicates the direction
of the selected bearing. The cyan radar bearing line is only viewable on the Weather Radar Page. While the
bearing line is not shown on the Navigation Map Page, adjusting the bearing on the Navigation Map Page while
Sector Scan is enabled centers the radar scan on the selected bearing, and the radar scan boundaries adjust
accordingly on the Navigation Map Page.
Radar antenna tilt angle is adjustable in 0.25 degree increments on the Navigation Map Page. Push the
Joystick up to adjust the antenna tilt angle downward. Push the Joystick down to adjust the antenna tilt angle
upward. An up or down arrow next to the antenna tilt angle setting indicates the direction of the antenna tilt
angle.
The weather radar overlay uses the same colors as those shown on the Weather Radar Page to indicate the
intensity of radar returns. However, the display of gray WATCH radar attenuation and red weather alert
target bands is exclusive to the Weather Radar Page. Because data link radar precipitation and terrain present
information using similar colors, enabling the airborne weather radar overlay on the Navigation Map Page
disables the display of the data link radar and terrain information for this page.

SYSTEM STATUS
The system displays the radar mode annunciation in the upper left corner of the Weather Radar Page. It
also appears in the upper right corner of the Navigation Map Page when the Weather Radar overlay is enabled.
Additional information may be displayed in the center of the Weather Radar Page as a banner annunciation.
Radar Mode

Radar Mode Annunciation Box (Weather
Radar Page and Navigation Map Page)

Weather Radar Page Center
Banner Annunciation

Standby

STANDBY

Standby (During Warm-Up)

STANDBY

WARM-UP
XX
(XX indicates number of
seconds remaining in warm-up)

Weather

WEATHER

None

Ground Mapping
Off
Radar Failed*

GROUND MAPPING
OFF
FAIL

None
OFF
RADAR FAIL

* See Table 6-13 for additional failure annunciations
Table 6-12 Radar Modes on the Weather Radar Page

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The system displays the status of the radar antenna stabilization feature in the upper right corner of the
Weather Radar Page.
Radar Antenna
Description
Stabilization Status
STAB ON
Antenna stabilization is selected on.
STAB OFF
Antenna stabilization is selected off.
The radar is not receiving pitch and roll information.
STAB INOP
The antenna stabilization feature is inoperative.
Table 6-13 Antenna Stabilization Annunciations on the Weather Radar Page

If the unit fails, an annunciation as to the cause of the failure is shown as a banner in the center of the Weather
Radar Page
Weather Radar
Page Center Banner
Description
Annunciation
BAD CONFIG
The radar configuration is invalid. The radar should be serviced.
RDR FAULT
The radar unit is reporting a fault. The radar should be serviced.
The system is not receiving valid data from the radar unit. The system
RADAR FAIL
should be serviced.
Table 6-14 Abnormal Radar Status Annunciations on the Weather Radar Page

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6.4 TAWS-B
WARNING: Do not use TAWS information for primary terrain and obstacle avoidance. TAWS is intended only

to enhance situational awareness.
NOTE: Terrain and obstacle information is not displayed if the aircraft is outside of the installed terrain

database coverage area.
NOTE: The data contained in the TAWS databases comes from government agencies. Garmin accurately

processes and cross-validates the data but cannot guarantee the accuracy and completeness of the data.
TAWS-B (Terrain Awareness and Warning System - Class B) provides increased situational awareness and aids
in reducing controlled flight into terrain (CFIT). TAWS-B provides visual annunciations and voice alerts when
terrain and obstacles are within the given altitude threshold from the aircraft. The displayed alerts and warnings
are advisory in nature only.
TAWS-B satisfies TSO-C151b Class B requirements for certification.
TAWS-B requires the following to operate properly:
• A valid terrain/obstacle/airport terrain database
• A valid 3-D GPS position solution
TAWS-B uses terrain and obstacle information supplied by government sources. Terrain information is based
on terrain elevation information in a database that may contain inaccuracies. Individual obstructions may be
shown if available in the database. Garmin verifies the data to confirm accuracy of the content, per TSO-C151b.
However, the displayed information should never be understood as being all-inclusive and data may be inaccurate.
TAWS-B uses information provided from the GPS receiver to provide a horizontal position and altitude. GPS
altitude is derived from satellite measurements. GPS altitude is then converted to the height above geodetic
sea level (GSL), which is the height above mean sea level (MSL) calculated geometrically. The system uses GSL
altitude to determine TAWS-B alerts. GSL altitude accuracy is affected by satellite geometry, but is not subject
to variations in pressure and temperature that normally affect pressure altitude sensors. GSL altitude does not
require local altimeter settings to determine MSL altitude. It is a widely-used MSL altitude source. Therefore,
GSL altitude provides a highly accurate and reliable MSL altitude source to calculate terrain and obstacle alerts.
The terrain and obstacle databases used by TAWS-B are referenced to MSL. Using the GPS position and GSL
altitude, TAWS-B displays a 2-D picture of the surrounding terrain and obstacles relative to the position and
altitude of the aircraft. Furthermore, the system uses the GPS position and GSL altitude to calculate and “predict”
the aircraft’s flight path in relation to the surrounding terrain and obstacles. In this manner, TAWS-B can provide
advanced alerts of predicted dangerous terrain and obstacle conditions.
Baro-corrected altitude (or indicated altitude) is derived by adjusting the altimeter setting for local atmospheric
conditions. The most accurate baro-corrected altitude can be achieved by frequently updating the altimeter
setting to the nearest reporting station along the flight path. However, because actual atmospheric conditions
seldom match the standard conditions defined by the International Standard Atmosphere (ISA) model (where
pressure, temperature, and lapse rates have fixed values), it is common for the baro-corrected altitude (as read
from the altimeter) to differ from the GSL altitude shown on the TAWS-B Page.

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DISPLAYING TAWS-B DATA
TAWS-B uses yellow (caution) and red (warning) to depict terrain and obstacles (with heights greater than
200 feet above ground level, AGL) alerts relative to aircraft altitude. Colors are adjusted automatically as the
aircraft altitude changes. The colors and symbols in the figure and tables below are used to represent terrain,
obstacles, and potential impact points.

Figure 6-109 Terrain Altitude/Color Correlation for TAWS-B

Unlighted Obstacle
Lighted Obstacle
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL

Obstacle Location
Red obstacle is above or within 100 ft
below the aircraft altitude
Yellow obstacle is between 100 ft and
1000 ft below the aircraft altitude
Gray obstacle* is more than 1000 ft below
aircraft altitude

* Gray obstacles not shown on the TAWS-B Page.
Table 6-15 TAWS-B Obstacle Colors and Symbology

Potential Impact
Point Symbol

Alert Type

Example Annunciation

Warning
Caution
Table 6-16 TAWS-B Potential Impact Point Symbols with Alert Types

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TAWS-B information can be displayed on the following maps:
• PFD Inset Navigation Map

• Trip Planning Page

• Navigation Map Page

• Flight Plan Pages

• TAWS-B Page

• System Pages (when terrain is enabled on the
Navigation Map Page)

TAWS-B relative terrain and obstacle information is also available for display in the optional Profile View
Window on the Navigation Map Page. Refer to the Profile View Terrain discussion in this section for more
information.
Displaying terrain and obstacle information (maps except the TAWS-B Page or PFD Inset Navigation
Map):
1) Press the MAP Softkey.
2) Press the TERRAIN Softkey to display terrain and obstacle data.

Displaying terrain and obstacle information on the PFD Inset Navigation Map:
1) On the PFD, press the INSET Softkey (in non-TCAS II installations) or the TRFC/MAP Softkey (TCAS II
installations).
2) If the PFD Inset Map is showing the traffic map, press the TFRC-2 Softkey to display the navigation map.
3) Press the TERRAIN Softkey to display terrain and obstacle data.

The system displays a TAWS-B icon with the terrain legend when terrain and obstacles are enabled on MFD
maps. The legend appears without the terrain icon on the dedicated TAWS-B Page.

Figure 6-110 TAWS-B Icon and Legend

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Customizing terrain and obstacle display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-111).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-112).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-113).
• TERRAIN DATA – Enables/disables display of terrain data and sets maximum range at which terrain is shown
• OBSTACLE DATA – Enables/disables display off obstacle data and sets maximum range at which obstacles are shown
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

Figure 6-111 Navigation Map Page Menu

Figure 6-112 Navigation Map Page Setup Menu

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Figure 6-113 Navigation Map Page Setup Menu, Map Group

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TAWS-B PAGE
The Map - TAWS-B Page is specialized to show terrain, obstacle, and potential impact point data in relation
to the aircraft’s current altitude, without clutter from the basemap. It is the principal map page for viewing
TAWS-B information. Aviation data (airports, VORs, and other NAVAIDs) can be displayed for reference. If an
obstacle and the projected flight path of the aircraft intersect, the display automatically zooms in to the closest
potential point of impact on the TAWS-B Page.
Aircraft orientation on this map is always heading up unless there is no valid heading. Two views are available
relative to the position of the aircraft: the 360° default display and the radar-like ARC (120°) display. Map range
is adjustable with the Joystick from one to 200 nm, as indicated by the map range rings (or arcs).
Displaying the TAWS-B Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the TAWS-B Page.

Changing the TAWS-B Page view:
1) Select the VIEW Softkey.
2) Select the 360 or ARC Softkey to select the desired view.
Or:
1) Press the MENU Key.
2) Select ‘View Arc’ or ‘View 360º’ (choice dependent on current state) and press the ENT Key to change the view

Showing/hiding aviation information on the TAWS-B Page:
1) Press the MENU Key.
2) Select ‘Show Aviation Data’ or ‘Hide Aviation Data’ (choice dependent on current state) and press the ENT Key.

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Red Terrain
(Terrain Above
or Within 100’
Below the Aircraft
Altitude)

Aircraft Altitude
Above Geodetic Sea
Level (GSL)
Black Terrain
(Terrain More than
1000’ Below the
Aircraft Altitude)

Red obstacle is
above or within
100’ below the
aircraft altitude
Yellow Terrain
(Terrain Between
100’ and 1000’
Below the Aircraft
Altitude)

Map Range Rings

Yellow obstacle is
between 100’ and
1000’ Below the
Aircraft Altitude

Terrain Legend
Annunciation Window
Figure 6-114 TAWS-B Page

Red Terrain
(Terrain Above
or Within 100’
Below the
Aircraft Altitude)

Aircraft Altitude
Above Geodetic
Sea Level (GSL)

Map Range Arc
Black Terrain
(Terrain More
than 1000’
Below the
Aircraft Altitude)

Yellow Terrain
(Terrain
Between
100’ and
1000’ Below
the Aircraft
Altitude)

Yellow obstacle
is between
100’ and 1000’
below the
aircraft altitude

Red obstacle is
above or within
100’ below the
aircraft altitude

Terrain Legend
Annunciation Window
Figure 6-115 TAWS-B Page (ARC View)

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TAWS-B ALERTS
Alerts are issued when flight conditions meet parameters that are set within TAWS-B software algorithms.
TAWS-B alerts typically employ a CAUTION or a WARNING alert severity level, or both. When an alert is
issued, the system provides visual annunciations and voice alerts. Table 6-17 shows TAWS-B alert types with
corresponding annunciations and voice alerts.
When an alert is issued, annunciations appear on the PFD and MFD. The TAWS-B Alert Annunciation is
shown to the upper left of the Altimeter on the PFD and below the Terrain Legend on the MFD. If the TAWS-B
Page is not displayed at the time, a pop-up alert appears on the MFD. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed page), or
• Press the ENT Key (accesses the TAWS-B Page)

Alert Annunciation

Figure 6-116 TAWS-B PFD Alert Annunciation

Figure 6-117 Navigation Map Page
TAWS-B Pop-up Alert

Terrain Display Enabled
Terrain Legend
Alert Annunciation
Figure 6-118 Navigation Map Page
(After TAWS-B Pop-up Alert Acknowledgment)

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Alert Type
Excessive Descent Rate
Warning (EDR)
Reduced Required Terrain
Clearance Warning (RTC)
Imminent Terrain Impact
Warning (ITI)
Reduced Required Obstacle
Clearance Warning (ROC)
Imminent Obstacle Impact
Warning (IOI)
Reduced Required Terrain
Clearance Caution (RTC)
Imminent Terrain Impact
Caution (ITI)
Reduced Required Obstacle
Clearance Caution (ROC)
Imminent Obstacle Impact
Caution (IOI)
Premature Descent Alert
Caution (PDA)
Negative Climb Rate Caution
(NCR)
Excessive Descent Rate
Caution (EDR)
Altitude Voice Callout (VCO)

PFD/MFD TAWS-B
Page
Annunciation

MFD Map Page
Pop-Up Alert
(except TAWS-B Page)

Voice Alert
“Pull Up”
“Terrain, Terrain; Pull Up, Pull Up”
“Terrain, Terrain; Pull Up, Pull Up”
“Obstacle, Obstacle; Pull Up, Pull Up”
“Obstacle, Obstacle; Pull Up, Pull Up”
“Caution, Terrain; Caution, Terrain”
“Caution, Terrain; Caution, Terrain”
“Caution, Obstacle; Caution, Obstacle”
“Caution, Obstacle; Caution, Obstacle”
“Too Low, Terrain”
“Don’t Sink”

“Sink Rate”
None

None

“Five-Hundred”

Table 6-17 TAWS-B Alerts

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EXCESSIVE DESCENT RATE ALERT
The purpose of the Excessive Descent Rate (EDR) alert is to provide suitable notification when the
aircraft is determined to be closing (descending) upon terrain at an excessive speed. Figure 6-119 shows the
parameters for the alert as defined by TSO-C151b.
6000
5500
5000

Height Above Terrain (Feet)

4500
4000

NK
: “SI

ion

Caut

3500

”

RATE

3000
2500
2000

Warning: “PULL UP”

1500
1000

12000

11000

Descent Rate (FPM)

10000

9000

8000

7000

6000

5000

4000

3000

2000

1000

500

Figure 6-119 Excessive Descent Rate Alert Criteria

FORWARD LOOKING TERRAIN AVOIDANCE (FLTA)
The Forward Looking Terrain Avoidance feature of TAWS-B compares the aircraft’s projected flight path
with known terrain and obstacles in their respective databases and issues four types of alerts as either a
caution or a warning:
Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle Clearance (ROC)
alerts are issued when the aircraft flight path is above terrain, yet is projected to come within the minimum
clearance values in Figure 6-120. When an RTC alert is issued, a potential impact point is displayed on the
TAWS-B Page.
Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IOI) alerts are issued when the
aircraft is below the elevation of a terrain or obstacle cell in the aircraft’s projected path. ITI and IOI alerts
are accompanied by a potential impact point displayed on the TAWS-B Page. The alert is annunciated when
the projected vertical flight path is calculated to come within minimum clearance altitudes in Figure 6-120.

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Required Terrain Clearance
RTC Level (FT)

RTC Descending (FT)

800

700

Required Terrain Clearance (FT)

600

500

400

300

200

100

0
0

Distance From Runway (NM)

Figure 6-120 FLTA Minimum Terrain and Obstacle Values

FLTA alerts are automatically inhibited when the aircraft is less than 200 feet above the destination runway
elevation while within 0.5 nm of the approach runway or the aircraft is between runway ends.

PREMATURE DESCENT ALERTING
A Premature Descent Alert (PDA) is issued when the system detects that the aircraft is significantly
below the normal approach path to a runway (Figure 6-121).
PDA alerting begins when the aircraft is below 700 feet AGL within 15 nm of the destination airport and
ends when the aircraft is 0.5 nm from the runway threshold.
800

Height Above Destination (Feet)

700

600

500

400

300

PDA ALERTING AREA

200

100

Distance to Destination (NM)
Figure 6-121 PDA Alerting Threshold

PDA and FLTA visual annunciations and voice alerts can be manually inhibited. Discretion should be used
when inhibiting these alerts, and the system should be enabled when appropriate. When PDA and FLTA
alerts are inhibited, the alert annunciation ‘TAWS INH’ is shown on the PFD and MFD (Figure 6-122).
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Figure 6-122 TAWS Alerting Disabled
(TAWS-B Inhibited) Annunciation

Inhibiting/enabling TAWS-B PDA and FLTA alerting:
1) Select the TAWS-B Page.
2) Select the INHIBIT Softkey to inhibit or enable TAWS (choice dependent on current state).
Or:
a) Press the MENU Key.
b) Select ‘Inhibit TAWS’ or ‘Enable TAWS’ (choice dependent on current state) and press the ENT Key.

If TAWS-B alerts are inhibited when the Final Approach Fix is the active waypoint in a GPS SBAS approach,
a ‘LOW ALT’ annunciation may appear on the PFD next to the Altimeter if the current aircraft altitude is at
least 164 feet below the prescribed altitude at the Final Approach Fix. See the Flight Instruments Section for
details.

FIVE HUNDRED ALTITUDE VOICE CALLOUT ALERT
The purpose of the voice alert “Five-hundred” is to provide an advisory alert of when the aircraft descends
to within 500 feet above the terrain or runway threshold. When the aircraft is within 5 nm of an airport, the
“Five Hundred” voice alert is based on the nearest runway threshold elevation. When the aircraft is more
than 5 nm of the nearest airport, the “Five Hundred” voice alert is based on the height above terrain.
There are no display annunciations or pop-up alerts that accompany the “Five Hundred” voice alert.

NEGATIVE CLIMB RATE AFTER TAKEOFF ALERT
The Negative Climb Rate (NCR) After Takeoff alert (also referred to as “Altitude Loss After Takeoff”)
provides alerts when the system determines the aircraft is losing altitude (closing upon terrain) after takeoff.
The voice alert “Don’t Sink” is given for NCR alerts, accompanied by an annunciation and a pop-up terrain
alert on the display. NCR alerting is only active when departing from an airport and when the following
conditions are met:
• Height above the terrain is less than 700 feet
• Distance from the departure airport is 2 nm or less
• Heading change from the departure heading is less than 110 degrees
Figures 6-114 and 6-115 shows the NCR alerting parameters based on altitude loss and sink rate, respectively,
as defined by TSO-C151b.

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1000

Height Above Terrain (Feet)

900
800
700
600
500

“DON’T SINK”

400
300
200
100
0
0

100

120

140

Altitude Loss (Feet)
Figure 6-123 Negative Climb Rate (NCR) Altitude Loss

1000

Height Above Terrain (Feet)

900
800
700
600
500
400

“DON’T SINK”

300
200
100
0
0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

7000

Sink Rate (FPM)
Figure 6-124 Negative Climb Rate (NCR) Sink Rate

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SYSTEM STATUS
During power-up, TAWS-B conducts a self-test of its visual annunciations and voice alerts. The system test
can also be manually initiated. The system issues a voice alert when the test has concluded. TAWS-B System
Testing is disabled when ground speed exceeds 30 knots.
PFD/MFD Alert
Annunciation

Alert Type
System Test in Progress
System Test Pass

None

TAWS-B System Test Fail

TAWS-B
Page Center
Annunciation

Voice Alert

TAWS TEST

None

“TAWS System Test OK”

TAWS FAIL

“TAWS System Failure”

Table 6-18 TAWS-B System Test Status Annunciations

Manually testing the TAWS-B System:
1) Select the TAWS-B Page.
2) Press the MENU Key (Figure 6-125).
3) Select ‘Test TAWS System’ and press the ENT Key to confirm the selection.

Figure 6-125 TAWS-B Page Menu

TAWS-B continually monitors several system-critical items such as database validity, hardware status, and
GPS status. If the terrain/obstacle database is not available, the voice alert “TAWS System Failure” is generated
along with the ‘TAWS FAIL’ alert annunciation.
TAWS-B requires a 3-D GPS navigation solution along with specific vertical accuracy minimums. Should the
navigation solution become degraded or if the aircraft is out of the database coverage area, the annunciation
‘TAWS N/A’ is generated in the annunciation window and on the TAWS-B Page. The voice alert “TAWS Not
Available” is generated. When sufficient GPS signal is received and the aircraft is within the terrain database
coverage area, the voice alert “TAWS Available” is generated.

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Alert Cause
MFD Terrain or Obstacle
database unavailable or
invalid. TAWS operating
with PFD Terrain or Obstacle
databases
Terrain or Obstacle database
unavailable or invalid on all
displays, invalid software
configuration, TAWS audio
fault
No GPS position

PFD/MFD*
Annunciation
None

TAWS-B Page Center Banner
Annunciation

Voice Alert

TERRAIN DATABASE FAILURE

None

TAWS FAIL

“TAWS System Failure”

NO GPS POSITION

“TAWS Not Available”

None

“TAWS Not Available”

Excessively degraded GPS
signal, aircraft outside of
terrain database coverage area
*Annunciation appears on MFD pages when terrain is displayed.

Table 6-19 TAWS-B Abnormal Conditions

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6.5 TAWS-A
WARNING: Do not use TAWS information for primary terrain and obstacle avoidance. TAWS-A is intended

only to enhance situational awareness.
NOTE: Terrain and obstacle information is not displayed when the aircraft is outside of the installed database

coverage area.
NOTE: The data contained in the TAWS databases comes from government agencies. Garmin accurately

processes and cross-validates the data but cannot guarantee the accuracy and completeness of the data.
TAWS-A (Terrain Awareness and Warning System - Class A) is an optional feature designed to increase situational
awareness and aid in reducing controlled flight into terrain (CFIT). TAWS-A provides visual annunciations and
voice alerts when terrain and obstacles are within the given altitude threshold from the aircraft. The displayed
alerts and warnings are advisory in nature only. When TAWS-A is installed, it supersedes the TAWS-B feature.
TAWS-A satisfies TSO-C151b Class A and TSO-92c requirements for certification.
Class A TAWS requires the following components:
• A valid terrain, obstacle, and airport terrain database
• A valid 3-D GPS position solution
• Valid flap and landing gear status inputs
• A valid radar altimeter
TAWS-A uses terrain and obstacle information supplied by government sources. Terrain information is based
on terrain elevation information in a database that may contain inaccuracies. Individual obstructions may be
shown if available in the database. The data undergoes verification by Garmin to confirm accuracy of the content,
per TSO-C151b. However, the displayed information should never be understood as being all-inclusive and data
may be inaccurate.
TAWS-A uses information from the GPS receiver to provide a horizontal position and altitude, along with
additional altitude input from the radar altimeter. GPS altitude is derived from satellite measurements. GPS
altitude is then converted to the height above geodetic sea level (GSL), which is the height above mean sea level
(MSL) calculated geometrically. GSL altitude is used in part to determine TAWS-A alerts. GSL altitude accuracy
is affected by satellite geometry, but is not subject to variations in pressure and temperature that normally affect
pressure altitude sensors. GSL altitude does not require local altimeter settings to determine MSL altitude. It is
a widely-used MSL altitude source. Therefore, GSL altitude provides a highly accurate and reliable MSL altitude
source to calculate terrain and obstacle alerts.
The terrain and obstacle databases are referenced to mean sea level (MSL). Using the GPS position and GPSGSL altitude, TAWS-A displays a 2-D picture of the surrounding terrain and obstacles relative to the position and
altitude of the aircraft. Furthermore, the GPS position and GPS-GSL altitude are used to calculate and “predict”
the aircraft’s flight path in relation to the surrounding terrain and obstacles. In this manner, TAWS-A can provide
advanced alerts of predicted dangerous terrain and obstacle conditions.

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Class A TAWS incorporates radar altimeter input with the GPS-GSL altitude to provide a more accurate position
reference when at lower altitudes for certain alert types, and to retain a level of ground proximity warning capability
in the unlikely event of an airport, terrain or obstacle database failure.
Baro-corrected altitude (or indicated altitude) is derived by adjusting the altimeter setting for local atmospheric
conditions. The most accurate baro-corrected altitude can be achieved by frequently updating the altimeter setting
to the nearest reporting station along the flight path. However, because actual atmospheric conditions seldom
match the standard conditions defined by the International Standard Atmosphere (ISA) model (where pressure,
temperature, and lapse rates have fixed values), it is common for the baro-corrected altitude (as read from the
altimeter) to differ from the GPS-MSL altitude. This variation results in the aircraft’s true altitude differing from
the baro-corrected altitude.
TAWS-A provides the following alert types:
• Forward Looking Terrain Avoidance (FLTA) Alerting, which consists of:
• Required Terrain Clearance (RTC) / Required Obstacle Clearance (ROC) Alerting
• Imminent Terrain Impact (ITI) / Imminent Obstacle Impact (IOI) Alerting
• Premature Descent Alerting (PDA)
• Ground Proximity Warning System (GPWS) Alerting, which consists of:
• Excessive Descent Rate (EDR) Alerting
• Excessive Closure Rate (ECR) to Terrain Alerting
• Flight Into Terrain (FIT) Alerting
• Negative Climb Rate (NCR) after takeoff Alerting
• Excessive below Glideslope/Glidepath Deviation (GSD) Alerting
• Altitude Voice Call Out (VCO) Alerting

DISPLAYING TAWS-A DATA
TAWS-A uses yellow (caution) and red (warning) colors to depict terrain and obstacles (with heights greater
than 200 feet above ground level, AGL) alerts relative to aircraft altitude. Colors are adjusted automatically as
the aircraft altitude changes. The colors and symbols in Figure 6-126 and Tables 6-18 and 6-19 are used to
represent terrain, obstacles, and potential impact points.

Figure 6-126 Terrain Altitude/Color Correlation for TAWS-A

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Unlighted Obstacle
Lighted Obstacle
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL

Obstacle Location
Red obstacle is above or within 100 ft
below the aircraft altitude
Yellow obstacle is between 100 ft and
1000 ft below the aircraft altitude

Table 6-20 TAWS-B Obstacle Colors and Symbology

Potential Impact
Point Symbol

Alert Type

Example Annunciation

Warning
Caution
Table 6-21 TAWS-B Potential Impact Point Symbols with Alert Types

TAWS-A information can be displayed on the following maps:
• PFD Inset Navigation Map

• Trip Planning Page

• Navigation Map Page

• Flight Plan Pages

• TAWS-A Page

• System Pages (when terrain is enabled on the
Navigation Map Page)

TAWS-A relative terrain and obstacle information is also available for display in the optional Profile View
Window on the Navigation Map Page. Refer to the Profile View Terrain discussion in this section for more
information.
Displaying terrain and obstacle information (maps except the TAWS-A Page or PFD Inset Navigation
Map):
1) Press the MAP Softkey.
2) Press the TERRAIN Softkey to display terrain and obstacle data.

The system displays a TAWS-A icon with the terrain legend when terrain and obstacles are enabled on MFD
maps. The legend appears without the terrain icon on the dedicated TAWS-A Page.

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Figure 6-127 TAWS-A Icon and Legend

The Navigation Map Page Setup Menu provides a means in addition to the softkey for enabling/disabling
display of terrain and obstacles. The setup menu also controls the map range settings above which terrain and
obstacle data are decluttered from the display. If the crew selects a map range larger than the selected map
range setting, the data is removed from the map. For terrain data, the enable/disable function applies only to
the MFD, while the range setting also affects the PFD Inset Map.
Terrain data can be selected for display independently of obstacle data; however, obstacles for which warnings
and cautions are issued are shown when terrain is selected for display and the map range is within the setting
limit.
Maps besides the TAWS-A Page use settings based on those selected for the Navigation Map Page. The
maximum display ranges for obstacles on each map are dependent on the range setting made for the Navigation
Map. If the maximum range for obstacle display on the Navigation Map is adjusted to below 20 nm, the highest
obstacle display range settings on the other applicable maps are also adjusted proportionally.
Customizing terrain and obstacle display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-128).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-129).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-130).
• TERRAIN DATA – Enables/disables display of terrain data and sets maximum range at which terrain is shown
• OBSTACLE DATA – Enables/disables display off obstacle data and sets maximum range at which obstacles are shown
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

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Figure 6-128 Navigation Map Page Menu

Figure 6-129 Navigation Map Page Setup Menu

Figure 6-130 Navigation Map Page Setup Menu, Map Group

TAWS-A PAGE
The Map - TAWS-A Page shows terrain, obstacle, and potential impact point data in relation to the aircraft’s
current altitude, without clutter from the basemap. It is the principal map page for viewing TAWS-A
information. Aviation data (airports, VORs, and other NAVAIDs) can be displayed for reference. If an
obstacle and the projected flight path of the aircraft intersect, the display automatically adjusts the map range
as necessary to emphasize the display of potential impact points.
Aircraft orientation on this map is always heading up unless there is no valid heading. Two views are
available relative to the position of the aircraft: the 360° default display and the radar-like ARC (120°) display.
Map range is adjustable with the Joystick from one to 200 nm, as indicated by the map range rings (or arcs).
Displaying the TAWS-A Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the TAWS-A Page.

Changing the TAWS-A Page view:
1) Select the VIEW Softkey.
2) Select the 360 or ARC Softkey to select the desired view.
Or:
1) Press the MENU Key.
2) Select ‘View Arc’ or ‘View 360º’ (choice dependent on current state) and press the ENT Key to change the view

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Showing/hiding aviation information on the TAWS-A Page:
1) Press the MENU Key.
2) Select ‘Show Aviation Data’ or ‘Hide Aviation Data’ (choice dependent on current state) and press the ENT Key.
Red Terrain
(Terrain Above
or Within 100’
Below the Aircraft
Altitude)

Aircraft Altitude
Above Geodetic Sea
Level (GSL)
Black Terrain
(Terrain More than
1000’ Below the
Aircraft Altitude)

Red obstacle is
above or within
100’ below the
aircraft altitude
Yellow Terrain
(Terrain Between
100’ and 1000’
Below the Aircraft
Altitude)

Map Range Rings
Terrain Legend
Annunciation Window

Yellow obstacle is
between 100’ and
1000’ below the
aircraft altitude
Figure 6-131 TAWS-A Page (360 View)

Red Terrain
(Terrain Above
or Within 100’
Below the
Aircraft Altitude)

Aircraft Altitude
Above Geodetic
Sea Level (GSL)

Map Range Arc
Black Terrain
(Terrain More
than 1000’
Below the
Aircraft Altitude)

Yellow Terrain
(Terrain
Between
100’ and
1000’ Below
the Aircraft
Altitude)

Terrain Legend
Annunciation Window

Red obstacle is
above or within
100’ below the
aircraft altitude
Figure 6-32 TAWS-A Page (Arc View)

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TAWS-A ALERTS
Alerts are issued when flight conditions meet parameters that are set within TAWS-A software algorithms.
TAWS-A alerts typically employ a CAUTION or a WARNING alert severity level, or both. When an alert is
issued, visual annunciations are displayed simultaneously with voice alerts. Table 6-22 shows TAWS-A alert
types with corresponding visual annunciations and voice messages.
When an alert is issued, annunciations appear on the PFD and MFD. The TAWS-A Alert Annunciation is
shown to the upper left of the Altimeter or upper right of the Airspeed indicator on the PFD and below the
Terrain Legend on the TAWS-A Page of the MFD. If the TAWS-A Page is not already displayed on the MFD, a
pop-up alert appears on the MFD while an alert is active. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed page), or
• Press the ENT Key (accesses the TAWS-A Page)

PFD with TAWS-A Annunciations

MFD Pop-Up Alert (except TAWS-A Page)

MFD TAWS-A Page with Alert Annunciation

Figure 6-133 TAWS-A Annunciations

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Alert Type

PFD/MFD TAWS-A
Page
Annunciation

MFD Map Page
Pop-Up Alert (except
TAWS-A Page)

Voice Alert

Reduced Required Terrain Clearance
Warning (RTC)

“Terrain, Terrain; Pull Up, Pull Up”

Imminent Terrain Impact Warning (ITI)

“Terrain, Terrain; Pull Up, Pull Up”

Reduced Required Obstacle Clearance
Warning (ROC)

“Obstacle, Obstacle; Pull Up, Pull Up”

Imminent Obstacle Impact Warning
(IOI)

“Obstacle, Obstacle; Pull Up, Pull Up”

Excessive Descent Rate Warning (EDR)

“ Pull Up”

Excessive Closure Rate Warning (ECR)

“ Pull Up”

Reduced Required Terrain Clearance
Caution (RTC)

“Caution, Terrain; Caution, Terrain”

Imminent Terrain Impact Caution (ITI)

“Caution, Terrain; Caution, Terrain”

Reduced Required Obstacle Clearance
Caution (ROC)

“Caution, Obstacle; Caution, Obstacle”

Imminent Obstacle Impact Caution
(IOI)

“Caution, Obstacle; Caution, Obstacle”

Premature Descent Alert Caution
(PDA)

“Too Low, Terrain”

Excessive Descent Rate Caution (EDR)

“Sink Rate”

Excessive Closure Rate Caution (ECR)

“Terrain, Terrain”

Negative Climb Rate Caution (NCR)

“Don’t Sink”

Flight Into Terrain High Speed Caution
(FIT)

“Too Low, Terrain”

Flight Into Terrain Gear Caution (FIT)

“Too Low, Gear”

Flight Into Terrain Flaps Caution (FIT)

“Too Low, Flaps”

Flight Into Terrain Takeoff Caution
(FIT)

“Too Low, Terrain”

Glide Slope/Glide Path Deviation
Caution (GSD)

“Glide Slope”
or
“Glide Path”

None

“Five-Hundred”, “Four-Hundred”, “Three-Hundred”, “Two-Hundred”, “One-Hundred”

(depends on approach type)
Altitude Voice Callout (VCO)

Table 6-22 TAWS-A Alerts

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FORWARD LOOKING TERRAIN AVOIDANCE
The Forward Looking Terrain Avoidance feature of TAWS-A compares the aircraft’s projected flight path
with known terrain and obstacles in their respective databases and issues four types of alerts as either a
caution or a warning:
Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle Clearance (ROC)
alerts are issued when the aircraft flight path is above terrain, yet is projected to come within the minimum
clearance values in Figure 6-134. When an RTC alert is issued, a potential impact point is displayed on the
TAWS-A Page.
Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IOI) alerts are issued when the
aircraft is below the elevation of a terrain or obstacle cell in the aircraft’s projected path. ITI and IOI alerts
are accompanied by a potential impact point displayed on the TAWS-A Page. The alert is annunciated when
the projected vertical flight path is calculated to come within minimum clearance altitudes in Figure 6-134.
Required Terrain Clearance
RTC Level (FT)

RTC Descending (FT)

800

Required
Terrain Clearance
(FT)
Required
Terrain
Clearance
(FT)

700

600

500

400

300

200

100

0
0

Distance From Runway (NM)
Distance
From Runway (NM)

Figure 6-134 FLTA Alert Minimum Terrain and Obstacle Clearance Values

FLTA alerts are automatically disabled when the aircraft is less than 200 feet above the destination runway
elevation while within 0.5 nm of the approach runway, or the aircraft is between runway ends.

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PREMATURE DESCENT ALERTING
A Premature Descent Alert (PDA) is issued when the system detects that the aircraft is significantly
below the normal approach path to a runway (Figure 6-135).
PDA alerting begins when the aircraft is below 700 feet AGL within 15 nm of the destination airport and
ends when the aircraft is 0.5 nm from the runway threshold.
800

Height Above Destination (Feet)

700

600

500

400

300

PDA ALERTING AREA

200

100

Distance to Destination (NM)
Figure 6-135 PDA Alerting Threshold

Inhibiting FLTA and PDA Alerts
NOTE: The ‘Inhibit TAWS’ function only inhibits FLTA and PDA alerts. Alerting for GPWS alerts (EDR, ECR,

NCR, FIT) and GSD is controlled independently from FLTA and PDA alerts.
FLTA and PDA voice alerts and visual annunciations can be manually inhibited. Discretion should be
used when inhibiting alerts and the system should be enabled when appropriate. When PDA and FLTA
alerts are inhibited, the alert annunciation ‘TAWS INH’ is shown on the PFD and on the TAWS-A Page
annunciation window of the MFD (Figure 6-136).

Figure 6-136 TAWS-A Page Menu and Inhibit Annunciation

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Inhibiting/enabling FLTA and PDA alerting:
1) Select the TAWS-A Page.
2) Select the TAWS INH Softkey to inhibit or enable TAWS-A (choice dependent on current state).
Or:
1) Press the MENU Key. (Figure 6-136)
2) Select ‘Inhibit TAWS’ or ‘Enable TAWS’ (choice dependent on current state) and press the ENT Key.

If PDA and FLTA alerts are inhibited when the Final Approach Fix is the active waypoint in a GPS
SBAS approach, a ‘LOW ALT’ annunciation may appear on the PFD next to the Altimeter if the current
aircraft altitude is at least 164 feet below the prescribed altitude at the Final Approach Fix. See the Flight
Instruments Section for details.

EXCESSIVE DESCENT RATE ALERT
The purpose of the Excessive Descent Rate (EDR) alert is to provide suitable notification when the
aircraft is determined to be closing (descending) upon terrain at an excessive speed. Figure 6-137 shows the
parameters for the alert as defined by TSO-C151b.
6000
5500
5000

Height Above Terrain (Feet)

4500
4000

NK
: “SI

ion

Caut

3500

”

RATE

3000
2500
2000

Warning: “PULL UP”

1500
1000

12000

11000

10000

9000

8000

7000

6000

5000

4000

3000

2000

1000

500

Descent Rate (Feet Per Minute))
Figure 6-137 Excessive Descent Rate Alert Criteria

EXCESSIVE CLOSURE RATE ALERT
The Excessive Closure Rate (ECR) alert provides suitable notification when the aircraft is determined to
be closing upon terrain at an excessive speed for a given aircraft gear and flap configuration.
Figures 6-125 and 6-126 show the ECR alerting criteria for flaps in the landing configuration and for all
other flight phases respectively.

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Height Above Terrain (Feet)

ECR alerts are automatically inhibited when the aircraft is 5 nm from the nearest airport, except when FLTA
is not available (causing the TAWS N/A or TAWS FAIL annunciation), in which case ECR alerting will remain
active until landing.

Closure Rate (FPM)

Height Above Terrain (Feet)

Figure 6-138 Excessive Closure Rate Alert Criteria (Flaps Up or Takeoff Configuration)

Closure Rate (FPM)
Figure 6-139 Excessive Closure Rate Alert Criteria (Flaps in Landing Configuration)

FLIGHT INTO TERRAIN ALERT
Flight Into Terrain (FIT) caution alerts occur when the aircraft is too low with respect to terrain and
the gear or flaps are not configured for landing. The aircraft may also be above or below the recommended
approach speed. FIT alerts are issued when flight conditions meet the criteria shown in Figure 6-140.

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*
*

Altitude Rate (FPM)
* Flap position will not trigger alert if Flap Override option is enabled; see discussion below.
Figure 6-140 Flight Into Terrain Alert Criteria (Aircraft Configuration)

To reduce nuisance FIT alerts on approaches where flap extension is not desired (or is intentionally delayed),
the pilot may override FIT alerting based on the flap position, while all other FIT alerting remains in effect.

Figure 6-141 TAWS-A Page Menu and FIT Flap Override Annunciation

Overriding Flaps-based FIT alerting:
1) Select the TAWS-A Page
2) Select the FLAP OVR Softkey
Or:
1) Press the MENU Key. (Figure 6-141)
2) Select ‘Flap Override’ or ‘Disable Flap Override’ (choice dependent on current state) and press the ENT Key.

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When the Flaps Override option is enabled, the annunciation ‘FLAP OVR’ is annunciated on the PFD and
on the TAWS-A Page of the MFD (Figure 6-141). If GPWS alerts are also inhibited (which include FIT), the
‘FLAP OVR’ annunciation is not shown.

Height Above Terrain (Feet)

FIT alerts also occur during takeoff or go-around if the aircraft’s height above ground level (as determined
by the radar altimeter) is too close to rising terrain. TAWS-A issues issue the voice alert “Too Low - Terrain”
and visual annunciations when conditions enter the caution alert area (Figure 6-142).

“TOO LOW, TERRAIN”

Radio Altitude Loss (Feet)
Figure 6-142 FIT Alerting After Takeoff

NEGATIVE CLIMB RATE AFTER TAKEOFF ALERT
The Negative Climb Rate (NCR) After Takeoff alert (also referred to as “Altitude Loss After Takeoff”)
provides alerts when the system determines the aircraft is losing altitude (closing upon terrain) after takeoff.
The voice alert “Don’t Sink” is given for NCR alerts, accompanied by a visual annunciation and a pop-up
terrain alert on the MFD if the TAWS-A Page is not already displayed. NCR alerting for TAWS-A is only active
when departing from an airport and when the following conditions are met:
• Height above the terrain is less than 700 feet
• Distance from the departure airport is 5 nm or less
• Heading change from the departure heading is less than 110 degrees
• Landing gear or flaps are configured for takeoff
Figures 6-130 and 6-131 show the NCR alerting parameters based on altitude loss and sink rate, respectively,
as defined by TSO-C151b

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1000

Height Above Terrain (Feet)

900
800
700
600
500

“DON’T SINK”

400
300
200
100
0
0

100

120

140

Altitude Loss (Feet)
Figure 6-143 Negative Climb Rate (NCR) Altitude Loss
1000

Height Above Terrain (Feet)

900
800
700
600
500

“DON’T SINK”

400
300
200
100
0
0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

7000

Sink Rate (FPM)
Figure 6-144 Negative Climb Rate (NCR) Sink Rate

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Inhibiting GPWS Alerts (EDR, ECR, FIT, and NCR)
NOTE: The ‘Inhibit GPWS’ function only affects GPWS alerts (EDR, ECR, NCR, and FIT). Alerting for FLTA,

PDA, and GSD is controlled independently from the GPWS alerts listed below.
EDR, ECR, FIT, and NCR alerts can be manually inhibited as a group. Discretion should be used when
inhibiting alerts and the GPWS system should be enabled when appropriate. When these alerts are
inhibited, the status annunciation ‘GPWS INH’ is shown on the PFD and on the TAWS-A Page annunciation
window of the MFD (Figure 6-145).

Figure 6-145 TAWS-A Page Menu and GPWS Inhibit Annunciation

Inhibiting/enabling GPWS alerting:
1) Select the TAWS-A Page.
2) Select the GPWS INH Softkey to inhibit or enable GPWS alerts (choice dependent on current state).
Or:
a) Press the MENU Key. (Figure 6-145)
b) Select ‘Inhibit GPWS’ or ‘Enable GPWS’ (choice dependent on current state) and press the ENT Key.

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EXCESSIVE BELOW GLIDESLOPE/GLIDEPATH DEVIATION ALERT

Radio Altitude (Feet)

A Glideslope Deviation or Glidepath Deviation (GSD) caution alert is issued when the system detects
that the aircraft is significantly below the glidepath for the selected approach in relation to the aircraft’s height
above terrain (Figure 6-146).

“GLIDESLOPE”
or
“GLIDEPATH”

Number of Dots Below Glideslope/Glidepath
Figure 6-146 Excessive Below Glideslope/Glidepath Deviation Alert Criteria

GSD alerting is available as the aircraft approaches a runway and the following conditions are met:
• An ILS, LPV, or LNAV/VNAV approach is active and vertical navigation indications are being displayed.
• Aircraft altitude is below 1000 feet AGL.
• Aircraft distance is within 5 nm of the runway, but greater than 1000 feet from the runway (if GPS position
is available).
• Gear is configured for landing.
When a GSD caution alert occurs on an ILS approach, the visual annunciation and voice alert ‘GLIDESLOPE’
is issued. If a GSD caution alert occurs on an LPV or LNAV/VNAV approach, the visual annunciation and
voice alert ‘GLIDEPATH’ is issued (Figure 6-147).

Inhibiting GSD Alerts
NOTE: GSD alerting may only be inhibited while a GSD alert is occurring. GSD alerts are inhibited

independently from all other FLTA, PDA, and GPWS alerts.
During a GSD alert, the PFD Softkeys are displayed as shown in Figure 6-147 to provide an option to
inhibit the alert. A ‘GLIDESLOPE’ alert provides a GS INH Softkey to inhibit the alert. A ‘GLIDEPATH’
alert provides a GP INH Softkey to inhibit the alert. When an inhibit softkey is pressed, the PFD softkeys
return to the top-level display. Press the BACK Softkey to return to the top level of the PFD softkeys
without inhibiting the GSD alert.

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Or:

Or:

Figure 6-147 GSD Alert and PFD Softkeys

GSD alerts may also be inhibited on the TAWS-A Page while a GSD alert is occurring.
Inhibiting/Enabling GSD alerting (only available during a GSD alert):
1) Select the TAWS-A Page.
2) Select the GS INH or GP INH Softkey to inhibit or enable GSD alerts (softkey choice dependent on present GSD
alert type).
Or:
1) Press the MENU Key. (Figure 6-148)
2) Select the option to inhibit or enable the glideslope or glidepath alerting (choice dependent on present GSD
alert type) and press the ENT Key.

Figure 6-148 TAWS-A Page Menu and Glideslope Alerting Inhibited Annunciation

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The annunciation ‘GS INH’ or ‘GP INH’ is displayed on the PFD and TAWS-A Page when GSD Alerting
is inhibited. Discretion should be used when inhibiting GSD alerts. Inhibiting GSD alerts has no effect on
the vertical guidance provided by the flight instruments.

ALTITUDE VOICE CALLOUT (VCO)
TAWS-A provides altitude advisory voice alerts as the aircraft descends. VCO alerts are based on the height
above terrain when the aircraft is more than 5 nm from an airport, or the height above the nearest runway
threshold elevation if within 5 nm of an airport.
VCO alerts begin at 500 feet with the voice alert “Five Hundred”. Maintenance personnel may configure
additional VCO alerts to occur at 400, 300, 200 and 100 feet during descent.
There are no display annunciations or pop-up alerts that accompany the VCO alert(s).

SYSTEM STATUS
During power-up, TAWS-A conducts a self-test of its visual annunciations and voice alerts. The system test
can also be manually initiated. The system issues a voice alert when the test has concluded. TAWS-A System
Testing is disabled when ground speed exceeds 30 knots. TAWS-A terrain alerts will not be issued while a test
is in progress.
PFD/MFD TAWS-A
Page Status
Annunciation

Additional
TAWS-A Page
Annunciation

Voice Alert

TAWS System Fail

TAWS FAIL

“TAWS System Failure”

GPWS System Fail

None

“GPWS System Failure”

System Test in progress

TAWS TEST

None

“TAWS System Test OK”

Alert Type

System Test pass

None

Table 6-23 TAWS-A System Test Status Annunciations

Manually testing the TAWS-A System:
1) Select the TAWS-A Page.
2) Press the MENU Key.
3) Select ‘Test TAWS System’ and press the ENT Key to confirm the selection (Figure 6-149).

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Figure 6-149 TAWS-A Page Menu

TAWS-A ABNORMAL OPERATIONS
TAWS-A continually monitors several system-critical items such as database validity, flap and landing gear
position, radar altimeter input, and GPS status.
If no GDU contains Terrain, Airport Terrain, and Obstacle databases (or the databases are invalid), the voice
alert “TAWS System Failure” is generated along with the ‘TAWS FAIL’ alert annunciation.
TAWS-A requires a 3-D GPS navigation solution along with specific vertical accuracy minimums. Should the
navigation solution become degraded or if the aircraft is out of the database coverage area, the annunciation
‘TAWS N/A’ is generated in the annunciation window and on the TAWS-A Page. The voice alert “TAWS Not
Available” is also generated if airborne, and some TAWS-A terrain alerts will not be issued (Table 6-24), while
GPWS alerting (which are not dependent on GPS position) will continue to operate. When the GPS signal is
restored and the aircraft is within the database coverage area, the voice alert “TAWS Available” is generated.
TAWS-A also requires radar altimeter input. Should the radar altimeter input fail or become degraded, the
annunciation ‘GPWS FAIL’ is generated in the annunciation window and on the TAWS-A Page. The voice alert
“GPWS System Failure” is also generated. The ‘GPWS FAIL’ annunciation will also occur if both GPS altitude
and barometric altitude are unavailable. If only the GPWS system has failed, GPWS-based alerts will not be
available (Table 6-24), while other TAWS-A alerting remains unaffected.

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PFD/MFD
TAWS-A Page
Annunciation

Alert Type

TAWS System Test Fail; Terrain,
Airport Terrain or Obstacle
database unavailable or invalid
on all GDUs; software mismatch
among GDUs; TAWS audio fault
MFD Terrain or Obstacle database
unavailable or invalid. TAWS
operating with PFD Terrain or
Obstacle databases
No GPS position

†

None

Excessively degraded GPS signal, or
out of database coverage area
Sufficient GPS signal reception
restored
Radar Altimeter invalid, Vertical
Speed Invalid, GPS and Baro
Altitude invalid, Software mismatch
among GDUs, TAWS configuration
mismatch among GDUs, TAWS
audio fault

TAWS-A Page Center Banner
Annunciation

Voice Alert

TAWS
Alert
Types
Not
Available

TAWS FAIL

“TAWS System
Failure”

FLTA, PDA

TERRAIN DATABASE FAILURE

None

NO GPS POSITION

“TAWS Not
Available”

None
None

None

†

None

“TAWS Not
Available”
“TAWS Available”
(voice alert only in
flight)
“GPWS System
Failure”

FLTA, PDA,
GSD*
VCO †
FLTA, PDA

EDR, ECR,
NCR, FIT,
GSD

* GSD alert will be available if a valid ILS is being used for navigation, even if no valid GPS signal is being received.
† VCO alerts are not issued if both TAWS and GPWS systems have failed or are not available.

Table 6-24 TAWS-A Abnormal Status Alerts

If the aircraft bank angle exceeds 30˚, TAWS-A will disable ECR alerts. ECR alert availability returns when
the bank angle is reduced for at least eight seconds.
On an ILS, LPV, or LNAV/VNAV approach, GSD alerting will not be available if the glidepath exceeds ten
degrees.

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6.8 PROFILE VIEW TERRAIN
The system offers an optional Profile View of terrain and obstacles relative to the aircraft’s current flight path and
altitude on the Navigation Map Page of the MFD. This Profile View does not provide terrain or obstacle caution
or warning annunciations or voice alerts systems, nor does it display potential impact points inside the Profile
View. The system uses the same colors as the respective TAWS System (TAWS-A or TAWS-B) colors and symbols
to represent terrain and obstacles within the Profile View. Refer to the TAWS discussions for more information
about terrain and obstacle color correlation and symbology for more information.
Enabling/Disabling Profile View:
1) Select the Navigation Map Page.
2) Press the MAP Softkey.
3) Press the PROFILE Softkey to enable or disable Profile View.
Or:
1) Press the MENU Key.
2) Select ‘Show Profile View’ or ‘Hide Profile View’ (choice dependent on current state) and press the ENT Key.

Enabling/Disabling Profile View Terrain on the Navigation Map (when Profile View is enabled):
1) Select the Navigation Map Page.
2) Press the MAP Softkey.
3) Press the TERRAIN Softkey.

PROFILE VIEW DISPLAY
When the Profile View is enabled, it is displayed in a window below the Navigation Map. Altitude is shown
along a vertical scale, with an aircraft icon positioned at the current altitude. Distance is represented horizontally
along the bottom of the Profile View, and increases from left (present position) to right.
When the Navigation Map range is adjusted with the Joystick, the horizontal distance of the Profile View is
adjusted proportionately to be 1/2 of the Navigation Map range distance down to one nautical mile, at which
point Profile View is no longer available (‘PROFILE NOT AVAILABLE’ is displayed).
When terrain and obstacles are shown on the Navigation Map Page, this information also appears in the
Profile View Window. If the Navigation Map range is adjusted beyond the maximum map range for terrain and
obstacle data appear on the Navigation Map, this information is also removed from the Profile View Window.
Refer to the TAWS discussions for information selecting the maximum map range to display terrain and obstacles
on navigation maps.

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Profile Path

Range
Markers

Terrain Legend
Navigation Map
Range

Altitude Scale

Profile View Length
is One Half of the
Navigation Map
Range
Distance Scale
Figure 6-150 Profile View on Navigation Map with Terrain Display Enabled

Obstacles with heights greater than 200 feet AGL appear relative to aircraft altitude along the altitude scale.
The top of the obstacle symbol on the scale represents the obstacle’s height AGL. If the obstacle’s height AGL
is higher than can be represented by the obstacle symbol itself (e.g. for unusually tall obstacles), a vertical line
appears below the obstacle symbol in order to depict the top of the obstacle symbol at its height AGL, as shown
in Figure 6-151.

Figure 6-151 Profile View with Tall Obstacles

PROFILE PATH
The contents of the Profile View Window are based on the current aircraft track (or heading if track is
unavailable), and the system shows the highest known terrain or obstacles within a predetermined width from
the present position to the end of the profile range inside the Profile View Window. This width is determined by

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the phase of flight, as annunciated on the HSI, and is widest during enroute and oceanic phases, and narrowest
during approach and departure phases (Table 6-25).
Flight Phase
Approach
Departure
Terminal
Enroute
Oceanic

Total Profile
View Width
0.6 nm
0.6 nm
2.0 nm
4.0 nm
4.0 nm

Table 6-25 Profile View Width Scale

The Profile Path display is a visual cue which represents the horizontal and lateral boundaries of the Profile
View on the Navigation Map Page. This path is depicted as a white rectangle and is only available when Profile
View is enabled. White range markers both edges of the Profile Path match the range markers along the
distance scale inside the Profile View Window. The Profile View distance must be at least four nautical miles
(or 7.5 km if configured for metric units) in order for the path display to appear on the Navigation Map Page.
The pilot can enable or disable the Profile Path display on the Navigation Map. The pilot can also select
the maximum navigation map range to show the Profile Path. If a map range is selected beyond the selected
maximum range, the system removes the Profile Path display.
Customizing the Profile Path display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-152).
4) Turn the small FMS Knob to select the ‘Profile’ Group and press the ENT Key (Figure 6-153).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-154).
• PROFILE PATH – Turns the display of the Profile Path on or off and sets maximum range at which Profile Path
is shown
6) Turn the small FMS Knob to scroll through options (ON/OFF, range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

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Figure 6-152 Navigation Map Page Menu

Figure 6-153 Navigation Map Page Setup Menu

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6.7 TRAFFIC INFORMATION SERVICE (TIS)
WARNING: Do not rely solely upon the display of traffic information to accurately depict all of the traffic

information within range of the aircraft. Due to lack of equipment, poor signal reception, and/or inaccurate
information from other aircraft, traffic may be present but not represented on the displays.
WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any

circumstances or conditions relieve the pilot’s responsibility to see and avoid other aircraft.
NOTE: TIS is available only when the aircraft is within the service volume of a TIS-capable terminal radar

site. Aircraft without an operating transponder are invisible to Traffic Advisory Systems (TAS), Traffic Alert
and Collision Avoidance Systems (TCAS), and to TIS. Aircraft without altitude reporting capability are shown
without altitude separation data or climb descent indication.
NOTE: TIS is disabled if another traffic system is installed.

Traffic Information Service (TIS) assists the flight crew in detection and avoidance of other aircraft. TIS uses the
Mode S transponder for the traffic data link. TIS receives traffic information from ground stations, and provides
updates every five seconds. The system displays up to eight traffic targets within a 7.5-nm radius, from 3000
feet below to 3500 feet above the requesting aircraft. The system displays traffic with the following symbology:
TIS Symbol

Description
Non-Threat Traffic
Traffic Advisory (TA)
Traffic Advisory Off Scale

Table 6-26 TIS Traffic Symbols

A Traffic Advisory (TA) indicates that the current track of the intruder could result in a collision. When traffic
meets the advisory criteria for the TA, a solid yellow circle symbol appears. A TA which is detected, but is outside
the range of the map, causes a banner message to appear in the lower left corner of the map and a half TA symbol
to appear at the relative bearing of the intruder.
TIS also provides a vector line showing the direction in which the traffic is moving, to the nearest 45°. Traffic
information for which TIS is unable to determine the bearing (non-bearing traffic) is displayed in the center of the
Traffic Map Page (Figure 6-159) or in a banner at the lower left corner of maps other than the Traffic Map Page
on which traffic can be displayed.
The altitude difference between the requesting aircraft and other intruder aircraft is displayed above/below the
traffic symbol in hundreds of feet. If the other aircraft is above the requesting aircraft, the altitude separation
appears above the traffic symbol; if below, the altitude separation appears below. Altitude trend is displayed as
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an up/down arrow (for vertical speeds at least 500 feet per minute in either direction) to the right of the target
symbol. Traffic symbols for aircraft without altitude reporting capability appear without altitude separation or
climb/descent information.

DISPLAYING TRAFFIC DATA
Traffic information can be displayed on the following maps (when TIS is operating):
• PFD Inset Map

• Trip Planning Page

• Navigation Map Page

• Nearest Pages

• Traffic Map Page

• Active Flight Plan Page

Traffic information can also be displayed on the PFD when the Synthetic Vision Technology (SVT) option is
installed and enabled. See the Additional Features Section for details.
Displaying traffic information (maps other than the Traffic Map Page):
1) Select the MAP Softkey.
2) Select the TRAFFIC Softkey to display traffic data.

When traffic is selected on maps other than the Traffic Map Page, an the system displays a status icon to
indicate the feature is enabled for display.

Non-Threat
Traffic, 2500’
Above,
Descending
Traffic
Advisory,
500’ Below,
Climbing

Non-Threat
Traffic,
Altitude Not
Reported

Traffic Display
Enabled Icon

TIS Banner
Annunciations
Figure 6-155 TIS Traffic on the Navigation Map Page

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Displaying traffic information (PFD Inset Map):
1) Press the INSET Softkey.
2) Press the TRAFFIC Softkey to display traffic data on the inset map (TRFC-1).
3) Press the softkey again to display the traffic-only inset (TRFC-2).
4) Press the softkey again to remove traffic data.

The Navigation Map Page Setup Menu provides a means in addition to the softkey for enabling/disabling
display of traffic. The setup menu also controls the map range settings above which traffic data (symbols
and labels) are decluttered from the display. If a map range larger than the map range setting is selected, the
data is removed from the map. Maps besides the Traffic Map Page use settings based on those selected for the
Navigation Map Page.
Customizing traffic display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-156).
4) Turn the small FMS Knob to select the ‘Traffic’ Group and press the ENT Key (Figure 6-157).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-158).
• TRAFFIC – Turns the display of traffic data on or off
• TRAFFIC MODE – Selects the traffic mode for display; select from:
- All Traffic - Displays all traffic
- TA ONLY - Displays Traffic Advisories only
• TRAFFIC SMBL – Selects the maximum range at which traffic symbols are shown
• TRAFFIC LBL – Selects the maximum range at which traffic labels are shown (with the option to turn off)
6) Turn the small FMS Knob to scroll through options for each product (ON/OFF, range settings, etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.

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Figure 6-156 Navigation Map Page Menu

Figure 6-157 Navigation Map Page Setup Menu

Figure 6-518 Navigation Map Page Setup Menu, Traffic Group

TRAFFIC MAP PAGE
The Traffic Map Page is specialized to show surrounding TIS traffic data in relation to the aircraft’s current
position and altitude, without clutter from the basemap. It is the principal map page for viewing TIS traffic
information. Aircraft orientation on this map is always heading up unless there is no valid heading. Map range
is adjustable with the Joystick from two to 12 nm, as indicated by the map range rings.
The traffic mode is annunciated in the upper left corner of the Traffic Map Page. When the aircraft is on the
ground, TIS automatically enters Standby Mode. Once the aircraft is airborne, TIS switches from Standby to
Operating Mode and the system begins to display traffic information. Refer to the System Status discussion for
more information.
Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Confirm TIS is in Operating Mode:

Select the OPERATE Softkey to begin displaying traffic.
Or:
a) Press the MENU Key.
b) Select ‘Operate Mode’ (shown if TIS is in Standby Mode) and press the ENT Key.

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Traffic Mode Annunciation
Non-Threat
Traffic, 2500’
Above,
Descending

“TIS Not Available”
Voice Alert Status

Traffic Advisory
500’ Below,
Climbing
“Non-Bearing”
Traffic
(System Unable to
Determine Bearing)
Distance is 4.0 nm,
500’ Above,
Descending
Traffic
Advisory OffScale, 400’
Below, Level

Non-Threat
Traffic, Altitude
Not Reported

Traffic Status
Banners
Figure 6-159 Traffic Map Page

Select to
Mute “TIS Not
Available” Voice
Alert

TIS ALERTS
When the number of TAs on the Traffic Map Page increases from one scan to the next, the following occur:
• A single “Traffic” voice alert is generated.
• A ‘TRAFFIC’ Annunciation appears to the top left of the Attitude Indicator on the PFD, flashing for 5 seconds
and remaining displayed until no TAs are detected in the area.
• The PFD Inset Map is automatically displayed with traffic.
To reduce the number of nuisance alerts due to proximate aircraft, the “Traffic” voice alert is generated only
when the number of TAs increases. For example, when the first TA is displayed, a voice and visual annunciation
are generated. As long as a single TA remains on the display, no additional voice alerts are generated. If a second
TA appears on the display or if the number of TAs initially decreases and then subsequently increases, another
voice alert is generated.

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Inset Map
Displays When
TA is Detected

Figure 6-160 Traffic Annunciation (PFD)

A “TIS Not Available” (TNA) voice alert occurs when the TIS service becomes unavailable or is out of range.
TIS may be unavailable in the radar coverage area due to the following:
• Radar site TIS Mode S sensor is not operational or is out of service
• Traffic or requesting aircraft is beyond the maximum range of the TIS-capable Mode S radar site.
• Traffic or requesting aircraft is above the radar site in the cone of silence and out of range of an adjacent site.
• Traffic or requesting aircraft is below radar coverage. In flat terrain, the coverage extends from about 3000
feet upward at 55 miles. Terrain and obstacles around the radar site can further decrease radar coverage in all
directions.
• Traffic does not have an operating transponder.
The “TIS Not Available” (TNA) voice alert can be manually muted to reduce nuisance alerting. TNA muting
status is shown in the upper left corner of the Traffic Map Page.
Muting the “TIS Not Available” voice alert:
1) Select the Traffic Map Page.
2) Select the TNA MUTE Softkey. The status is displayed in the upper left corner of the Traffic Map Page.
Or:
a) Press the MENU Key.
b) Select ‘‘’Not Available” Mute On’ (shown if TNA muting is currently off) and press the ENT Key.

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SYSTEM STATUS
The system performs an automatic test of TIS during power-up. If TIS passes the test, TIS enters Standby
Mode (on the ground) or Operating Mode (in the air). If TIS fails the power up test, the system displays an
annunciation in the center of the Traffic Map Page.
Traffic Map Page
Center Banner
Annunciation
NO DATA
DATA FAILED
FAILED

Description
Data is not being received from the transponder*
Data is being received from the transponder, but
a failure is detected in the data stream*
The transponder has failed*

UNAVAILABLE

TIS is unavailable or out of range

* Contact a service center or Garmin dealer for corrective action
Table 6-27 TIS Failure Annunciations
System Test
has Failed

Data Not
Received from
Transponder

Figure 6-161 TIS Power-up Test Failure

The traffic mode is annunciated in the upper left corner of the Traffic Map Page. When the aircraft is on the
ground, TIS automatically enters Standby Mode. If traffic is selected for display on another map while Standby
Mode is selected, the traffic display enabled icon is crossed out (also the case whenever TIS has failed). Once
the aircraft is airborne, TIS switches to Operating Mode and traffic information is displayed. The mode can be
changed manually using softkeys or the page menu.
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Mode

Traffic Mode Annunciation
(Traffic Map Page)

TIS Operating

OPERATING

Traffic Display Status Icon
(Other Maps)

STANDBY
(also shown in white in center of page)

TIS Standby

FAIL

TIS Failed

Table 6-28 TIS Modes

Switching between TIS modes:
1) Select the Traffic Map Page.
2) Select the STANDBY or OPERATE Softkey to switch between modes. The mode is displayed in the upper left
corner of the Traffic Map Page.
Or:
a) Press the MENU Key.
b) Select ‘Operate Mode’ or ‘Standby Mode’ (choice dependent on current state) and press the ENT Key. The
annunciations to indicate the status of traffic information appear in a banner at the lower left corner
of maps on which traffic can be displayed (Table 6-26).
Traffic Status Banner
Annunciation
TA OFF SCALE
TA X.X ± XX ↕

AGE MM:SS
TRFC COAST
TRFC RMVD
TRFC FAIL
NO TRFC DATA
TRFC UNAVAIL

Description
A Traffic Advisory is outside the selected display range*
Annunciation is removed when traffic comes within the selected display range
System cannot determine bearing of Traffic Advisory**
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend arrow (climbing/descending)
Appears if traffic data is not refreshed within 6 seconds
If after another 6 seconds data is not received, traffic is removed from the display
The quality of displayed traffic information is reduced as the age increases
The displayed data is not current (6 to 12 seconds since last message)
The quality of displayed traffic information is reduced when this message is displayed
Traffic is removed because it is too old for coasting (12 to 60 seconds since last message)
Traffic may exist within the selected display range, but it is not displayed
Traffic data has failed
Traffic has not been detected
The traffic service is unavailable or out of range

*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-29 TIS Traffic Status Annunciations

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6.8 GARMIN TCAS I TRAFFIC
WARNING: Do not rely solely upon the display of traffic information to accurately depict all of the traffic
within range of the aircraft. Due to lack of equipment, poor signal reception, and/or inaccurate information

from aircraft or ground stations, traffic may be present that is not represented on the display.
WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any

circumstances or conditions relieve the pilot’s responsibility to see and avoid other aircraft.
NOTE: Pilots should be aware of TAS system limitations. TAS systems require transponders of other aircraft

to respond to system interrogations. If the transponders do not respond to interrogations due phenomena
such as antenna shading or marginal transponder performance, traffic may be displayed intermittently, or
not at all. Aircraft without altitude reporting capability are shown without altitude separation data or climb
descent indication. Pilots should remain vigilant for traffic at all times.
NOTE: TIS is disabled when TCAS I is installed.

The optional Garmin GTS 850 is a TSO-certified Traffic Alert and Collision Avoidance System (TCAS I). The
GTS 850 enhances flight crew situational awareness by displaying traffic information for transponder-equipped
aircraft. The GTS 850 also provides visual annunciations and voice traffic alerts to assist the crew in visually
acquiring traffic.
The GTS 850 is capable of tracking up to 45 intruding aircraft equipped with Mode A or C transponders, and up
to 30 intruders equipped with Mode S transponders. A maximum of 30 aircraft with the highest threat potential
can be displayed simultaneously. No TCAS I surveillance is provided for aircraft without operating transponders.

THEORY OF OPERATION
When the GTS 850 is in Operating Mode, the unit interrogates the transponders of aircraft in its vicinity while
monitoring transponder replies. The GTS 850 uses this information to determine the distance, relative bearing,
and if reported, the altitude vertical trend, and other information for each aircraft within its surveillance range.
The GTS 850 then calculates a closure rate to each intruder based on the projected Closest Point of Approach
(CPA). If the closure rate meets the threat criteria for a Traffic Advisory (TA), visual and aural alerting is
provided.

TCAS I SURVEILLANCE VOLUME
The GTS 850 surveillance system monitors the airspace within ±10,000 feet of own altitude. Under ideal
conditions, the unit scans transponder traffic up to 40 nm in the forward direction. Range is somewhat
reduced to the sides and aft of own aircraft due to the directional interrogation signal patterns. In areas of
greater transponder traffic density or when TCAS II systems are detected, the GTS 850 automatically reduces
its interrogation transmitter power (and therefore range) in order to limit potential interference from other
signals.

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TRAFFIC SYMBOLOGY
The GTS 850 uses the symbology shown in Table 6-20 to depict intruding traffic.
TAS Symbol

Description
Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale

Table 6-30 Traffic Symbol Description

A Traffic Advisory (TA), displayed as a yellow circle, alerts the crew to a potentially hazardous intruding
aircraft, if the closing rate, distance, and vertical separation meet TA criteria. A Traffic Advisory that is beyond
the selected display range (off scale) is indicated by a half TA symbol at the edge of the screen at the relative
bearing of the intruder.
A Proximity Advisory (PA), displayed as a solid white diamond, indicates the intruding aircraft is within
±1200 feet and is within a 6 nm range, but is still not considered a TA threat.
A Non-threat Advisory, shown as an open white diamond, is displayed for traffic beyond 6 nm that is
neither a TA or PA.
Relative altitude, when available, is displayed above or below the corresponding intruder symbol in
hundreds of feet (Figure 6-162). When this altitude is above own aircraft, it is preceded by a ‘+’ symbol; a
minus sign ‘-’ indicates traffic is below own aircraft.
A vertical trend arrow to the right of the intruder symbol (Figure 6-162) indicates traffic climbing or
descending at least five hundred feet per minute with an upward or downward-pointing arrow respectively.
Relative Altitude
Vertical trend arrow
Figure 6-162 Intruder Altitude and Vertical Trend Arrow

Flight IDs may also be displayed with traffic symbols; see the Flight IDs discussion in this section for more
information.
The GTS 850 automatically suppresses the display of on-ground traffic equipped with Mode S transponders.

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TA ALERTING CONDITIONS
The GTS 850 automatically adjusts its TA sensitivity level to reduce the likelihood of nuisance TA alerting
during flight phases likely to be near airports. Level A (less) TA sensitivity is used when the aircraft’s
groundspeed is less than 120 knots. In all other conditions, Level B (greater) TA sensitivity is used to assess
TA threats.
Sensitivity Intruder Altitude
Level
Available

Yes

TA Alerting Conditions
Intruder closing rate provides less than 20 seconds of vertical and
horizontal separation.
Or:
Intruder closing rate provides less than 20 seconds of horizontal
separation and vertical separation is within 600 feet.
Or:
Intruder range is within 0.2 nm and vertical separation is within
600 feet.
Intruder closing rate provides less than 15 seconds of separation.
Intruder closing rate provides less than 30 seconds of vertical and
horizontal separation.
Or:
Intruder closing rate provides less than 30 seconds of horizontal
separation and vertical separation is within 800 feet.
Or:
Intruder range is within 0.55 nm and vertical separation is within
800 feet.
Intruder closing rate provides less than 20 seconds of separation..

Table 6-31 TA Sensitivity Level and TA Alerting Criteria

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TCAS I ALERTS
When the GTS 850 detects a new TA, the following occur:
• A single “Traffic!” voice alert is generated, followed by additional voice information about the bearing, relative
altitude, and approximate distance from the intruder that triggered the TA (Table 6-32). The announcement
“Traffic! 12 o’clock, high, four miles,” indicates the traffic is in front of own aircraft, above own altitude,
and approximately four nautical miles away.
• A ‘TRAFFIC’ Annunciation appears at the top right of the airspeed on the PFD, flashes for five seconds, and
remains displayed until no TAs are detected in the area (Figure 6-163).
• The PFD Inset Map is automatically displayed with TA traffic.
If the bearing of TA traffic cannot be determined (Figures 6-147 and 6-150), a yellow text banner will be
displayed in the center of the Traffic Map Page and in the lower-left of maps with traffic displayed instead of
a TA symbol. The text will indicate “TA” followed by the distance, relative altitude, and vertical trend arrow
for the TA traffic, if known.
A TA will be displayed for at least eight seconds, even if the conditions that initially triggered the TA are no
longer present.

Inset Map
Displays When
TA is Detected

Figure 6-163 Traffic Annunciation (PFD)

Bearing

Relative Altitude

Distance

“One o’clock” through
“Twelve o’clock”
or “No Bearing”

“High”, “Low”, “Same Altitude” (if
within 200 feet of own altitude), or
“Altitude not available”

“Less than one mile”,
“One Mile” through “Ten Miles”, or
“More than ten miles”

Table 6-32 TA Descriptive Voice Announcements

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SYSTEM TEST
NOTE: GTS 850 traffic surveillance is not available during the system test. Use caution when performing a

system test while in-flight.
The GTS 850 provides a system test mode to verify the TCAS I system is operating normally. The test takes
about ten seconds to complete. When the system test is initiated, a test pattern of traffic symbols is displayed on
the Traffic Map Page (Figure 6-164). If the system test passes, system announces “TCAS System Test Passed”,
otherwise the system announces “TCAS System Test Failed.” When the system test is complete, the GTS 850
enters Standby or Failure Mode based on the test result.
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Turn the Joystick to set the range to 2/6 nm to allow for full traffic test pattern display.
4) Select the TEST Softkey.
Or:
1) Press the MENU Key and turn the small FMS knob to select ‘Test Mode’.
2) Press the ENT Key.
Test Mode
Annunciation
Operating
Mode
Non-Threat
Traffic at
11 o’clock,
Distance 3.6
nm, 1000’
Above, Level

Proximity
Traffic at
1 o’clock,
Distance
3.6 nm,
1000’ Below,
Descending

TA at 9 o’clock,
Distance 2.0
nm, 200’ Below,
Climbing

Figure 6-164 System Test in Progress with Test Pattern

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OPERATION
NOTE: The GTS 850 automatically transitions from STANDBY to OPERATE mode eight seconds after takeoff.

The unit also automatically transitions from OPERATE to STANDBY mode 24 seconds after landing.

After power-up, the GTS 850 is in Standby Mode. The unit must be in Operating Mode for traffic to be
displayed and for TAs to be issued.
Selecting the OPERATE Softkey allows the GTS 850 to switch from Standby Mode to Operating Mode as
necessary. Selecting the STANDBY Softkey forces the unit into Standby Mode.
Switching from Operating Mode to Standby Mode:
On the Traffic Page, select the STANDBY Softkey
Or:
1) Press the MENU Key and turn the small FMS knob to select ‘Standby Mode’.
2) Press the ENT Key.

Switching from Standby Mode to Operating Mode:
On the Traffic Page, select the OPERATE Softkey
Or:
1) Press the MENU Key and turn the small FMS knob to select ‘Operate Mode’.
2) Press the ENT Key. The GTS 850 switches from Standby Mode to Operating Mode as necessary.

TRAFFIC MAP PAGE
The Map - Traffic Map Page shows surrounding traffic data in relation to the aircraft’s current position and
altitude, without basemap clutter. It is the principal map page for viewing TCAS I traffic information. Aircraft
orientation is always heading up unless there is no valid heading. Map range is adjustable with the Joystick
from two to 40 nm, as indicated by the map range rings.
The traffic mode and altitude display mode are annunciated in the upper left corner of the page.

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Operating
Mode
Traffic Display
Range

Altitude
Mode

Non-Threat
Traffic, 2500’
Above,
Descending

Traffic Advisory,
500’ Below,
Climbing
“No Bearing”
Traffic (Bearing
Undetermined),
Distance 4.0
nm, 500’ Above,
Descending

Traffic
Advisory OffScale, 400’
Below, Level

Proximity Traffic,
900’ Above,
Level, Flight ID
Displayed

Non-Threat
Traffic,
Altitude Not
Reported

Figure 6-165 Traffic Map Page

Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Select the OPERATE Softkey to begin displaying traffic. ‘OPERATING’ is displayed in the Traffic mode field.
4) Select the STANDBY Softkey to place the system in the Standby mode. ‘STANDBY’ is displayed in the Traffic
mode field.
5) Turn the Joystick clockwise to display a larger area or counter-clockwise to display a smaller area.

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Altitude Display
The Pilot can select the volume of airspace in which non-threat and proximity traffic is displayed. TAs
occurring outside of these limits will always be shown.
Changing the altitude range:
1) On the Traffic Map Page, select the ALT MODE Softkey.
2) Select one of the following Softkeys:
• ABOVE: Displays non-threat and proximity traffic from 9000 feet above the aircraft to 2700 feet below the
aircraft. Typically used during climb phase of flight.
• NORMAL: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 2700 feet below
the aircraft. Typically used during enroute phase of flight.
• BELOW: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 9000 feet below the
aircraft. Typically used during descent phase of flight.
• UNREST (unrestricted): All traffic is displayed from 9900 feet above and 9900 feet below the aircraft.
3) To return to the Traffic Page, select the BACK Softkey.
Or:
1) Press the MENU Key.
2) Turn the small FMS Knob to select one of the following (see softkey description in step 2 above):
• ABOVE
• NORMAL
• BELOW
• UNRESTRICTED
3) Select the ENT Softkey.

Flight ID Display
NOTE: This feature requires the installation of a transponder with the Automatic Dependent Surveillance -

Broadcast (ADS-B) Out capability.
The Flight IDs of other aircraft (when available) can displayed on the Traffic Map Page (Figure 6-166).
When a flight ID is received, it will appear above or below the corresponding traffic symbol on the Traffic
Map Page when this option is enabled.

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Flight ID

Figure 6-166 Traffic Map Page with Flight IDs Enabled

Enabling/Disabling Flight ID Display:

On the Traffic Map Page, select the FLT ID Softkey.

Or:
1) Press the MENU Key.
2) Turn the small FMS Knob to select ‘Show Flight IDs’ or ‘Hide Flight IDs’ (choice dependent on current state)
(Figure 6-167).
3) Press the ENT Key.

Figure 6-167 Traffic Map Page Menu

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Traffic Map Page Display Range
The display range on the Traffic Map Page can be changed at any time. Map range is adjustable with the
Joystick from two to 40 nm, as indicated by the map range rings.
Changing the display range on the Traffic Map Page:
1) Turn the Joystick.
2) The following range options are available:
• 2 nm
• 2 and 6 nm
• 6 and 12 nm
• 12 and 24 nm
• 24 and 40 nm

ADDITIONAL TRAFFIC DISPLAYS
Traffic information can be displayed on the following maps on the MFD when the unit is operating:
• Navigation Map Page
• Nearest Pages
• Traffic Map Page

• Active Flight Plan Page

• Trip Planning Page

• System Pages

Traffic information can also be displayed on the PFD when the Synthetic Vision Technology (SVT) option
is installed and enabled. See the Additional Features Section for details.
Displaying traffic information (MFD maps other than the Traffic Map Page):
1) Select the MAP Softkey.
2) Select the TRAFFIC Softkey. Traffic is now displayed on the map.

When traffic is selected on maps other than the Traffic Map Page, a traffic icon is shown to indicate traffic
is enabled for display (Figure 6-168).
Displaying traffic on the Navigation Map
1) Ensure the traffic system is operating. With the Navigation Map displayed, select the MAP Softkey.
2) Select the TRAFFIC Softkey. Traffic is now displayed on the map as shown in the figure.

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Non-Threat
Traffic

Traffic
Advisory

Proximity
Traffic

Proximity
Traffic
TA Off Scale
Banner

Traffic Icon

“No Bearing”
Traffic Advisory
Figure 6-168 TCAS I Traffic on Navigation Map

Customizing the traffic display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With Map Setup highlighted, press the ENT Key (Figure 6-169).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-170).
5) Turn the large FMS Knob or press the ENT Key to scroll through the selections (Figure 6-171).
• TRAFFIC – Turns the display of traffic data on or off
• TRAFFIC MODE – Selects the traffic mode for display; select from:
- All Traffic - Displays all traffic
- TA/PA - Displays Traffic Advisories and Proximity Advisories
- TA ONLY - Displays Traffic Advisories only
• TRAFFIC SMBL – Selects the maximum range at which traffic symbols are shown
• TRAFFIC LBL – Selects the maximum range at which traffic labels are shown with the option to turn off
6) Turn the small FMS Knob to scroll through options (ON/OFF, range settings, etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page.

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Figure 6-169 Navigation Map Page Menu

Figure 6-170 Navigation Map Page Setup Menu

Figure 6-171 Navigation Map Page Setup Menu, Traffic Group

The Navigation Map Page Setup Menu also controls the display of traffic. The setup menu controls the map
range settings. Traffic data symbols and labels can be decluttered from the display. If a map range larger than
the map range setting is selected, the data is removed from the map. Maps besides the Traffic Map Page use
settings based on those selected for the Navigation Map Page.
Traffic information can also be displayed on the PFD Inset Map by pressing the INSET Softkey. A traffic map
will appear in heading up orientation. Traffic information can also be overlaid with navigation, topographic
and optional data link weather information.
Displaying traffic information (PFD Inset Map):
1) Press the INSET Softkey.
2) Press the TRAFFIC Softkey to display traffic data on the inset map (TRFC-1).
3) Press the softkey again to display the traffic-only inset (TRFC-2).
4) Press the softkey again to remove traffic data.

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SYSTEM STATUS
The traffic mode is annunciated in the upper left corner of the Traffic Map Page.
Traffic Mode Annunciation
(Traffic Map Page)

Mode
TCAS I Self-test
Initiated

TEST
(also shown in white in center of page)

TCAS I Operating

OPERATING

TCAS I Standby

STANDBY
(also shown in white in center of page)

TCAS I Failed*

FAIL

Traffic Display Status Icon
(Other Maps)

* See Table 6-34 for additional failure annunciations
Table 6-33 TCAS I Modes

If the traffic unit fails, an annunciation as to the cause of the failure is shown in the center of the Traffic Map
Page. During a failure condition, the Operating Mode cannot be selected.
Traffic Map Page
Annunciation
NO DATA
DATA FAILED
FAILED

Description
Data is not being received from the TCAS I unit
Data is being received from the TCAS I unit, but
the unit is self-reporting a failure
Incorrect data format received from the TCAS I
unit, or optional radar altimeter was operational
at system power-up but has subsequently failed

Table 6-34 TCAS I Failure Annunciations

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The annunciations to indicate the status of traffic information appear in a banner at the lower left corner of
maps on which traffic can be displayed.
Traffic Status Banner
Annunciation
TA OFF SCALE

TA X.X ± XX ↕

TRFC FAIL
NO TCAS DATA

Description
A Traffic Advisory is outside the selected display range*.
Annunciation is removed when traffic comes within the
selected display range.
System cannot determine bearing of Traffic Advisory**.
Annunciation indicates distance in nm, altitude separation
in hundreds of feet, and altitude trend arrow (climbing/
descending).
TCAS I unit has failed (unit is self-reporting a failure or
sending incorrectly formatted data)
Data is not being received from the TCAS I unit

*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-35 TCAS I Traffic Status Annunciations

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6.9 TCAS II TRAFFIC
WARNING: Traffic information shown on system displays is provided to aid in visually acquiring traffic.

Traffic avoidance maneuvers are based upon TCAS II Resolution Advisories, ATC guidance, or positive visual
acquisition of conflicting traffic.
NOTE: TIS is disabled when TCAS II is installed.
NOTE: Refer to the TCAS II documentation for a detailed discussion of the TCAS II system..

TCAS II SYMBOLOGY
The optional TCAS II system is designed to help in detection and avoidance of other aircraft. TCAS II uses
an on-board interrogator-processor and the Mode S transponder for the air-to-air traffic data link. The system
displays traffic using the TCAS II symbology shown in Table 6-36.
TCAS Symbol

Description
Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale
Resolution Advisory (RA)
Resolution Advisory Off Scale

Table 6-36 TCAS II Symbol Description

A Non-threat Proximity Advisory, shown as an open white diamond, indicates that an intruding aircraft is at
greater than ±1200 feet relative altitude or the distance is beyond 5 nm.
A Proximity Advisory indicates that the intruding aircraft is within ±1200 feet and is within 6 nm range, but
is still not considered a threat.
A Traffic Advisory (TA) alerts the crew to a potentially hazardous intruding aircraft closing to within 20 to 48
seconds of a potential collision area. A Traffic Advisory that is beyond the selected display range is indicated by
a half TA symbol at the edge of the screen at the relative bearing of the intruder.

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A Resolution Advisory (RA) alerts the crew to intruding aircraft that are closing to within 15 to 35 seconds
of a potential collision area. RAs include vertical guidance maneuvers designed to increase or maintain vertical
separation from intruding aircraft. An RA that is beyond the selected display range is indicated by a half RA
symbol at the edge of the screen at the relative bearing of the intruder.

TCAS II ALERTS
NOTE: Refer to the TCAS II documentation for information on alerts generated by the TCAS II equipment.

When the TCAS II unit issues a TA or RA, the following occur:
• The traffic system generates a voice alert when a TA or RA is displayed.
• A ‘TRAFFIC’ annunciation appears at the top right of the airspeed indicator on the PFD, flashes for 5 seconds
and remains displayed until no TAs or RAs are detected in the area. RA ‘TRAFFIC’ annunciations are white
text with red backgrounds; TA ‘TRAFFIC’ annunciations are black text with yellow backgrounds. If a TA and
RA occur simultaneously, only the red and white RA ‘TRAFFIC’ annunciation is shown.
• The PFD Inset Map is automatically displayed with TA or RA traffic.
• During an RA only, voice alert(s) provide vertical guidance to resolve the traffic conflict while the PFD displays
pitch and vertical speed cues (Figure 6-172). Additional voice alerts occur to denote changes in the RA status.
RA Annunciation
TA Annunciation

Fly-To Pitch Cue

Fly-To Vertical
Speed

No-Fly Pitch Cue

No-Fly Vertical
Speed Range

Inset Map
Displays When TA
or RA is Detected
Traffic/Map Inset
Softkey
Figure 6-172 Traffic Annunciation with Resolution Advisory (PFD)

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RESOLUTION ADVISORIES
During an RA, vertical guidance indications appear on the Attitude Indicator and Vertical Speed indicators
of the PFD to provide visual pitch cues for the flight crew to use to achieve (or maintain) vertical separation
from intruding traffic (Figure 6-173).
During an RA, the Attitude Indicator depicts a range of pitch attitudes to avoid using no-fly pitch cues
positioned on the pitch ladder. The no-fly pitch cues are indicated by red open trapezoid-shaped areas
encompassing the range of pitch attitudes to be avoided during an RA. If an RA requires a change in existing
pitch attitude, a green rectangular fly-to pitch cue will appear above or below the no-fly pitch cue to indicate
recommended pitch attitudes. If multiple intruding aircraft limit available pitch travel in both directions, two
no-fly pitch cues will appear on the pitch ladder, indicating flight should occur between the two no-fly pitch
cues.
While an RA is occurring, the Vertical Speed Indicator (VSI) shows a range of vertical speeds required to
resolve the traffic conflict. A red vertical bar appears on the VSI scale to indicate the range of vertical speeds
to be avoided during the RA. If the current aircraft vertical speed is within this red range, the pointer on the
VSI also becomes red. When an RA directs the flight crew to fly to (or maintain) a vertical speed, a green
vertical bar appears on the VSI scale at the recommended vertical speed range.
Pitch cues on the Attitude Indicator and vertical bars on the Vertical Speed Indicator are removed when the
RA condition has been resolved. The TCAS II system will also issue a voice alert when the aircraft is clear of
the RA conflict.

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Descend

Climb

Maintain, Don’t Climb

Maintain, Don’t Descend

Maintain, Don’t Climb and Don’t Descend

Adjust Vertical Speed

Figure 6-173 Example Resolution Advisory Visual Cues

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SYSTEM TEST
NOTE: Refer to the TCAS II documentation for information on specific voice alerts issued during system

tests.
The TCAS II system can be tested on either the PFD or MFD.

On the PFD:

1) Press the XPDR/TFC Softkey.
2) Press the TCAS Softkey.
3) Press the TEST Softkey.
On the MFD:

1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Turn the Joystick to set the range to 2/6 nm to allow for full traffic test pattern display.
4) Select the TEST Softkey.
Or:
1) Press the MENU Key.
2) Turn the small FMS knob to select ‘Test Mode’.
3) Press the ENT Key.

When initiating the system test, the TCAS II unit issues the voice alert “TCAS Test”. A traffic test pattern is
displayed on the Traffic Map Page of the MFD, and on the Inset Map on the PFD (which appears if not already
displayed.) A Resolution Advisory (RA) alert annunciation is shown on the PFD, and pitch cues appear on the
attitude indicator and vertical speed indicator indicating not to descend, and not to climb greater than 2000 feet
per minute. The system test takes approximately eight seconds to complete. A voice alert indicates whether
the test has passed or failed. Visual annunciations also indicate a system test has failed (Tables 6-34, 6-35, and
6-36).

MFD Traffic Map Page

PFD
Figure 6-174 TCAS II System Test Displays

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OPERATION
NOTE: The traffic system automatically changes modes based on certain flight parameters. Refer to the

TCAS II unit’s documentation for information on automatic mode selection.
To display TCAS II Traffic, the system must be in TA ONLY or TA/RA Mode. These modes can be accessed
on the PFD or on the Traffic Map Page of the MFD.
Switching from standby mode to TA only or TA/RA mode:

On the MFD:

1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Select the TA ONLY or TA/RA Softkey
Or:
1) Press the MENU Key and turn the small FMS knob to select ‘TA Only Mode’ or ‘TA/RA Mode’.

2) Press the ENT Key. The unit switches from Standby Mode to TA Only or TA/RA Mode as necessary.
On the PFD:
1) Press the XPDR/TFC Softkey.

2) Press the MODE Softkey.
3) Press the TA ONLY or TA/RA Softkey to select an operating mode.

Switching from TA ONLY or TA/RA mode to Standby Mode:

On the MFD:

1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Select the TFC STBY Softkey
Or:
1) Press the MENU Key and turn the small FMS knob to select ‘Traffic Standby Mode’.
2) Press the ENT Key.

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TRAFFIC MAP PAGE
The Map - Traffic Map Page shows surrounding TCAS II traffic data in relation to the aircraft’s current
position and altitude, without basemap clutter. It is the principal MFD map page for viewing TCAS II traffic.
Aircraft orientation is always heading up unless there is no valid heading. Map range is adjustable with the
Joystick from two to 40 nm, as indicated by the map range rings.
The traffic mode and altitude display mode are annunciated in the upper left corner of the Traffic Map Page.
Operating
Mode
Altitude
Mode

Traffic Display
Range Rings

Proximity
Traffic, 400’
Below, Level
Off Scale Traffic
Advisory

Resolution
Advisory,
100’ Below,
Descending

Traffic Advisory,
500’ Above,
Climbing

“Non-Bearing”
(Bearing Unknown)
Resolution Advisory,
Distance 3.1 nm,
4500’ Below,
Climbing

Non-Threat
Traffic, 400’
Below, Level

Off Scale
Resolution
Advisory
Figure 6-175 Traffic Map Page

Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Select the TA ONLY or TA/RA Softkey to begin displaying traffic. ‘TA ONLY’ or ‘TA/RA’ is displayed in the Traffic
mode field.
4) Select the REL or ABS Softkey to display the relative or absolute altitude of other aircraft.
5) Select the TFC STBY Softkey to place the system in the Standby Mode. ‘STANDBY’ is displayed in the Traffic
mode field.
6) Turn the Joystick clockwise to display a larger area or counter-clockwise to display a smaller area.

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Altitude Display
The flight crew can select the volume of airspace in which non-threat and proximity traffic is displayed.
Traffic Advisories (TAs) and Resolution Advisories (RAs) outside of these limits will always be shown.
Changing the altitude range:

On the PFD:

1) Press the XPDR/TFC Softkey.
2) Press the TCAS Softkey
3) Press the ALT RNG Softkey
4) Press one of the following altitude range Softkeys:
• ABOVE: Displays non-threat and proximity traffic from 9900 feet above the aircraft to 2700 feet below the
aircraft. Typically used during climb phase of flight.
• NORMAL: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 2700 feet below
the aircraft. Typically used during enroute phase of flight.
• BELOW: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 9900 feet below the
aircraft. Typically used during descent phase of flight.
• UNREST (unrestricted): All traffic is displayed

5) Press the BACK Softkey.
On the MFD:
1) On the Traffic Map Page, select the ALT RNG Softkey.
2) Select one of the following Softkeys (see softkey description in step 4 above):
• ABOVE
• NORMAL
• BELOW
• UNRESTRICTED
3) To return to the Traffic Page, select the BACK Softkey.
Or:
1) Press the MENU Key.
2) Turn the small FMS Knob to select one of the following (see softkey description in step 4 above):
• ABOVE
• NORMAL
• BELOW
• UNRESTRICTED
3) Select the ENT Softkey.

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ADDITIONAL TRAFFIC DISPLAYS
Traffic information can be displayed on the following maps on the MFD when the unit is operating:
• Navigation Map Page
• Nearest Pages
• Traffic Map Page

• Active Flight Plan Page

• Trip Planning Page

• System (SYS) Pages

Traffic information can also be displayed on the PFD when the Synthetic Vision Technology (SVT) option
is installed and enabled. See the Additional Features Section for details.
Displaying traffic information (MFD maps other than the Traffic Map Page):
1) Select the MAP Softkey.
2) Select the TRAFFIC Softkey. Traffic is now displayed on the map.

When traffic is selected on maps other than the Traffic Map Page, the system displays a traffic status icon
indicates traffic is enabled for display (Figure 6-176).

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Displaying traffic on the Navigation Map
1) Ensure the TCAS II system is operating. With the Navigation Map displayed, select the MAP Softkey.
2) Select the TRAFFIC Softkey. Traffic is now displayed on the map as shown in the figure.

Proximity
Traffic
Traffic
Advisory

Resolution
Advisory

Non-Threat
Traffic

TA Off Scale
Banner

Traffic Overlay
Enabled Icon

Non-Bearing
Resolution
and Traffic
Advisories
Figure 6-176 TCAS II Traffic on Navigation Map

Customizing the traffic display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With Map Setup highlighted, press the ENT Key (Figure 6-177).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-178).
5) Turn the large FMS Knob or press the ENT Key to scroll through the selections (Figure 6-179).
• TRAFFIC – Turns the display of traffic data on or off
• TRAFFIC MODE – Selects the traffic mode for display; select from:
- All Traffic - Displays all traffic
- TA/RA/PA - Displays Traffic Advisories, Resolution Advisories, and Proximity Advisories
- TA/RA ONLY - Displays Traffic Advisories and Resolution Advisories only
• TRAFFIC SMBL – Selects the maximum range at which traffic symbols are shown
• TRAFFIC LBL – Selects the maximum range at which traffic labels are shown with the option to turn off

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6) Turn the small FMS Knob to scroll through options (ON/OFF, range settings, etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page.

Figure 6-177 Navigation Map Page Menu

Figure 6-178 Navigation Map Page Setup Menu

Figure 6-179 Navigation Map Page Setup Menu, Traffic Group

The Navigation Map Page Setup Menu also controls the display of traffic. The setup menu controls the map
range settings. Traffic data symbols and labels can be decluttered from the display. If a map range larger than
the map range setting is selected, the data is removed from the map. Maps besides the Traffic Map Page use
settings based on those selected for the Navigation Map Page.
Traffic information can also be displayed on the PFD Inset Map by pressing the TRFC/MAP Softkey. A
traffic map will appear in heading up orientation. Traffic information can also be overlaid with navigation,
topographic and optional data link weather information.
Displaying additional information with Traffic on the PFD Inset Map.
1) Press the TRFC/MAP Softkey. Traffic map (TRFC-2) is displayed heading up.
2) Press the TRFC-2 Softkey.
3) Press the softkey(s) for the item(s) to be included on the PFD Inset Map.
4) Press the BACK Softkey.

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SYSTEM STATUS
The traffic mode is annunciated in the upper left corner of the Traffic Map Page.
Traffic Mode

PFD Traffic Mode
Annunciation

TCAS II Self-test
Initiated (TEST)

None

Traffic Advisory and
Resolution Advisory
(TA/RA)

None

MFD Traffic Map Page Mode
Annunciation
TEST
(‘TEST MODE’ also shown in white on
top center of page)
TA/RA

Traffic Advisory Only
(TA ONLY)
TCAS II Standby
(TFC STBY)

Traffic Display Status Icon
(Other Maps)

TA ONLY

Or:
*

STANDBY
(also shown in white in center of page
on ground, yellow in the air)
FAIL

TCAS II Failed**
* Annunciation appears in yellow while in the air.
** See Table 6-38 for additional failure annunciations.

Table 6-37 TCAS II Modes

If the traffic unit fails, an annunciation as to the cause of the failure is shown in the center of the Traffic Map
Page.
Traffic Map Page
Annunciation
NO DATA
DATA FAILED
FAILED

Description
Data is not being received from the TCAS II unit
Data is being received from the TCAS II unit, but the
unit is self-reporting a failure
Incorrect data format received from the TCAS II unit

Table 6-38 TCAS II Failure Annunciations

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TA OFF SCALE

RA X.X ± XX ↕

TA X.X ± XX ↕

TRFC FAIL
NO TCAS DATA

Description
A Resolution Advisory is outside the selected display
range*. Annunciation is removed when traffic comes within
the selected display range
A Traffic Advisory is outside the selected display range*.
Annunciation is removed when traffic comes within the
selected display range.
System cannot determine bearing of Resolution Advisory**.
Annunciation indicates distance in nm, altitude separation
in hundreds of feet, and altitude trend arrow (climbing/
descending).
System cannot determine bearing of Traffic Advisory**.
Annunciation indicates distance in nm, altitude separation
in hundreds of feet, and altitude trend arrow (climbing/
descending).
TCAS II unit has failed (unit is self-reporting a failure or
sending incorrectly formatted data)
Data is not being received from the TCAS II unit

*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-39 TCAS II Traffic Status Annunciations

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AUTOMATIC FLIGHT CONTROL SYSTEM

SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
NOTE: The approved Airplane Flight Manual (AFM) always supersedes this Pilot’s Guide.

The Garmin Automatic Flight Control System (Garmin AFCS) is fully integrated within the avionics architecture.
The System Overview section provides a block diagram to support this system description. The Garmin AFCS
functionality is distributed across the following Line Replaceable Units (LRUs):
• GDU 1240A Primary Flight Displays (PFDs) (2)

• GSA 81 AFCS Servos (3)

• GMC 715 AFCS Control Unit

• GSM 85A Servo Gearboxes (3)

• GIA 63W Integrated Avionics Units (IAUs) (2)
The Garmin AFCS can be divided into these main operating functions:
• Flight Director (FD) — The Garmin AFCS flight director function can be coupled to either the pilot-side or
copilot-side PFD data. The CPL Key selects the PFD source for the Flight Director. Commands for the selected
flight director source are displayed on both PFDs. The flight director provides:
– Vertical/lateral mode selection and processing
– Command Bars showing pitch/roll guidance
– Pitch and roll commands to the autopilot
• Autopilot (AP) — Autopilot operation occurs within the pitch and roll servos. It provides automatic flight
control in response to flight director steering commands, Attitude and Heading Reference System (AHRS)
attitude and rate information, and airspeed.
• Yaw Damper (YD) — The yaw servo provides Dutch roll damping and turn coordination in response to yaw
rate, roll angle, lateral acceleration, and airspeed.
• Manual Electric Pitch Trim (MEPT) — The pitch trim system provides manual electric pitch trim
capability.
• Automatic Pitch Trim (APT) — The pitch trim system provides automatic pitch trim when the autopilot is
engaged

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7.1 AFCS CONTROLS
The AFCS Control Unit is positioned above the MFD, and has the following controls:
1

FD Keys

Activate/deactivate the selected flight director (pilot- or copilot-side) in default
vertical and lateral modes
Press the other FD Key to toggle the corresponding PFD’s Command Bars off/on

NAV Key

HDG Key
4 AP Key
5 YD Key
6 ALT Key
7 VNV Key
8 VS Key
9 FLC Key
20 CRS Knobs
3

SPD SEL Knob

UP/DN Wheel
14 ALT SEL Knob

CSC Key

CPL Key

Selects/deselects Navigation Mode
Selects/deselects Heading Select Mode
Engages/disengages the autopilot
Engages/disengages the yaw damper
Selects/deselects Altitude Hold Mode
Selects/deselects Vertical Path Tracking Mode for Vertical Navigation flight control
Selects/deselects Vertical Speed Mode
Selects/deselects Flight Level Change Mode
Adjust the Selected Course (while in VOR, LOC, or OBS Mode) in 1° increments on
the Horizontal Situation Indicator (HSI) of the corresponding PFD
Press to re-center the Course Deviation Indicator (CDI) and return course pointer
directly TO the bearing of the active waypoint/station
Adjusts the Airspeed Reference and bug in 1-kt (0.01 M) increments
Press to toggle the Airspeed Reference units from IAS to Mach
Adjusts the Vertical Speed Reference and bug in 100-fpm increments
Adjusts the Selected Altitude and bug in 100-ft increments (a finer resolution of 10
feet is available under approach conditions)
Selects/deselects Current Speed Control (if available) when Altitude Hold Mode is
active
Selects the PFD data source (pilot-side or copilot-side) for the Flight Director.

When the flight director source is switched, the modes revert to default. An arrow
in the AFCS Status Box indicates the active FD source (pilot- or copilot-side).
17 HDG SEL Knob Adjusts the Selected Heading and bug in 1° increments on the HSI (both PFDs)
APR Key
19 BANK Key
18

498

Press to synchronize the Selected Heading to the current heading on the pilot-side PFD
Selects/deselects Approach Mode
Manually selects/deselects Low Bank Mode

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1

19 18 17

Figure 7-1 GMC 715 AFCS Control Unit

The following AFCS controls are located separately from the AFCS Control Unit:
AP DISC Switch
(Autopilot
Disconnect)

Disengages the autopilot and yaw damper, and interrupts pitch trim operation

CWS Button
(Control Wheel
Steering)

While pressed, allows manual control of the aircraft while the autopilot is engaged and
synchronizes the flight director’s Command Bars with the current aircraft pitch (if not
in Glideslope or Glidepath Mode) and roll (if in Roll Hold Mode)

An AP DISC Switch is located on each control wheel.
This switch may be used to acknowledge an autopilot disconnect alert and mute
the associated aural alert.

A CWS Button is located on each control wheel.
Upon release of the CWS Button, the flight director may establish new pitch and
roll references, depending on the current vertical and lateral modes. CWS operation
details are discussed in the respective mode sections of this manual.
TO/GA Switch
(Go Around)

Disengages the autopilot, if engaged, and selects flight director Takeoff Mode (on
ground) or Go Around Mode (in air)
The TO/GA Switch is located on the throttle handle.
This switch also activates the missed approach when the selected navigation source
is GPS or when the navigation source is VOR/LOC and a valid frequency has been
tuned.

Used to command manual electric pitch trim
MEPT Switch
(Manual Electric An MEPT Switch is located on each control wheel.
Pitch Trim)
The pilot side MEPT Switch has priority over the copilot side MEPT Switch.
This composite switch is split into left and right sides. The left switch is the ARM
contact and the right switch controls the DN (forward) and UP (rearward) contacts.
Manual trim commands are generated only when both sides of the switch are operated
simultaneously. Pushing either MEPT Switch disengages the autopilot, if engaged,
but does not affect yaw damper operation.

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7.2 FLIGHT DIRECTOR OPERATION
The flight director function provides pitch and roll commands to the AFCS and displays them on the PFDs.
With the flight director active, the aircraft can be hand-flown to follow the path shown by the Command Bars.
Maximum commanded pitch (±20°) and roll (30°) angles, vertical acceleration, and roll rate are limited to values
established during AFCS certification. The flight director also provides commands to the autopilot.

ACTIVATING THE FLIGHT DIRECTOR
An initial press of a key listed in Table 7-1 activates the flight director in the listed modes.
Control Pressed

FD PFD Data
Source

Modes Selected

FD Key (pilot-side)*
FD Key (copilotside)*
AP Key
CWS Button

Pilot-side

Lateral
Roll Hold (default)

Pilot-side

Roll Hold (default)

ROL

Pitch Hold (default)

PIT

Pilot-side
Pilot-side

GA Switch

Pilot-side

ALT Key
VS Key

Pilot-side
Pilot-side

Roll Hold (default)
Roll Hold (default)
Roll Hold (default)
Roll Hold (default)
Roll Hold (default)
Roll Hold (default)

ROL
ROL
ROL
ROL
ROL
ROL

PIT
PIT
TO
GA
ALT
VS

VNV Key

Pilot-side

Roll Hold (default)

ROL

Pitch Hold (default)
Pitch Hold (default)
Takeoff (on ground)
Go Around (in air)
Altitude Hold
Vertical Speed
Vertical Path
Tracking**

NAV Key

Pilot-side

Navigation***

APR Key

Pilot-side

Approach***

HDG Key

Pilot-side

Heading Select

ROL

Vertical
Pitch Hold (default)

PIT

GPS
VOR
LOC
BC
GPS
VOR
LOC
HDG

VPTH

Pitch Hold (default)

PIT

Pitch Hold (default)

PIT

Pitch Hold (default)

PIT

*Subsequent presses of the FD Key will toggle the flight director on/off on its respective side. However,
pressing the FD Key for the inactive flight director only removes the Command Bars from the corresponding
display. The FD Keys are disabled when the autopilot is engaged.
** Valid VNV flight plan must be entered before VNV Key press activates flight director.
***The selected navigation receiver must have a valid VOR or LOC signal or active GPS course before NAV
or APR Key press activates flight director.
Table 7-1 Flight Director Activation

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AFCS STATUS BOX
Flight director mode annunciations are displayed on the PFDs when the flight director is active. Flight
director selection, autopilot, yaw damper, and Current Speed Control (if available) statuses are shown in the
center of the AFCS Status Box. Lateral flight director modes are displayed on the left and vertical on the right.
Armed modes are displayed in white and active in green or magenta (if the mode reference is provided by the
GPS navigation function).
Yaw Current
Autopilot Damper Speed
Status Control
Status

Lateral Modes

Armed

Active

Flight Director
Indicator Arrow

Vertical Modes

Active

Armed

AFCS Status Box

Selected
Altitude

Command
Bars

GPS is Selected
Navigation
Source

Figure 7-2 PFD AFCS Display

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FLIGHT DIRECTOR MODES
Flight director modes are normally selected independently for the pitch and roll axes. Unless otherwise
specified, all mode keys are alternate action (i.e., press on, press off). In the absence of specific mode selection,
the flight director reverts to the default pitch and/or roll modes(s).
Armed modes are annunciated in white and active in green or magenta (if the mode reference is provided by
the GPS navigation function) in the AFCS Status Box. Under normal operation, when the control for the active
flight director mode is pressed, the flight director reverts to the default mode(s) for the axis(es). Automatic
transition from armed to active mode is indicated by the white armed mode annunciation moving to the active
mode field and flashing for 5 seconds.
If the information required to compute a flight director mode becomes invalid or unavailable, the flight
director automatically reverts to the default mode for that axis. A flashing yellow mode annunciation indicates
loss of sensor (ADC) or navigation data (VOR, LOC, GPS, VNV, SBAS) required to compute commands. When
such a loss occurs, the system automatically begins to roll the wings level (enters Roll Hold Mode) or maintain
the pitch angle (enters Pitch Hold Mode), depending on the affected axis. The flashing annunciation stops
when the affected mode key is pressed or another mode for the axis is selected. After 5 seconds, if no action is
taken, the flashing annunciation stops and the flight director enters the default mode for the affected axis.

Figure 7-3 Loss of VOR Signal

The flight director is automatically disabled if the attitude information required to compute the default flight
director modes becomes invalid or unavailable.

FLIGHT DIRECTOR SELECTION
The Garmin AFCS flight director can be coupled to either the pilot-side or copilot-side PFD data using the
CPL Key. When the pilot-side or copilot-side data source is changed, the vertical and lateral modes revert to
default. The autopilot follows the selected flight director only, indicated by an arrow pointing toward either the
pilot or copilot side, in the center of the AFCS Status Box.
The currently active flight director may be turned off and the Command Bars removed from the displays
by pressing the active FD Key again. Pressing the FD Key for the inactive flight director only removes the
Command Bars from the corresponding display. The FD key for the selected flight director is disabled when
the autopilot is engaged.
Pilot-side Flight Director Selected

Copilot-side Flight Director Selected

Figure 7-4 Flight Director Selection Indications

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COMMAND BARS
Upon activation of the flight director, Command Bars are displayed in magenta on the PFDs as single cues or
cross pointers. The aircraft symbol (in yellow) changes to accommodate the Command Bar format; the Command
Bars do not override the aircraft symbol. The single-cue Command Bars (Figure 7-5) move together vertically to
indicate pitch commands and bank left or right to indicate roll commands. Command Bars displayed as a cross
pointer (Figure 7-6) move independently to indicate pitch (horizontal bar) and roll (vertical bar) commands.
Both PFDs show the same Command Bar format.
Command Bars

Aircraft Symbol
Figure 7-5 Single-cue Command Bars

Command Bars

Aircraft Symbol

Figure 7-6 Cross-pointer Command Bars

Changing Command Bar format:
1) Use the FMS Knob to select the AUX - System Setup Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight ‘Format Active’ in the ‘Flight Director’ box.
4) Turn the small FMS Knob to highlight the desired format.

’SNGL CUE’ to display Command Bars as a single cue (Aircraft Symbol in figure 7-5).
Or:

’X-POINTER’ to display Command Bars as a cross pointer (Aircraft Symbol in Figure 7-6).

If the attitude information being sent to the flight director becomes invalid or unavailable, the Command Bars
are removed from the display. The flight director Command Bars also disappear if the pitch exceeds +30˚/-20˚
or bank exceeds 65˚.

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7.3 VERTICAL MODES
Table 7-2 lists the AFCS vertical modes with their corresponding controls and annunciations. The mode
reference is displayed next to the active mode annunciation for Altitude Hold, Vertical Speed, and Flight Level
Change modes. The UP/DN Wheel can be used to change the vertical mode reference while operating under
Vertical Speed Mode.
Vertical Mode
Pitch Hold

Description
Control Annunciation
Holds the current aircraft pitch attitude;
may be used to climb/descend to the (default)
PIT
Selected Altitude

Selected Altitude Capture

Captures the Selected Altitude

Altitude Hold

Holds the current altitude reference

Reference Range
±20˚

ALTS

ALT Key

ALT

-1000 ft up to
+41000 ft

±4000 fpm

Maintains the current aircraft vertical
speed; may be used to climb/descend to VS Key
the Selected Altitude
Maintains the current aircraft airspeed (in
Flight Level Change
IAS or Mach) while the aircraft is climbing/ FLC Key
descending to the Selected Altitude
Captures and tracks descent legs of an VNV
Vertical Path Tracking
active vertical profile
Key
Captures the Vertical Navigation (VNV)
VNV Target Altitude Capture
**
Target Altitude
Captures and tracks the SBAS glidepath on
Glidepath
approach
APR
Key
Captures and tracks the ILS glideslope on
Glideslope
approach
Commands a constant pitch angle and
Takeoff
wings level on the ground in preparation
for takeoff
TO/GA
Disengages the autopilot and commands a Switch
Go Around
constant pitch angle and wings level while
in the air
Vertical Speed

FLC

80 – 275 kt
0.4 – 0.7 M

VPTH
ALTV
GP
GS
TO

5.5 – 11˚ ***

2 – 7.5˚ ***

* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected Altitude is to be
captured instead of the VNV Target Altitude.
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the Selected Altitude.
*** The specific reference value is based on the flap setting and the presence of icing conditions.
Table 7-2 Flight Director Vertical Modes

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PITCH HOLD MODE (PIT)
When the flight director is activated (with the FD Key) or switched, Pitch Hold Mode is selected by default.
Pitch Hold Mode is indicated as the active vertical mode by the ‘PIT’ annunciation. This mode may be used for
climb or descent to the Selected Altitude (shown above the Altimeter), since Selected Altitude Capture Mode is
automatically armed when Pitch Hold Mode is activated.
In Pitch Hold Mode, the flight director maintains a constant pitch attitude, the pitch reference. The pitch
reference is set to the aircraft pitch attitude at the moment of mode selection. If the aircraft pitch attitude
exceeds the flight director pitch command limitations, the flight director commands a pitch angle equal to the
nose-up/down limit.

CHANGING THE PITCH REFERENCE
When operating in Pitch Hold Mode, the pitch reference can be adjusted by pressing the CWS Button,
hand-flying the aircraft to establish a new pitch reference, then releasing the CWS Button.
Pitch Hold
Mode Active

Selected Altitude
Capture Mode Armed

Selected
Altitude

Command Bars Maintain
Desired Pitch Reference
Figure 7-7 Pitch Hold Mode

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SELECTED ALTITUDE CAPTURE MODE (ALTS)
Selected Altitude Capture Mode is automatically armed with activation of the following modes:
• Pitch Hold

• Takeoff/Go Around (if the Selected Altitude is at
least 400 feet above the current aircraft altitude)

• Vertical Speed

• Vertical Path Tracking (if the Selected Altitude is to
be captured instead of the VNAV Target Altitude)

• Flight Level Change

The white ‘ALTS’ annunciation indicates Selected Altitude Capture Mode is armed (see Figure 7-7 for example).
The ALT SEL Knob is used to set the Selected Altitude (shown above the Altimeter) until Selected Altitude
Capture Mode becomes active.
As the aircraft nears the Selected Altitude, the flight director automatically transitions to Selected Altitude
Capture Mode with Altitude Hold Mode armed (Figure 7-8). This automatic transition is indicated by the green
‘ALTS’ annunciation flashing for up to 5 seconds and the appearance of the white ‘ALT’ annunciation.
At 50 feet from the Selected Altitude, the flight director automatically transitions from Selected Altitude
Capture to Altitude Hold Mode and holds the Selected Altitude (when within 50 feet of the selected altitude
depending on vertical speed ALT mode may activate directly). As Altitude Hold Mode becomes active, the
white ‘ALT’ annunciation moves to the active vertical mode field and flashes green for 5 seconds to indicate the
automatic transition.

Flash Up to 5 sec, Indicating Automatic Transition

Figure 7-8 Automatic Mode Transitions During Altitude Capture

CHANGING THE SELECTED ALTITUDE
NOTE: Pressing the CWS Button while in Selected Altitude Capture Mode does not cancel the mode.

Use of the ALT SEL Knob to change the Selected Altitude while Selected Altitude Capture Mode is active
causes the flight director to revert to Pitch Hold Mode with Selected Altitude Capture Mode armed for the
new Selected Altitude.

ALTITUDE HOLD MODE (ALT)
NOTE: To serve as a visual reminder of a target airspeed, the pilot can adjust the cyan Airspeed Reference

Bug using the SPD SEL Knob when NOT in Flight Level Change Mode or Altitude Hold Mode (with CSC
engaged).

If Altitude Hold Mode is activated by pressing the ALT Key; the flight director maintains the current aircraft
altitude (to the nearest 10 feet). Altitude Hold Mode active is indicated by an ‘ALT’ annunciation in the AFCS
Status Box.

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Altitude Hold Mode is automatically armed when the flight director is in either of the following modes:
• Selected Altitude Capture (see Figure 7-7)
• VNV Target Altitude Capture (see Figure 7-17)
The transition to Altitude Hold Mode automatically occurs when the altitude error is less than 50 feet. In
this case, the Selected or VNV Target Altitude becomes the flight director’s altitude reference. The active mode
annunciation ‘ALT’ appears in magenta if the transition was made from VNV Target Altitude Capture Mode.

CHANGING THE ALTITUDE REFERENCE
NOTE: Turning the ALT SEL Knob while in Altitude Hold Mode changes the Selected Altitude, but not the

flight director’s altitude reference, and does not cancel the mode.
With the CWS Button pressed, the aircraft can be hand-flown to a new altitude reference. When the CWS
Button is released at the desired altitude, the new altitude is established as the altitude reference.

CURRENT SPEED CONTROL (IF AVAILABLE)
Current Speed Control (if available) can be engaged if the autopilot is engaged and Altitude Hold Mode (ALT)
or VNV Target Altitude Capture (ALTV) Mode is active. When the CSC Key is pressed, the Full Authority
Digital Engine Control (FADEC) varies engine thrust to maintain the desired Airspeed Reference (green Airspeed
Reference Bug), within a certain control range.
NOTE: For CSC engagement and disengagement detailed conditions, see the approved Pilot’s Operating

Handbook (POH).
Current Speed
Control Active

Altitude Hold
Mode Active

Airspeed
Reference

Selected
Altitude

Airspeed
Reference
Bug

Selected
Altitude
Bug

Command Bars Hold Pitch Attitude
to Maintain Altitude Reference
Figure 7-9 Altitude Hold Mode

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VERTICAL SPEED MODE (VS)
In Vertical Speed Mode, the flight director acquires and maintains a Vertical Speed Reference (shown above
the Vertical Speed Indicator). Current aircraft vertical speed (to the nearest 100 fpm) becomes the Vertical
Speed Reference at the moment of Vertical Speed Mode activation. This mode may be used for climb or descent
to the Selected Altitude (shown above the Altimeter) since Selected Altitude Capture Mode is automatically
armed when Vertical Speed Mode is selected.
When Vertical Speed Mode is activated by pressing the VS Key, ‘VS’ is annunciated in green in the AFCS Status
Box. The Vertical Speed Reference is displayed above the Vertical Speed Indicator. A Vertical Speed Reference
Bug corresponding to the Vertical Speed Reference is shown on the indicator.

CHANGING THE VERTICAL SPEED REFERENCE
The Vertical Speed Reference (shown above the Vertical Speed Indicator) may be changed by:
• Using the UP/DN Wheel
• Pressing the CWS Button, hand-flying the aircraft to attain a new Vertical Speed Reference, then releasing
the CWS Button
Vertical Speed
Mode Active

Selected Altitude
Capture Mode Armed

Selected
Altitude

Vertical
Speed
Reference
Vertical
Speed
Reference
Bug

Command Bars Indicate Climb to
Attain Vertical Speed Reference
Figure 7-10 Vertical Speed Hold Mode

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FLIGHT LEVEL CHANGE MODE (FLC)
NOTE: The Selected Altitude should be set before selecting Flight Level Change Mode.

Flight Level Change Mode is selected by pressing the FLC Key. This mode acquires and maintains the
Airspeed Reference (in IAS or Mach) while climbing or descending to the Selected Altitude (shown above
the Altimeter). When Flight Level Change Mode is active, the flight director continuously monitors Selected
Altitude, airspeed, Mach, and altitude.
The Airspeed Reference is set to the current airspeed upon mode activation. Flight Level Change Mode
is indicated by a green ‘FLC’ annunciation in the AFCS Status Box. The Airspeed Reference is displayed
directly above the Airspeed Indicator, along with a cyan Airspeed Reference Bug corresponding to the Airspeed
Reference along the tape.
Engine power must be adjusted to allow the autopilot to fly the aircraft at a pitch attitude corresponding
to the desired flight profile (climb or descent) while maintaining the Airspeed Reference. The flight director
maintains the current altitude until either engine power or the Airspeed Reference are adjusted and does not
allow the aircraft to climb or descend away from the Selected Altitude.
Flight Level Change
Mode Active

Selected Altitude
Capture Mode Armed

Airspeed
Reference

Airspeed
Reference
Bug

Command Bars Indicate Climb
to Attain Selected Altitude
Figure 7-11 Flight Level Change Mode (IAS)

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CHANGING THE AIRSPEED REFERENCE (FLC MODE)
The Airspeed Reference (shown above the Airspeed Indicator) may be adjusted by:
• Using the SPD SEL Knob
• Pressing the CWS Button, hand-flying the aircraft to attain a new Airspeed Reference, then releasing the
CWS Button
During climb, the Airspeed Reference units automatically change from IAS to Mach when either the altitude
or the airspeed listed in Table 7-3 are attained. For descent, the units switch back at the specified altitude
or airspeed. The system determines aircraft climb or descent by the relationship between the current and
Selected altitudes.
Airspeed Reference Units
Default Units Change To:
Climb
IAS
Mach
Descent
Mach
IAS

Unit Type Changes At:
Altitude
Airspeed
> 31,500 ft > M 0.55
< 30,500 ft < 250 kt

Table 7-3 FLC Mode Unit Changes

Airspeed Reference units can be manually toggled between IAS and Mach units by pressing the SPD SEL
Knob. When the FLC Airspeed Reference is displayed in Mach, the Airspeed Reference Bug is displayed
on the Airspeed Indicator at the IAS corresponding to the selected Mach target speed and the current Mach
number is shown below the Airspeed Indicator.
Flight Level Change
Mode Active

Selected Altitude
Capture Mode Armed

Airspeed
Reference
(Mach)

Airspeed
Reference
Bug

Command Bars Indicate Climb
to attain Selected Altitude
Figure 7-12 Flight Level Change Mode (Mach)

The Airspeed Reference Bug can be set at all times (to be used as a visual reference) except when CSC is
engaged. In CSC mode the Airspeed Reference Bug is fixed and set at the airspeed existing at the time of CSC
engagement. While the bug can be set during these modes it is only being controlled when in FLC mode,
when CSC is engaged, etc.
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VERTICAL NAVIGATION MODES (VPTH, ALTV)
NOTE: VNV is disabled when parallel track or Dead Reckoning Mode is active. Refer to the flight Management

Section for more information on VNV flight plans.
NOTE: The Selected Altitude takes precedence over any other vertical constraints.

Vertical Navigation (VNV) flight control is available for enroute/terminal cruise and descent operations when
VNV flight planning is available. Conditions for availability include, but are not limited to:
• The selected navigation source is GPS.
• A VNV flight plan (with at least one altitude-constrained waypoint) or direct-to (with vertical constraint) is
active.
• VNV is enabled (VNV ENBL Softkey pressed on the MFD).
• Crosstrack error is valid and within certain limits.
• Desired/actual track are valid or track angle error is within certain limits.
• The VNV Target Altitude of the active waypoint is no more than 250 ft above the current aircraft altitude.
• Parallel track is not active.
The flight director may be armed for VNV at any time, but no target altitudes are captured during a climb.
The Command Bars provide vertical profile guidance based on specified altitudes (entered manually or loaded
from the database) at waypoints in the active flight plan or direct-to (with vertical constraint). The appropriate
VNV flight control modes are sequenced by the flight director to follow the path defined by the vertical profile.
Upon reaching the last waypoint in the VNV flight plan, the flight director transitions to Altitude Hold Mode
and cancels any armed VNV modes.

VERTICAL PATH TRACKING MODE (VPTH)
NOTE: If another vertical mode key is pressed while Vertical Path Tracking Mode is selected, Vertical Path

Tracking Mode reverts to armed.
NOTE: Pressing the CWS Button while Vertical Path Tracking Mode is active does not cancel the mode. The

autopilot guides the aircraft back to the descent path upon release of the CWS Button.

When a vertical profile (VNV flight plan) is active and the VNV Key is pressed, Vertical Path Tracking
Mode is armed in preparation for descent path capture. ‘VPTH’ (or ‘/V’ when Glidepath or Glideslope Mode
is concurrently armed) is annunciated in white in addition to previously armed modes. If applicable, the
appropriate altitude capture mode is armed for capture of the next VNV Target Altitude (ALTV) or the Selected
Altitude (ALTS), whichever is greater.

Figure 7-13 Vertical Path Tracking Armed Annunciations

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Prior to descent path interception, the Selected Altitude must be set below the current aircraft altitude
by at least 75 feet. For the flight director to transition from Altitude Hold to Vertical Path Tracking Mode,
acknowledgment is required within five minutes of descent path interception by:
• Pressing the VNV Key
• Adjusting the Selected Altitude
If acknowledgment is not received within one minute of descent path interception, the white ‘VPTH’
annunciation starts to flash. Flashing continues until acknowledged or the descent path is intercepted. If
the descent is not confirmed by the time of interception, Vertical Path Tracking Mode remains armed and the
descent is not captured.
In conjunction with the “TOD [top of descent] within 1 minute” annunciation in the PFD Navigation Status
Box and the “Vertical track” voice message, VNV indications (VNV Target Altitude, vertical deviation, and
vertical speed required) appear on the PFDs in magenta (Figure 7-14).
Altitude Hold
Mode Active

Vertical Path Tracking
Armed (Flashing Indicates
Acknowledgment Required

VNV Target
Altitude
Selected
Altitude

Required
Vertical
Speed Bug

GPS is Selected
Navigation
Source

Terminal
Phase of
Flight
Vertical
Deviation
Indicator
Figure 7-14 Vertical Path Capture

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When a descent leg is captured (Figure 7-15), Vertical Path Tracking becomes active (magenta ‘VPTH’
annunciation shown) and tracks the descent profile. An altitude capture mode (‘ALTS’ or ‘ALTV’) is armed
as appropriate.
Vertical Path
Tracking Active

VNV Target Altitude
Capture Armed

VNV Target
Altitude

GPS is Selected
Navigation
Source

Terminal
Phase of
Flight

Command Bars Indicate Descent to
Maintain Required Vertical Speed

Required
Vertical
Speed Bug

Vertical Deviation
Indicator (VDI)

Figure 7-15 Vertical Path Tracking Mode

If the altimeter barometric setting is adjusted while Vertical Path Tracking is active, the flight director
increases/decreases the descent rate by up to 500 fpm to re-establish the aircraft on the descent path (without
commanding a climb). Adjusting the altimeter barometric setting creates discontinuities in VNV vertical
deviation, moving the descent path. For large adjustments, it may take several minutes for the aircraft to reestablish on the descent path. If the change is made while nearing a waypoint with a VNV Target Altitude,
the aircraft may not re-establish on the descent path in time to meet the vertical constraint.

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Automatic Reversion to Pitch Hold Mode
Several situations can occur while Vertical Path Tracking Mode is active which cause the flight director to
revert to Pitch Hold Mode:
• Vertical deviation exceeds 200 feet during an overspeed condition.
• Vertical deviation experiences a discontinuity (not due to an altimeter barometric setting adjustment) that
both exceeds 200 feet in magnitude and results in the vertical deviation exceeding 200 feet in magnitude.
Such discontinuities are usually caused by flight plan changes that affect the vertical profile.
• Vertical deviation becomes invalid (the Vertical Deviation Indicator is removed from the PFD).
• A display enters Reversionary Mode (this does not apply to an active direct-to with vertical constraint).
Unless VNV is disabled, Vertical Path Tracking Mode and the appropriate altitude capture mode become
armed following the reversion to Pitch Hold Mode to allow for possible profile recapture.

Non-Path Descents
Pitch Hold, Vertical Speed, and Flight Level Change modes can also be used to fly non-path descents
while VNV flight control is selected. If the VS or FLC Key is pressed while Vertical Path Tracking Mode is
selected, Vertical Path Tracking Mode reverts to armed along with the appropriate altitude capture mode to
allow profile re-capture.

Figure 7-16 Flight Level Change VNV Non-Path Descent

To prevent immediate profile re-capture, the following must be satisfied:
• At least 10 seconds have passed since the non-path transition was initiated
• Vertical deviation from the profile has exceeded 250 feet, but is now less than 200 feet
Pressing the VNV Key twice re-arms Vertical Path Tracking for immediate profile re-capture.

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VNV TARGET ALTITUDE CAPTURE MODE (ALTV)
VNV Target Altitude Capture is analogous to Selected Altitude Capture Mode and is armed automatically
after the VNV Key is pressed and the next VNV Target Altitude is to be intercepted before the Selected Altitude.
The annunciation ‘ALTV’ indicates that the VNV Target Altitude is to be captured. VNV Target Altitudes are
shown in the active flight plan or direct-to (with vertical constraint), and can be entered manually or loaded
from a database (see the Flight Management Section for details). At the same time as “TOD within 1 minute”
is annunciated in the Navigation Status Box, the active VNV Target Altitude is displayed above the Vertical
Speed Indicator (see Figure 7-14).
As the aircraft nears the VNV Target Altitude, the flight director automatically transitions to VNV Target
Altitude Capture Mode with Altitude Hold Mode armed. This automatic transition is indicated by the magenta
‘ALTV’ annunciation flashing for up to 5 seconds and the appearance of the white ‘ALT’ annunciation. The
active VNV Target Altitude is shown in magenta above the Vertical Speed Indicator.
At 50 feet from the VNV Target Altitude, the flight director automatically transitions from VNV Target
Altitude Capture to Altitude Hold Mode and tracks the level leg. As Altitude Hold Mode becomes active, the
white ‘ALT’ annunciation moves to the active vertical mode field and flashes magenta for 5 seconds to indicate
the automatic transition. The flight director automatically arms Vertical Path Tracking, allowing upcoming
descent legs to be captured and subsequently tracked.

Flash Up to 5 sec, Indicating Automatic Transition

Figure 7-17 VNV Altitude Capture

Changing the VNV Target Altitude
NOTE: Pressing the CWS Button while in VNV Target Altitude Capture Mode does not cancel the mode.

Changing the current VNV Target Altitude while VNV Target Altitude Capture Mode is active causes the
flight director to revert to Pitch Hold Mode. Vertical Path Tracking and the appropriate altitude capture
mode are armed in preparation to capture the new VNV Target Altitude or the Selected Altitude, depending
on which altitude is to be intercepted first.
VNV target altitudes can be changed while editing the active flight plan (see the Flight Management
Section for details).

Current Speed Control (if available)
Current Speed Control (if available) can be engaged if the the autopilot is engaged and Altitude Hold Mode
(ALT) or VNV Target Altitude Capture (ALTV) Mode is active. When the CSC Key is pressed, the Full Authority
Digital Engine Control (FADEC) varies engine thrust to maintain the desired Airspeed Reference (green Airspeed
Reference Bug), within a certain control range.
NOTE: For CSC engagement and disengagement detailed conditions, see the approved Pilot’s Operating

Handbook (POH).
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GLIDEPATH MODE (GP) (SBAS ONLY)
NOTE: Pressing the CWS Button while Glidepath Mode is active does not cancel the mode. The autopilot

guides the aircraft back to the glidepath upon release of the CWS Button.

Glidepath Mode is used to track the SBAS-based glidepath. When Glidepath Mode is armed, ‘GP’ is
annunciated in white in the AFCS Status Box.
Selecting Glidepath Mode:
1) Ensure a GPS approach is loaded into the active flight plan. The active waypoint must be part of the flight plan
(cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.
NOTE: Some RNAV (GPS) approaches provide a vertical descent angle as an aid in flying a stabilized

approach. These approaches are NOT considered Approaches with Vertical Guidance (APV). Approaches
that are annunciated on the HSI as LNAV or LNAV+V are considered Nonprecision Approaches (NPA) and
are flown to an MDA even though vertical glidepath (GP) information may be provided.
WARNING: When flying an LNAV approach (with vertical descent angle) with the autopilot coupled, the

aircraft will not level off at the MDA even if the MDA is set in the altitude preselect.
Upon reaching the glidepath, the flight director transitions to Glidepath Mode and begins to capture and
track the glidepath.
Figure 7-18 Glidepath Mode Armed

Once the following conditions have been met, the glidepath can be captured (magenta ‘GP’ annunciation):
• A GPS approach with vertical guidance (LPV, LNAV/VNAV, LNAV+V) is loaded into the active flight plan
• The active waypoint is at or after the final approach fix (FAF)
• Vertical deviation is valid
• The CDI is at less than full scale deviation
• Automatic sequencing of waypoints has not been suspended (no ‘SUSP’ annunciation on the HSI)

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GPS Approach
Mode Active

GPS is Selected
Navigation
Source

LPV Approach
Active

Glidepath
Mode Active

Command Bars Indicate
Descent on Glidepath
Figure 7-19 Glidepath Mode

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GLIDESLOPE MODE (GS)
NOTE: Pressing the CWS Button while Glideslope Mode is active does not cancel the mode. The autopilot

guides the aircraft back to the glideslope upon release of the CWS Button.

Glideslope Mode is available for LOC/ILS approaches to capture and track the glideslope. When Glideslope
Mode is armed, LOC Approach Mode is armed as the lateral flight director mode.
Selecting Glideslope Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.
Or:
1) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
2) Ensure a LOC/ILS approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APR Key.
Figure 7-20 Glideslope Mode Armed

Once LOC is the navigation source, the localizer and glideslope can be captured. Upon reaching the glideslope,
the flight director transitions to Glideslope Mode and begins to capture and track the glideslope.
Active ILS
Frequency Tuned

NAV2 (localizer) is Selected
Navigation Source

Approach
Mode Active

Glideslope
Mode Active

Command Bars Indicate Descent
on Localizer/Glideslope Path
Figure 7-21 Glideslope Mode

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Indicator

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TAKEOFF (TO) AND GO AROUND (GA) MODES
In Go Around and Takeoff modes, the flight director commands a constant set pitch attitude. The TO/GA
Switch is used to select both modes. The mode entered by the flight director depends on whether the aircraft
is on the ground. Selected Altitude Capture Mode is automatically armed when the aircraft is at least 400 feet
below the Selected Altitude at the time Takeoff or Go Around Mode is selected. When Takeoff or Go Around
mode is activated, the lateral mode is annunciated as ‘ROL’.
Takeoff Mode provides an attitude reference during rotation and takeoff. This mode can be selected only
while on the ground by pushing the TO/GA Switch. The flight director Command Bars assume a wings-level,
pitch-up attitude. Autopilot engagement while Takeoff Mode is active is inhibited while the aircraft is on the
ground.
Pressing the TO/GA Switch while in the air activates the flight director in a wings-level, pitch-up attitude,
allowing the execution of a missed approach or a go around. Selecting Go Around Mode disengages the
autopilot; however, subsequent autopilot engagement is allowed. Attempts to modify the aircraft attitude (i.e.,
with the CWS Button) result in reversion to Pitch Hold Mode.
Autopilot Disconnect
Annunciation Flashes
Red 5 sec

Go Around
Mode Active

Command Bars Indicate Climb
Takeoff
Mode Active

Figure 7-22 Takeoff and Go Around Modes

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7.4 LATERAL MODES
The following table relates each Garmin AFCS lateral mode to its respective control and annunciation. Refer to
the vertical modes section for information regarding Takeoff and Go Around mode.
NOTE: The Garmin AFCS may generate a lower bank angle than the maximum roll command limit in degrees

indicated in Table 7-4 by the amount needed to produce a turn rate equal to or less than standard rate.
Lateral Mode

Description

Control Annunciation

Holds the current aircraft roll
attitude or rolls the wings level,
(default)
depending on the commanded
bank angle
Limits the maximum commanded BANK
roll angle
Key
Captures and tracks the Selected
HDG Key
Heading

Roll Hold

Maximum Roll
Command Limit

ROL

30˚

15˚

HDG

30˚

Navigation, GPS **

GPS

Navigation, VOR Enroute Capture/Track ** Captures and tracks the selected
navigation source (GPS, VOR,
LOC)
Navigation, LOC Capture/Track

VOR

30˚
25˚ Capture
10˚ Track
25˚ Capture
10˚ Track
25˚ Capture
10˚ Track
30˚
25˚ Capture
10˚ Track
25˚ Capture
10˚ Track

Low Bank
Heading Select **

NAV Key

(No Glideslope)
Navigation, Backcourse Arm/Capture/Track

Captures and tracks a localizer
signal for backcourse approaches

LOC
BC

Approach, GPS

GPS

Approach, VOR Capture/Track
Approach, LOC Capture/Track
(Glideslope Mode automatically armed)

Captures and tracks the selected
navigation source (GPS, VOR,
LOC)

APR Key

VAPP
LOC

* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll
Scale of the Attitude Indicator.
** The Heading, Navigation GPS and Navigation VOR mode maximum roll command limit will be limited to the Low Bank
mode value if it is engaged.
Table 7-4 Flight Director Lateral Modes

The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or Approach
Mode. The autopilot guides the aircraft back to the Selected Heading/Course upon release of the CWS Button.

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ROLL HOLD MODE (ROL)
NOTE: If Roll Hold Mode is activated as a result of a mode reversion, the flight director rolls wings level.

When the flight director is activated or switched, Roll Hold Mode is selected by default. This mode is
annunciated as ‘ROL’ in the AFCS Status Box. The current aircraft bank angle is held, subject to the bank angle
condition.

Figure 7-23 Roll Hold Mode Annunciation

Bank Angle
< 6°
6 to 30°
> 30°

Flight Director Response
Rolls wings level
Maintains current aircraft roll attitude
Limits bank to 30°

Table 7-5 Roll Hold Mode Responses

CHANGING THE ROLL REFERENCE
The roll reference can be changed by pressing the CWS Button, establishing the desired bank angle, then
releasing the CWS Button.

LOW BANK MODE
When in Low Bank Mode, the flight director limits the maximum commanded roll angle to 15°. Low bank
arc limits are displayed in green along the Roll Scale. Low Bank Mode can be manually selected/deselected by
pressing the BANK Key while in Heading Select or Navigation Modes (GPS and VOR).
Low Bank Arc

Figure 7-24 Low Bank Mode Limits

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HEADING SELECT MODE (HDG)
Heading Select Mode is activated by pressing the HDG Key. Heading Select Mode acquires and maintains the
Selected Heading. The Selected Heading is shown by a light blue bug on the HSI and in the box to the upper
left of the HSI.

CHANGING THE SELECTED HEADING
NOTE: Pressing the HDG SEL Knob synchronizes the Selected Heading to the current heading.

The Selected Heading is adjusted using the HDG SEL Knob. Pressing the CWS Button and hand-flying the
aircraft does not change the Selected Heading. The autopilot guides the aircraft back to the Selected Heading
upon release of the CWS Button.
Turns are commanded in the same direction as Selected Heading Bug movement, even if the bug is turned
more than 180° from the present heading (e.g., a 270° turn to the right). However, Selected Heading changes
of more than 330° at a time result in turn reversals.
Heading Select
Mode Active

Selected
Heading

Selected
Heading
Bug

Command Bars Track
Selected Heading

Figure 7-25 Heading Select Mode

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NAVIGATION MODES (GPS, VOR, LOC, BC)
NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active GPS course for the

flight director to enter Navigation Mode.
Pressing the NAV Key selects Navigation Mode. Navigation Mode acquires and tracks the selected navigation
source (GPS, VOR, LOC). The flight director follows GPS roll steering commands when GPS is the selected
navigation source. When the navigation source is VOR or LOC, the flight director creates roll steering commands
from the Selected Course and deviation. Navigation Mode can also be used to fly non-precision GPS and LOC
approaches where vertical guidance is not required.
Backcourse Mode captures and tracks a localizer signal in the backcourse direction. The mode may be selected
by pressing the NAV Key. When making a backcourse approach, set the Selected Course to the localizer front
course. The flight director creates roll steering commands from the Selected Course and deviation.
If the Course Deviation Indicator (CDI) shows greater than one dot when the NAV Key is pressed, the selected
mode is armed. If the CDI is less than one dot, Navigation Mode is automatically captured when the NAV Key
is pressed. The armed annunciation appears in white to the left of the active lateral mode.

Figure 7-26 GPS Navigation Mode Armed

When the CDI has automatically switched from GPS to LOC during a LOC/ILS approach, GPS Navigation
Mode remains active, providing GPS steering guidance until the localizer signal is captured. LOC Navigation
Mode is armed automatically when the navigation source switch takes place if the APR Key is not pressed prior
to the automatic source switch.
If Navigation Mode is active and either of the following occur, the flight director reverts to Roll Hold Mode
(wings rolled level):
• Different VOR tuned while in VOR Navigation Mode (VOR Navigation Mode reverts to armed)
• Navigation source manually switched (with the CDI Softkey)
• During a LOC/ILS approach, the FAF crossed while in GPS Navigation Mode after the automatic navigation
source switch from GPS to LOC

CHANGING THE SELECTED COURSE
If the navigation source is VOR or localizer or OBS Mode has been enabled when using GPS, the Selected
Course is controlled using the CRS Knob corresponding to the selected flight director (CRS1 for the pilot
side, CRS2 for the copilot side).
Pressing the CWS Button and hand-flying the aircraft does not change the Selected Course while in
Navigation Mode. The autopilot guides the aircraft back to the Selected Course (or GPS flight plan) when the
CWS Button is released.

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GPS Navigation
Mode Active

GPS is Selected
Navigation Source

Command Bars Indicate Left
Turn to Track GPS Course
Figure 7-27 Navigation Mode

Backcourse
Mode Active

LOC2 is Selected
Navigation Source

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Figure 7-28 Backcourse Mode

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APPROACH MODES (GPS, VAPP, LOC)
NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active GPS course for the

flight director to enter Approach Mode.
Approach Mode is activated when the APR Key is pressed. Approach Mode acquires and tracks the selected
navigation source (GPS, VOR, or LOC), depending on loaded approach. This mode uses the selected navigation
receiver deviation and desired course inputs to fly the approach. Pressing the APR Key when the CDI is greater
than one dot arms the selected approach mode (annunciated in white to the left of the active lateral mode). If
the CDI is less than one dot, the LOC is automatically captured when the APR Key is pressed.
VOR Approach Mode (VAPP) provides greater sensitivity for signal tracking than VOR Navigation Mode.
Selecting VOR Approach Mode:
1) Ensure a valid VOR frequency is tuned.
2) Ensure that VOR is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.

When GPS Approach Mode is armed, Glidepath Mode is also armed.
Selecting GPS Approach Mode:
1) Ensure a GPS approach is loaded into the active flight plan. The active waypoint must be part of the flight plan
(cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.

Figure 7-29 GPS Approach Mode Armed

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LOC Approach Mode allows the autopilot to fly a LOC/ILS approach with a glideslope. When LOC Approach
Mode is armed, Glideslope Mode is also armed automatically. LOC captures are inhibited if the difference
between aircraft heading and localizer course exceeds 105°.
Selecting LOC Approach Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.
Or:
1) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
2) Ensure a LOC/ILS approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APR Key.

If the following occurs, the flight director reverts to Roll Hold Mode (wings rolled level):
• Vectors-to-Final is activated
• Navigation source is manually switched
• During a LOC/ILS approach, GPS Navigation Mode is active and the FAF is crossed after the automatic
navigation source switch from GPS to LOC

CHANGING THE SELECTED COURSE
If the navigation source is VOR or localizer or OBS Mode has been enabled when using GPS, the Selected
Course is controlled using the CRS Knob corresponding to the selected flight director (CRS1 for the pilot
side, CRS2 for the copilot side).
Pressing the CWS Button and hand-flying the aircraft does not change the Selected Course while in
Approach Mode. The autopilot guides the aircraft back to the Selected Course (or GPS flight plan) when the
CWS Button is released.

INTERCEPTING AND FLYING A DME ARC
The AFCS will intercept and track a DME arc that is part of the active flight plan provided that GPS
Navigation Mode is engaged, GPS is the active navigation source on the CDI, and the DME arc segment is
the active flight plan leg. It is important to note that automatic navigation of DME arcs is based on GPS.
Thus, even if the APR key is pressed and LOC or VOR Approach Mode is armed prior to reaching the Initial
Approach Fix (IAF), Approach Mode will not activate until the arc segment is completed.
If the pilot decides to intercept the arc at a location other than the published IAF (i.e. ATC provides vectors
to intercept the arc) and subsequently selects Heading Mode or Roll Mode, the AFCS will not automatically
intercept or track the arc unless the pilot activates the arc leg of the flight plan and arms GPS Navigation
Mode. The AFCS will not intercept and fly a DME arc before reaching an IAF that defines the beginning of the
arc segment. Likewise, if at any point while established on the DME arc the pilot deselects GPS Navigation
Mode, the AFCS will no longer track the arc.
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7.5 AUTOPILOT AND YAW DAMPER OPERATION
NOTE: Refer to the Airplane Flight Manual (AFM) for specific instructions regarding emergency procedures.

The autopilot and yaw damper operate the flight control surface servos to provide automatic flight control. The
autopilot controls the aircraft pitch and roll attitudes following commands received from the flight director. Pitch
autotrim provides trim commands to the pitch trim actuator to relieve any sustained effort required by the pitch
servo.
The yaw damper reduces Dutch roll tendencies and coordinates turns. It can operate independently of the
autopilot and may be used during normal hand-flight maneuvers. Yaw rate commands are limited by the yaw
damper.

FLIGHT CONTROL
Pitch and roll commands are provided to the servos based on the active flight director modes. Yaw damping
is provided by the yaw servo. Servo motor control limits the maximum servo speed and torque. The servo
gearboxes are equipped with slip-clutches that allow the servos to be overridden in case of an emergency (i.e.,
a failure event when the servo motor and slip clutch remain abnormally engaged).

PITCH AXIS AND TRIM
The autopilot pitch axis uses pitch rate to stabilize the aircraft pitch attitude during upsets and flight
director maneuvers. Flight director pitch commands are rate- and attitude-limited, combined with pitch
damper control, and sent to the pitch servo motor.
When the autopilot is engaged, the automatic pitch trim (APT) function commands the pitch trim actuator
to reduce the average pitch servo effort.
Manual electric pitch trim (MEPT) functionality is available at any time via the pilot and copilot MEPT
Switches. Manual trim commands are generated only when both halves of the MEPT Switch are operated
simultaneously. Operating the MEPT Switches when the autopilot is engaged will cause the autopilot to
disconnect. Trim speeds are scheduled with airspeed to provide more consistent response.

ROLL AXIS
The autopilot roll axis uses roll rate to stabilize aircraft roll attitude during upsets and flight director
maneuvers. The flight director roll commands are rate- and attitude-limited, combined with roll damper
control, and sent to the roll servo motor.

YAW AXIS
The yaw damper uses yaw rate and roll attitude to dampen the aircraft’s natural Dutch roll response.
It also uses lateral acceleration to coordinate turns. Yaw damper operation is independent of autopilot
engagement.

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ENGAGING THE AUTOPILOT AND YAW DAMPER
NOTE: Autopilot engagement/disengagement is not equivalent to servo engagement/disengagement. Use

the CWS Button to disengage the pitch and roll servos while the autopilot remains active.

When the AP Key is pressed, the autopilot, yaw damper, and flight director (if not already active) are activated.
The flight director engages in Pitch and Roll Hold Modes when initially activated. When the YD Key is pressed,
the system engages the yaw damper independently of the autopilot. Autopilot and yaw damper status are
displayed in the center of the AFCS Status Box. Engagement is indicated by green ‘AP’ and ‘YD’ annunciations,
respectively.
Autopilot
Engaged

Yaw Damper
Engaged

Figure 7-30 Autopilot and Yaw Damper Engaged

CONTROL WHEEL STEERING
During autopilot operation, the aircraft may be hand-flown without disengaging the autopilot. Pressing and
holding the CWS Button disengages the pitch and roll servos from the flight control surfaces and allows the
aircraft to be hand-flown. At the same time, the flight director is synchronized to the aircraft attitude during the
maneuver. Pitch trim operation is interrupted during CWS activity; yaw damper engagement is unaffected.
The ‘AP’ annunciation is temporarily replaced by ‘CWS’ in white for the duration of CWS maneuvers.
Control Wheel Steering

Figure 7-31 CWS Annunciation

In most scenarios, releasing the CWS Button re-engages the autopilot with a new reference. Refer to flight
director mode descriptions for specific CWS behavior in each mode.

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DISENGAGING THE AUTOPILOT AND YAW DAMPER
NOTE: Pressing the AP Key does not disengage the yaw damper.

Manual autopilot disengagement is indicated by a five-second flashing red ‘AP’ annunciation and an autopilot
disconnect aural alert, “Autopilot”. The autopilot is manually disengaged by pushing the AP Key on the AFCS
Control Unit, the TO/GA Switch, or the AP DISC Switch (also disengages the yaw damper, if engaged). Pressing
the YD Key disengages the yaw damper independently of the autopilot. The ‘YD’ annunciation is removed upon
disengagement.
After manual disengagement, the autopilot disconnect aural alert and flashing ‘AP’ annunciation may be
cancelled by pushing the AP DISC Switch.

Figure 7-32 Manual Autopilot Disengagement

Automatic autopilot disengagement is indicated by a flashing red and white ‘AP’ annunciation and the autopilot
disconnect aural alert, which continue until acknowledged by pushing the AP DISC Switch. Automatic
autopilot disengagement occurs due to:
• System failure
• Invalid sensor data

• Inability to compute default flight director modes
(FD also disengages automatically)

• Stall warning (YD also disengages)

• Backup pitch trim channel selection
• Pushing the MEPT switches

Automatic yaw damper disengagement is indicated by a five-second flashing yellow ‘YD’ annunciation. The
yaw damper automatically disengages when autopilot disengagement is caused by failure in a parameter also
affecting the yaw damper. This means the yaw damper can remain operational in some cases where the autopilot
automatically disengages. A localized failure in the yaw damper system or invalid sensor data also cause yaw
damper disengagement.

Figure 7-33 Automatic Autopilot and
Yaw Damper Disengagement

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7.6 EXAMPLE FLIGHT PLAN
NOTE: The following example flight plan and diagrams (not to be used for navigation) in this section are

for instructional purposes only and should be considered not current. Numbered portions of accompanying
diagrams correspond to numbered procedure steps.
This scenario-based set of procedures (based on the example flight plan found in the Flight Management
Section) shows various Garmin AFCS modes used during a flight. In this scenario, the aircraft departs Charles B.
Wheeler Downtown Airport (KMKC), enroute to Colorado Springs Airport (KCOS). After departure, the aircraft
climbs to 12,000 ft and airway V4 is intercepted, following ATC vectors.
Airway V4 is flown to Salina VOR (SLN) using VOR navigation, then airway V244 is flown using a GPS flight
plan. The ILS approach for runway 35L and LPV (WAAS) approach for runway 35R are shown and a missed
approach is executed.

30
27

Lamar
VOR
(LAA)

Topeka
VOR
(TOP)

Hays
VOR
(HYS)

V 244

Salina
VOR
(SLN)

V 244

KCOS

KMKC

Figure 7-34 Flight Plan Overview

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DEPARTURE
Climbing to the Selected Altitude and flying an assigned heading:
1) Before takeoff:
a) Use the ALT SEL Knob to set the Selected Altitude to 12,000 feet.
b) Push the TO/GA Switch to activate Takeoff Mode. The flight director Command Bars establish a pitch up
attitude to follow.

c) Press the AP Key to engage the autopilot in a climb, holding the pitch angle commanded in Takeoff Mode and
wings level.

2) In this example, Vertical Speed Mode is used to capture the Selected Altitude (Pitch Hold, Vertical Speed, or
Flight Level Change Mode may be used).
a) Press the VS Key to activate Vertical Speed and Roll Hold modes and arm Selected Altitude Capture Mode.

The Vertical Speed Reference may be adjusted after Vertical Speed Mode is selected using the UP/DN Wheel or
pushing the CWS Button while hand-flying the aircraft to establish a new Vertical Speed Reference.

3) Use the HDG SEL Knob to set the Selected Heading, complying with ATC vectors to intercept Airway V4.

Press the HDG Key to activate Heading Select Mode while the autopilot is engaged in the climb. The autopilot
follows the Selected Heading Bug on the HSI and turns the aircraft to the desired heading.

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4) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 5 seconds.

At 50 feet from the Selected Altitude, the green ‘ALT’ annunciation flashes for up to 5 seconds; the autopilot
transitions to Altitude Hold Mode and levels the aircraft.

TO M
o

Selected Altitude of 12,000 MSL
ALT Mode

4
KMKC

Mod

ode

M
TO

Figure 7-35 Departure

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INTERCEPTING A VOR RADIAL
During climb-out, the autopilot continues to fly the aircraft in Heading Select Mode. Airway V4 to Salina
VOR (SLN) should now be intercepted. Since the enroute flight plan waypoints correspond to VORs, flight
director Navigation Mode using either VOR or GPS as the navigation source may be used. In this scenario, VOR
Navigation Mode is used for navigation to the first VOR waypoint in the flight plan.
Intercepting a VOR radial:
1) Arm VOR Navigation Mode:
a) Tune the VOR frequency.
b) Press the CDI Softkey to set the navigation source to VOR.
c) Use the CRS1 or CRS2 Knob to set the Selected Course to the desired value, 255°. Note that at this point, the
flight director is still in Heading Select Mode and the autopilot continues to fly the Selected Heading, 290°.
d) Press the NAV Key. This arms VOR Navigation Mode and the white ‘VOR’ annunciation appears to the left of
the active lateral mode.

2) As the aircraft nears the Selected Course, the flight director transitions from Heading Select to VOR Navigation
Mode and the ‘VOR’ annunciation flashes green. The autopilot begins turning to intercept the Selected
Course.

3) The autopilot continues the turn until the aircraft is established on the Selected Course.
0

Hd
29 g
0o

3
9

255

Salina
VOR
(SLN)

VO
R

NA
V

2
HD

VO
R

21
18

Figure 7-36 Intercepting a VOR Radial

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FLYING A FLIGHT PLAN/GPS COURSE
NOTE: Changing the navigation source cancels the Navigation Mode and causes the flight director to revert

back to Roll Hold Mode (wings rolled level).
As the aircraft closes on Salina VOR, GPS is used to navigate the next leg, airway V244. The aircraft is
currently tracking inbound on Airway V4.
Flying a GPS flight plan:
1) Transition from VOR to GPS Navigation Mode:
a) Press the CDI Softkey until GPS is the selected navigation source.
b) Press the NAV Key to activate GPS Navigation Mode. The autopilot steers the aircraft toward the active flight
plan leg.

2) Following the flight plan, the autopilot continues to steer the aircraft under GPS guidance. Note that in GPS
Navigation Mode, course changes defined by the flight plan are automatically made without pilot action
required.
0

075

e
V Mod
PS NA

Hays
VOR
(HYS)

Salina
VOR
(SLN)

V 244

076

Mode

260

AV
VOR N

Figure 7-37 Transition to GPS Flight Plan

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DESCENT
While flying the arrival procedure, the aircraft is cleared for descent in preparation for the approach to KCOS.
Three methods are presented for descent:
• Flight Level Change descent – Flight Level Change Mode can be used to descend to the Selected Altitude at a
constant airspeed. This descent method does not account for flight plan waypoint altitude constraints.
• Vertical Path Tracking descent – Vertical Path Tracking Mode is used to follow the vertical descent path
defined in the GPS flight plan. Altitude constraints correspond to waypoints in the flight plan. Before VNV
flight control can provide vertical profile guidance, a VNV flight plan must be entered and enabled.
• Non-path descent in a VNV scenario – A VNV flight plan is entered and enabled however, Pitch Hold, Vertical
Speed, or Flight Level Change Mode can be used to descend to the VNV Target Altitude prior to reaching the
planned TOD. Flight Level Change Mode is used in the example.
Flight Level Change descent:
1) Select Flight Level Change Mode:
a) Using the ALT SEL Knob, set the Selected Altitude to 10,000 feet.
b) Press the FLC Key to activate Flight Level Change Mode. The annunciation ‘FLC’ appears in the AFCS Status Box
and the Airspeed Reference (above the Airspeed Indicator) defaults to the current aircraft airspeed. Selected
Altitude Capture Mode is armed automatically.

c) If desired press the SPD SEL Knob to change the Airspeed Reference units to Mach.
2) Use the SPD SEL Knob or push the CWS Button while hand-flying the aircraft to adjust the commanded
airspeed while maintaining the same power, or reduce power to allow descent in Flight Level Change Mode
while the autopilot maintains the current airspeed.
3) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 5 seconds.

The green ‘ALT’ annunciation flashes for up to 5 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft.

Cruise Altitude of 12,000 MSL
ALT Mode

2
FLC

Mod

3
Selected Altitude of 10,000 MSL
ALT Mode

Figure 7-38 FLC Descent

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Vertical Path Tracking descent to VNV Target Altitude:
1) Select VNV flight control:
a) Press the VNV Key to arm Vertical Path Tracking Mode. The white annunciation ‘VPTH’ appears.

b) Using the ALT SEL Knob, set the Selected Altitude below the flight plan’s VNV Target Altitude of 10,000 feet.

If the Selected Altitude is not at least 75 ft below the VNV Target Altitude, the flight director commands descent
to the Selected Altitude rather than the VNV Target Altitude once Vertical Path Tracking Mode becomes active
(ALTS is armed rather than ALTV).
c) If Vertical Path Tracking Mode is armed more than 5 minutes prior to descent path capture, acknowledgment is
required for the flight director to transition from Altitude Hold to Vertical Path Tracking Mode. To proceed with
descent path capture if the white ‘VPTH’ annunciation begins flashing, do one of the following

• Press the VNV Key

• Turn the ALT SEL Knob to adjust the Selected Altitude

If the descent is not confirmed by the time of interception, Vertical Path Tracking Mode remains armed and the
descent is not captured.
2) When the top of descent (TOD) is reached, the flight director transitions to Vertical Path Tracking Mode and
begins the descent to the VNV Target Altitude. Intention to capture the VNV Target Altitude is indicated by the
white ‘ALTV’ annunciation.

3) As the aircraft nears the VNV Target Altitude, the flight director transitions to VNV Target Altitude Capture Mode,
indicated by the magenta ‘ALTV’ annunciation flashing for up to 5 seconds.

The magenta ‘ALT’ annunciation flashes for up to 5 seconds upon reaching 50 feet from the VNV Target Altitude;
the autopilot transitions to Altitude Hold Mode and levels the aircraft at the vertical waypoint.

ALT Mode

TOD

Cruise Altitude of 12,000 MSL

2
VPT

ode

3
BOD

VNAV Target Altitude of 10,000 MSL

ALT Mode

Selected Altitude (set below VNAV Target Altitude)
Along-track Offset, 3 nm before OPSHN
3 nm

Figure 7-39 VPTH Descent

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Non-path descent using Flight Level Change Mode:
1) Using Flight Level Change Mode, command a non-path descent to an intermediate altitude above the next VNV
flight plan altitude:
a) Using the ALT SEL Knob, set the Selected Altitude below the current aircraft altitude to an altitude (in this case,
9,400 feet) at which to level off between VNV flight plan altitudes.
b) Press the FLC Key before the planned TOD during an altitude hold while VPTH is armed. The Airspeed Reference
defaults to the current aircraft airspeed. Vertical Path Tracking and Selected Altitude Capture Mode are armed
automatically.

2) Reduce power to allow descent in Flight Level Change Mode. The autopilot maintains the Airspeed Reference.
3) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 5 seconds.

The green ‘ALT’ annunciation flashes for up to 5 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft. After leveling off reset Selected Altitude at
or below 9,000 ft.

4) When the next TOD is reached, Vertical Path Tracking becomes active (may require acknowledgment to allow
descent path capture).

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5) As the aircraft nears the VNV Target Altitude, the flight director transitions to VNV Target Altitude Capture Mode,
indicated by the magenta ‘ALTV’ annunciation flashing for up to 5 seconds.

e
Planned
TOD

BOD

ALT Mode

Pla

Selected Altitude of 9,400 MSL

VNAV Target Altitude of 10,000 MSL

sce

Pa
th

ALT Mode

TOD

VNAV Target Altitude of 9,000 MSL

BOD

ALT Mode

Selected Altitude

3 nm

OPSHN

HABUK

Figure 7-40 Non-path Descent

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APPROACH
NOTE: If an approach contains a DME arc, the arc must be flown in Navigation Mode with the Garmin AFCS.

When receiving vectors from ATC, Navigation Mode must be selected prior to intercepting the ARC.
Flying an ILS approach:
1) Transition from GPS Navigation Mode to Heading Select Mode.
a) Select the Runway 35L ILS approach for KCOS and select ‘VECTORS’ for the transition. Load and activate the
approach into the flight plan.
b) Use the HDG SEL Knob to set the Selected Heading after getting vectors from ATC.
c) Press the HDG Key. The autopilot turns the aircraft to the desired heading.
d) Use Heading Select Mode to comply with ATC vectors as requested.

2) Arm LOC Approach and Glideslope modes.
a) Ensure the appropriate localizer frequency is tuned.
b) Press the APR Key when cleared for approach to arm Approach and Glideslope modes. ‘LOC’ and ‘GS’ appear
in white as armed mode annunciations.

c) The navigation source automatically switches to LOC. After this switch occurs, the localizer signal can be captured
and the flight director determines when to begin the turn to intercept the final approach course. The flight
director now provides guidance to the missed approach point.

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3) There are two options available at this point, as the autopilot flies the ILS approach:
• Push the AP DISC Switch at the decision height and land the aircraft.
• Use the TO/GA Switch to execute a missed approach.

KCOS

LOC APR/
GS Mode

3
PETEY

HD
e

PYNON

1
GPS NAV Mode

Figure 7-41 ILS Approach to KCOS

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Flying a RNAV GPS approach with vertical guidance:
1) Arm flight director modes for a RNAV GPS approach with vertical guidance:
a) Make sure the navigation source is set to GPS (use CDI Softkey to change navigation source).
b) Select the Runway 35R LPV approach for KCOS. Load and activate approach into the flight plan.
2) Press the APR Key once clearance for approach has been received. GPS Approach Mode is activated and
Glidepath Mode is armed.

3) Once the glidepath is captured, Glidepath Mode becomes active. The flight director now provides guidance to
the missed approach point.

4) There are two options available at this point, as the autopilot flies the approach:
• Push the AP DISC Switch at the decision height and land the aircraft.
• Use the TO/GA Switch to execute a missed approach.
KCOS

GPS APR/
GP Mode

CEGIX

2
FALUR

HABUK

PYNON

1
GPS NAV Mode

Figure 7-42 LPV Approach to KCOS

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GO AROUND/MISSED APPROACH
NOTE: As a result of calculations performed by the system while flying the holding pattern, the display may

re-size automatically and the aircraft may not precisely track the holding pattern as depicted on the PFD and
MFD.
Flying a missed approach:
1) Push the TO/GA Switch at the decision height and apply go around power to execute a missed approach. The
flight director Command Bars establish a nose-up climb to follow. If flying an ILS or LOC approach, the CDI also
switches to GPS as the navigation source.

Note that when the TO/GA Switch is pushed, the missed approach is activated and the autopilot disconnects,
indicated by the ‘AP’ annunciation flashing red for 5 seconds.
Flashes 5 sec

2) Start the climb to the prescribed altitude in the published Missed Approach Procedure (in this case, 10,000 ft).
a) Press the AP Key to re-engage the autopilot.
b) Press the NAV Key to have the autopilot fly to the hold.

3) Use the ALT SEL Knob to set a Selected Altitude to hold.

To hold the current airspeed during the climb, press the FLC Key.

As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 5 seconds.

The green ‘ALT’ annunciation flashes for up to 5 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft.

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4) The autopilot flies the holding pattern after the missed approach is activated. Annunciations are displayed in
the Navigation Status Box, above the AFCS Status Box.

MOGAL

GPS NAV Mode

3
2
GA Mode

KCOS

Figure 7-43 Go Around/Missed Approach

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7.7 AFCS ANNUNCIATIONS AND ALERTS
AFCS CAS MESSAGES
Crew Alerting System (CAS) messages related to the AFCS are listed in Table 7-6. CAS messages appear on
the PFDs in the window to the right of the Altimeter (see Figure 7-44). Refer to the EAS Section for details.
CAS Message
AP FAIL

Description
Loss of AP function

AUTO PTRIM FAIL

Auto pitch trim failure; other pitch trim functions still available

AP PITCH MISTRIM

Airplane mistrimmed in pitch axis when AP is engaged

AP ROLL MISTRIM

Airplane mistrimmed in roll axis when AP is engaged

YD FAIL
YD MISTRIM

Loss of yaw damper function
Airplane mistrimmed in yaw axis when YD is engaged

PTRIM NML FAIL

Loss of normally-operating pitch trim actuator

PTRIM BKP FAIL

Loss of backup pitch trim actuator

PTRIM DISCONNECT Pitch trim disconnected
PTRIM SW1 FAIL

Failure of pilot pitch trim switch

PTRIM SW2 FAIL

Failure of copilot pitch trim switch
Table 7-6 AFCS CAS Messages

CAS
Window

CAS Scrolling Softkey
(Softkey Becomes
Disabled When Less
Than 14 Messages
are Displayed)
Figure 7-44 CAS Display

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AFCS VOICE ALERTS
The voice alerts listed in Table 7-7 relate to the AFCS; for a complete list of voice alerts, see Appendix A.
Voice Alert
“Autopilot”

Description

Warning – Autopilot is disengaged
Single alert for manual AP disengagement
Continuous alert for automatic AP disengagement; cancelled with AP DISC Switch
“Flight Director” Single warning – Flight director has reverted to a default mode
“Trim, Trim, Trim” Continuous advisory (stops after 6 seconds) – MEPT Switch malfunction
“Thrust Thrust” CSC disengages abnormally
Table 7-7 AFCS Voice Alerts

OVERSPEED PROTECTION
While Pitch Hold, Vertical Speed, Flight Level Change, Vertical Path Tracking, or an altitude capture mode is
active, airspeed is monitored by the flight director and pitch commands are limited for overspeed protection.
Overspeed protection is provided in situations where the flight director cannot acquire and maintain the mode
reference for the selected vertical mode without exceeding the certified maximum autopilot airspeed.
When an autopilot overspeed condition occurs, a flashing yellow ‘MAXSPD’ annunciation appears above the
Airspeed Indicator and the voice alert “High Speed” is generated. Engine power should be reduced and/or the
pitch reference adjusted to slow the aircraft. The annunciation disappears when the overspeed condition is
resolved.

Airspeed
Indicator

Figure 7-45 Overspeed Annunciation

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SECTION 8 ADDITIONAL FEATURES
NOTE: With the availability of SafeTaxi®, ChartView, or FliteCharts®, it may be necessary to carry another

source of charts on-board the aircraft.
Additional features of the system include the following:
• Synthetic Vision Technology (SVT)
• SafeTaxi® diagrams
• ChartView and FliteCharts® electronic charts
• AOPA or AC-U-KWIK Airport Directory
• Satellite telephone and SMS messaging services
• Wi-Fi Connections
• Maintenance Logs
• SiriusXM Satellite Radio entertainment
• Scheduler
• Electronic Checklists
The optional Synthetic Vision Technology (SVT) provides a three-dimensional forward view of terrain features
on the PFD. SVT imagery shows the pilot’s view of relevant features in relation to the aircraft attitude, as well as
the flight path pertaining to the active flight plan.
SafeTaxi diagrams provide detailed taxiway, runway, and ramp information at more than 700 airports in the
United States. By decreasing range on an airport that has a SafeTaxi diagram available, a close up view of the
airport layout can be seen.
The FliteCharts and optional ChartView provide on-board electronic terminal procedures charts. Electronic
charts offer the convenience of rapid access to essential information. Either ChartView or FliteCharts may be
configured in the system, but not both.
The AOPA and AC-U-KWIK Airport Directories offer detailed information for a selected airport, such as available
services, hours of operation, and lodging options.
Iridium Telephone Services and SMS messaging is an optional subscription service offered through Garmin
Connext and Iridium Satellite LLC.
Wi-Fi setup allows for the transmission of data recorded by the Maintenance Log feature. The recording of this
data is not visible to the pilot and requires no pilot interaction, other than setting up Wi-Fi connections where
applicable.
The optional SiriusXM Satellite Radio entertainment audio feature of the GDL 69A Data Link Receiver handles
more than 170 channels of music, news, and sports. SiriusXM Satellite Radio offers more entertainment choices
and longer range coverage than commercial broadcast stations.
The Scheduler feature can be used to enter and display short term or long term reminder messages such as
Switch fuel tanks, Phase 1 inspection, or Altimeter/Transponder Check in the Messages Window on the PFD.
Optional checklists help to quickly find the proper procedure on the ground or during flight.

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8.1 SYNTHETIC VISION TECHNOLOGY (SVT)
WARNING: Use appropriate primary systems for navigation, and for terrain, obstacle, and traffic avoidance.

SVT is intended as an aid to situational awareness only and may not provide either the accuracy or reliability
upon which to solely base decisions and/or plan maneuvers to avoid terrain, obstacles, or traffic.
The optional Synthetic Vision Technology (SVT) is a visual enhancement to the Prodigy® Flight Deck 100. SVT
depicts a forward-looking attitude display of the topography immediately in front of the aircraft. The field of
view is 30 degrees to the left and 35 degrees to the right. SVT information is shown on the Primary Flight Display
(PFD), or on the Multifunction Display (MFD) in Reversionary Mode (Figure 8‑125). The depicted imagery is
derived from the aircraft attitude, heading, GPS three-dimensional position, and a nine arc-second database of
terrain, obstacles, and other relevant features. The terrain data resolution of nine arc-seconds, meaning that
the terrain elevation contours are stored in squares measuring nine arc-seconds on each side, is required for the
operation of SVT. Loss of any of the required data, including temporary loss of the GPS signal, will cause SVT to
be disabled until the required data is restored.
The SVT terrain display shows land contours (colors are consistent with those of the topographical map display),
large water features, towers, and other obstacles over 200’ AGL that are included in the obstacle database. Cultural
features on the ground such as roads, highways, railroad tracks, cities, and state boundaries are not displayed even
if those features are found on the MFD map. The terrain display also includes a north–south east–west grid with
lines oriented with true north and spaced at one arc-minute intervals to assist in orientation relative to the terrain.
The Terrain Awareness and Warning System (TAWS) is integrated within SVT to provide visual and auditory
alerts to indicate the presence of terrain and obstacle threats relevant to the projected flight path. Terrain alerts
are displayed in red and yellow shading on the PFD.
The terrain display is intended for situational awareness only. It may not provide the accuracy or fidelity on
which to base decisions and plan maneuvers to avoid terrain or obstacles. Navigation must not be predicated
solely upon the use of the TAWS terrain or obstacle data displayed by the SVT.
The following SVT enhancements appear on the PFD:

548

• Pathways

• Airport Signs

• Flight Path Marker

• Runway Display

• Horizon Heading Marks

• Terrain Alerting

• Traffic Display

• Obstacle Alerting

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Figure 8-1 Synthetic Vision Imagery

SVT OPERATION
SVT is activated from the PFD using the softkeys located along the bottom edge of the display. Pressing the
softkeys turns the related function on or off. When SVT is enabled, the pitch scale increments are reduced to
10 degrees up and 7.5 degrees down.
SVT functions are displayed on three levels of softkeys. The PFD Softkey leads into the PFD function
Softkeys, including synthetic vision. Pressing the SYN VIS Softkey displays the SVT feature softkeys. The
softkeys are labeled PATHWAY, SYN TERR, HRZN HDG, and APTSIGNS. The BACK Softkey returns to
the previous level of softkeys. Synthetic Terrain must be active before any other SVT feature may be activated.
HRZN HDG, APTSIGNS, and PATHWAY Softkeys are only available when the SYN TERR Softkey is
activated (gray with black characters). After activating the SYN TERR Softkey, the HRZN HDG, APTSIGNS,
and PATHWAY softkeys may be activated in any combination to display desired features. When system power
is cycled, the last selected state (on or off) of the SYN TERR, HRZN HDG, APTSIGNS, and PATHWAY
softkeys is remembered by the system.
• PATHWAY Softkey enables display of rectangular boxes that represent course guidance.
• SYN TERR Softkey enables synthetic terrain depiction.
• HRZN HDG Softkey enables horizon heading marks and digits.
• APTSIGNS Softkey enables airport signposts.

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ADDITIONAL FEATURES
PFD

SYN VIS

BACK

Pressing the BACK Softkey
returns to the top-level softkeys.

BACK

PATHWAY SYN TERR HRZN HDG APTSIGNS

Pressing the BACK Softkey returns to the previous level of softkeys.

Figure 8-2 SVT Softkeys

Activating and deactivating SVT:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the SYN TERR Softkey. The SVT display will cycle on or off with the SYN TERR Softkey.

Activating and deactivating Pathways:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the PATHWAY Softkey. The Pathway feature will cycle on or off with the PATHWAY Softkey.

Activating and deactivating Horizon Headings:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the HRZN HDG Softkey. The horizon heading display will cycle on or off with the HRZN HDG Softkey.

Activating and deactivating Airport Signs:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the APTSIGNS Softkey. Display of airport signs will cycle on or off with the APTSIGNS Softkey.

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SVT FEATURES
Selected
Altitude

Airport
Runway

Pathways
Color
Matches CDI
Indicating
NAV Source

Flight
Path
Marker

Zero
Pitch Line
(ZPL) with
Compass
Heading
Marks

Airplane
Symbol

Synthetic
Terrain

SVT
Softkeys

Figure 8-3 SVT on the Primary Flight Display

NOTE: Pathways and terrain features are not a substitute for standard course and altitude deviation

information provided by the altimeter, CDI, and VDI.
NOTE: Pathways are not available when the cross-pointer (X-Pointer) flight director format is selected.

PATHWAYS
Pathways provide a three-dimensional perspective view of the selected route of flight shown as colored rectangular
boxes representing the horizontal and vertical flight path of the active flight plan. The box size represents 700 feet
wide by 200 feet tall during enroute, oceanic, and terminal flight phases. During an approach, the box width is
700 feet or one half full scale deviation on the HSI, whichever is less. The height is 200 feet or one half full scale
deviation on the VDI, whichever is less. The altitude at which the pathway boxes are displayed is determined by
the selected altitude during climb, cruise, and when the active leg is the final approach course prior to intercepting
the glidepath/glideslope. During a descent (except while on the approach glidepath/glideslope), the pathway boxes
are displayed at the selected altitude, or the VNAV altitude programmed for the active leg in the flight plan, or the
published altitude constraint, whichever is higher (Figure 8-4). Just prior to intercepting the glidepath/glideslope,
the pathway boxes are displayed on the glidepath/glideslope, or the selected altitude, whichever is lower.
The color of the rectangular boxes may be magenta, green, or white depending on the route of flight and navigation
source selected. The active GPS or GPS overlay flight plan leg is represented by magenta boxes that correspond to
the Magenta CDI. A localizer course is represented by green boxes that correspond to a green CDI. An inactive
leg of an active flight plan is represented by white boxes corresponding to a white line drawn on the Inset map or
MFD map indicating an inactive leg.
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ADDITIONAL FEATURES
Selected
Altitude

Programmed
Altitudes

Figure 8-4 Programmed and Selected Altitude

Pathways provide supplemental glidepath/glideslope information on an active ILS, LPV, LNAV/VNAV, and
some LNAV approaches. Pathways are intended as an aid to situational awareness and should not be used
independent of the CDI, VDI, glide path indicator, and glide slope indicator. They are removed from the
display when the selected navigation information is not available. Pathways are not displayed beyond the
active leg when leg sequencing is suspended and are not displayed on any portion of the flight plan leg that
would lead to intercepting a leg in the wrong direction. Pathways are also automatically removed from the
display in the event a Resolution Advisory (RA) is issued by the optional TCAS II system. Pathways may then
be re-displayed by pressing the PATHWAY Softkey.

Departure and Enroute
Prior to intercepting an active flight plan leg, pathways are displayed as a series of boxes with pointers at
each corner that point in the direction of the active waypoint. Pathways are not displayed for the first leg
of the flight plan if that segment is a Heading-to-Altitude leg. The first segment displaying pathways is the
first active GPS leg or active leg with a GPS overlay. If this leg of the flight plan route is outside the SVT
field of view, pathways will not be visible until the aircraft has turned toward this leg. While approaching
the center of the active leg and prescribed altitude, the number of pathway boxes decreases to a minimum
of four.
Climb profiles cannot be displayed due to the variables associated with aircraft performance. Flight
plan legs requiring a climb are indicated by pathways displayed at a level above the aircraft at the altitude
selected or programmed.

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Descent and Approach
Pathways are shown descending only for a programmed descent (Figures 8-5, 8-6). When the flight plan
includes programmed descent segments, pathways are displayed along the descent path provided that the
selected altitude is lower than the programmed altitude.
When an approach providing vertical guidance is activated, Pathways are shown level at the selected
altitude up to the point along the final approach course where the altitude intercepts the extended vertical
descent path, glidepath, or glideslope. From the vertical path descent, glidepath, or glideslope intercept
point, the pathways are shown inbound to the Missed Approach Point (MAP) along the published lateral
and vertical descent path, or at the selected altitude, whichever is lower.
During an ILS approach, the initial approach segment is displayed in magenta at the segment altitudes
if GPS is selected as the navigation source on the CDI. When switching to localizer inbound with LOC
selected as the navigation source on the CDI, pathways are displayed in green along the localizer and glide
slope.
VOR, LOC BC, and ADF approach segments that are approved to be flown using GPS are displayed in
magenta boxes. Segments that are flown using other than GPS or ILS, such as heading legs or VOR final
approach courses are not displayed.
Selected Altitude
set for Enroute
Selected Altitude
set for Departure

Climbs NOT
displayed
by pathway

Non-programmed descents NOT displayed by pathway

TOD
Selected Altitude
for Step Down

Programmed descent
displayed by pathway

Selected Altitude or Programmed Altitude
(whichever is higher)

Figure 8-5 SVT Pathways, Enroute and Descent

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Missed Approach
Upon activating the missed approach, pathways lead to the Missed Approach Holding Point (MAHP) and
are displayed as a level path at the published altitude for the MAHP, or the selected altitude, whichever is
the highest. If the initial missed approach leg is a Course-to-Altitude (CA) leg, the pathways boxes will
be displayed level at the altitude published for the MAHP. If the initial missed approach leg is defined by
a course using other than GPS, pathways are not displayed for that segment. In this case, the pathways
displayed for the next leg may be outside the field of view and will be visible when the aircraft has turned
in the direction of that leg.
Pathways are displayed along each segment including the path required to track course reversals that are
part of a procedure, such as holding patterns. Pathways boxes will not indicate a turn to a MAHP unless a
defined geographical waypoint exists between the MAP and MAHP.

FAF

Descent displayed
by pathway

Selected Altitude
or Programmed Altitude
(whichever is higher)

MAP Climbs NOT displayed
by pathway

Turn Segment
NOT displayed
by pathway

MAHP

Figure 8-6 SVT Pathways, Approach, Missed Approach, and Holding

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FLIGHT PATH MARKER
The Flight Path Marker (FPM), also known as a Velocity Vector, is displayed on the PFD at groundspeeds
above 30 knots. The FPM depicts the approximate projected path of the aircraft accounting for wind speed
and direction relative to the three-dimensional terrain display.
The FPM is always available when the Synthetic Terrain feature is in operation. The FPM represents the
direction of the flight path as it relates to the terrain and obstacles on the display, while the airplane symbol
represents the aircraft heading.
The FPM works in conjunction with the Pathways feature to assist the pilot in maintaining desired altitudes
and direction when navigating a flight plan. When on course and altitude the FPM is aligned inside the
pathway boxes as shown (Figure 8-7).
The FPM may also be used to identify a possible conflict with the aircraft flight path and distant terrain or
obstacles. Displayed terrain or obstacles in the aircraft’s flight path extending above the FPM could indicate
a potential conflict, even before an alert is issued by TAWS. However, decisions regarding terrain and/or
obstacle avoidance should not be made using only the FPM.

Flight Path
Marker
(FPM)

Wind
Vector

Figure 8-7 Flight Path Marker and Pathways

ZERO PITCH LINE
The Zero Pitch Line is drawn completely across the display and represents the horizon when the terrain
horizon is difficult to distinguish from other terrain being displayed. It may not align with the terrain
horizon, particularly when the terrain is mountainous or when the aircraft is flown at high altitudes.

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HORIZON HEADING
The Horizon Heading is synchronized with the HSI and shows approximately 60 degrees of compass
heading in 30‑degree increments on the Zero Pitch Line. Horizon Heading tick marks and digits appearing
on the zero pitch line are not visible behind either the airspeed or altitude display. Horizon Heading is used
for general heading awareness, and is activated and deactivated by pressing the HRZN HDG Softkey.

TRAFFIC
WARNING: Intruder aircraft at or below 500 ft. AGL may not appear on the SVT display or may appear as a

partial symbol.
Traffic symbols are displayed in their approximate locations as determined by the related traffic systems.
Traffic symbols are displayed in three dimensions, appearing larger as they are getting closer, and smaller
when they are further away. Traffic within 250 feet laterally of the aircraft will not be displayed on the SVT
display. Traffic symbols and coloring are consistent with that used for traffic displayed in the Inset map or
MFD traffic page. If the traffic altitude is unknown, the traffic will not be displayed on the SVT display. For
more details refer to the traffic system discussion in the Hazard Avoidance section.

AIRPORT SIGNS
Airport Signs provide a visual representation of airport location and identification on the synthetic terrain
display. When activated, the signs appear on the display when the aircraft is approximately 15 nm from
an airport and disappear at approximately 4.5 nm. Airport signs are shown without the identifier until
the aircraft is approximately eight nautical miles from the airport. Airport signs are not shown behind the
airspeed or altitude display. Airport signs are activated and deactivated by pressing the APTSIGNS Softkey.
Traffic

Airport
Sign
without
Identifier
(Between
8 nm and
15 nm)

Airport
Sign with
Identifier
(Between
4.5 nm and
8 nm)

Figure 8-8 Airport Signs

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RUNWAYS
WARNING: Do not use SVT runway depiction as the sole means for determining the proximity of the aircraft

to the runway or for maintaining the proper approach path angle during landing.
NOTE: Not all airports have runways with endpoint data in the database, therefore, these runways are not

displayed.
Runway data provides improved awareness of runway location with respect to the surrounding terrain. All
runway thresholds are depicted at their respective elevations as defined in the database. In some situations,
where threshold elevations differ significantly, crossing runways may appear to be layered. As runways are
displayed, those within 45 degrees of the aircraft heading are displayed in white. Other runways will be gray
in color. When an approach for a specific runway is active, that runway will appear brighter and be outlined
with a white box, regardless of the runway orientation as related to aircraft heading. As the aircraft gets closer
to the runway, more detail such as runway numbers and centerlines will be displayed.

Runway
Selected for
Approach

Other
Runway
on Airport

Figure 8-9 Airport Runways

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TAWS ALERTING
Terrain alerting on the synthetic terrain display is triggered by Forward-looking Terrain Avoidance (FLTA)
alerts. In addition to the yellow terrain shading for a caution alert and the red shading for a warning alert,
TAWS-B alerting will also indicate potential impact points. These potential impact points correspond to red
and/or yellow X symbols on the PFD Inset Map (as shown in Figure 8-10), MFD map displays, and TAWS-B
Page on the MFD. Terrain shading will only occur on the synthetic terrain display on the PFD and TAWS-A
Page on the MFD when using the optional TAWS-A system. No terrain shading nor potential impact points
will be displayed on the PFD inset map or the MFD map display. For more detailed information regarding
TAWS, refer to the Hazard Avoidance Section.
In some instances, a terrain or obstacle alert may be issued with no conflict shading displayed on the
synthetic terrain. In these cases, the conflict is outside the SVT field of view to the left or right of the aircraft.

TERRAIN
Annunciation

Terrain
Caution

Potential
Impact
Point

Figure 8-10 Terrain Alert

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Obstacles are represented on the synthetic terrain display by standard two-dimensional tower symbols found
on the Inset map and MFD maps and charts. Obstacle symbols appear in the perspective view with relative
height above terrain and distance from the aircraft. When employing a TAWS-B system, unlike the Inset
map and MFD moving map display, obstacles on the synthetic terrain display do not change colors to warn
of potential conflict with the aircraft’s flight path until the obstacle is associated with an actual FLTA alert.
Obstacles greater than 1000 feet below the aircraft altitude are not shown. Obstacles are shown behind the
airspeed and altitude displays.
As with terrain alerting on a TAWS-A system, obstacle alerting is limited to the synthetic terrain display on
the PFD and the TAWS-A Page on the MFD.

Obstacle
Annunciation

Obstacle
Warning

Potential
Impact
Point

Figure 8-11 Obstacle

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FIELD OF VIEW
The PFD field of view can be represented on the MFD Navigation Map Page. Two dashed lines forming a
V‑shape in front of the aircraft symbol on the map, represent the forward viewing area shown on the PFD.
Configuring field of view:
1) While viewing the Navigation Map Page, press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to highlight Map Setup and press the ENT Key.

Field of
View

Navigation Map Page OPTIONS Menu

Map Setup Menu, Map Group, Field of View Option

Figure 8-12 Option Menus

3) Turn the FMS Knob to select the Map Group and press the ENT Key.
4) Turn the large FMS Knob to scroll through the Map Group options to FIELD OF VIEW.
5) Turn the small FMS Knob to select On or Off.
6) Press the FMS Knob to return to the Navigation Map Page.

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The following figure compares the PFD forward looking depiction with the MFD plan view and FIELD OF
VIEW turned on.

Lines
Depict
PFD Field
of View

SVT View on the PFD

Field of View on the MFD

Figure 8-13 PFD and MFD Field of View Comparison

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8.2 SAFETAXI
The SafeTaxi feature gives greater map detail when viewing airports at close range. The maximum map ranges
for enhanced detail are pilot configurable. When viewing at ranges close enough to show the airport detail,
the map reveals taxiways with identifying letters/numbers, airport Hot Spots, and airport landmarks including
ramps, buildings, control towers, and other prominent features. Resolution is greater at lower map ranges. When
the MFD display is within the SafeTaxi ranges, the airplane symbol on the airport provides enhanced position
awareness.
Designated Hot Spots are recognized at airports with many intersecting taxiways and runways, and/or complex
ramp areas. Airport Hot Spots are outlined to caution pilots of areas on an airport surface where positional
awareness confusion or runway incursions happen most often. Hot Spots are defined with a magenta circle or
outline around the region of possible confusion.
Any map page that displays the navigation view can also show the SafeTaxi airport layout within the maximum
configured range. The following is a list of pages where the SafeTaxi feature can be seen:
• Navigation Map Page

• VOR Information Page

• Inset Map (PFD)

• User Waypoint Information Page

• Weather Datalink Page

• Trip Planning Page

• Airport Information Page

• Nearest Pages

• Intersection Information Page

• Active and Stored Flight Plan Pages

• NDB Information Page

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ADDITIONAL FEATURES
During ground operations the aircraft’s position is displayed in reference to taxiways, runways, and airport
features. In the example shown, the aircraft is on taxiway Bravo inside the High Alert Intersection boundary
on KSFO airport. Airport Hot Spots are outlined in magenta. When panning over the airport, features such as
runway holding lines and taxiways are shown at the cursor.

Taxiway
Identification
Aircraft
Position
Airport Hot
Spot Outline
Airport
Features

Figure 8-14 SafeTaxi Depiction on the Navigation Map Page

DCLTR Softkey
Removes
Taxiway
Markings

The DCLTR Softkey (declutter) label advances to DCLTR-1, DCLTR -2, and DCLTR-3 each time the softkey is
selected for easy recognition of decluttering level. Selecting the DCLTR Softkey removes the taxiway markings
and airport feature labels. Selecting the DCLTR-1 Softkey removes VOR station ID, the VOR symbol, and
intersection names if within the airport plan view. Selecting the DCLTR-2 Softkey removes the airport runway
layout, unless the airport in view is part of an active route structure. Selecting the DCLTR-3 Softkey cycles back
to the original map detail. Refer to Map Declutter Levels in the Flight Management Section.

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ADDITIONAL FEATURES
Configuring SafeTaxi range:
1) While viewing the Navigation Map Page, press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to highlight the Map Setup Menu Option and press the ENT Key.

Figure 8-15 Navigation Map PAGE MENU, Map Setup Option

3) Turn the FMS Knob to select the Aviation Group and press the ENT Key.
4) Turn the large FMS Knob to scroll through the Aviation Group options to SAFETAXI.
5) Turn the small FMS Knob to display the range of distances.
6) Turn either FMS Knob to select the desired distance for maximum SafeTaxi display range.
7) Press the ENT Key to complete the selection.
8) Press the FMS Knob to return to the Navigation Map Page.

SAFETAXI
Option
SafeTaxi
Range
Options

Figure 8-16 MAP SETUP Menu, Aviation Group, SAFETAXI Range Options

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ADDITIONAL FEATURES

SAFETAXI DATABASE CYCLE NUMBER AND REVISION
SafeTaxi database is revised every 56 days. SafeTaxi is always available for use after the expiration date.
When turning on the system, the Power-up Page indicates whether the databases are current, out of date, or
not available.

SafeTaxi Database

Figure 8-17 Power-up Page, SafeTaxi Database

Power-up Page Display

Definition
Normal operation. SafeTaxi database is valid and within current cycle.
SafeTaxi database has expired.
Database card contains no SafeTaxi data.

Table 8-1 SafeTaxi Annunciation Definitions

The SafeTaxi Region, Version, Cycle, Effective date and Expires date of the database cycle can also be found
on the AUX - System Status page, as seen in Figure 8-18.
Select the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the SafeTaxi database information is
shown.

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ADDITIONAL FEATURES
The SafeTaxi database cycle number shown in Figure 8-18, 14S3, is deciphered as follows:
14 – Indicates the year 2014
S – Indicates the data is for SafeTaxi
3 – Indicates the third issue of the SafeTaxi database for the year
The SafeTaxi EFFECTIVE date 07–MAY–14 is the beginning date for the current database cycle. SafeTaxi
EXPIRES date 02–JUL–14 is the revision date for the next database cycle.

SafeTaxi Data

Figure 8-18 AUX – System Status Page, SafeTaxi Current Information

SafeTaxi information appears in blue and yellow text. The EFFECTIVE date appears in blue when data is
current and in yellow when the current date is before the effective date. The EXPIRES date appears in blue
when data is current and in yellow when expired (Figures 8‑18 and 8-19). NOT AVAILABLE appears in blue
in the REGION field if SafeTaxi data is not available on the database card (Figure 8‑19). An expired SafeTaxi
database is not disabled and will continue to function indefinitely.
Select the MFD1 DB Softkey a second time. The softkey label will change to PFD1 DB. The DATABASE
window will now be displaying database information for PFD1. As before, scroll through the listed information
by turning the FMS Knob or pressing the ENT Key until the SafeTaxi database information is shown.
Select the PFD1 DB Softkey. The softkey label will change to PFD2 DB. The DATABASE window will now
display database information for PFD2. Again, scroll through the listed information by turning the FMS Knob
or pressing the ENT Key until the SafeTaxi database information is shown.
Refer to Updating Garmin Databases in Appendix B for instructions on revising the SafeTaxi database.

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ADDITIONAL FEATURES
Figure 8-19 illustrates possible SafeTaxi database conditions that may appear on the AUX - System Status
Page. The EFFECTIVE date is the beginning date for this database cycle. If the present date is before the
effective date, the EFFECTIVE date appears in yellow and the EXPIRES date appears in blue. The EXPIRES date
is the revision date for the next database cycle. NOT AVAILABLE indicates that SafeTaxi is not available on the
database card or no database card is inserted.

Current Date is before Effective Date

SafeTaxi Database has Expired

SafeTaxi Database Not Installed

Figure 8-19 AUX – System Status Page, SafeTaxi Database Status

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ADDITIONAL FEATURES

8.3 CHARTVIEW
ChartView resembles the paper version of Jeppesen terminal procedures charts. The charts are displayed in full
color with high-resolution. The MFD depiction shows the aircraft position on the moving map in the planview
of approach charts and on airport diagrams. Airport Hot Spots are outlined in magenta.
The geo-referenced aircraft position is indicated by an aircraft symbol displayed on the chart when the current
position is within the boundaries of the chart. Inset boxes (Figure 8-20) are not considered within the chart
boundaries. Therefore, when the aircraft symbol reaches a chart boundary line, or inset box, the aircraft symbol
is removed from the display.
Figure 8-20 shows examples of off-scale areas, indicated by the grey shading. Note, the grey shading is for
illustrative purposes only and will not appear on the published chart or MFD display. These off-scale areas
appear on the chart to convey supplemental information. However, the depicted geographical position of this
information, as it relates to the chart planview, is not the actual geographic position. Therefore, when the aircraft
symbol appears within one of these areas, the aircraft position indicated is relative to the chart planview, not to
the off-scale area.

Off-Scale
Area

Off-Scale
Areas

Figure 8-20 Sample Chart Indicating Off-Scale Areas

NOTE: Do not maneuver the aircraft based solely upon the geo-referenced aircraft symbol.

The ChartView database subscription is available from Jeppesen, Inc. Available data includes:
• Arrivals (STAR)
• Airport Diagrams
• Departure Procedures (DP)

• NOTAMs

• Approaches

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ADDITIONAL FEATURES

CHARTVIEW SOFTKEYS
ChartView functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, selecting the SHW CHRT Softkey displays the available terminal chart and
advances to the chart selection level of softkeys: CHRT OPT, CHRT, INFO, DP, STAR, APR, WX, NOTAM,
and GO BACK. The chart selection softkeys shown below appear on the Airport Information Page.
Selecting the GO BACK Softkey reverts to the top level softkeys and previous page.
Selecting the CHRT OPT Softkey advances to the next level of softkeys: ALL, HEADER, PLAN, PROFILE,
MINIMUMS, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45 seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
SHW CHRT

CHRT OPT

CHRT

INFO-1

HEADER

PLAN

APR

NOTAM

GO BACK

Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.

INFO-2

ALL

STAR

PROFILE

MINIMUMS FIT WDTH FULL SCN

BACK

Selecting the BACK Softkey returns
to the Chart Selection Softkeys.

Figure 8-21 ChartView SHW CHRT, Chart Selection, and Chart Option Softkeys

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TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, select the SHW CHRT
Softkey.
Or:
1) Press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to scroll through the OPTIONS Menu to Show Chart.
3) Press the ENT Key to display the chart.

Navigation Map Page OPTIONS Menu

Waypoint Airport Information Page OPTIONS Menu
Figure 8-22 Option Menus

When no terminal procedure chart is available for the nearest airport or the selected airport, the banner
CHART NOT AVAILABLE appears on the screen. The CHART NOT AVAILABLE banner does not refer to
the Jeppesen subscription, but rather the availability of a particular airport chart selection or procedure for a
selected airport.

Figure 8-23 Chart Not Available Banner

If there is a problem in rendering the data (such as a data error or a failure of an individual chart), the banner
UNABLE TO DISPLAY CHART is then displayed.

Figure 8-24 Unable To Display Chart Banner

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ADDITIONAL FEATURES
When a chart is not available by selecting the SHW CHRT Softkey or selecting a Page Menu Option, charts
may be obtained for other airports from the WPT Pages or Flight Plan Pages.
If a chart is available for the destination airport, or the airport selected in the active flight plan, the chart
appears on the screen. When no flight plan is active, or when not flying to a direct-to destination, selecting the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown is the one associated with the WPT – Airport Information page. Usually this is the airport
runway diagram. Where no runway diagram exists, but Take Off Minimums or Alternate Minimums are
available, that page appears. If Airport Information pages are unavailable, the Approach Chart for the airport
is shown.
Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, select the SHW CHRT
Softkey. The airport diagram or approach chart is displayed on the Airport Information Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to select either the Airport Identifier Box or the Approach Box. (Select the APR Softkey
if the Approach Box is not currently shown).
4) Turn the small and large FMS Knob to enter the desired airport identifier.
5) Press the ENT Key to complete the airport selection.
6) Turn the large FMS Knob to select the Approach Box.
7) Turn the small FMS Knob to show the approach chart selection choices.
8) Turn either FMS Knob to scroll through the available charts.
9) Press the ENT Key to complete the chart selection.

Chart Scale
Select Desired
Approach Chart
from Menu

Scroll Through
Entire Chart
With the
Joystick

Figure 8-25 Approach Information Page, Chart Selection

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ADDITIONAL FEATURES
While the APPROACH Box is selected using the FMS Knob, the softkeys are blank. Once the desired chart
is selected, the chart scale can be changed and the chart page can be scrolled using the Joystick. Pressing the
Joystick centers the chart on the screen.
The aircraft symbol is shown on the chart only if the chart is to scale and the aircraft position is within
the boundaries of the chart. The aircraft symbol is not displayed when the Aircraft Not Shown Icon appears
(Figure 8‑29). If the Chart Scale Box displays a banner NOT TO SCALE, the aircraft symbol is not shown. The
Aircraft Not Shown Icon may appear at certain times, even if the chart is displayed to scale.
Selecting the CHRT Softkey switches between the ChartView diagram and the associated map in the WPT
page group. In the example shown, the CHRT Softkey switches between the DeKalb Peachtree (KPDK) Airport
Diagram and the navigation map on the WPT – Airport Information page.

Press CHRT Softkey
to Switch Between
ChartView and WPT Airport Information Page

Figure 8-26 CHRT Softkey, Airport Information Page

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ADDITIONAL FEATURES
Pressing the INFO-1 or INFO-2 Softkey returns to the airport diagram chart when the view is on a terminal
procedure chart. If the displayed chart is the airport diagram chart, pressing the INFO-1 or INFO-2 Softkey
returns to the Airport Information Page.
The aircraft position is shown in magenta on the ChartView diagrams when the location of the aircraft is
within the chart boundaries. In the example shown, the aircraft is turning onto Taxiway Bravo on the Charlotte,
NC (KCLT) airport.
Another source for additional airport information is from the INFO Box above the chart for certain airports.
This information source is not related to the INFO-1 or INFO-2 Softkey. When the INFO Box is selected
using the FMS Knob, the softkeys are blank. The Charlotte, NC airport has five additional charts offering
information; the Airport Diagram, Take-off Minimums, Class B Airspace, Airline Parking Gate Coordinates, and
Airline Parking Gate Location. (The numbers in parentheses after the chart name are Jeppesen designators.)

Figure 8-27 Airport Information Page, INFO View, Full Screen Width

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ADDITIONAL FEATURES
In the example shown in Figure 8-27, the Class B Chart is selected. Pressing the ENT Key displays the
Charlotte Class B Airspace Chart (Figure 8-28).

Figure 8-28 Airport Information Page, Class B Chart Selected from INFO View

Selecting the DP Softkey displays the Departure Procedure Chart if available.
Chart Not
To Scale

Aircraft Not
Shown Icon
Figure 8-29 Departure Information Page

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ADDITIONAL FEATURES
Selecting the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Chart Not
To Scale

Change Range
and Scroll
Through the
Chart With the
Joystick

Aircraft Not
Shown Icon
Figure 8-30 Arrival Information Page

Selecting the APR Softkey displays the approach chart for the airport if available.

Figure 8-31 Approach Information Page

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ADDITIONAL FEATURES
Selecting the WX Softkey shows the airport weather frequency information, and includes weather data such
as METAR and TAF from the XM Data Link Receiver, when available. Weather information is available only
when an XM Data Link Receiver is installed and the SiriusXM Weather subscription is current.

WX Info
When
Available

WX Softkey
Selected
Figure 8-32 Weather Information Page

NOTE: A subdued softkey label indicates the function is disabled.

Recent NOTAMS applicable to the current ChartView cycle are included in the ChartView database. Selecting
the NOTAM Softkey shows the local NOTAM information for selected airports, when available. When NOTAMS
are not available, the NOTAM Softkey label appears subdued and is disabled. The NOTAM Softkey may appear
on the Airport Information Page and all of the chart page selections.

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ADDITIONAL FEATURES

Figure 8-33 NOTAM Softkey Enabled

NOTAM Softkey
Appears When
NOTAMS are
Available for
Selected Airport

Local
NOTAM on
Selected
Airport

NOTAM Softkey
Selected
Figure 8-34 Airport Information Page, Local NOTAMs

Selecting the NOTAM Softkey again removes the NOTAMS information.
Selecting the GO BACK Softkey reverts to the previous page (Navigation Map Page, Nearest Pages, or Flight
Plan Page).
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CHART OPTIONS
Selecting the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-21).
Selecting the ALL Softkey shows the entire approach chart on the screen.

Entire Chart
Shown

Figure 8-35 Approach Information Page, ALL View

Selecting the HEADER Softkey shows the header view (approach chart briefing strip) on the screen.

Approach
Chart
Briefing Strip

Figure 8-36 Approach Information Page, Header View

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ADDITIONAL FEATURES
Selecting the PLAN Softkey shows the approach chart two dimensional plan view.

Approach
Chart Plan
View

Figure 8-37 Approach Information Page, Plan View

Selecting the PROFILE Softkey displays the approach chart descent profile strip.

Approach
Chart Descent
Profile Strip

Figure 8-38 Approach Information Page, Profile View, Full Screen Width

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ADDITIONAL FEATURES
Selecting the MINIMUMS Softkey displays the minimum descent altitude/visibility strip at the bottom of the
approach chart.

Minimum
Descent
Altitude/
Visibility Strip

Figure 8-39 Approach Information Page, Minimums View, Full Screen Width

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ADDITIONAL FEATURES
If the chart scale has been adjusted to view a small area of the chart, selecting the FIT WIDTH Softkey
changes the chart size to fit the available screen width.

Select FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-40 Airport Information Page, FIT WDTH Softkey Selected

Selecting the FULL SCN Softkey alternates between removing and replacing the data window to the right.

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Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, select the FULL SCN Softkey to display the information windows
(AIRPORT, INFO).
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the AIRPORT, INFO, RUNWAYS, or FREQUENCIES Box (INFO Box shown).
4) Turn the small FMS Knob to select the INFO Box choices. If multiple choices are available, scroll to the desired
choice with the large FMS Knob and press the ENT Key to complete the selection.
5) Press the FMS Knob again to deactivate the cursor.

Available
Information

Select FULL SCN
Softkey to Switch
Between Full Screen
and Chart with Info
Window

Figure 8-41 Airport Information Page, Full Screen and Info Window

Selecting the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
The full screen view can also be selected by using the page menu option.

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ADDITIONAL FEATURES
Selecting full screen On or Off:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
3) Turn the large FMS Knob to move between the FULL SCREEN and COLOR SCHEME Options.
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.

Chart Setup Option

Full Screen On/Off Selection

Figure 8-42 Page Menus

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ADDITIONAL FEATURES

DAY/NIGHT VIEW
ChartView can be displayed on a white or black background for day or night viewing. The Day View offers
a better presentation in a bright environment. The Night View gives a better presentation for viewing in a dark
environment. When the CHART SETUP Box is selected the softkeys are blank.
Selecting Day, Night, or Automatic View:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.

Figure 8-43 Waypoint Information Page, OPTIONS Menu

3) Turn the large FMS Knob to move to the COLOR SCHEME Option (Figure 8‑44).
4) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
5) If Auto Mode is selected, turn the large FMS Knob to select the percentage field. Use the small FMS Knob to
change the percentage value. The percentage value is the day/night crossover point based on the percentage of
backlighting intensity. For example, if the value is set to 15%, the day/night display changes when the display
backlight reaches 15% of full brightness.
The display must be changed in order for the new setting to become active. This may be accomplished by
selecting another page or changing the display range.
6) Press the FMS Knob when finished to remove the Chart Setup Menu.

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Figure 8-44 Arrival Information Page, Day View

Figure 8-45 Arrival Information Page, Night View

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ADDITIONAL FEATURES

CHARTVIEW CYCLE NUMBER AND EXPIRATION DATE
The ChartView database is revised every 14 days. Charts are still viewable during a period that extends from
the cycle expiration date to the disables date. ChartView is disabled 70 days after the expiration date and is no
longer available for viewing. After the expiration date, the ChartView database is no longer current, however,
data displayed on the actual charts may still be current. When viewing charts after the ChartView database has
expired, ensure the displayed chart is current before using.
When turning on the system, the Power-up Page displays the current status of the ChartView database. See
the table below for the various ChartView Power-up Page displays and the definition of each.

ChartView Database

Figure 8-46 Power-up Page, ChartView Database

Power-up Page Display

Definition
Blank Line. system is not configured for ChartView. Contact a Garminauthorized service center for configuration.
System is configured for ChartView but no chart database is installed.
Contact Jeppesen for a ChartView database.
Normal operation. ChartView database is valid and within current
cycle.
ChartView database is within 1 week after expiration date. A new cycle
is available for update.
ChartView database is beyond 1 week after expiration date, but still
within the 70 day viewing period.
ChartView database has timed out. Database is beyond 70 days after
expiration date. ChartView database is no longer available for viewing.
System time is not available. GPS satellite data is unknown or the
system has not yet locked onto satellites. Check database cycle number
for effectivity.
System is verifying chart database when new cycle is installed for the
first time.
After verifying, chart database is found to be corrupt. ChartView is not
available.

Table 8-2 ChartView Power-up Page Annunciations and Definitions

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ADDITIONAL FEATURES
The ChartView time critical information can also be found on the AUX - System Status page. The database
CYCLE number, EXPIRES, and DISABLES dates of the ChartView subscription appear in either blue or yellow
text. When the ChartView EXPIRES date is reached, ChartView becomes inoperative 70 days later. This is
shown as the DISABLES date. When the DISABLES date is reached, charts are no longer available for viewing.
The SHW CHRT Softkey label then appears subdued and is disabled until a revised issue of ChartView is
installed.
NOTE: A subdued softkey label indicates the function is disabled.

Select the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the ChartView database information is
shown.
The ChartView database cycle number shown in the figure, 1404, is deciphered as follows:
14 – Indicates the year 2014
04 – Indicates the fourth issue of the ChartView database for the year
The EXPIRES date 06–MAR–14 is the date that this database should be replaced with the next issue.
The DISABLES date 15–MAY–14 is the date that this database becomes inoperative.

ChartView
Data

Figure 8-47 AUX – System Status Page, ChartView Current and Available

The ChartView database is obtained directly from Jeppesen. Refer to Updating Jeppesen Databases in
Appendix B for instructions on revising the ChartView database.

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ADDITIONAL FEATURES
Other possible AUX - System Status page conditions are shown in Figure 8-48. The EXPIRES date, in yellow,
is the revision date for the next database cycle. The DISABLES date, in yellow, is the date that this database
cycle is no longer viewable. CYCLE NOT AVAILABLE in blue, indicates no ChartView data is available on the
database card or no database card is inserted.

ChartView has Expired, but is not Disabled

ChartView Database is Disabled

ChartView Database is Not Available

Figure 8-48 AUX – System Status Page, ChartView Database Status

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ADDITIONAL FEATURES

8.4 FLITECHARTS
FliteCharts resemble the paper version of AeroNav Services terminal procedures charts. The charts are displayed
with high-resolution and in color for applicable charts. The MFD depiction shows the aircraft position on the
moving map in the planview of approach charts.
The geo-referenced aircraft position is indicated by an aircraft symbol displayed on the chart when the current
position is within the boundaries of the chart. An aircraft symbol may be displayed within an off-scale area
depicted on some charts.
Figure 8-49 shows examples of off-scale areas, indicated by the grey shading. Note, these areas are not shaded on
the published chart. These off-scale areas appear on the chart to convey supplemental information. However, the
depicted geographical position of this information, as it relates to the chart planview, is not the actual geographic
position. Therefore, when the aircraft symbol appears within one of these areas, the aircraft position indicated is
relative to the chart planview, not to the off-scale area.
NOTE: Do not maneuver the aircraft based solely upon the geo-referenced aircraft symbol.

Off-Scale
Areas

Off-Scale
Area

Off-Scale
Areas
Off-Scale
Area

Figure 8-49 Sample Chart Indicating Off-Scale Areas

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ADDITIONAL FEATURES
The FliteCharts database subscription is available from Garmin. Available data includes:
• Arrivals (STAR)
• Approaches
• Departure Procedures (DP)

• Airport Diagrams

FLITECHARTS SOFTKEYS
FliteCharts functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, selecting the SHW CHRT Softkey displays the available terminal chart
and advances to the chart selection level of softkeys: CHRT OPT, CHRT, INFO, DP, STAR, APR, WX, and
GO BACK. The chart selection softkeys appear on the Airport Information Page.
Selecting the GO BACK Softkey reverts to the top level softkeys and previous page.
Selecting the CHRT OPT Softkey displays the available terminal chart and advances to the next level of
softkeys: ALL, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45 seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
NOTAMs are not available with FliteCharts. The NOTAM Softkey label appears subdued and is disabled.
SHW CHRT

CHRT OPT

CHRT

INFO-1

INFO-2

ALL

STAR

APR

GO BACK

Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.

FIT WDTH

FULL SCN

BACK

Selecting the BACK Softkey returns
to the Chart Selection Softkeys.

Figure 8-50 FliteCharts SHW CHRT, Chart Selection, and Chart Option Softkeys

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ADDITIONAL FEATURES

Navigation Map Page OPTIONS Menu

Waypoint Airport Information Page OPTIONS Menu

Figure 8-51 Option Menus

When no terminal procedure chart is available, the banner CHART NOT AVAILABLE appears on the screen.
The CHART NOT AVAILABLE banner does not refer to the FliteCharts subscription, but rather the availability
of a particular airport chart selection or procedure for a selected airport.

Figure 8-52 Chart Not Available Banner

If there is a problem in rendering the data (such as a data error or a failure of an individual chart), the banner
UNABLE TO DISPLAY CHART is then displayed.

Figure 8-53 Unable To Display Chart Banner

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ADDITIONAL FEATURES
When a chart is not available by selecting the SHW CHRT Softkey or selecting a Page Menu Option, charts
may be obtained for other airports from the WPT Pages or Flight Plan Pages.
If a chart is available for the destination airport, or the airport selected in the active flight plan, the chart
appears on the screen. When no flight plan is active, or when not flying to a direct-to destination, selecting the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown is one associated with the WPT – Airport Information page. Usually this is the airport runway
diagram. Where no runway diagram exists, but Take Off Minimums or Alternate Minimums are available, that
page appears. If Airport Information pages are unavailable, the Approach Chart for the airport is shown.
Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, select the SHW CHRT
Softkey. The airport diagram or approach chart is displayed on the Airport Information Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to select either the Airport Identifier Box or the Approach Box. (Select the APR Softkey
if the Approach Box is not currently shown).
4) Turn the small and large FMS Knob to enter the desired airport identifier.
5) Press the ENT Key to complete the airport selection.
6) Turn the large FMS Knob to select the Approach Box.
7) Turn the small FMS Knob to show the approach chart selection choices.
8) Turn either FMS Knob to scroll through the available charts.
9) Press the ENT Key to complete the chart selection.
Chart Not
To Scale
Select Desired
Approach Chart
from Menu

Pan Entire
Chart With
the Joystick

Aircraft Not
Shown Icon
Figure 8-54 Approach Information Page, Chart Selection

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ADDITIONAL FEATURES
While the APPROACH Box is selected using the FMS Knob, the softkeys are blank. Once the desired chart is
selected, the chart scale can be changed and the chart can be panned using the Joystick. Pressing the Joystick
centers the chart on the screen.
The Chart Scale Box displays a banner NOT TO SCALE.
Selecting the CHRT Softkey switches between the FliteCharts diagram and the associated map in the WPT
page group. In the example shown, the CHRT Softkey switches between the Charlotte, NC (KCLT) Airport
Diagram and the navigation map on the WPT – Airport Information page.

Select CHRT Softkey
to Switch Between
FliteCharts and WPT Airport Information Page

Figure 8-55 CHRT Softkey, Airport Information Page

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Info Box
Selected

Figure 8-56 Airport Information Page, INFO View with Airport Information

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ADDITIONAL FEATURES
In the example shown in Figure 8-56, TAKE OFF MINIMUMS is selected. Pressing the ENT Key displays the
IFR Alternate Minimums Chart (Figure 8-57).

Figure 8-57 Airport Information Page, ALTERNATE MINIMUMS Selected from INFO View

Selecting the DP Softkey displays the Departure Procedure Chart if available.

Figure 8-58 Departure Information Page

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Selecting the STAR Softkey displays the Standard Terminal Arrival Chart if available.

Figure 8-59 Arrival Information Page

Pressing the APR Softkey displays the approach chart for the airport if available. The aircraft symbol is shown
on the chart only if the chart is to scale and the aircraft position is within the boundaries of the chart. The
aircraft symbol is not displayed when the Aircraft Not Shown Icon appears. If the Chart Scale Box displays a
banner NOT TO SCALE, the aircraft symbol is not shown.

Figure 8-60 Approach Information Page

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Selecting the WX Softkey shows the airport weather frequency information, when available, and includes
weather data such as METAR and TAF from the XM Data Link Receiver. Weather information is available only
when an XM Data Link Receiver is installed and the SiriusXM Weather subscription is current.
Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, select the WX Softkey to display the information windows (AIRPORT,
INFO).
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the INFO Box.
4) Turn the small FMS Knob to select the INFO Box choices. When the INFO Box is selected the softkeys are blank.
If multiple choices are available, scroll to the desired choice with the large FMS Knob and press the ENT Key to
complete the selection.
5) Press the FMS Knob again to deactivate the cursor.

Info Available
on This Airport
WX Info
When
Available

Chart Not
To Scale
Softkeys are
Blank during
Info Box
Selection

Figure 8-61 Weather Information Page, WX Softkey Selected

WX Softkey
Selected

Selecting the GO BACK Softkey reverts to the previous page (Navigation Map Page or Flight Plan Page).

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CHART OPTIONS
Selecting the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-50).
Selecting the ALL Softkey shows the entire chart on the screen.

Entire Chart
Shown

Figure 8-62 Airport Information Page, ALL View Selected

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Selecting the FIT WIDTH Softkey fits the width of the chart in the display viewing area. In the example
shown, the chart at close range is replaced with the full width chart.

Select FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-63 Approach Information Page, FIT WDTH Softkey Selected

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Selecting the FULL SCN Softkey alternates between removing and replacing the data window to the right.

Select FULL SCN
Softkey to Switch
Between Full Screen
Chart and Chart with
Info Window

Figure 8-64 Airport Information Page, Full Screen and Info Window

Selecting the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
The full screen view can also be selected by using the page menu option.

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Chart Setup Option

Full Screen On/Off Selection

Figure 8-65 Page Menus

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DAY/NIGHT VIEW
FliteCharts can be displayed on a white or black background for day or night viewing. The Day View offers
a better presentation in a bright environment. The Night View gives a better presentation for viewing in a dark
environment. When the CHART SETUP Box is selected the softkeys are blank.
Selecting Day, Night, or Automatic View:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.

Figure 8-66 Waypoint Information Page, OPTIONS Menu

3) Turn the large FMS Knob to move to the COLOR SCHEME Option (Figure 8‑67).
4) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
5) If Auto Mode is selected, turn the large FMS Knob to select the percentage field. Use the small FMS Knob to
change the percentage value. The percentage value is the day/night crossover point based on the percentage of
backlighting intensity. For example, if the value is set to 15%, the day/night display changes when the display
backlight reaches 15% of full brightness.
The display must be changed in order for the new setting to become active. This may be accomplished by
selecting another page or changing the display range.
6) Press the FMS Knob when finished to remove the Chart Setup Menu.

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Figure 8-67 Approach Information Page, Day View

Figure 8-68 Approach Information Page, Night View

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FLITECHARTS CYCLE NUMBER AND EXPIRATION DATE
FliteCharts data is revised every 28 days. Charts are still viewable during a period that extends from the cycle
expiration date to the disables date. FliteCharts is disabled 180 days after the expiration date and are no longer
available for viewing upon reaching the disables date. After the expiration date, the FliteCharts database is no
longer current, however, data displayed on the actual charts may still be current. When viewing charts after the
FliteCharts database has expired, ensure the displayed chart is current before using.
When turning on the system, the Power-up Page displays the current status of the FliteCharts database. See
the table below for the various FliteCharts Power-up Page displays and the definition of each.

FliteCharts Database

Figure 8-69 Power-up Page, FliteCharts Database

Power-up Page Display

Definition
Blank Line. system is not configured for FliteCharts. Contact a Garminauthorized service center for configuration.
System is configured for FliteCharts but no chart database is installed.
Refer to Updating Garmin Databases in Appendix B for the FliteCharts
database
Normal operation. FliteCharts database is valid and within current
cycle.
FliteCharts database is beyond the expiration date, but still within the
180 day viewing period.
FliteCharts database has timed out. Database is beyond 180 days
after expiration date. FliteCharts database is no longer available for
viewing.

Table 8-3 FliteCharts Power-up Page Annunciations and Definitions

Other possible AUX - System Status page conditions are shown in Figure 8-70. ‘FliteCharts Expires’ plus a
date in white, indicates the chart database is current. ‘Chart data is out of date!’ in yellow, indicates charts are
still viewable, but approaching the disable date.

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ADDITIONAL FEATURES
When the 180 day grace period has expired, ‘Chart data is disabled.’ in yellow indicates that the FliteCharts
database has expired and is no longer viewable. ‘Chart Data: N/A’ appears in white if no FliteCharts data is
available on the database card or no database card is inserted.
FliteCharts time critical information can also be found on the AUX - System Status page. The FliteCharts
database REGION, CYCLE number, EFFECTIVE, EXPIRES, and DISABLES dates of the subscription appear in
either blue or yellow text. Dates shown in blue are current data. Dates shown in yellow indicate the data is not
within the current subscription period.
FliteCharts becomes inoperative 180 days after the FliteCharts EXPIRES date is reached, and is no longer
available for viewing. This date is shown as the DISABLES date. After the disable date the SHW CHRT Softkey
label appears subdued and is unavailable until a revised issue of FliteCharts is installed.
NOTE: A subdued softkey label indicates the function is disabled.

Select the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the FliteCharts database information is
shown.
The FliteCharts database cycle number shown in the figure, 1405, is deciphered as follows:
14 – Indicates the year 2014
05 – Indicates the fifth issue of the FliteCharts database for the year
The FliteCharts EFFECTIVE date 07–MAY–14 is the first date that this database is current.
The FliteCharts EXPIRES date 04–JUN–14 is the last date that this database is current.
The DISABLES date 01–DEC–14 is the date that this database becomes inoperative.

FliteCharts
Data

Figure 8-70 AUX – System Status Page, FliteCharts Current and Available

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ADDITIONAL FEATURES
The FliteCharts database is provided from Garmin. Refer to Updating Garmin Databases in Appendix B for
instructions on revising the FliteCharts database.
The other four possible AUX - System Status page conditions are shown here. The EFFECTIVE date, in
yellow, indicates the current date precedes the date the FliteCharts database becomes effective. The EXPIRES
date, in yellow, is the revision date for the next database cycle. The DISABLES date, in yellow, is the date that
this database cycle is no longer viewable. NOT AVAILABLE in blue, indicate the FliteCharts database is not
available on the database card or no database card is inserted.

Current Date is Before Effective Date

FliteCharts Expired, but is not Disabled

FliteCharts Database is Disabled

FliteCharts Database is Not Available
Figure 8-71 AUX – System Status Page, FliteCharts Datbase Status

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8.5 AIRPORT DIRECTORY
The Aircraft Owners and Pilots Association (AOPA) and optional AC-U-KWIK Airport Directory databases
offer detailed information regarding services, hours of operation, lodging options, and more. This information
is viewed on the Airport Information Page by selecting the INFO Softkey until INFO-2 is displayed as shown in
Figure 8-72.
Both Airport Directories are available for downloading at flygarmin.com. However, copy only one of the
databases to the Supplemental Data Card. The system cannot recognize both databases simultaneously.
Selecting the Airport Directory Page:
1) Turn the large FMS Knob to select the ‘WPT’ page group.
2) Turn the small FMS Knob to select the AIRPORT INFORMATION Page. Initially, information for the airport closest
to the aircraft’s present position is displayed.
3) If necessary, select the INFO softkey until INFO-2 is displayed.

Figure 8-72 Airport Directory Information on the Airport Information Page

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AIRPORT DIRECTORY DATABASE CYCLE NUMBER AND REVISION
The Airport Directory databases are revised every 56 days. Check fly.garmin.com for the current database.
The Airport Directory is always available for use after the expiration date. When turning on the system, the
Power-up Page indicates whether the databases are current, out of date, or not available.

Airport Directory Database

Figure 8-73 Power-up Page, Airport Directory Database

Power-up Page Display

Definition
Normal operation. Airport Directory database is valid and within
current cycle.
Airport Directory database has expired.
Database card contains no Airport Directory data.

Table 8-4 Airport Directory Annunciation Definitions

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The Airport Directory Region, Version, Cycle, Effective date and Expires date of the database cycle can also be
found on the AUX - System Status page, as seen in Figure 8-74.
Select the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the Airport Directory database information
is shown.
The Airport Directory database cycle number shown in the figure, 14D2, is deciphered as follows:
14 – Indicates the year 2014
D – Indicates the data is for Airport Directory
2 – Indicates the second issue of the Airport Directory database for the year
The Airport Directory EFFECTIVE date 15–APR–14 is the beginning date for the current database cycle. The
Airport Directory EXPIRES date 14–JUL–14 is the revision date for the next database cycle.

Airport Directory
Data

Figure 8-74 AUX – System Status Page, Airport Directory Current Information

Airport Directory information appears in blue and yellow text. The EFFECTIVE date appears in blue when
data is current and in yellow when the current date is before the effective date. The EXPIRES date appears in
blue when data is current and in yellow when expired (Table 8-4). NOT AVAILABLE appears in blue in the
REGION field if Airport Directory data is not available on the database card. An expired Airport Directory
database is not disabled and will continue to function indefinitely.

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8.6 SATELLITE TELEPHONE AND SMS MESSAGING
NOTE: Separate accounts must be established to access the Iridium satellite network for voice and Garmin

Connext for data transmission of maintenance reports.
Up to two optional GSR 56 Iridium Transceivers provide Iridium Satellite Telephone service and SMS text
messaging. Iridium telephone and text messaging are available to the flight crew through the Multi-function
Display, audio panel and headset. The system provides a telephone handset interface to be used for voice
communication between the aircraft cabin and the cockpit and for Iridium telephone service in the aircraft cabin.
Operation of these features in the cockpit is accomplished through the AUX-TELEPHONE and AUX-TEXT
MESSAGING Pages. For operation using the cabin handset, consult the instructions provided with the handset.

REGISTERING WITH GARMIN CONNEXT
A subscriber account must be established prior to using the Iridium Satellite System. Before setting up an
Iridium account, obtain the serial number of the Iridium Transceiver (GSR1) and the System ID by selecting the
AUX- SYSTEM STATUS Page as shown in Figure 8-75. Contact Connext at 1-866-739-5687 in the United States
or 913-397-8200, ext. 1135.

Iridium Transceiver Serial Number

System ID Number

Figure 8-75 Identification Needed for Iridium Registration

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ADDITIONAL FEATURES

TELEPHONE COMMUNICATION
The pilot or copilot can place and answer calls on the Iridium satellite network as well as to or from the
telephone handset in the cabin. Calls can also be answered or made from the cabin phone, however, only
actions initiated from the cockpit phone will be discussed here. See the cabin handset user guide for more
information. Control and monitoring of telephone functions are accomplished through the AUX-TELEPHONE
Page.
Viewing the Telephone Page:
1) Turn the large FMS Knob on the MFD to select the AUX page group.
2) Turn the small FMS Knob to select SATELLITE PHONE.
3) If necessary, select the TEL Softkey to display the AUX-TELEPHONE Page.

The PHONE STATUS display, as shown in Figure 8-76, gives a graphical representation of the current
disposition of voice and/or data transmissions. Table 8-5 describes symbology used on Phone Status display.

Satellite
Signal
Strength
External
Phone

Internal
Phones

Figure 8-76 Phone Status Display

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Internal
Phone

External
Phone

Description
Phone is Idle
Phone is ringing
Phone has a dial tone (off hook) or connected to another phone
Phone dialed is busy
Phone is dialing another phone
Phone has failed
Phone status not known
Phone is disabled

Phone is reserved for data transmission

Calling other phone or incoming call from other phone
Other phone is on hold
Phones are connected
Table 8-5 Telephone Symbols

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ENABLE/DISABLE THE IRIDIUM TELEPHONE SYSTEM
The Iridium Satellite Telephone System may be turned on or off by using the page menu.

Figure 8-77 Enable Iridium Telephone System

To enable the Iridium telephone system:
1) With the AUX-TELEPHONE Page displayed, select the MENU Key on the MFD to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Enable Iridium Transmission’.
3) Press the ENT Key.

To disable the Iridium telephone system:
1) With the AUX-TELEPHONE Page displayed, select the MENU Key on the MFD to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Disable Iridium Transmission’.
3) Press the ENT Key.

INCOMING CALLS
When viewing MFD pages other than the AUX-TELEPHONE Page, a pop-up alert similar to Figure 8-78
will be displayed and an aural alert “Incoming Call” will be heard. If the call is from the cabin, CABIN will be
displayed as seen in Figure 8-78. If the incoming call is an Iridium network call, IRIDIUM will be displayed.
The pop-up alert may be inhibited at times, such as during takeoff. In addition to the pop-up alert, a ringing
phone symbol will be displayed to the right of the MFD page title as shown in Figure 8-78. Also, the voice
alert “Incoming Call” will be heard on the selected cockpit audio.

Incoming Call Pop-up

Incoming Call Symbol on MFD Page
Figure 8-78 Incoming Call

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Answering an incoming call in the cockpit:
1) Press the TEL Key on the appropriate audio panel.
2) Select the ANSWER Softkey on the MFD.
Or:
While viewing the AUX-TELEPHONE Page:
NOTE: The Push-to-Talk switch is not utilized for telephone communication. The microphone is active after

selecting the ANSWER Softkey, and stays active until the call is terminated.
1) Press the TEL Key on the appropriate audio panel.
2) Press the MENU Key to display the Page Menu.
3) Turn either FMS Knob to place the cursor on ‘Answer Incoming Call’.
4) Press the ENT Key.

Selecting the IGNORE Softkey will extinguish the pop-up window and leave the current call unanswered.
Selecting the IGNR ALL Softkey will extinguish the pop-up window for the current and all future incoming
calls and leave the current call unanswered. Selecting the TEL Softkey will display the AUX-TELEPHONE
Page allowing additional call information to be viewed before answering.
Disabling incoming call alerts:
1) With the AUX-TELEPHONE Page displayed, press the MENU Key on the MFD to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Disable Incoming Call Alerts’.
3) Press the ENT Key. The voice and pop-up alert will not be displayed now when an incoming call is received.

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OUTGOING CALLS
Voice calls can be made from the cockpit to the handset in the cabin, or to an external phone through the
Iridium Satellite Network.
Making a call to the cabin:
1) Press the TEL Key on the appropriate audio panel.
2) Select the DIAL Softkey on the MFD. A display similar to Figure 8-79 will be shown.

Figure 8-79 Initiating a Cabin Call

3) Press the ENT Key. The cursor will move from ‘CABIN’ to ‘OK’.

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4) Press the ENT Key again. The cabin phone will now ring as seen in Figure 8-80.

Figure 8-80 Cabin Phone Ringing

When the cabin phone is answered, the connection is established as shown in Figure 8-81. To exit the call,
select the HANGUP Softkey.

Figure 8-81 Cabin Phone Answered

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Making an external call from the cockpit using the Iridium satellite network:
1) Press the TEL Key on the appropriate audio panel.
2) Select the DIAL Softkey on the MFD. A display similar to Figure 8-82 will be shown.

Figure 8-82 Initiating an External Call

3) Turn the small FMS Knob to select ‘IRIDIUM’ as seen in Figure 8-83.

Figure 8-83 Selecting the Iridium Satellite System

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4) Press the ENT Key. The cursor has now moved to the phone number entry field as shown in Figure 8-84.

Figure 8-84 Enter Phone Number

5) Enter the desired telephone number by selecting the number softkeys on the MFD or by pressing the numeric
keys on the MFD Control Unit. The International dialing sequence is necessary to place a call from the cockpit
to an external phone: Country Code + City/Area Code (if any) + Telephone Number.
The following country codes may be used when calling other satellite telephone systems.

Satellite System
Inmarsat
ICO
Ellipso
Iridium
Globalstar

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870
8810 or 8811
8812 or 8813
8816 or 8817
8818 or 8819

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ADDITIONAL FEATURES
6) Press the ENT Key. ‘OK’ is highlighted as in Figure 8-85.

Figure 8-85 Make the Call

7) Press the ENT Key. The system will begin calling the number, as in Figure 8-86.

Figure 8-86 System is Making the Connection

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ADDITIONAL FEATURES
When the phone is answered, the connection is established as shown in Figure 8-87. To exit the call, select
the HANGUP Softkey.
When numeric entries are required while a call is connected, such as selecting menu items like “dial zero to
get an operator”, select the KEYPAD Softkey to access the numeric softkeys.

Figure 8-87 Phone is Answered, Connection Complete

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PLACING THE COCKPIT PHONE ON HOLD
Placing a call on hold:
Select the HOLD Softkey on the MFD.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Put Current Call On Hold’.
3) Press the ENT Key.

The cockpit phone is now isolated from the call as seen in Figure 8-88. This figure illustrates a conference
call between the cockpit, cabin, and an external phone in which the cockpit phone has been put on hold.
Select the HOLD Softkey again to resume the call.

Figure 8-88 Cockpit Phone on Hold

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TRANSFERRING A CALL FROM THE COCKPIT
From the cockpit phone, an external call can be transferred to the cabin phone, or a call with the cabin
phone can be transferred to an external phone, or (when two Iridium Transceivers are installed) an external
call can be transferred to another external phone.
Transferring a call:
1) Select the TRANS Softkey on the MFD.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Transfer Current Call’.
c) Press the ENT Key.

A window similar to that shown in Figure 8-89 will be displayed. In this example, an active call to the cabin
is transferred to an external number. Therefore, the window shows the ‘Iridium’ option. If the active call is
with an external phone, ‘CABIN’ would be the option.

Figure 8-89 Enter Phone Number to Receive Transferred Call

2) Press the ENT Key. The cursor now highlights the phone number entry field.
3) Enter the phone number to which the call is being transferred, as discussed earlier for making an external call
on the Iridium satellite network.
4) Press the ENT Key. ‘OK’ is now highlighted.

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ADDITIONAL FEATURES
5) Press the ENT Key again to place the call as shown in Figure 8-90.

Figure 8-90 Call Transfer to an External Phone

When the external phone is answered, the call connection is indicated as in Figure 8-91.

Figure 8-91 Call Transfer Complete

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MAKING A CONFERENCE CALL FROM THE COCKPIT
The cabin or an external phone (two external phones if two Iridium Transceivers are installed) can be added
to a call already in progress.
Adding another phone to an active call:
1) Select the CONF Softkey on the MFD.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Conference Current Call’.
c) Press the ENT Key.

A window similar to that shown in Figure 8-92 will be displayed. In this example, an external phone will
be added to an active call to the cabin. Therefore, the window shows the ‘IRIDIUM’ option. If the active call
is with an external phone, ‘CABIN’ would be the option.

Figure 8-92 Initiate a Conference Call

2) Press the ENT Key. The cursor now highlights the phone number entry field.
3) Enter the phone number to be added to the call, as discussed earlier for making an external call on the Iridium
satellite network.
4) Press the ENT Key. ‘OK’ is now highlighted.

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ADDITIONAL FEATURES
5) Press the ENT Key again to place the call as shown in Figure 8-93.

Figure 8-93 Conference in External Phone

When the external phone is answered, the call connection is indicated as in Figure 8-94.

Figure 8-94 External Phone Added

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TEXT MESSAGING (SMS)
The pilot or copilot can send and receive text messages on the Iridium satellite network. Messages may be
sent to an email address or text message capable cellular telephone. Message length is limited to 160 characters,
including the email address.
The text messaging user interface is mainly through the AUX-TEXT MESSAGING Page.
Viewing the Text Messaging Page:
1) Turn the large FMS Knob on the MFD to select the AUX page group.
2) Turn the small FMS Knob to select the SATELLITE PHONE.
3) If necessary, select the SMS Softkey to display the AUX-TEXT MESSAGING Page as shown in Figure 8-95.

Figure 8-95 Text Messaging Page

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Message Symbol

Description
Received text message that has not been opened
Received text message that has been opened
Saved text message, draft not sent
System is sending text message
Text message has been sent
System failed to send text message
Predefined text message
Table 8-6 Text Message Symbols

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VIEWING A TEXT MESSAGE WHEN RECEIVED
When viewing MFD pages other than the AUX-TEXT MESSAGING Page, a pop-up alert similar to Figure
8-96 will be displayed when a new text message is received.

New Text Message Pop-up

New Text Message Symbol on MFD Page
Figure 8-96 New Text Message Received

Select the VIEW Softkey to view the message (Figure 8-97). Selecting the IGNORE Softkey will extinguish
the pop-up window and leave the text message unopened. Selecting the IGNR ALL Softkey will extinguish
the pop-window and ignore all future incoming text messages. Selecting the SMS Softkey will display the
AUX-TEXT MESSAGING Page.

Figure 8-97 Text Message Displayed from Pop-Up Alert

The pop-up alerts may be enabled or disabled through the Page Menu.

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Enabling/disabling incoming text message pop-up alerts:
1) With the AUX-TEXT MESSAGING Page displayed, press the MENU Key on the MFD to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Disable New Message Popups’ or ‘Enable New Message
Popups’.
3) Press the ENT Key. The pop-up alert will not be displayed when an incoming text message is received.

Figure 8-98 Disabling New Text Message Pop-Ups

REPLY TO A TEXT MESSAGE
After reading a text message, a reply may be sent.
Replying to a text message:
While viewing the text message, select the REPLY Softkey.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Reply To Message’.
3) Press the ENT Key.

SENDING A TEXT MESSAGE
Text messages may be sent from the AUX-TEXT MESSAGING Page.
Sending a new text message:
1) While viewing the AUX-TEXT MESSAGING Page, select the NEW Softkey.
Or:

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a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Draft New Message’.
c) Press the ENT Key.

Figure 8-99 Composing a New Text Message

2) The TEXT MESSAGE DRAFT Window is now displayed with the cursor in the ‘TO’ field. Enter the desired
telephone number or email address. Entry can be accomplished through the alphanumeric keys on the MFD
Controller, or combination of the FMS Knob on the controller and softkeys on the MFD. The FMS Knob is used
to enter letters and numbers, or numbers can be entered from the MFD by selecting the NUMBERS Softkey.
Select the CAP LOCK Softkey to create upper and lower case alpha characters. Special characters can be
accessed by selecting the SYMBOLS Softkey. See Figure 8-99.
3) Press the ENT Key. The cursor is now displayed in the ‘MESSAGE’ field.
4) Enter the desired message using any combination of entry methods as described in step 2.
5) Press the ENT Key.
6) Select the SEND Softkey to send the message immediately, or select the SAVE Softkey to save the message in
the Outbox for sending at a later time. Select the CANCEL Softkey to delete the message.

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PREDEFINED TEXT MESSAGES
Time and effort can be saved in typing text messages that are used repeatedly by saving these messages as
a predefined message.
Creating a predefined text message:
1) While viewing the AUX-TEXT MESSAGING Page, press the MENU Key to display the Page Menu.

Figure 8-100 Creating/Editing Predefined Messages

2) Turn either FMS Knob to select ‘Edit Predefined Messages’ as shown in Figure 8-100.
3) Press the ENT Key. The PREDEFINED MESSAGES view is now displayed.
4) Select the NEW Softkey.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Draft New Predefined Message’.

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c) Press the ENT Key. The PREDEFINED SMS TEXT MESSAGE Window is now displayed as shown in Figure 8-101.

Figure 8-101 Composing a Predefined Message

5) The cursor is displayed in the ‘TITLE’ field. Enter the desired message title. Entry can be accomplished through
the alphanumeric keys on the MFD Controller, or combination of the FMS Knob on the controller and softkeys
on the MFD. The FMS Knob is used to enter letters and numbers, or numbers can be entered from the MFD
by selecting the NUMBERS Softkey. Select the CAP LOCK Softkey to create upper and lower case alpha
characters. Special characters can be accessed by selecting the SYMBOLS Softkey.
6) Press the ENT Key. The cursor is now displayed in the ‘MESSAGE’ field.
7) Enter the desired message using any combination of entry methods as described in step 5.
8) Press the ENT Key.
9) Select the SAVE Softkey. The new predefined message is now shown in the displayed list. Selecting the
CANCEL Softkey will delete the message without saving.
10) Press the MENU Key to display the Page Menu.
11) Turn either FMS Knob to place the cursor on ‘Stop Editing Predefined Message’.
12) Press the ENT Key.

Sending a predefined text message:
1) While viewing the AUX-TEXT MESSAGING Page, select the NEW Softkey.
2) The TEXT MESSAGE DRAFT Window is now displayed with the cursor in the ‘TO’ field. Enter the desired
telephone number or email address. Entry can be accomplished through the alphanumeric keys on the MFD
Controller, or combination of the FMS Knob on the controller and softkeys on the MFD. The FMS Knob is used
to enter letters and numbers, or numbers can be entered from the MFD by selecting the NUMBERS Softkey.
Select the CAP LOCK Softkey to create upper and lower case alpha characters. Special characters can be
accessed by selecting the SYMBOLS Softkey. See Figure 8-102.

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3) Press the ENT Key. The cursor is now displayed in the ‘MESSAGE’ field (Figure 8-102).

Figure 8-102 Composing a New Text Message

4) Select the PREDEFD Softkey. The PREDEFINED MESSAGE MENU Window is displayed as seen in Figure 8-103.

Figure 8-103 Predefined Message List

5) Turn either FMS Knob to select the desired predefined message.
6) Press the ENT Key. The predefined message text is inserted into the message field. If desired, the message can
be edited by using the FMS Knobs.
7) Press the ENT Key.
8) Select the SEND Softkey to transmit the message.

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TEXT MESSAGE BOXES
Received text messages reside in the Inbox as ‘Read’ or ‘Unread’ messages. The Outbox contains ‘Sent” and
‘Unsent’ text messages. Saved messages that are meant to be sent later are stored as Drafts. Each text message
box may be viewed separately, or together in any combination.
Show Inbox messages:
While viewing the AUX-TEXT MESSAGING Page, select the ARRANGE Softkey, then select the INBOX Softkey
(Figure 8-104).
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Show Inbox Messages’.
3) Press the ENT Key. The message box selected for viewing is indicated at the bottom left of the list window.

Figure 8-104 Text Message Inbox

Show Outbox messages:
While viewing the AUX-TEXT MESSAGING Page, select the ARRANGE Softkey, then select the OUTBOX
Softkey.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Show Outbox Messages’.
3) Press the ENT Key. The message box selected for viewing is indicated at the bottom left of the list window.

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Show Draft messages:
While viewing the AUX-TEXT MESSAGING Page, select the ARRANGE Softkey, then select the DRAFTS
Softkey.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Show Draft Messages’.
3) Press the ENT Key. The message box selected for viewing is indicated at the bottom left of the list window.

MANAGING TEXT MESSAGES
The viewed messages may be listed according to the date/time the message was sent or received, the type of
message (read, unread, sent, unsent, etc.), or by message address.
Viewing messages sorted by message date/time:
While viewing the AUX-TEXT MESSAGING Page, select the ARRANGE Softkey, then select the TIME Softkey
(Figure 8-104).
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Sort By Date/Time’.
3) Press the ENT Key. The sorting selection is indicated at the bottom center of the list window (Figure 8-104).

Viewing messages sorted by message type:
While viewing the AUX-TEXT MESSAGING Page, select the ARRANGE Softkey, then select the TYPE Softkey.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Sort By Type’.
3) Press the ENT Key. The sorting selection is indicated at the bottom center of the list window.

Viewing messages sorted by address:
While viewing the AUX-TEXT MESSAGING Page, select the ARRANGE Softkey, then select the ADDRESS
Softkey.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Sort By Address’.
3) Press the ENT Key. The sorting selection is indicated at the bottom center of the list window.

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Viewing the content of a text message:
1) While viewing the AUX-TEXT MESSAGING Page, select the desired message box.
2) Press the FMS Knob to activate the cursor.
3) Turn either FMS Knob to select the desired message.
4) Select the VIEW Softkey.
Or:
Press the ENT Key.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘View Selected Message’.
c) Press the ENT Key.
Message content is displayed as shown in Figure 8-105.

Figure 8-105 Viewing Message Content

5) To close the text message, select the CLOSE Softkey.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Close Message’.
c) Press the ENT Key.

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Marking selected message as read:
1) While viewing the Inbox on the AUX-TEXT MESSAGING Page, press the FMS Knob to activate the cursor.
2) Turn either FMS Knob to select the desired message.
3) Select the MRK READ Softkey.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Mark Selected Message As Read’.
c) Press the ENT Key.
The message symbol now indicates the message has been opened.

Marking all messages as read:
1) While viewing the Inbox on the AUX-TEXT MESSAGING Page, press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Mark All New Messages As Read’.
3) Press the ENT Key. A confirmation window is displayed.
4) With cursor highlighting ‘YES’, press the ENT Key. The message symbols now indicate all the message have
been opened.

Delete a message:
1) While viewing the Inbox on the AUX-TEXT MESSAGING Page, press the FMS Knob to activate the cursor.
2) Turn either FMS Knob to select the desired message.
3) Select the DELETE Softkey.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Delete Selected Message’.
c) Press the ENT Key.

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8.7 WI-FI CONNECTIONS
The optional GDL 59 Data Link provides a Wi-Fi data link between the aircraft and a ground computer network.
Wi-Fi connections are used for transferring maintenance log data to the aircraft manufacturer. The system can
connect to a IEEE 802.11g compatible network provided the aircraft is on the ground and located within range
of a network. The system is capable of WEP64, WEP128,WPA-PSK, and WPA2-PSK encryption formats. WPAEnterprise and WPA2-Enterprise are not supported. Connections that require web proxies, captive portals, or
other elements that require user credentials, including a username and password or a redemption or access code;
or require action such as accepting a user agreement, are not supported.
Control and monitoring of Wi-Fi functions are accomplished through the AUX-WI-FI SETUP Page.
Viewing the Wi-Fi Setup Page:
1) Turn the large FMS Knob on the MFD to select the AUX page group.
2) Turn the small FMS Knob to select DATA LINK. The AUX-WI-FI SETUP Page is now displayed.

Setting up a new Wi-Fi connection:
1) Select the AVAIL Softkey on the MFD. A list of available networks will be displayed in the AVAILABLE NETWORKS
window as shown in Figure 8-106. Signal strength is shown for each network, as well as security methods and
whether the network has been saved in the system’s memory.

Figure 8-106 Available Wi-Fi Networks

2) If necessary, select the RESCAN Softkey to have the system scan again for available networks.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Rescan Available Networks’.
c) Press the ENT Key.

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3) Press the FMS Knob to place the cursor in the list of networks.
4) Turn either FMS Knob to select the desired network. See Figure 8-107.

Figure 8-107 Desired Network Selected

5) Select the CONNECT Softkey.
Or:
a) Press the MENU Key to display the Page Menu.
b) Turn either FMS Knob to place the cursor on ‘Connect To Selected Network’.
c) Press the ENT Key.
6) If the network is secured, a window similar to Figure 8-108 will be displayed in order to enter the necessary
passcode. Use the FMS Knobs to enter the desired alpha numeric characters. Select the CAP LOCK Softkey to
enter upper case letters. If there is no security associated with the network, proceed to step 9.

Figure 8-108 Enter Security Code

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7) Press the ENT Key. ‘OK’ will be highlighted.
8) Press the ENT Key again.
9) The SAVE SETTINGS window is now displayed with the cursor highlighting ‘SAVE CONNECTION’.

Figure 8-109 Save Option

10) The selected network can be saved to system memory to make re-connection easier at a later time.
Connecting the selected network without saving:
a) Turn the large FMS Knob to move the cursor to highlight ‘CONNECT’.
b) Press the ENT Key.
Saving and connecting the selected network:
a) Press the ENT Key. A checkmark is placed in the checkbox and the cursor moves to the airport field as shown
in Figure 8-110.
b) Using the FMS Knobs, enter an airport identifier to be associated with the saved network. This aids in identifying
the network later in the event of duplicate network names.
c) Press the ENT Key. The cursor moves to ‘CONNECT’.
d) Press the ENT Key again to connect to the selected network.

Figure 8-110 Save Connection

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Editing a saved network:
1) While viewing list of saved networks, press the FMS Knob to activate the cursor as seen in Figure 8-111.
2) Turn either FMS Knob to highlight the network to be edited.
3) Pressing the ENT Key at this point will check or uncheck the AUTO CONNECT checkbox. When a checkmark is
present, the system will automatically connect to the network when within range.

Figure 8-111 Select Network to be Edited

4) Select the EDIT Softkey. The cursor now appears in the CONNECTION SETTINGS window as shown in Figure 8-112.

Figure 8-112 Select Attributes to Edit

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5) Turn the large FMS Knob to select the network attribute to be edited.
6) Turn the small FMS Knob to begin editing the field.
7) When the entry is complete, press the ENT Key.
8) Turn the large FMS Knob or press the ENT Key until ‘SAVE’ is highlighted.
9) Press the ENT Key.

Disconnecting a Wi-Fi network:
Select the DISCNCT Softkey.
Or:
1) Press the MENU Key to display the Page Menu.
2) Turn either FMS Knob to place the cursor on ‘Disconnect From Network’.
3) Press the ENT Key.

Deleting a saved Wi-Fi network:
1) While viewing the list of saved networks, press the FMS Knob to activate the cursor.
2) Turn either FMS Knob to highlight the network to be deleted.
3) Select the DELETE Softkey. The selected network is removed from the list.

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8.8 MAINTENANCE LOGS
The system provides recording of CAS, CMC, exceedances, and other critical aircraft data that occur while
the aircraft is on the ground or in flight. This information may be used by aircraft maintenance personnel in
determining specific maintenance requirements.
The Maintenance Logs feature is accessible by entering a password. No pilot action is required.
Viewing the Maintenance Logs Page:
1) Turn the large FMS Knob on the MFD to select the AUX page group.
2) Turn the small FMS Knob to select ‘MAINTENANCE LOG’, as seen in Figure 8-113. The AUX-MAINTENANCE
LOGS Page is now displayed.

Figure 8-113 Maintenance Logs Page

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3) Select the PSWD Key to enter the password, as shown in Figure 8-114.
4) Enter the password.
5) Press the ENT Key to access the page.

Figure 8-114 Maintenance Logs Page

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8.9 SIRIUSXM SATELLITE RADIO ENTERTAINMENT
NOTE: Refer to the Hazard Avoidance Section for information about SiriusXM Weather products.

The optional SiriusXM Satellite Radio entertainment feature of the GDL 69A Data Link Receiver is available for
the pilot’s and passengers’ enjoyment. The GDL 69A can receive SiriusXM Satellite Radio entertainment services
at any altitude throughout the Continental U.S. Entertainment audio is not available on the GDL 69 Data Link
Receiver.
SiriusXM Satellite Radio offers a variety of radio programming over long distances without having to constantly
search for new stations. Based on signals from satellites, coverage far exceeds land-based transmissions.
SiriusXM Satellite Radio services are subscription-based. For more information on specific service packages, visit
www.siriusxm.com.

ACTIVATING SIRIUSXM SATELLITE RADIO SERVICES
The service is activated by providing SiriusXM Satellite Radio with either one or two coded IDs, depending on
the equipment. Either the Audio Radio ID or the Data Radio ID, or both, must be provided to SiriusXM Satellite
Radio to activate the entertainment subscription.
It is not required to activate both the entertainment and weather service subscriptions with the GDL 69A.
Either or both services can be activated. SiriusXM Satellite Radio uses one or both of the coded IDs to send an
activation signal that, when received by the GDL 69A, allows it to play entertainment programming.
These IDs are located:
• On the label on the back of the Data Link Receiver
• On the XM Information Page on the MFD (Figure 8-115)
• On the XM Satellite Radio Activation Instructions included with the unit (available at www.garmin.com, P/N
190-00355-04)
Contact the installer if the Data Radio ID and the Audio Radio ID cannot be located.
NOTE: The LOCK Softkey on the XM Information Page (Auxiliary Page Group) is used to save GDL 69A

activation data when the SiriusXM services are initially set up. It is not used during normal SiriusXM
Satellite Radio operation, but there should be no adverse effects if inadvertently selected during flight.
Refer to the GDL 69/69A XM Satellite Radio Activation Instructions (190-00355-04, Rev K or later) for
further information.
Activating the SiriusXM Satellite Radio services:
1) Contact SiriusXM Satellite Radio. Follow the instructions provided by SiriusXM Satellite Radio services.
2) Turn the large FMS Knob to select the AUX Page Group.
3) Turn the small FMS Knob to select XM RADIO.
4) Select the INFO Softkey to display the XM Information Page.
5) Verify that the desired services are activated.

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6) Select the LOCK Softkey.
7) Turn the large FMS Knob to highlight YES.
8) To complete activation, press the ENT Key.

Data
Radio ID

Audio
Radio ID

Weather
Products
Window

LOCK Softkey
is Used to Save
Activation Data
During Initial
Setup

RADIO
and INFO
Softkeys
Figure 8-115 XM Information Page

If SiriusXM Weather services have not been activated, the weather product boxes will appear empty on the
XM Information Page and a yellow Activation Required message is displayed in the center of the Weather
Data Link Page (Map Page Group). The Service Class refers to the groupings of weather products available for
subscription.

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USING SIRIUSXM SATELLITE RADIO
The XM Radio Page provides information and control of the audio entertainment features of the SiriusXM
Satellite Radio.
Selecting the XM Radio Page:
1) Turn the large FMS Knob to select the AUX Page Group.
2) Turn the small FMS Knob to select XM RADIO.
3) Select the RADIO Softkey to show the XM Radio Page where audio entertainment is controlled.

Active
Channels

Channel
List

Categories
Field
Figure 8-116 XM Radio Page

ACTIVE CHANNEL AND CHANNEL LIST
The Active Channel Box on the XM Radio Page displays the currently selected channel that the SiriusXM
Radio is using.
The Channels List Box of the XM Radio Page shows a list of the available channels for the selected category.
Channels can be stepped through one at a time or may be selected directly by channel number.
Selecting a channel from the channel list:
1) While on the XM Radio Page, select the CHNL Softkey.
2) Select the CH + Softkey to go up through the list in the Channel Box, or move down the list with the CH – Softkey.
Or:
1) Press the FMS Knob to highlight the channel list and turn the large FMS Knob to scroll through the channels.
2) Press the ENT Key to activate the selected channel.

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Selecting a channel directly:
1) While on the XM Radio Page, select the CHNL Softkey.
2) Select the DIR CH Softkey. The channel number in the Active Channel Box is highlighted.
3) Select the numbered softkeys located on the bottom of the display to directly select the desired channel number.
4) Press the ENT Key to activate the selected channel.

CATEGORY
The Category Box of the XM Radio Page displays the currently selected category of audio. Categories of
channels such as jazz, rock, or news can be selected to list the available channels for a type of music or other
contents. One of the optional categories is PRESETS to view channels that have been programmed.
Selecting a category:
1) Select the CATGRY Softkey on the XM Radio Page.
2) Select the CAT + and CAT - Softkeys to cycle through the categories.
Or:
Turn the small FMS Knob to display the Categories list. Highlight the desired category with the small FMS Knob
and press the ENT Key. Selecting All Categories places all channels in the list.

Figure 8-117 Categories List

PRESETS
Up to 15 channels from any category can be assigned a preset number. The preset channels are selected by
selecting the PRESETS and MORE Softkeys. Then the preset channel can be selected directly and added to
the channel list for the Presets category.

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Setting a preset channel number:
1) On the XM Radio Page, while listening to an Active Channel that is wanted for a preset, select the PRESETS
Softkey to access the first five preset channels (PS1 - PS5).
2) Select the MORE Softkey to access the next five channels (PS6 – PS10), and again to access the last five
channels (PS11 – PS15). Selecting the MORE Softkey repeatedly cycles through the preset channels.
3) Select any one of the (PS1 - PS15) softkeys to assign a number to the active channel.
4) Select the SET Softkey on the desired channel number to save the channel as a preset.

Press PRESETS to
Access the Preset
Channels Softkeys

Press MORE to Cycle
Through the Preset
Channels

Press SET to
Save Each
Preset Channel

Figure 8-118 Accessing and Selecting Preset SiriusXM Channels

Selecting the BACK Softkey, or 45 seconds of softkey inactivity, returns the system to the top level softkeys.

VOLUME
Radio volume is shown as a percentage. Volume level is controlled by selecting the VOL Softkey, which
brings up the MUTE Softkey and the volume increase and decrease softkeys.
Adjusting the volume:
1) With the XM Radio Page displayed, press the VOL Softkey.
2) Press the VOL – Softkey to reduce volume or press the VOL + Softkey to increase volume. (Once the VOL
Softkey is pressed, the volume can also be adjusted using the small FMS Knob.)

Figure 8-119 Volume Control

Radio volume may also be adjusted at each passenger station.
Mute SiriusXM audio:
1) Select the XM Radio Page or XM Information Page.
2) Press the MUTE Softkey to mute the audio. Press the MUTE Softkey again to unmute the audio.

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8.10 SCHEDULER
The Scheduler feature can be used to enter and display reminder messages (e.g., Hot Section Inspection or
Phase 1 Maintenance Check) in the Messages Window on the PFD. Messages can be set to display based on a
specific date and time (event), once the message timer reaches zero (one-time; default setting), or recurrently
whenever the message timer reaches zero (periodic). Message timers set to periodic alerting automatically reset
to the original timer value once the message is displayed. When power is cycled, all messages are retained until
deleted, and message timer countdown is resumed.

Figure 8-120 Scheduler (Utility Page)

Entering a scheduler message:
1) Select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the first empty scheduler message naming field.
4) Use the FMS Knob to enter the message text to be displayed in the Messages Window and press the ENT Key.
5) Press the ENT Key again or use the large FMS Knob to move the cursor to the field next to Type.
6) Turn the small FMS Knob to select the message type:

• Event—Message issued at the specified date/time

• One-time—Message issued when the message timer reaches zero (default setting)

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9) For event-based messages:
a) Use the FMS Knob to enter the desired date (DD-MM-YY) and press the ENT Key.
b) Press the ENT Key again or use the large FMS Knob to move the cursor to the next field.
c) Use the FMS Knob to enter the desired time (HH:MM) and press the ENT Key.
10) Press the ENT Key again or use the large FMS Knob to move the cursor to enter the next message.

Deleting a scheduler message:
1) Select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the name field of the scheduler message to be deleted.
4) Press the CLR Key to clear the message text. If the CLR Key is pressed again, the message is restored.
5) Press the ENT Key while the message line is cleared to clear the message text.

Scheduler messages appear in the Messages Window on the PFD. When a scheduler message is waiting, the
MSG Softkey label flashes. Selecting the MSG Softkey opens the Messages Window and acknowledges the
scheduler message. Selecting the MSG Softkey again removes the Messages Window from the display, and the
scheduler message is deleted from the message queue.

Figure 8-121 PFD Messages Window

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ADDITIONAL FEATURES

8.11 ELECTRONIC CHECKLISTS
NOTE: The optional checklists presented here are for example only and may differ from checklists available

for the Phenom 100. The information described in this section is not intended to replace the checklist
information described in the POH.
NOTE: Garmin is not responsible for the content of checklists. Checklists are created by the aircraft

manufacturer. Modifications or updates to the checklists are coordinated through the aircraft manufacturer.
The user cannot edit these checklists.
The optional checklist functions are displayed on two levels of softkeys that are available on any MFD page.
(Optional)
SYSTEM

CPDLC

SYSTEM

CPDLC

MAP

DCLTR

SHW CHRT CHKLIST

EXIT

CHECK

EMERGCY

The CHECK Softkey label changes to UNCHECK
when the checklist item is already checked.

Figure 8-122 Checklist Softkeys

The MFD is able to display optional electronic checklists which allow the pilot to quickly find the proper
procedure on the ground and during each phase of flight. The system accesses the checklists from an SD card
inserted into the top card slot of the MFD. If the SD card contains an invalid checklist file or no checklist,
the Power-up Page messages display ‘Checklist File: Invalid’ or ‘Checklist File: N/A’ (not available) and the
CHKLIST Softkey is not available.
The following colors are used for checklist items:

• Light Blue - Items not selected or checked

• White - Item is selected

• Green - Item has been checked

• Gray - General notes
• Yellow - Caution notes
• Red - Warning notes

Accessing and navigating checklists:
1) From any page on the MFD, select the CHKLIST Softkey or turn the large FMS Knob to select the Checklist
Page.
2) Turn the large FMS Knob to select the ‘GROUP’ field.
3) Turn the small FMS Knob to select the desired procedure and press the ENT Key.
4) Turn the large FMS Knob to select the ‘CHECKLIST’ field.
5) Turn the small FMS Knob to select the desired checklist and press the ENT Key. The selected checklist item is
indicated with white text surrounded by a white box.
6) Press the ENT Key or select the CHECK Softkey to check the selected checklist item. The line item turns green
and a checkmark is placed in the associated box. The next line item is automatically selected for checking.

Either FMS Knob can be used to scroll through the checklist and select the desired checklist item.

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ADDITIONAL FEATURES
Press the CLR Key or select the UNCHECK Softkey to remove a check mark from an item.
7) When all checklist items have been checked, ‘*Checklist Finished*’ is displayed in green text at the bottom left
of the checklist window and ‘GO TO NEXT CHECKLIST?’ is highlighted. If ‘GO TO NEXT CHECKLIST?’ is selected
prior to checking all the checklist items, ‘*CHECKLIST NOT FINISHED*’ will be displayed in yellow text.
8) Press the ENT Key. If ‘GO TO NEXT CHECKLIST?’ is displayed when pressing the ENT Key, the next checklist in
the group will be displayed. If ‘EXIT CHECKLISTS?’ is displayed when pressing the ENT Key, the system will exit
the Checklist Page.
9) Select the EXIT Softkey to exit the Checklist Page and return to the page last viewed. When returning to the
Checklist Page after pressing the EXIT Softkey, the system will return to the last selected checklist item.

Figure 8-123 Sample Checklist

Accessing emergency procedures:
1) From any page on the MFD, select the CHKLIST Softkey or turn the large FMS Knob to select the Checklist
Page.
2) Select the EMERGCY Softkey.

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ADDITIONAL FEATURES
3) Turn the FMS Knob to select the desired emergency checklist and press the ENT Key.
4) Press the ENT Key or select the CHECK Softkey to check the selected emergency checklist item. The line item
turns green and a checkmark is placed in the box next to it. The next line item is automatically highlighted for
checking.
Either FMS Knob can be used to scroll through the checklist and select the desired checklist item.
Press the CLR Key or select the UNCHECK Softkey to remove a check mark from an item.
5) When all checklist items have been checked, ‘*Checklist Finished*’ is displayed in green text at the bottom left
of the checklist window and ‘GO TO NEXT CHECKLIST?’ is highlighted. If ‘GO TO NEXT CHECKLIST?’ is selected
prior to checking all the checklist items, ‘*CHECKLIST NOT FINISHED*’ will be displayed in yellow text.
6) Press the ENT Key to advance to the next checklist.
7) Select the RETURN Softkey to return to the previous checklist.
8) Select the EXIT Softkey to exit the Checklist Page and return to the page last viewed.

Figure 8-124 Emergency Checklist Page Example

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ADDITIONAL FEATURES

8.12 ABNORMAL OPERATION
SVT TROUBLESHOOTING
SVT is intended to be used with traditional attitude, heading, obstacle, terrain, and traffic inputs. SVT is
disabled when valid attitude or heading data is not available for the display. In case of invalid SVT data, the
PFD display reverts to the standard blue-over-brown attitude display.
SVT becomes disabled without the following data resources:
• Attitude data
• Heading data
• GPS position data
• 9 Arc-second Terrain data
• Obstacle data
• TAWS function is not available, in test mode, or failed
• The position of the aircraft exceeds the range of the terrain database.

REVERSIONARY MODE
SVT can be displayed on the Multifunction Display (MFD) in Reversionary Mode. If it is enabled when switching
to Reversionary Mode, SVT will take up to 30 seconds to be displayed. The standard, non-SVT PFD display will
be shown in the interim.

Figure 8-125 SVT Reversionary Mode

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ADDITIONAL FEATURES

UNUSUAL ATTITUDES
Unusual attitudes are displayed with red chevrons overlaid on the display indicating the direction to fly to
correct the unusual attitude condition. The display shows either a brown or blue colored bar at the top or
bottom of the screen to represent earth or sky. This is intended to prevent losing sight of the horizon during
extreme pitch attitudes.

Figure 8-126 Unusual Attitude Display

The blue colored bar is also displayed when terrain gradient is great enough to completely fill the display.
Blue Band

Terrain
Completely
Fills Display

Figure 8-127 Blue Sky Bar with Full Display Terrain

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ADDITIONAL FEATURES

GDL 69/69A DATA LINK RECEIVER TROUBLESHOOTING
Some quick troubleshooting steps listed below can be performed to find the possible cause of a failure.
• Ensure the owner/operator of the aircraft in which the Data Link Receiver is installed has subscribed to
SiriusXM Satellite Radio
• Ensure the SiriusXM subscription has been activated
• Perform a quick check of the circuit breakers to ensure that power is applied to the Data Link Receiver
• Ensure that nothing is plugged into the Music jack(s) because this would prevent SiriusXM Satellite Radio
from being heard
For troubleshooting purposes, check the LRU Information Box on the AUX - System Status Page for Data Link
Receiver (GDL 69/69A) status, serial number, and software version number. If a failure has been detected in the
GDL 69/69A the status is marked with a red X.
Selecting the System Status Page:
1) Turn the large FMS Knob to select the AUX Page Group.
2) Turn the small FMS Knob to select the System Status Page (the last page in the AUX Page Group).

Figure 8-128 LRU Information Window on System Status Page

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ADDITIONAL FEATURES
If a failure still exists, the following messages may provide insight as to the possible problem:
Message

Message Location

CHECK ANTENNA

XM Information Page (MFD)

UPDATING

XM Information Page (MFD))

NO SIGNAL

XM Information Page Weather Datalink Page Loss of signal; signal strength too low for
(MFD)
receiver

XM Radio Page (MFD)

Acquiring channel audio or information

OFF AIR

XM Radio Page (MFD)

Channel not in service

--------

XM Radio Page (MFD)

WEATHER DATA LINK FAILED

Weather Datalink Page (MFD)

ACTIVATION REQUIRED

XM Information Page (MFD)

Missing channel information
No communication from Data Link Receiver
within last 5 minutes
SiriusXM subscription is not activated

DETECTING ACTIVATION

Weather Datalink Page (MFD)

WAITING FOR DATA...

658

Description
Data Link Receiver antenna error; service
required
Data Link Receiver updating encryption code

SiriusXM subscription is activating.
SiriusXM subscription confirmed downloading
Weather Datalink Page (MFD)
weather data.
Table 8-7 GDL 69/69A Data Link Receiver Messages

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APPENDIX A

ANNUNCIATIONS AND ALERTS
CAS MESSAGES
WARNING MESSAGES
See the Airplane Flight Manual (AFM) for recommended pilot actions. Accompanied by a triple chime tone
which repeats until acknowledged.
Message
CAB ALTITUDE HI
DOOR EMER OPEN
DOOR PAX OPEN
E1 FIRE
E2 FIRE
E1 OIL LO PRES
E2 OIL LO PRES
ELEC EMERGENCY
ELEC XFR FAIL
LG LEVER DISAG
NO TO CONFIG

Description
Cabin altitude pressure altitude high
Emergency door open
Passenger door open
Fire in engine 1
Fire in engine 2
Low oil pressure in engine 1
Low oil pressure in engine 2
Generators offline
Generators offline and electrical emergency transfer has failed
Landing gear position and control lever disagreement
No takeoff configuration

CAUTION MESSAGES
See the Airplane Flight Manual (AFM) for recommended pilot actions. Accompanied by a single chime
tone which repeats until acknowledged.
Message
ADS 1 FAIL
ADS 2 FAIL
ADS 1 HTR FAIL
ADS 2 HTR FAIL
AHRS 1 FAIL
AHRS 2 FAIL
A-I E1 FAIL
A-I E2 FAIL
ANTI-SKID FAIL
AP FAIL
AP PITCH MISTRIM
AP ROLL MISTRIM
AUDIO PNL 1 FAIL
AUDIO PNL 2 FAIL
AURAL WRN FAIL
AUTO PTRIM FAIL
BATT DISCHARGE
BATT 1 OFF BUS
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Description
ADS 1 offline or failed
ADS 2 offline or failed
Pitot heater 1 offline or heater element failed
Pitot heater 2 offline or heater element failed
AHRS 1 failure
AHRS 2 failure
Anti-ice system failue in engine 1
Anti-ice system failue in engine 2
Anti-skid function lost; main brake still available
Loss of AP function
Airplane mistrimmed in pitch axis when AP is engaged
Airplane mistrimmed in roll axis when AP is engaged
Audio panel 1 is offline
Audio panel 2 is offline
Aural warning system failure due to non-communicating LRUs
Auto pitch trim failure; other pitch trim functions still available
Battery discharging under normal operation
Battery 1 offline

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Message
Description
BATT 2 OFF BUS Battery 2 offline
BATT EXCEEDANCE Battery voltage has exceeded 29 VDC
Bleed 1 system not under control
BLEED 1 FAIL
Bleed 2 system not under control
BLEED 2 FAIL
Bleed 1 hot air leakage at some region of the ducting
BLEED 1 LEAK
Bleed 2 hot air leakage at some region of the ducting
BLEED 2 LEAK
Main brake system lost
BRK FAIL
CAB DELTA-P FAIL Excessive cabin pressure differential
CLUTCH PIT FAIL Slip clutch maintenance test failed
CLUTCH ROL FAIL Slip clutch maintenance test failed
CLUTCH YAW FAIL Slip clutch maintenance test failed
CONFIG MDL FAIL Master Configuration Module failed or non-communicative
D-I WINGSTB FAIL Deice system in wings and tail failure
DOORBAG AFT OPEN Crew baggage door open
DOORBAG FWD OPEN Forward baggage door open
DUCT 1 OVERTEMP Duct 1 temperature over specified safe value
DUCT 2 OVERTEMP Duct 2 temperature over specified safe value
E1 CTRL FAULT Engine 1 responds slowly or not at all to thrust commands
E2 CTRL FAULT Engine 2 responds slowly or not at all to thrust commands
Uncommanded shutdown detected for engine 1
E1 FAIL
Uncommanded shutdown detected for engine 2
E2 FAIL
E1 FIRE DET FAIL Fire detection system failure in engine 1
E2 FIRE DET FAIL Fire detection system failure in engine 2
Fire extinguisher failure in engine 1
E1 FIREX FAIL
Fire extinguisher failure in engine 2
E2 FIREX FAIL
E1 FUEL IMP BYP Fuel filter impending bypass condition for engine 1
E2 FUEL IMP BYP Fuel filter impending bypass condition for engine 2
Thrust Lever Angle failure for engine 1
E1 TLA FAIL
Thrust Lever Angle failure for engine 2
E2 TLA FAIL
E1 TT0 HTR FAIL Heater failure in engine 1
E2 TT0 HTR FAIL Heater failure in engine 2
E1 TT0 PROBE ICE Engine 1 probe frozen
E2 TT0 PROBE ICE Engine 2 probe frozen
Electrical bay over temperature
EBAY OVHT
EMER BRK LO PRES Emergency accumulator pressure below 1800 psi. Few emergency brake functions available.
ENG NO TO DATA No takeoff data entered
Loss of flaps deployment or retraction
FLAP FAIL
FUEL 1 LO LEVEL Low fuel level in tank 1
FUEL 2 LO LEVEL Low fuel level in tank 2
FUEL 1 LO PRES Fuel pressure low in engine 1 feed line
FUEL 2 LO PRES Fuel pressure low in engine 2 feed line
FUEL 1 SOV FAIL Fuel feed SOV 1 closed or unavilable
FUEL 2 SOV FAIL Fuel feed SOV 2 closed or unavilable
FUEL IMBALANCE Fuel is imbalanced between the tanks
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APPENDIX A
Message
FUEL OVERFILL
FUEL XFR FAIL
GEN 1 OFF BUS
GEN 2 OFF BUS
GEN OVLD
GEN START FAULT
GIA 1 FAIL
GIA 2 FAIL
GIA 1 OVHT
GIA 2 OVHT
HYD HI TEMP
HYD LO PRES
ICE CONDITION*
LG WOW SYS FAIL
MFD CONFIG
MFD FAULT
MFD OVHT
OXY LO PRES
PARK BRK NOT REL
PAX OXY NO PRES
PFD 1 CONFIG
PFD 2 CONFIG
PFD 1 FAULT
PFD 2 FAULT
PFD 1 OVHT
PFD 2 OVHT
PRESN AUTO FAIL
PTRIM BKP FAIL
PTRIM DISCONNECT
PTRIM NML FAIL
PUSHER FAIL
PUSHER OFF
STBY HTR FAIL
SWPS FAIL
SWPS FAULT
SWPS HTR 1 FAIL
SWPS HTR 2 FAIL
SWPS UNTESTED
TCAS FAIL*
WSHLD 1 HTR FAIL
WSHLD 2 HTR FAIL
YD FAIL
YD MISTRIM

Description
Fuel tank overfilled
Fuel transfer failure
Generator 1 offline
Generator 2 offline
Generator(s) overload
Generator start fault
Failure of GIA 1
Failure of GIA 2
GIA 1 over temperature
GIA 2 over temperature
Hydraulic temperature high
Hydraulic pressure low
Icing condition detected
Landing gear weight-on-wheels system failure
MFD configuration error
Fault with the MFD
MFD over temperature
Oxygen system pressure low
Parking brake not released
Cabin altitude high and passenger oxygen system pressure low
PFD 1 configuration error
PFD 2 configuration error
Fault with PFD 1
Fault with PFD 2
PFD 1 over temperature
PFD 2 over temperature
Pressurization controller failure
Loss of backup pitch trim actuator

Pitch trim disconnected
Loss of normally-operating pitch trim actuator
Stall Warning & Protection System pusher has failed
Stall Warning Pusher is off
Failure of standby heater
Stall Warning & Protection System inoperative
Stall Warning & Protection System activation angles anticipated to conservative settings
Stall Warning & Protection System heater 1 failure
Stall Warning & Protection System heater 2 failure
Stall Warning & Protection System has not been tested
TCAS I or TCAS II is unavailable
Windshield 1 heater failure
Windshield 2 heater failure
Loss of yaw damper function
Airplane mistrimmed in yaw axis when YD is engaged

* Optional

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APPENDIX A
ADVISORY MESSAGES
See the Airplane Flight Manual (AFM) for recommended pilot actions.
Message
A-I E1 ON
A-I E2 ON
ADS 1 HTR FAULT
ADS 2 HTR FAULT
ADS-AOA HTR ON
AHRS 1 FAULT
AHRS 2 FAULT
AUDIO PNL1 FAULT
AUDIO PNL2 FAULT
AURAL WRN FAULT
ATC DLK FAIL*
AVNX FAN FAIL
BLEED 1 OFF
BLEED 2 OFF
CLUTCH PIT PASS
CLUTCH PIT PROG
CLUTCH ROL PASS
CLUTCH ROL PROG
CLUTCH YAW PASS
CLUTCH YAW PROG
DC BUS 1 OFF
DC BUS 2 OFF
D-I WINGSTB ON
E1 CHIP DETECTED
E2 CHIP DETECTED
E1 FADEC FAULT
E2 FADEC FAULT
ELEC SYS FAULT
EMER BUS OFF
ENG EXCEEDANCE
ENG FIREX DISCH
ENG NO DISPATCH
FLAP NOT AVAIL
FUEL EQUAL
FUEL1 FEED FAULT
FUEL2 FEED FAULT
FUEL 1 PSW FAIL
FUEL 2 PSW FAIL
FUEL PUMP 1 FAIL

662

Description
De-ice system on in engine 1
De-ice system on in engine 2
Fault in ADS 1 heater
Fault in ADS 2 heater
ADS-AOA probe switch is on
Fault with AHRS 1
Fault with AHRS 2
Fault with audio panel 1
Fault with audio panel 2
Partial loss of aural warning function
CPDLC system has failed
Avionics fan failure
Bleed pressure regulator 1 and shut-off valve closed
Bleed pressure regulator 2 and shut-off valve closed
Pitch slip clutch maintenance test passed
Pitch slip clutch maintenance test in progress
Roll slip clutch maintenance test passed
Roll slip clutch maintenance test in progress
Yaw slip clutch maintenance test passed
Yaw slip clutch maintenance test in progress
DC bus 1 offline
DC bus 2 offline
Deice system in wings and tail ON
Chip detected by engine 1 oil chip detector
Chip detected by engine 2 oil chip detector
FADEC fault in engine 1
FADEC fault in engine 2
Electrical system fault
Emergency bus OFF
Limit exceeded in engine(s) during flight

Engine fire extinguisher discharge
FADEC detected no dispatch fault condition in engine(s)

Flaps not available
Fuel quantity asymmetry corrected; XFEED SOV is open
DC pump on due to low fuel pressure
DC pump on due to low fuel pressure
Fuel pressure switch stuck in “high” position
Fuel pressure switch stuck in “high” position
Fuel pump 1 failure

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APPENDIX A
Message
FUEL PUMP 2 FAIL
GEA 1 FAIL
GEA 2 FAIL
GEA 3 FAIL
GND SPLR OPEN*
GPU CONNECTED
GSD FAIL
HSDB FAULT
HSDB SW REV POS
ICE DET FAIL*
MFD FAN FAIL
OXY SW NOT AUTO
PFD 1 FAN FAIL
PFD 2 FAN FAIL
PTRIM SW1 FAIL
PTRIM SW2 FAIL
RALT FAIL*
RAM AIR FAIL
SHED BUS OFF
SPDBRK SW DISAG*

SPOILER FAULT*

SWPS ICE SPEED

Description
Fuel pump 2 failure
Failure of GEA 1
Failure of GEA 2
Failure of GEA 3
The spoiler panels are open in flight without any command for doing so
Ground power unit connected to the aircraft
GSD non-communicative
An LRU has stopped communicating over an HSDB
HSDB switch in reversionary position
Failure of the ice detection system
Failure of MFD fan
Oxygen system switch in manual mode
Failure of PFD 1 fan
Failure of PFD 2 fan
Failure of pilot pitch trim switch
Failure of copilot pitch trim switch
Radar altitude failure
Ram air valve failure
Shed bus off
Speed brake switch is in "OPEN" in an unauthorized flight condition
Ground Spoiler arm logic failed
Ground Spoiler command disagree
Spoiler position disagree
Ground Spoiler Control Valve failed
Speed brake command failed
Speed brake command inhibit failed
Stall Warning System activation angles anticipated due to ice conditions

* Optional

COMPARATOR ANNUNCIATIONS
The Comparator monitors critical values generated by redundant sensors. If differences in the sensors
exceed a specified amount, this discrepancy will be annunciated in the Comparator Window as a ‘MISCOMP’
(miscompare) as seen in Figure A-1. Note that operating the system in the vicinity of metal buildings or other
metal structures can cause sensor differences that may result in nuisance miscompare annunciations during
start up, shut down, or while taxiing. If one or both of the sensed values are unavailable, it will be annunciated
as a ‘NO COMP’ (no compare). The following is a list of the possible annunciations:

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Comparator
Window

Figure A-1 Sensor Comparator Window

Comparator Window Text
Condition
Difference in altitude sensors is > 200 ft.
ALT MISCOMP
If both airspeed sensors detect < 35 kts, this is inhibited.
IAS MISCOMP
If either airspeed sensor detects > 35 kts, and the difference in sensors is > 15 kts.
If either airspeed sensor detects > 80 kts, and the difference in sensors is > 10 kts.
HDG MISCOMP
Difference in heading sensors is > 10º.
PIT MISCOMP
Difference in pitch sensors is > 5º.
ROL MISCOMP
Difference in roll sensors is > 6º.
ALT NO COMP
No data from one or both altitude sensors.
IAS NO COMP
No data from one or both airspeed sensors.
HDG NO COMP
No data from one or both heading sensors.
PIT NO COMP
No data from one or both pitch sensors.
ROL NO COMP
No data from one or both roll sensors..

REVERSIONARY SENSOR ANNUNCIATIONS
Reversionary sensor selection is annunciated in the Reversionary Sensor Window, as shown in Figure A-2.
These annunciations reflect reversionary sensors selected on one or both PFDs. Pressing the SENSOR Softkey
gives access to ADC1, ADC2, ADCSTBY, AHRS1, AHRS2, and ATTSTBY Softkeys. These softkeys allow manual
switching of sensors. In the case of certain types of sensor failures, the system may make some sensor selections
automatically. The GPS sensor cannot be switched manually.

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APPENDIX A

Reversionary
Sensor
Window

Figure A-2 Reversionary Sensor Windows

Reversionary Sensor
Window Text
BOTH ON ADC1
BOTH ON ADC2
BOTH ON ADCSTBY
BOTH ON AHRS1
BOTH ON AHRS2
BOTH ON ATTSTBY
BOTH ON GPS1
BOTH ON GPS2
USING ADC1
USING ADC2
USING ADCSTBY
USING AHRS1
USING AHRS2
USING ATTSTBY
USING GPS1
USING GPS2

Condition
Both PFDs are displaying data from the #1 Air Data Computer.
Both PFDs are displaying data from the #2 Air Data Computer.
Both PFDs are displaying data from the standby air data input.
Both PFDs are displaying data from the #1 AHRS.
Both PFDs are displaying data from the #2 AHRS.
Both PFDs are displaying data from the standby attitude and heading reference input.
Both PFDs are displaying data from the #1 GPS receiver.
Both PFDs are displaying data from the #2 GPS receiver.
PFD2 is displaying data from the #1 Air Data Computer.
PFD1 is displaying data from the #2 Air Data Computer.
PFD1 or PFD2 is displaying data from the standby air data input.
PFD2 is displaying data from the #1 AHRS.
PFD1 is displaying data from the #2 AHRS.
PFD1 or PFD2 is displaying data from the standby attitude and heading reference input.
PFD2 is displaying data from the #1 GPS.
PFD1 is displaying data from the #2 GPS.

PRODIGY® SYSTEM ANNUNCIATIONS
When a new message is issued, the MSG Softkey will flash to alert the flight crew of a new message. It
will continue to flash until acknowledged by pressing the softkey. Active messages are displayed in white
text. Messages that have become inactive will change to gray text. The MSG Softkey will flash if the state of
a displayed message changes or a new message is displayed. The inactive messages can be removed from the
Message Window by pressing the flashing MSG Softkey.

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APPENDIX A
Messages are conveyed to the flight crew regarding problems with the system. Typically, a large red “X”
appears in a window when a related LRU fails or detects invalid data.
When an LRU or an LRU function fails, a large red “X” is typically displayed on windows associated with the
failed data. The following section describes various system annunciations. Refer to the AFM for additional
information regarding pilot responses to these annunciations.
NOTE: Upon power-up of the system, certain windows remain invalid as equipment begins to initialize. All
windows should be operational within one minute of power-up. Should any window continue to remain

flagged, the system should be serviced by a Garmin-authorized repair facility.

System
Annunciation
Red ‘X’

Messages Window

Figure A-3 System Messages

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Annunciation

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APPENDIX A
GIA 63W Integrated
Avionics Units

GIA 63W Integrated
Avionics Units
GDC 74B Air
Data Computer

FADEC

GRS 77 AHRS
Or
GMU 44
Magnetometer

GEA 71 Engine
Airframe Unit

KRA 405B Radar
Altimeter or GIA
63W Integrated
Avionics Units

Pressure Controller
GEA 71 Engine
Airframe Unit
& GSD 71 Data
Concentrator
GIA 63W Integrated
Avionics Units &
GEA 71 Engine
Airframe Unit

GIA 63W Integrated
Avionics Units
FADEC

GTX 33/D Transponder
Or
GIA 63W Integrated
Avionics Units

GDC 74B Air
Data Computer
Figure A-4 System Failure Annunciations

System Annunciation

Comment

Attitude and Heading Reference System is aligning.

Display system is not receiving attitude information from the AHRS.

Indicates a configuration module failure.

Display system is not receiving airspeed input from air data computer.

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System Annunciation

Comment
Display system is not receiving valid heading input from AHRS.
System is not receiving valid heading input from GMU, but is receiving GPS-derived track
information.

Display system is not receiving altitude input from the air data computer.

Display system is not receiving vertical speed input from the air data computer.

Display system is not receiving valid transponder information.

GPS information is either not present or is invalid for navigation use.
Note that AHRS utilizes GPS inputs during normal operation. AHRS operation may be degraded if
GPS signals are not present (see AFM).

Other Various Red X
Indications

668

A red “X” through any other display field (such as engine instrumentation display) indicates that
the field is not receiving valid data.

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APPENDIX A

PRODIGY® SYSTEM MESSAGE ADVISORIES
NOTE: This Section provides information regarding message advisories that may be displayed by the

system. Knowledge of the aircraft, systems, flight conditions, and other existing operational priorities must
be considered when responding to a message. Always use sound pilot judgment. The Phenom 100 Airplane
Flight Manual (AFM) takes precedence over any conflicting guidance found in this section.
This section describes various system message advisories. Certain messages are issued due to an LRU or an
LRU function failure. Such messages are normally accompanied by a corresponding red “X” annunciation as
shown previously in the Prodigy® System Annunciation section.

MFD & PFD MESSAGE ADVISORIES
Message
DATA LOST – Pilot stored data was
lost. Recheck settings.
XTALK ERROR – A flight display
crosstalk error has occurred.
PFD1 SERVICE – PFD1 needs
service. Return unit for repair.
PFD2 SERVICE – PFD2 needs
service. Return unit for repair.
MFD1 SERVICE – MFD1 needs
service. Return unit for repair.
MANIFEST – PFD1 software
mismatch, communication halted.
MANIFEST – PFD2 software
mismatch, communication halted.
MANIFEST – MFD1 software
mismatch, communication halted.
PFD1 CONFIG – PFD1 config error.
Config service req’d.
PFD2 CONFIG – PFD2 config error.
Config service req’d.
MFD1 CONFIG – MFD1 config
error. Config service req’d.
SW MISMATCH – GDU software
version mismatch. Xtalk is off.
PFD1 COOLING – PFD1 has poor
cooling. Reducing power usage.
PFD2 COOLING – PFD2 has poor
cooling. Reducing power usage.
MFD1 COOLING – MFD1 has poor
cooling. Reducing power usage.

190-00728-06 Rev. A

Comments
The pilot profile data was lost. System reverts to default pilot profile and settings. The
pilot may reconfigure the MFD & PFDs with preferred settings, if desired.
The MFD and PFDs are not communicating with each other. The system should be
serviced.

The PFD and/or MFD self-test has detected a problem. The system should be serviced.

The PFD and/or MFD has incorrect software installed. The system should be serviced.

The PFD configuration settings do not match backup configuration memory. The system
should be serviced.
The MFD configuration settings do not match backup configuration memory. The system
should be serviced.
The MFD and PFDs have different software versions installed. The system should be
serviced.

The PFD and/or MFD is overheating and is reducing power consumption by dimming the
display. If problem persists, the system should be serviced.

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669

APPENDIX A
Message
PFD1 KEYSTK – PFD1 [key name]
Key is stuck.
PFD2 KEYSTK – PFD2 [key name]
Key is stuck.
MFD1 KEYSTK – MFD [key name]
Key is stuck.
CNFG MODULE – PFD1
configuration module is inoperative.
PFD1 VOLTAGE – PFD1 has low
voltage. Reducing power usage
PFD2 VOLTAGE – PFD2 has low
voltage. Reducing power usage
MFD1 VOLTAGE – MFD1 has low
voltage. Reducing power usage

Comments

A key is stuck on the PFD and/or MFD bezel. Attempt to free the stuck key by pressing it
several times. The system should be serviced if the problem persists.

The PFD1 configuration module backup memory has failed. The system should be
serviced.
The PFD1 voltage is low. The system should be serviced.
The PFD2 voltage is low. The system should be serviced.
The MFD voltage is low. The system should be serviced.

DATABASE MESSAGE ADVISORIES
Message
MFD1 DB ERR – MFD1 navigation
database error exists.
PFD1 DB ERR – PFD1 navigation
database error exists.
PFD2 DB ERR – PFD2 navigation
database error exists.
MFD1 DB ERR – MFD1 navigation
database error exists.
PFD1 DB ERR – PFD1 navigation
database error exists.
PFD2 DB ERR – PFD2 navigation
database error exists.
MFD1 DB ERR – MFD1 basemap
database error exists.
PFD1 DB ERR – PFD1 basemap
database error exists.
PFD2 DB ERR – PFD2 basemap
database error exists.
MFD1 DB ERR – MFD1 navigation
database error exists.
PFD1 DB ERR – PFD1 navigation
database error exists.
PFD2 DB ERR – PFD2 navigation
database error exists.

670

Comments

The MFD and/or PFD detected a failure in the navigation database. Attempt to reload the
navigation database. If problem persists, the system should be serviced.

The MFD and/or PFD detected a failure in the basemap database.

The MFD and/or PFD detected a failure in the navigation database. Attempt to reload the
navigation database. If problem persists, the system should be serviced.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A
Message
MFD1 DB ERR – MFD1 basemap
database error exists.
PFD1 DB ERR – PFD1 basemap
database error exists.
PFD2 DB ERR – PFD2 basemap
database error exists.
MFD1 DB ERR – MFD1 obstacle
database missing.
PFD1 DB ERR – PFD1 obstacle
database missing.
PFD2 DB ERR – PFD2 obstacle
database missing.
MFD1 DB ERR – MFD1 airport
terrain database error exists.
PFD1 DB ERR – PFD1 airport
terrain database error exists.
PFD2 DB ERR – PFD2 airport
terrain database error exists.
MFD1 DB ERR – MFD1 airport
terrain database missing.
PFD1 DB ERR – PFD1 airport
terrain database missing.
PFD2 DB ERR – PFD2 airport
terrain database missing.
MFD1 DB ERR – MFD1 Safe Taxi
database error exists.
PFD1 DB ERR – PFD1 Safe Taxi
database error exists.
PFD2 DB ERR – PFD2 Safe Taxi
database error exists.
MFD1 DB ERR – MFD1 Chartview
database error exists.
MFD1 DB ERR – MFD1 FliteCharts
database error exists.
MFD1 DB ERR – MFD1 Airport
Directory database error exists.
DB MISMATCH – Navigation
database mismatch. Xtalk is off.
DB MISMATCH – Standby
Navigation database mismatch.

190-00728-06 Rev. A

Comments

The MFD and/or PFD detected a failure in the basemap database.

The obstacle database is present on another LRU, but is missing on the specified LRU.

The MFD and/or PFD detected a failure in the airport terrain database. Ensure that the
data card is properly inserted. Replace data card. If problem persists, the system should
be serviced.

The airport terrain database is present on another LRU, but is missing on the specified
LRU.

The MFD and/or PFD detected a failure in the Safe Taxi database. Ensure that the data
card is properly inserted. Replace data card. If problem persists, the system should be
serviced.
The MFD detected a failure in the ChartView database (optional feature). Ensure the data
card is properly inserted. Replace data card. If problem persists, system should be serviced.
The MFD detected a failure in the FliteCharts database (optional feature). Ensure the data
card is properly inserted. Replace data card. If problem persists, system should be serviced.
The MFD detected a failure in the Airport Directory database. Ensure that the data card is
properly inserted. Replace data card. If problem persists, the system should be serviced.
The PFDs and MFD have different navigation database versions or types (Americas,
European, etc.) installed. Crossfill is off. Install correct navigation database version or
type in all displays.
The PFDs and MFD have different standby navigation database versions or types
(Americas, European, etc.) installed. Install correct standby navigation database version
or type in all displays.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

671

APPENDIX A
Message
DB MISMATCH – Terrain database
mismatch.
DB MISMATCH – Obstacle
database mismatch.
DB MISMATCH – Airport Terrain
database mismatch.
NAV DB UPDATED – Active
navigation database updated.
TERRAIN DSP – [PFD1, PFD2 or
MFD1] Terrain awareness display
unavailable.

Comments
The PFDs and MFD have different terrain database versions or types installed. Install
correct terrain database version or type in all displays.
The PFDs and MFD have different obstacle database installed. Install correct obstacle
database in all displays.
The PFDs and MFD have different airport terrrain databases installed. Install correct
airport terrain database in all displays.
System has updated the active navigation database from the standby navigation
database.
One of the terrain, airport terrain, or obstacle databases required for TAWS in the
specified PFD or MFD is missing or invalid.

GMA 1347D MESSAGE ADVISORIES
Message
GMA1 FAIL – GMA1 is inoperative.
GMA2 FAIL – GMA2 is inoperative.
GMA XTALK – GMA crosstalk error
has occurred.
GMA1 CONFIG – GMA1 config
error. Config service req’d.
GMA2 CONFIG – GMA2 config
error. Config service req’d.
MANIFEST – GMA1 software
mismatch, communication halted.
MANIFEST – GMA2 software
mismatch, communication halted.
GMA1 SERVICE – GMA1 needs
service. Return unit for repair.
GMA2 SERVICE – GMA2 needs
service. Return unit for repair.

Comments
The audio panel self-test has detected a failure. The audio panel is unavailable. The
system should be serviced.
An error has occurred in transferring data between the two GMAs. The system should be
serviced.
The audio panel configuration settings do not match backup configuration memory. The
system should be serviced.

The audio panel has incorrect software installed. The system should be serviced.

The audio panel self-test has detected a problem in the unit. Certain audio functions may still
be available, and the audio panel may still be usable. The system should be serviced when
possible.

GIA 63W MESSAGE ADVISORIES
Message
GIA1 CONFIG – GIA1 config error.
Config service req’d.
GIA2 CONFIG – GIA2 config error.
Config service req’d.
GIA1 CONFIG – GIA1 audio config
error. Config service req’d.
GIA2 CONFIG – GIA2 audio config
error. Config service req’d.

672

Comments
The GIA1 and/or GIA2 configuration settings do not match backup configuration
memory. The system should be serviced.

The GIA1 and/or GIA2 have an error in the audio configuration. The system should be
serviced.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A
Message
GIA1 COOLING – GIA1
temperature too low.
GIA2 COOLING – GIA2
temperature too low.
GIA1 COOLING – GIA1 over
temperature.
GIA2 COOLING – GIA2 over
temperature.
GIA1 SERVICE – GIA1 needs
service. Return the unit for repair.
GIA2 SERVICE – GIA2 needs
service. Return the unit for repair.
HW MISMATCH – GIA hardware
mismatch. GIA1 communication
halted.
HW MISMATCH – GIA hardware
mismatch. GIA2 communication
halted.
MANIFEST – GIA1 software
mismatch, communication halted.
MANIFEST – GIA2 software
mismatch, communication halted.
MANIFEST – GFC software
mismatch, communication halted.
COM1 TEMP – COM1 over temp.
Reducing transmitter power.
COM2 TEMP – COM2 over temp.
Reducing transmitter power.
COM1 SERVICE – COM1 needs
service. Return unit for repair.
COM2 SERVICE – COM2 needs
service. Return unit for repair.
COM1 PTT – COM1 push-to-talk
key is stuck.
COM2 PTT – COM2 push-to-talk
key is stuck.
COM1 RMT XFR – COM1 remote
transfer key is stuck.
COM2 RMT XFR – COM2 remote
transfer key is stuck.
LOI – GPS integrity lost. Crosscheck
with other NAVS.

190-00728-06 Rev. A

Comments
The GIA1 and/or GIA2 temperature is too low to operate correctly. Allow units to warm
up to operating temperature.

The GIA1 and/or GIA2 temperature is too high. If problem persists, the system should be
serviced.

The GIA1 and/or GIA2 self-test has detected a problem in the unit. The system should be
serviced.

A GIA mismatch has been detected, where only one is SBAS capable.

The GIA1 and/or GIA 2 has incorrect software installed. The system should be serviced.

Incorrect servo software is installed, or gain settings are incorrect.
The system has detected an over temperature condition in COM1 and/or COM2. The
transmitter is operating at reduced power. If the problem persists, the system should be
serviced.
The system has detected a failure in COM1 and/or COM2. COM1 and/or COM2 may still
be usable. The system should be serviced when possible.
The COM1 and/or COM2 external push-to-talk switch is stuck in the enable (or
“pressed”) position. Press the PTT switch again to cycle its operation.
If the problem persists, the system should be serviced.
The COM1 and/or COM2 transfer switch is stuck in the enabled (or “pressed”) position.
Press the transfer switch again to cycle its operation. If the problem persists, the system
should be serviced.
GPS integrity is insufficient for the current phase of flight.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

673

APPENDIX A
Message
GPS NAV LOST – Loss of GPS
navigation. Insufficient satellites.
GPS NAV LOST – Loss of GPS
navigation. Position error.
GPS NAV LOST – Loss of GPS
navigation. GPS fail.
ABORT APR – Loss of GPS
navigation. Abort approach.
APR DWNGRADE – Approach
downgraded.
TRUE APR – True north approach.
Change HDG reference to TRUE.
GPS1 SERVICE – GPS1 needs
service. Return unit for repair.
GPS2 SERVICE – GPS2 needs
service. Return unit for repair.
NAV1 SERVICE – NAV1 needs
service. Return unit for repair.
NAV2 SERVICE – NAV2 needs
service. Return unit for repair.
NAV1 RMT XFR – NAV1 remote
transfer key is stuck.
NAV2 RMT XFR – NAV2 remote
transfer key is stuck.
G/S1 FAIL – G/S1 is inoperative.

Comments
Loss of GPS navigation due to insufficient satellites.
Loss of GPS navigation due to position error.
Loss of GPS navigation due to GPS failure.
Abort approach due to loss of GPS navigation.
Vertical guidance generated by SBAS is unavailable, use LNAV only minimums.
Displayed after passing the first waypoint of a true north approach when the nav angle is
set to ‘AUTO’.
A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver may still be
available. The system should be serviced.

A failure has been detected in the NAV1 and/or NAV2 receiver. The receiver may still be
available. The system should be serviced.
The remote NAV1 and/or NAV2 transfer switch is stuck in the enabled (or “pressed”)
state. Press the transfer switch again to cycle its operation. If the problem persists, the
system should be serviced.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The system should
be serviced.

G/S2 FAIL – G/S2 is inoperative.
G/S1 SERVICE – G/S1 needs
service. Return unit for repair.
G/S2 SERVICE – G/S2 needs
service. Return unit for repair.

A failure has been detected in glideslope receiver 1 and/or receiver 2. The receiver may
still be available. The system should be serviced when possible.

GSD 41 MESSAGE ADVISORIES
Message
GSD1 CONFIG – GSD1 config error.
Config service req’d.
GSD1 COOLING – GSD1
temperature too low.
GSD1 COOLING – GSD1 over
temperature.

674

Comments
GSD1 and the CDU have different copies of the GSD1 configuration.
GSD1 is reporting a low temperature condition.
GSD1 is reporting an over-temperature condition.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A
GSD1 SERVICE – GSD1 needs
service. Return unit for repair.

GSD1 is reporting an internal error condition. The GSD may still be usable.

MANIFEST – GSD1 software
mismatch. Communication halted.

GSD1 has incorrect software installed. The system should be serviced.

GEA 71 MESSAGE ADVISORIES
Message
GEA1 CONFIG – GEA1 config error.
Config service req’d.
GEA2 CONFIG – GEA2 config error.
Config service req’d.
GEA3 CONFIG – GEA3 config error.
Config service req’d.
MANIFEST – GEA1 software
mismatch, communication halted.
MANIFEST – GEA2 software
mismatch, communication halted.
MANIFEST – GEA3 software
mismatch, communication halted.

Comments
The GEA1 configuration settings do not match those of backup configuration memory.
The system should be serviced.
The GEA2 configuration settings do not match those of backup configuration memory.
The system should be serviced.
The GEA3 configuration settings do not match those of backup configuration memory.
The system should be serviced.
The #1 GEA 71 has incorrect software installed. The system should be serviced.
The #2 GEA 71 has incorrect software installed. The system should be serviced.
The #3 GEA 71 has incorrect software installed. The system should be serviced.

GTX 33 MESSAGE ADVISORIES
Message
XPDR1 CONFIG – XPDR1 config
error. Config service req’d.
XPDR2 CONFIG – XPDR2 config
error. Config service req’d.
MANIFEST – GTX1 software
mismatch, communication halted.
MANIFEST – GTX2 software
mismatch, communication halted.
XPDR1 SRVC – XPDR1 needs
service. Return unit for repair.
XPDR2 SRVC – XPDR2 needs
service. Return unit for repair.
XPDR1 FAIL – XPDR1 is
inoperative.
XPDR2 FAIL – XPDR2 is
inoperative.
XPDR1 ADS-B FAIL – XPDR1 is
unable to transmit ADS-B messages.
XPDR2 ADS-B FAIL – XPDR2 is
unable to transmit ADS-B messages.

190-00728-06 Rev. A

Comments
The transponder configuration settings do not match those of backup configuration
memory. The system should be serviced.
The transponder configuration settings do not match those of backup configuration
memory. The system should be serviced.
The transponder has incorrect software installed. The system should be serviced.
The transponder has incorrect software installed. The system should be serviced.
The #1 transponder should be serviced when possible.
The #2 transponder should be serviced when possible.
There is no communication with the #1 transponder.
There is no communication with the #2 transponder.
ADS-B is inoperative. The transponder may not be receiving a valid GPS position. Other
transponder functions may be available. Service when possible.

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675

APPENDIX A
GRS 77 MESSAGE ADVISORIES
Message
AHRS1 TAS – AHRS1 not receiving
airspeed.
AHRS2 TAS – AHRS2 not receiving
airspeed.
AHRS1 GPS – AHRS1 using backup
GPS source.
AHRS2 GPS – AHRS2 using backup
GPS source.
AHRS1 GPS – AHRS1 not receiving
any GPS information.
AHRS2 GPS – AHRS2 not receiving
any GPS information.
AHRS1 GPS – AHRS1 not receiving
backup GPS information.
AHRS2 GPS – AHRS2 not receiving
backup GPS information.
AHRS1 GPS – AHRS1 operating
exclusively in no-GPS mode.
AHRS2 GPS – AHRS2 operating
exclusively in no-GPS mode.
AHRS MAG DB – AHRS magnetic
model database version mismatch.
AHRS1 SRVC – AHRS1 Magneticfield model needs update.
AHRS2 SRVC – AHRS2 Magneticfield model needs update.
GEO LIMITS – AHRS1 too far
North/South, no magnetic compass.
GEO LIMITS – AHRS2 too far
North/South, no magnetic compass.
MANIFEST – GRS1 software
mismatch, communication halted.
MANIFEST – GRS2 software
mismatch, communication halted.

Comments
The #1 AHRS is not receiving true airspeed from the air data computer. The AHRS relies
on GPS information to augment the lack of airspeed. The system should be serviced.
The #2 AHRS is not receiving true airspeed from the air data computer. The AHRS relies
on GPS information to augment the lack of airspeed. The system should be serviced.
The #1 AHRS is using the backup GPS path. Primary GPS path has failed. The system
should be serviced when possible.
The #2 AHRS is using the backup GPS path. Primary GPS path has failed. The system
should be serviced when possible.
The #1 AHRS is not receiving any or any useful GPS information. Check AFMS
limitations. The system should be serviced.
The #2 AHRS is not receiving any or any useful GPS information. Check AFMS
limitations. The system should be serviced.
The #1 AHRS is not receiving backup GPS information. The system should be serviced.
The #2 AHRS is not receiving backup GPS information. The system should be serviced.
The #1 AHRS is operating exclusively in no-GPS mode. The system should be serviced.
The #2 AHRS is operating exclusively in no-GPS mode. The system should be serviced.
The #1 AHRS and #2 AHRS magnetic model database versions do not match.
The #1 AHRS earth magnetic field model is out of date. Update magnetic field model when
practical.
The #2 AHRS earth magnetic field model is out of date. Update magnetic field model when
practical.
The aircraft is outside geographical limits for approved AHRS operation. Heading is
flagged as invalid.
The #1 AHRS has incorrect software installed. The system should be serviced.
The #2 AHRS has incorrect software installed. The system should be serviced.

GMU 44 MESSAGE ADVISORIES
Message
HDG FAULT – AHRS1
magnetometer fault has occurred.

676

Comments
A fault has occurred in the #1 GMU 44. Heading is flagged as invalid. The AHRS uses
GPS for backup mode operation. The system should be serviced.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A
Message
HDG FAULT – AHRS2
magnetometer fault has occurred.
MANIFEST – GMU1 software
mismatch, communication halted.
MANIFEST – GMU2 software
mismatch, communication halted.

Comments
A fault has occurred in the #2 GMU 44. Heading is flagged as invalid. The AHRS uses
GPS for backup mode operation. The system should be serviced.
The GMU 44 has incorrect software installed. The system should be serviced.

GSR 56 MESSAGE ADVISORIES
Message
GSR1 FAIL – GSR1 has failed.
GSR2 FAIL – GSR2 has failed.

Comments
A failure has been detected in the #1 GSR 56. The system should be serviced.
A failure has been detected in the #2 GSR 56. The system should be serviced.

GDL 59 MESSAGE ADVISORIES
Message
GDL59 CONFIG – GDL 59 config
error. Config service req’d.
GDL59 FAIL – GDL 59 has failed.
GDL59 SERVICE – GDL 59 needs
service. Return unit for repair.
GDL59 RTR FAIL – The GDL 59
router has failed.
REGISTER GFDS – Data services
are inoperative, register w/GFDS.
MANIFEST – GDL software
mismatch, communication halted.

Comments
GDL 59 configuration settings do not match those of backup configuration memory. The
system should be serviced.
A failure has been detected in the GDL 59. The receiver is unavailable. The system
should be serviced.
A failure has been detected in the GDL 59. The system should be serviced.
A failure has been detected in the GDL 59 router. The system should be serviced.
The GDL 59 is not registered with Garmin Flight Data Services, or its current registration
data has failed authentication.
The GDL 59 has incorrect software installed. The system should be serviced.

GDL 69A MESSAGE ADVISORIES
Message
GDL69 CONFIG – GDL 69 config
error. Config service req’d.
GDL69 FAIL – GDL 69 has failed.
MANIFEST – GDL software
mismatch, communication halted.

Comments
GDL 69 configuration settings do not match those of backup configuration memory. The
system should be serviced.
A failure has been detected in the GDL 69. The receiver is unavailable. The system
should be serviced
The GDL 69 has incorrect software installed. The system should be serviced.

GWX 68 ALERT MESSAGES
Message
GWX CONFIG – GWX config error.
Config service req’d.

190-00728-06 Rev. A

Comments
GWX 68 configuration settings do not match those of the GDU configuration. The
system should be serviced.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

677

APPENDIX A
Message
GWX FAIL – GWX is inoperative.

Comments
The GDU is not receiving status packet from the GWX 68 or the GWX 68 is reporting a
fault. The GWX 68 radar system should be serviced.

GWX SERVICE – GWX needs
service. Return unit for repair.
MANIFEST – GWX software
mismatch, communication halted.
WX ALERT – Possible severe
weather ahead.

A failure has been detected in the GWX 68. The GWX 68 may still be usable.
The GWX 68 has incorrect software installed. The system should be serviced.
Possible severe weather detected within +/- 10 degrees of the aircraft heading at a
range of 80 to 320 nm.

GDC 74B MESSAGE ADVISORIES
Message
ADC1 ALT EC – ADC1 altitude error
correction is unavailable.
ADC2 ALT EC – ADC2 altitude error
correction is unavailable.
ADC1 AS EC – ADC1 airspeed error
correction is unavailable.
ADC2 AS EC – ADC2 airspeed error
correction is unavailable.
MANIFEST – GDC1 software
mismatch, communication halted.
MANIFEST – GDC2 software
mismatch, communication halted.

Comments
GDC1 or GDC2 is reporting that the altitude error correction is unavailable.

GDC1 or GDC2 is reporting that the airspeed error correction is unavailable.

The GDC 74B has incorrect software installed. The system should be serviced.

GCU 475 MESSAGE ADVISORIES
Message
GCU CNFG – GCU Config error.
Config service req’d.
GCU FAIL – GCU is inoperative.
MANIFEST – GCU software
mismatch, communication halted.
GCU KEYSTK – GCU [key name]
Key is stuck.

Comments
GCU 475 configuration settings do not match those of backup configuration memory.
The system should be serviced.
A failure has been detected in the GCU 475. The GCU 475 is unavailable.
The GCU 475 has incorrect software installed. The system should be serviced.
A key is stuck on the GCU 475 bezel. Attempt to free the stuck key by pressing it
several times. The system should be serviced if the problem persists.

GMC 715 MESSAGE ADVISORIES
Message
GMC CONFIG – GMC Config error.
Config service req’d.
GMC FAIL – GMC is inoperative.
MANIFEST – GMC software
mismatch. Communication halted.
GMC KEYSTK – GMC [key name]
Key is stuck.

678

Comments
Error in the configuration of the GMC 715.
A failure has been detected in the GMC 715. The GMC 715 is unavailable.
The GMC 715 has incorrect software installed. The system should be serviced.
A key is stuck on the GMC 715 bezel. Attempt to free the stuck key by pressing it
several times. The system should be serviced if the problem persists.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A
GTS 850 MESSAGE ADVISORIES
Message
GTS CONFIG – GTS config error.
Config service req’d.

Comments
The GTS and GDU have incompatible configurations. This alert is also set when the GTS
has an invalid mode S address configured or the mode S address does not match both
XPDR mode S addresses.

MANIFEST – GTS software
mismatch, communication halted.

The GTS has incorrect software installed. The system should be serviced.

GDR 66 VHF DATA LINK TRANSCEIVER SYSTEM MESSAGES
System Message
CPDLC – CPDLC facility logon failed.
CPDLC – CPDLC session terminated.
GDR TEMP – GDR over temp. Reducing
transmitter power.
GDR FAIL – GDR is inoperative.
GDR TX FAIL – GDR transmitter is inoperative.
GDR PTT – GDR push-to-talk key is stuck.

GDR RMT XFR – GDR remote transfer key is
stuck.
GDR SERVICE – GDR needs service. Return unit
for repair.
GDR CONFIG – GDR config error. Config
service req’d.
GDR MANIFEST – GDR software mismatch,
communication halted.
GDR AUX MANIFEST – GDR AUX software
mismatch, communication halted.

190-00728-06 Rev. A

Comments
Logon failed. Check pertinent entries for accuracy.
The currently active CPDLC session has been terminated.
The system has detected an over temperature condition in the GDR. The
transmitter operates at reduced power. If the problem persists, the system should
be serviced.
A failure has been detected in the GDR. The system should be serviced.
The system should be serviced.
The GDR push-to-talk switch is stuck in the enable (or “pressed”) position. Press
the PTT switch again to cycle its operation. If the problem persists, the system
should be serviced.
The GDR transfer switch is stuck in the enabled (or “pressed”) position. Press the
transfer switch again to cycle its operation. If the problem persists, the system
should be serviced.
The GDR should be serviced when possible.
GDR configuration settings do not match those of backup configuration memory.
The system should be serviced.
The GDR has incorrect software installed. The system should be serviced.
The GDR secondary processor has incorrect software installed. The system should
be serviced.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

679

APPENDIX A
MISCELLANEOUS MESSAGE ADVISORIES
Message
FPL WPT LOCK – Flight plan
waypoint is locked.

FPL WPT MOVE – Flight plan
waypoint moved.
TIMER EXPIRD – Timer has expired.
DB CHANGE – Database changed.
Verify user modified procedures.
DB CHANGE – Database changed.
Verify stored airways.
FPL TRUNC – Flight plan has been
truncated.
LOCKED FPL – Cannot navigate
locked flight plan.
WPT ARRIVAL – Arriving at
waypoint -[xxxx]
STEEP TURN – Steep turn ahead.
INSIDE ARSPC – Inside airspace.
ARSPC AHEAD – Airspace ahead
less than 10 minutes.
ARSPC NEAR – Airspace near and
ahead.
ARSPC NEAR – Airspace near – less
than 2 nm.
APR INACTV – Approach is not
active.
SLCT FREQ – Select appropriate
frequency for approach.
SLCT NAV – Select NAV on CDI for
approach.
PTK FAIL – Parallel track unavailable:
bad geometry.
PTK FAIL – Parallel track unavailable:
past IAF.

680

Comments
Upon power-up, the system detects that a stored flight plan waypoint is locked. This
occurs when an navigation database update eliminates an obsolete waypoint. The
flight plan cannot find the specified waypoint and flags this message. This can also
occur with user waypoints in a flight plan that is deleted.
Remove the waypoint from the flight plan if it no longer exists in any database,
Or
update the waypoint name/identifier to reflect the new information.
The system has detected that a waypoint coordinate has changed due to a new navigation
database update. Verify that stored flight plans contain correct waypoint locations.
The system notifies the pilot that the timer has expired.
This occurs when a stored flight plan contains procedures that have been manually
edited. This alert is issued only after an navigation database update. Verify that the
user-modified procedures in stored flight plans are correct and up to date.
This occurs when a stored flight plan contains an airway that is no longer consistent
with the navigation database. This alert is issued only after an navigation database
update. Verify use of airways in stored flight plans and reload airways as needed.
This occurs when a newly installed navigation database eliminates an obsolete
approach or arrival used by a stored flight plan. The obsolete procedure is removed
from the flight plan. Update flight plan with current arrival or approach.
This occurs when the pilot attempts to activate a stored flight plan that contains locked
waypoint. Remove locked waypoint from flight plan. Update flight plan with current
waypoint.
Arriving at waypoint [xxxx], where [xxxx] is the waypoint name.
A steep turn is 15 seconds ahead. Prepare to turn.
The aircraft is inside the airspace.
Special use airspace is ahead of aircraft. The aircraft will penetrate the airspace within
10 minutes.
Special use airspace is near and ahead of the aircraft position.
Special use airspace is within 2 nm of the aircraft position.
The system notifies the pilot that the loaded approach is not active. Activate approach
when required.
The system notifies the pilot to load the approach frequency for the appropriate NAV
receiver. Select the correct frequency for the approach.
The system notifies the pilot to set the CDI to the correct NAV receiver. Set the CDI to
the correct NAV receiver.
Bad parallel track geometry.
IAF waypoint for parallel offset has been passed.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A
Message
PTK FAIL – Parallel track unavailable:
past IAF.
UNABLE V WPT – Can’t reach
current vertical waypoint.
VNV – Unavailable. Unsupported
leg type in flight plan.
VNV – Unavailable. Excessive track
angle error.
VNV – Unavailable. Excessive
crosstrack error.
VNV – Unavailable. Parallel course
selected.
NON WGS84 WPT – Do not use GPS
navigation to [xxxx].
TRAFFIC FAIL – Traffic device has
failed.
FAILED PATH – A data path has
failed.
MAG VAR WARN – Large magnetic
variance. Verify all course angles.
SVS – SVS DISABLED: Out of
available terrain region.
SVS – SVS DISABLED: Terrain DB
resolution too low.
SCHEDULER [#] – .
CHECK CRS – Database course for
LOC1 / [LOC ID] is [CRS]°.
CHECK CRS – Database course for
LOC2 / [LOC ID] is [CRS]°.
[PFD1, PFD2, or MFD1] CARD
1 REM – Card 1 was removed.
Reinsert card.
[PFD1, PFD2, or MFD1] CARD
2 REM – Card 2 was removed.
Reinsert card.
[PFD1, PFD2, or MFD1] CARD 1
ERR – Card 1 is invalid.
[PFD1, PFD2, or MFD1] CARD 2
ERR – Card 2 is invalid.

190-00728-06 Rev. A

Comments
IAF waypoint for parallel offset has been passed.
The current vertical waypoint can not be reached within the maximum flight path angle and
vertical speed constraints. The system automatically transitions to the next vertical waypoint.
The lateral flight plan contains a procedure turn, vector, or other unsupported leg
type prior to the active vertical waypoint. This prevents vertical guidance to the active
vertical waypoint.
The current track angle error exceeds the limit, causing the vertical deviation to go
invalid.
The current crosstrack exceeds the limit, causing vertical deviation to go invalid.
A parallel course has been selected, causing the vertical deviation to go invalid.
The position of the selected waypoint [xxxx] is not calculated based on the WGS84
map reference datum and may be positioned in error as displayed. Do not use GPS to
navigate to the selected non-WGS84 waypoint.
The system is no longer receiving data from the traffic system. The traffic device should
be serviced.
A data path connected to the GDU, GSD 41, or the GIA 63/W has failed.
The GDU’s internal model cannot determine the exact magnetic variance for geographic
locations near the magnetic poles. Displayed magnetic course angles may differ from
the actual magnetic heading by more than 2°.
Synthetic Vision is disabled because the aircraft is not within the boundaries of the
installed terrain database.
Synthetic Vision is disabled because a terrain database of sufficient resolution (9 arcsecond or better) is not currently installed.
Message criteria entered by the user.
Selected course for LOC1 differs from published localizer course by more than 10
degrees.
Selected course for LOC2 differs from published localizer course by more than 10
degrees.
The SD card was removed from the top card slot of the specified PFD or MFD. The SD
card needs to be reinserted.
The SD card was removed from the bottom card slot of the specified PFD or MFD. The
SD card needs to be reinserted.
The SD card in the top card slot of the specified PFD or MFD contains invalid data.
The SD card in the bottom card slot of the specified PFD or MFD contains invalid data.

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APPENDIX A

TAWS-A ALERTS
PFD/MFD
TAWS-A Page
Annunciation

Alert Type

MFD Map Page
Pop-Up Alert

Aural Message

Reduced Required Terrain Clearance Warning
(RTC)
Imminent Terrain Impact Warning (ITI)

“Terrain, Terrain; Pull Up, Pull Up”
“Terrain, Terrain; Pull Up, Pull Up”

Reduced Required Obstacle Clearance Warning
(ROC)
Imminent Obstacle Impact Warning (IOI)

“Obstacle, Obstacle; Pull Up, Pull Up”
“Obstacle, Obstacle; Pull Up, Pull Up”

Excessive Descent Rate Warning (EDR)

“ Pull Up”

Excessive Closure Rate Warning (ECR)

“ Pull Up”

Reduced Required Terrain Clearance Caution
(RTC)
Imminent Terrain Impact Caution (ITI)

“Caution, Terrain; Caution, Terrain”

Reduced Required Obstacle Clearance Caution
(ROC)

“Caution, Obstacle; Caution, Obstacle”

Imminent Obstacle Impact Caution (IOI)

“Caution, Obstacle; Caution, Obstacle”

Premature Descent Alert Caution (PDA)

“Too Low, Terrain”

Excessive Descent Rate Caution (EDR)

“Sink Rate”

Excessive Closure Rate Caution (ECR)

“Terrain, Terrain”

Negative Climb Rate Caution (NCR)

“Don’t Sink”

Flight Into Terrain High Speed Caution (FIT)

“Too Low, Terrain”

Flight Into Terrain Gear Caution (FIT)

“Too Low, Gear”

Flight Into Terrain Flaps Caution (FIT)

“Too Low, Flaps”

Flight Into Terrain Takeoff Caution (FIT)

“Too Low, Terrain”

Glide Slope/Glide Path Deviation Caution (GSD)
(depends on approach type)
Altitude Voice Callout (VCO)

682

“Caution, Terrain; Caution, Terrain”

None

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

“Glide Slope”
or
“Glide Path”
“Five-Hundred”
“Four-Hundred”
“Three-Hundred”
“Two-Hundred”
“One-Hundred”

190-00728-06 Rev. A

APPENDIX A
TAWS-A SYSTEM STATUS ANNUNCIATIONS
PFD/MFD
TAWS-A Page
Annunciation

Additional
TAWS-A Page
Annunciation

Aural Message

TAWS System Fail, Terrain or Obstacle database
unavailable or invalid, invalid software configuration,
system audio fault
GPWS System Fail

TAWS FAIL

“TAWS System Failure”

None

“GPWS System Failure”

System Test in progress

TAWS TEST

None

“TAWS System Test OK”

None

TERRAIN DATABASE
FAILURE

None

“GPWS System Failure”

NO GPS
POSITION

“TAWS Not Available”

None

“TAWS Not Available”

None

“TAWS Not Available”
“TAWS Available” when
aircraft enters database
coverage area.

Alert Type

System Test pass
MFD Terrain or Obstacle database unavailable or invalid.
TAWS operating with PFD Terrain or Obstacle databases
GPWS System Fail, Radar Altimeter invalid, Altitude or
Vertical Speed unavailable
No GPS position
Excessively degraded GPS signal, Out of database
coverage area
Out of database coverage area

TAWS-A ALERT AVAILABILITY
TAWS-A Alert Type Available
TAWS-A
Status
RTC ITI ROC IOI PDA EDR ECR NCR
Annunciation
Displayed

FIT

GSD VCO

Yes

*No

**Yes

Yes

**Yes

Yes

**Yes

Yes

#Yes

Yes

GSD alert will be available if a valid ILS is being used for navigation, even if no valid GPS signal is being received.

** VCO alerts are not issued if both TAWS and GPWS systems have failed or are not available.
#

190-00728-06 Rev. A

Only the portions of FIT Alerting based on flap position are disabled when FLAP OVR annunciation is displayed.

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APPENDIX A

TAWS-B ALERTS
Annunciations appear on the PFD and MFD. Pop-up alerts appear only on the MFD.
PFD/MFD
TAWS Page
Annunciation

Alert Type

MFD Map Page
Pop-Up Alert

Aural Message

Excessive Descent Rate Warning (EDR)

“Pull Up”

Reduced Required Terrain Clearance Warning
(RTC)
Imminent Terrain Impact Warning (ITI)

“Terrain, Terrain; Pull Up, Pull Up”
“Terrain, Terrain; Pull Up, Pull Up”

Reduced Required Obstacle Clearance Warning
(ROC)
Imminent Obstacle Impact Warning (IOI)

“Obstacle, Obstacle; Pull Up, Pull Up”
“Obstacle, Obstacle; Pull Up, Pull Up”

Reduced Required Terrain Clearance Caution
(RTC)
Imminent Terrain Impact Caution (ITI)

“Caution, Terrain; Caution, Terrain”
“Caution, Terrain; Caution, Terrain”

Reduced Required Obstacle Clearance Caution
(ROC)
Imminent Obstacle Impact Caution (IOI)

“Caution, Obstacle; Caution, Obstacle”
“Caution, Obstacle; Caution, Obstacle”

Premature Descent Alert Caution (PDA)
Altitude Callout “500”
Excessive Descent Rate Caution (EDR)

“Too Low, Terrain”
None

“Five-Hundred”
“Sink Rate”

None

Negative Climb Rate Caution (NCR)

“Don’t Sink”

TAWS-B SYSTEM STATUS ANNUNCIATIONS
PFD/MFD Alert
Annunciation

Alert Type
System Test in Progress
System Test Pass
TAWS Alerting is disabled

None

MFD Terrain or Obstacle database
unavailable or invalid. TAWS operating
with PFD Terrain or Obstacle databases
TAWS-B System Test Fail, Terrain or
Obstacle database unavailable or invalid,
invalid software configuration, system
audio fault

None

No GPS position
Excessively degraded GPS signal, Out of
database coverage area
Sufficient GPS signal received after loss

684

None

TAWS-B Page Annunciation

Aural Message

TAWS TEST

None

“TAWS System Test OK”

None

TERRAIN DATABASE FAILURE

None

TAWS FAIL

“TAWS System Failure”

NO GPS POSITION

“TAWS Not Available”

None

“TAWS Not Available”

None

“TAWS Available”

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX A

TCAS I ALERTS AND ANNUNCIATIONS
Mode

Traffic Mode Annunciation
(Traffic Map Page)

TCAS I Self-test Initiated

TEST
(also shown in white in center of page)
OPERATING

TCAS I Operating
TCAS I Standby

Traffic Display Status Icon
(Other Maps)

STANDBY
(also shown in white in center of page)
FAIL

TCAS I Failed

TCAS I Modes

Traffic Map Page Annunciation
Description
NO DATA
Data is not being received from the TCAS I unit
DATA FAILED
Data is being received from the TCAS I unit, but the unit is self-reporting a failure
FAILED
Incorrect data format received from the TCAS I unit
TCAS I Failure Annunciations

Traffic Status Banner
Annunciation
TA OFF SCALE
TA X.X ± XX ↕
TRFC FAIL
NO TCAS DATA

Description
A Traffic Advisory is outside the selected display range*.
Annunciation is removed when traffic comes within the selected display range.
System cannot determine bearing of Traffic Advisory**.
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend arrow (climbing/descending).
TCAS I unit has failed (unit is self-reporting a failure or sending incorrectly formatted data)
Data is not being received from the TCAS I unit

*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
TCAS I Traffic Status Annunciations

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APPENDIX A

TCAS II ALERTS AND ANNUNCIATIONS
PFD Mode
Annunciation

Mode
TCAS II Self-test Initiated
(TEST)

None

Traffic Advisory and
Resolution Advisory (TA/RA)

None

MFD Traffic Map Page Mode
Annunciation
TEST
(‘TEST MODE’ also shown in white on
top center of page)

Traffic Display Status Icon
(Other Maps)

TA/RA

Traffic Advisory Only (TA
ONLY)

TA ONLY

TCAS II Standby
(TFC STBY)

STANDBY
(also shown in white in center of page
when aircraft on ground, yellow in air)
FAIL

TCAS II Failed

* Annunciation appears white when aircraft is on the ground and yellow while in the air.
TCAS II Modes

Traffic Map Page
Annunciation
NO DATA
DATA FAILED
FAILED

Description
Data is not being received from the TCAS II unit
Data is being received from the TCAS II unit, but the unit is self-reporting a failure
Incorrect data format received from the TCAS II unit
TCAS II Failure Annunciations

Traffic Status Banner
Annunciation
RA OFF SCALE
TA OFF SCALE
RA X.X ± XX ↕

TA X.X ± XX ↕
TRFC FAIL
NO TCAS DATA

Description
A Resolution Advisory is outside the selected display range*. Annunciation is removed when traffic
comes within the selected display range
A Traffic Advisory is outside the selected display range*.
Annunciation is removed when traffic comes within the selected display range.
System cannot determine bearing of Resolution Advisory**.
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and altitude trend
arrow (climbing/descending).
System cannot determine bearing of Traffic Advisory**.
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and altitude trend
arrow (climbing/descending).
TCAS II unit has failed (unit is self-reporting a failure or sending incorrectly formatted data)
Data is not being received from the TCAS II unit

*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
TCAS II Traffic Status Annunciations

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APPENDIX A

CPDLC ATC ALERT
The following PFD alert informs the flight crew of a received CPDLC message from ATC. When the message
is received, the alert flashes five times, then stays illuminated until the required action is accomplished.

Figure A-5 CPDLC Alert on the PFD

OTHER PRODIGY® AURAL ALERTS
Message

Priority

Warning – Autopilot is disengaged
Single alert for manual AP disengagement
Continuous alert for automatic AP disengagement; cancelled with AP DISC Switch
High cabin altitude
Engine fire
Flight director has reverted to pitch or roll default mode
Maximum operating speed exceeded

“Autopilot”
“Cabin”
“Fire, Fire”
“Flight Director”
“High Speed”
"Increase Speed, Increase
Speed"
“Landing Gear”
“Minimums, minimums”
“No Takeoff Brake”
“No Takeoff Flaps”
“No Takeoff Trim”
“No Takeoff Spoilers”
“Stall, Stall”
“Timer Expired”
"Message ATC"
“Altitude”
“Traffic”
“Trim Trim Trim”
“Vertical track”
“Aural Warning OK”
“Aural Warning One Channel”
“Incoming Call
“SelCal”
“Takeoff OK”
“TIS not available”

190-00728-06 Rev. A

Description

Warning

Airplane is in a low airspeed and high angle of attack configuration

Gear up in landing condition
The aircraft has descended below the preset barometric minimum descent altitude.
No Takeoff Configuration due to brake status
No Takeoff Configuration due to flap status
No Takeoff Configuration due to trim status
No Takeoff Configuration due to spoiler status
Airplane in stall condition
Countdown timer on the PFD has reached zero
New ATC data link message received
Aircraft has deviated ±200 feet of the selected altitude
The Traffic Information Service (TIS) has issued a Traffic Advisory alert.
Advisory Trim switch malfunction
The aircraft is one minute from Top of Descent. Issued only when vertical navigation is
enabled.
Aural warning system test passes
Aural warning system test detects failure in one channel
Satellite telephone is receiving a call
Status
Incoming communication through the HF radio
Takeoff configuration test passed
The aircraft is outside the Traffic Information Service (TIS) coverage area.

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APPENDIX A

FLIGHT PLAN IMPORT/EXPORT MESSAGES
In some circumstances, some messages may appear in conjunction with others.
Flight Plan Import/Export Results
‘Flight plan successfully imported.’
‘File contained user waypoints only. User
waypoints imported successfully. No stored
flight plan data was modified.’
‘No flight plan files found to import.’
‘Flight plan import failed.’
‘Flight plan partially imported.’
‘File contained user waypoints only.’
‘Too many points. Flight plan truncated.’
‘Some waypoints not loaded. Waypoints
locked.’
‘User waypoint database full. Not all loaded.’

‘One or more user waypoints renamed.’
‘Flight plan successfully exported.’
‘Flight plan export failed.’

Description
A flight plan file stored on the SD card was successfully imported as a stored flight plan.
The file stored on the SD card did not contain a flight plan, only user waypoints. These
waypoints have been saved to the system user waypoints. No flight plans stored in the
system have been modified.
The SD card contains no flight plan data.
Flight plan data was not successfully imported from the SD card.
Some flight plan waypoints were successfully imported from the SD card, however others
had errors and were not imported. A partial stored flight plan now exists in the system.
The file stored on the SD card did not contain a flight plan, only user waypoints. One or
more of these waypoints did not import successfully.
The flight plan on the SD card contains more waypoints than the system can support. The
flight plan was imported with as many waypoints as possible.
The flight plan on the SD card contains one or more waypoints that the system cannot find
in the navigation database. The flight plan has been imported, but must be edited within
the system before it can be activated for use.
The flight plan file on the SD card contains user waypoints. The quantity of stored user
waypoints has exceeded system capacity, therefore not all the user waypoints on the SD
card have been imported. Any flight plan user waypoints that were not imported are
locked in the flight plan. The flight plan must be edited within the system before it can be
activated for use.
One or more imported user waypoints were renamed when imported due to naming
conflicts with waypoints already existing in the system.
The stored flight plan was successfully exported to the SD card.
The stored flight plan was not successfully exported to the SD card. The SD card may not
have sufficient available memory or the card may have been removed prematurely.

PILOT PROFILE IMPORT/EXPORT MESSAGES
Pilot Profile Import/Export Results
‘No pilot profile plan files found to import.’
‘Overwrite existing profile?’
‘Profile name invalid. Enter a different
profile name.’
‘All available pilot profiles in use. Delete a
profile before importing another.’
‘Pilot profile import failed.’
‘Pilot profile import succeeded.’
‘Overwrite existing file?’
‘Pilot profile export failed.’
‘Pilot profile export succeeded.’

688

Description
Displayed if the SD card does not have one or more valid pilot profile filenames.
Displayed if the profile name matches the name of existing profile.
Displayed if the profile name is invalid.
Displayed if the maximum number for pilot profiles has been reached.
Displayed if the importing operation fails for any other reason.
Displayed if the importing operation succeeds.
Displayed if the filename matches the name of an existing file on the SD card.
Displayed if the export operation fails.
Displayed if the export operation succeeds.

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

APPENDIX B

DATABASE MANAGEMENT
CAUTION: Never disconnect power to the system when loading a database. Power interuption during the

database loading process could result in maintenance being required to reboot the system.
The system uses Secure Digital (SD) cards to load and store various types of data. For basic flight operations, SD
cards are required for database storage as well as Jeppesen navigation and ChartView database updates. Not all SD
cards are compatible with the Prodigy® system. Use only SD cards supplied by Garmin or the aircraft manufacturer.
CAUTION: When downloading updates to the Jeppesen Navigation Database, copy the data to an SD card

other than a Garmin Supplemental Data Card. Otherwise, data corruption can occur.
NOTE: When loading database updates, the ‘DB Mismatch’ message will be displayed until database

synchronization is complete, followed by turning system power off, then on. Synchronization can be
monitored on the AUX-SYSTEM STATUS Page.
NOTE: Loading a database in the system prior to its effective date will result in the expiration date on the

power-up screen and the effective date on the AUX-System Status Page being displayed in yellow.
NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.

SAIB CE-14-04 to determine what data may be incomplete. The database exclusion list can be viewed at
www.flygarmin.com by selecting ‘Database Exclusions List.’

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APPENDIX B

NOTE: The pilot/operator must have access to Garmin and Jeppesen database alerts and consider their

coordinate the revised DQRs.
NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.

JEPPESEN DATABASES
The Jeppesen navigation database is updated on a 28-day cycle. The ChartView database is updated on a 14day cycle. If the ChartView database is not updated within 70 days of the expiration date, ChartView will no
longer function. Both of these databases are provided directly from Jeppesen.
NOTE: The Jeppesen aviation navigation database is now referred to as the ‘navigation database’. Previously

this database had been referred to as the ‘aviation database’.
The ChartView database should be copied to the Garmin supplied Supplemental Data Card which will reside
in the bottom card slot on the MFD. The navigation database must be installed from the Jeppesen or user
supplied SD data card. Contact Jeppesen (www.jeppesen.com) for subscription and update information.
NOTE: After the navigation database is installed, the card may be removed.

Updating the active Jeppesen navigation database (not using the Dual Navigation Database or
Automatic Database Synchronization Features):
1) With the system OFF, insert the SD card containing the new navigation database version into the top card slot of the
display (PFD1, PFD2 or MFD) to be updated (label of SD card facing left).
2) Turn the system ON. A prompt similar to the following is displayed in the upper left corner of the display:

Figure B-1 Standby Navigation Database Prompt

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APPENDIX B
3) Press the NO Softkey to proceed to loading the active database.
4) A prompt similar to the following is displayed, press the YES Softkey to update the active navigation database.

Figure B-2 Database Update Confirmation

5) After the update completes, the display starts in normal mode. Do not remove power while the display is
starting.
6) Turn the system OFF and remove the SD card from the top card slot.
7) Repeat steps 1 through 6 for the other displays (PFD1, PFD2 or MFD). Remove the SD card when finished.
8) Apply power to the system and press the ENT Key to acknowledge the startup screen.
9) Turn the large FMS Knob to select the AUX Page group on the MFD.
10) Turn the small FMS Knob to select the System Status Page.
11) Press the Display Database Selection Softkey to show active navigation database information for each display (MFD1
DB, PFD1 DB, PFD2 DB). Verify the correct active navigation database cycle information is shown for each display.

DUAL NAVIGATION DATABASE FEATURE
The dual navigation database feature allows each display to store an upcoming navigation database on the
bottom SD card so that the system can automatically load it to replace the active database when the new
database becomes effective (the next cycle becomes available seven days prior to its effective date).
If a navigation database loader card is inserted into the top SD card slot of a display, and an SD card is in the
bottom slot, the system will prompt the user (upon on-ground power up) as to whether the database should
be stored on the bottom SD card as the standby database. If the user responds affirmatively, the system will
copy the navigation database from the top SD card to the bottom SD card. As long as the bottom SD card
remains in the card slot, this standby navigation database will be available for the system to use as the active
database as soon as it becomes effective.
The system checks the active and standby databases upon (on-ground only) power-up. If the standby
database is current and the active database is out of date, the display will upload the standby database into
the active internal database location. Loading the standby database to the active location takes approximately
45-55 seconds. During the loading process ‘Please Wait. Navigation Database Update in Progress. Do Not
Remove Power from Displays’ will be displayed on screen. After startup is complete, the pilot is alerted that
the update is complete by a system alert message, ‘NAV DB UPDATED’.
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APPENDIX B
In some situations, such as an overnight flight in which departure date is prior to the effective date
of the standby database and arrival date is after the effective date, it may be desired to force the loaded
standby database into active service earlier than the system would otherwise make the change. This can be
accomplished by selecting the STBY DB Softkey on the AUX-System Status Page. Turn system power off,
then on to complete the database change.
Loading a standby navigation database:
1) With the system OFF, insert the SD card containing the new navigation database version into the top card slot
of the MFD.
2) Verify that an SD card is inserted in the bottom slot of each PFD and the MFD.
3) Turn the system ON. A prompt similar to the following is displayed.

Figure B-3 Standby Navigation Database Prompt

4) Press the YES Softkey. The navigation database is copied to the SD card in the bottom card slot of the MFD.
5) After the navigation database files are copied to the bottom SD card, the display will appear as shown in Figure
B-4.

Figure B-4 Standby Navigation Database Update Complete

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APPENDIX B
6) As instructed on the display, press any key to continue. The display will now appear as shown in Figure B-5.

Figure B-5 Navigation Database Verification Prompt

7) Press any key to continue. The display will now appear as shown in Figure B-6.

Figure B-6 Active Navigation Database Prompt

8) Press the NO Softkey. The display now starts in normal mode. Since the database effective date is not yet valid,
it should not be loaded as the active database. The display now starts in normal mode. Do not remove power
while the display is starting.
9) Press the ENT Key to acknowledge the startup screen.
10) Turn the large FMS Knob to select the AUX Page group on the MFD.
11) Turn the small FMS Knob to select the System Status Page.
12) The new database is copied to the SD card in the bottom card slot of each PFD. Progress can be monitored in
the SYNC STATUS field. When copying is finished, ‘Complete’ is displayed.
13) Turn system power OFF.
14) Remove the SD card from the top card slot of the MFD.
15) Turn system power ON.
16) Press the ENT Key to acknowledge the startup screen.
17) Turn the large FMS Knob to select the AUX Page group on the MFD.
18) Turn the small FMS Knob to select the System Status Page.
19) Press the Display Database Selection Softkey to show standby navigation database information for each display
(MFD1 DB, PFD1 DB, PFD2 DB). Verify the correct standby navigation database cycle information is shown
for each display.

GARMIN DATABASES
The following databases are stored on Supplemental Data Cards provided by Garmin:
• Expanded basemap

• Airport terrain

• SafeTaxi

• Terrain

• Obstacle

• FliteCharts

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APPENDIX B
After subscribing to the desired database product, these database products will be downloaded and ultimately
stored on three Supplemental Data Cards (with the exception of FliteCharts, which is loaded on only one card).
Each Supplemental Data Card resides in the bottom card of each display as shown in Figure B-7. These cards
must not be removed except to update the databases stored on each card.

PFD1

MFD

PFD2

Figure B-7 Correct Database Locations

Since these databases are not stored internally in the displays, a Supplemental Data Card containing identical
database versions must be kept in each display unit.
The basemap database contains data for the topography and land features, such as rivers, lakes, and towns.
It is updated only periodically, with no set schedule. There is no expiration date.
The terrain database contains the terrain mapping data. The airport terrain database contains increased
resolution terrain data around airports. These databases are updated periodically and have no expiration date.
The obstacle database contains data for obstacles, such as towers, that pose a potential hazard to aircraft.
Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all
obstacles are necessarily charted and therefore may not be contained in the obstacle database. This database is
updated on a 56-day cycle.
NOTE: The data contained in the terrain and obstacle databases comes from government agencies. Garmin

accurately processes and cross-validates the data, but cannot guarantee the accuracy and completeness of
the data.
The AOPA or AC-U-KWIK Airport Directory provides data on airports and heliports throughout the U.S., and
offers detailed information for over 5,300 U. S. airports, along with the names and phone numbers of thousands
of FBOs. These databases are updated every 56 days.
The SafeTaxi database contains detailed airport diagrams for selected airports. These diagrams aid in following
ground control instructions by accurately displaying the aircraft position on the map in relation to taxiways,
ramps, runways, terminals, and services. This database is updated on a 56-day cycle.
The FliteCharts database contains procedure charts for the United States only. This database is updated on a
28-day cycle. If not updated within 180 days of the expiration date, FliteCharts will no longer function.

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AUTOMATIC DATABASE SYNCHRONIZATION FEATURE
The automatic database synchronization feature automatically transfers the database from a single SD
database card to the SD cards on each PFD and the MFD to ensure that all databases are synchronized
throughout the system. After power-up, the system compares all copies of each applicable database. If similar
databases do not match, the most recent valid database is automatically copied to each card in the system that
does not already contain that database.
The following databases are checked and synchronized: Basemap, Safetaxi, Airport Terrain, Obstacle,
Airport Directory (AOPA or AC-U-KWIK), and Terrain. This feature applies only to databases that are stored
on the SD card that resides in the bottom slot of each display. This feature does not apply to the navigation
database which is stored internally in each display, or to the charts databases (FliteCharts and ChartView)
which are only required to be present on the MFD. The typical procedure would be to download new
databases to the MFD card, then synchronize the data to the PFD(s).
NOTE: The 9-arc second terrain database may take as long as 100 minutes to synchronize using this method.

Therefore the user may want to transfer the data using a PC, or connect the system to a ground power
source while performing the database synchronization.
The synchronization progress may be monitored on the AUX-System Status Page in the Sync Status section
of the Database Window (Figure B-8). This section shows the synchronization status of each applicable
database, including the percent complete, time remaining, and to which displays the databases are being
copied. When the synchronization is complete, the status is listed as ‘Complete’, followed by the displays to
which the databases were copied. This sub-section is only present when a sync is occurring or has occurred
on the current power-up.
An indication of ‘Complete’ still requires a power cycle before the synchronized databases will be used by
the system.

Figure B-8 AUX-System Status Page, Database Window

The Display Database Softkey (Figure B-11) is used to place the cursor in the Database Window. Upon
first press of the Display Database Softkey, the softkey will change to a selected state (black text on gray
background) and the cursor will appear in the Database Window. At this point the user can scroll through

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all databases in the Database Window to view status information. If the Display Database Softkey is pressed
repeatedly, the softkey will cycle through PFD1, PFD2, and MFD. Database status information in the Database
Window will reflect the database of the selected PFD or MFD. After a successful sync and restart, verify that
the proper databases are now in use on the AUX–System Status Page (Figure B-8).
If an error occurs during the synchronization, an error message will be displayed, followed by the affected
display in the Sync Status section of the Database Window (Figure B-9). If a synchronization completes on
one display, but an error occurs on another, the error message will be displayed with the affected diaplay
listed after it. When an error message (Table B-1) is displayed, the problem must be corrected before the
synchronization can be completed. A power cycle is required to restart synchronization when ‘Card Full’ or
‘Err’ is shown.

Database Synchronization Error Message
Figure B-9 Synchronization Error Message

Error Message
Description
Canceled
Database synchronization has been canceled by removing the bottom SD card in
display being updated
Card Full
SD card does not contain sufficient memory
Err
Displayed for all other errors that may cause the synchronization process to be halted
Timeout
System timed-out prior to the database transfer completing
Table B-1 Database Synchronization Error Messages

UPDATING GARMIN DATABASES
The Garmin database updates can be obtained by following the instructions detailed in the ‘Aviation
Databases’ section of the Garmin website (fly.garmin.com). Once the updated files have been downloaded
from the website, a PC equipped with an appropriate SD card reader is used to unpack and program the new
databases onto an existing Supplemental Data Card. Equipment required to perform the update is as follows:
• Windows-compatible PC computer (running Windows XP, Vista, or Windows 7)
• SD Card Reader: SanDisk SDDR-93, SanDisk SDDR-99, Verbatim #96504, or equivalent
• Updated database obtained from the Garmin website
• Existing Supplemental Database SD Cards (010-00330-42, or -43) from both PFDs and MFD

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In some cases it may be necessary to obtain an unlock code from Garmin in order to make the database
product functional. It may also be necessary to have the system configured by a Garmin authorized service
facility in order to use some database features.
After the data has been copied to the appropriate data card, perform the following steps:
1) With system power OFF, remove the MFD database card from the bottom card slot of the MFD.
2) Update the Garmin databases on the MFD card.
3) Insert the MFD database card into the bottom card slot of the MFD.
4) Apply power to the system, check that the databases are initialized and displayed on the power-up screen
(Figure B-10). When updating the terrain and FliteCharts databases, a ‘Verifying’ message may be seen. If this
message is present, wait for the system to finish loading before proceeding to step 5.

Figure B-10 Database Information on the Power-up Screen

5) Acknowledge the Power-up Page agreement by pressing the ENT Key or the right most softkey.
6) Turn the large FMS Knob to select the AUX Page group on the MFD.
7) Turn the small FMS Knob to select the System Status Page.
8) Monitor the Sync Status in the Database Window. Wait for all databases to complete synching, indicated by
‘Complete’ being displayed as seen in Figure B-9.
9) Remove and reapply power to the system.
10) Turn the large FMS Knob to select the AUX Page group on the MFD.
11) Turn the small FMS Knob to select the System Status Page.
12) Press the Display Database Selection Softkey to show database information for each display (MFD1 DB, PFD1
DB, PFD2 DB). Verify the correct database cycle information is shown for each database for each display.

Unselected

MFD1 DB Selected PFD1 DB Selected

Figure B-11 Display Database Softkey

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APPENDIX B
MAGNETIC FIELD VARIATION DATABASE UPDATE
A copy of the current magnetic field variation database (MV DB) is included with the navigation database.
At startup, the system compares this version of the MV DB with that presently being used by each AHRS
(GRS1 and GRS2). If the system determines the MV DB needs to be updated, a prompt is displayed on the
Navigation Map Page, as shown in Figure B-12. Note, in the following example, GRS1 is the first AHRS to
indicate an update is available. In actuality, this is dependent on which AHRS is the first to report status to the
system. GRS2 may be displayed before GRS1. The order is not important, only that both AHRS be updated.

Figure B-12 GRS1 Magnetic Field Variation Database Update Prompt

Loading the magnetic field variation database update:
1) With ‘OK’ highlighted, as seen in Figure B-12, press the ENT Key on the MFD. A progress monitor is displayed
as shown in Figure B-13.

Figure B-13 Uploading Database to GRS1

2) When the upload is complete, the prompt for the next GRS upload is displayed, as seen in Figure B-14.

Figure B-14 GRS2 Magnetic Field Variation Database Update Prompt

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APPENDIX B
3) With ‘OK’ highlighted, press the ENT Key on the MFD. A progress monitor is displayed as shown in Figure B-15.
When the upload is complete, the system is ready for use.

Figure B-15 Uploading Database to GRS2

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APPENDIX C

GLOSSARY
ACC accuracy
ACT, ACTV
active, activate
ADC
air data computer
ADF
Automatic Direction Finder
ADI
Attitude Direction Indicator
AF
Arc to fix
AFCS
Automatic Flight Control System
AFM
Airplane Flight Manual
AFMS
Airplane Flight Manual Supplement
AFRM airframe
AGL
Above Ground Level
AHRS
Attitude and Heading Reference System
AIM
Aeronautical Information Manual
AIRMET
Airman’s Meteorological Information
ALRT alert
ALT altitude
ALT, ALTN
alternator
AMPS amperes
ANNUNC annunciation
ANT antenna
AOPA
Aircraft Owners & Pilots Association
AP autopilot
AP DISC
autopilot disconnect
APR approach
APT
airport, aerodrome
ARINC
Aeronautical Radio Incorporated
ARSPC airspace
ARTCC
Air Route Traffic Control Center
ARV arrival
AS airspeed
ASB
Aviation Support Branch
ASOS
Automated Surface Observing System
ATC
Air Traffic Control
ATCRBS
ATC Radar Beacon System
ATIS
Automatic Terminal Information Service
ATK along-track
AUTOSEQ
automatic sequence
AUX auxiliary
AWOS
Automated Weather Observing System
B ALT
barometric altitude
BARO
barometric setting
BATT battery
BC backcourse
Bearing
The compass direction from the present
position to a destination waypoint.
BFO
beat frequency oscillator
BKSP backspace

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BRG bearing
C
center runway
ºC
degrees Celsius
CA
Course to Altitude
CALC calculator
Calibrated Airspeed Indicated airspeed corrected for
installation and instrument errors.
CD
Course to DME distance
CDI
Course Deviation Indicator
CDU
Control Display Unit
CF
Course to Fix
CHT
Cylinder Head Temperature
CHKLIST checklist
CHNL channel
CI
Course to Intercept
CLD cloud
CLR clear
cm centimeter
CNS
Communication,
Navigation,
&
Surveillance
CO
carbon monoxide
COM
communication radio
CONFIG configuration
COOL coolant
COPLT co-pilot
Course
The line between two points to be
followed by the aircraft.
Course to Steer
The recommended direction to steer
in order to reduce course error or stay
on course. Provides the most efficient
heading to get back to the desired course
and proceed along the flight plan.
CR
Course to Radial
CRG
Cockpit Reference Guide
CRNT current
Crosstrack Error
The distance the aircraft is off a desired
course in either direction, left or right.
CRS course
CRS
Course to Steer
CRSR cursor
CTA
Control Area
CTRL control
Cumulative
The total of all legs in a flight plan.
CVR
Cockpit Voice Recorder
CVRG coverage
CWS
control wheel steering
CYL cylinder
D ALT

density altitude

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DB, DBASE
database
dBZ
decibels ‘Z’ (radar return)
DCLTR, DECLTR
declutter
DEC FUEL
decrease fuel
deg degree
DEIC, DEICE
de-icing
DEP departure
Desired Track
The desired course between the active
“from” and “to” waypoints.
DEST destination
DF
Direct to Fix
DFLT default
DGRD degrade
DH
decision height
Dilution of Precision A measure of GPS satellite geometry
quality on a scale of one to ten (lower
numbers equal better geometry, where
higher numbers equal poorer geometry).
DIR direction
DIS distance
Distance
The ‘great circle’ distance from the present
position to a destination waypoint.
DME
Distance Measuring Equipment
DOP
Dilution of Precision
DP
Departure Procedure
DPRT departure
DR
dead reckoning
DSBL disabled
DTK
Desired Track
E
ECU
Efficiency

empty, east
Engine Control Unit
A measure of fuel consumption,
expressed in distance per unit of fuel.
EGT
Exhaust Gas Temperature
EIS
Engine Indication System
EGNOS
European Geostationary Navigation Overlay
Service
ELEV elevation
ELEV elevator
EMERGCY emergency
EMI
Electromagnetic Interference
ENDUR endurance
Endurance
Flight endurance, or total possible flight
time based on available fuel on board.
ENG engine
ENGD engaged
ENR enroute

702

Enroute Safe Altitude The recommended minimum altitude
within ten miles left or right of the
desired course on an active flight plan or
direct-to.
ENT enter
EPE
Estimated Position Error
EPU
Estimated Position Uncertainty
ERR error
ESA
Enroute Safe Altitude
Estimated Position Error A measure of horizontal GPS position
error derived by satellite geometry
conditions and other factors.
Estimated Time of Arrival The estimated time at which the aircraft
should reach the destination waypoint,
based upon current speed and track.
Estimated Time Enroute The estimated time it takes to reach the
destination waypoint from the present
position, based upon current ground
speed.
ETA
Estimated Time of Arrival
ETE
Estimated Time Enroute
EXPIRD expired
ºF
degrees Fahrenheit
FA
Course From Fix to Altitude
FAA
Federal Aviation Administration
FADEC
Full Authority Digital Engine Control
FAF
Final Approach Fix
FAIL failure
FC
Course From Fix to Distance
FCC
Federal Communication Commission
FCST forecast
FD
Course From Fix to DME Distance
FD
flight director
FDE
Fault Detection and Exclusion
FFLOW
fuel flow
FIS-B
Flight Information Services-Broadcast
FISDL
Flight Information Service Data Link
FL
flight level
FLC
Flight Level Change
FM
Course From Fix to Manual Termination
FMS
Flight Management System
FOB
Fuel On Board
FPL
flight plan
fpm
feet per minute
FREQ frequency
FRZ freezing
FSS
Flight Service Station
ft foot/feet

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APPENDIX C
Fuel Flow
Fuel On Board

The fuel flow rate, expressed in units of
fuel per hour.
The total amount of usable fuel on board
the aircraft.

G/S, GS
glideslope
GA go-around
gal, gl
gallon(s)
GBOX gearbox
GDC
Garmin Air Data Computer
GDL
Garmin Satellite Data Link
GDU
Garmin Display Unit
GEA
Garmin Engine/Airframe Unit
GEO geographic
GFC
Garmin Flight Control
GIA
Garmin Integrated Avionics Unit
GLS
Global Navigation Satellite Landing
System
GMA
Garmin Audio Panel System
GMC
Garmin Mode Controller
GMT
Greenwich Mean Time
GMU
Garmin Magnetometer Unit
GND ground
gph
gallons per hour
GPS
Global Positioning System
Grid MORA
Grid Minimum Off-Route Altitude; one
degree latitude by one degree longitude
in size and clears the highest elevation
reference point in the grid by 1000 feet
for all areas of the grid
Groundspeed
The velocity that the aircraft is travelling
relative to a ground position.
Ground Track
see Track
GRS
Garmin Reference System
GS
Ground speed
GTX
Garmin Transponder
HA
Hold Terminating at Altitude
HDG heading
Heading
The direction an aircraft is pointed,
based upon indications from a magnetic
compass or a properly set directional
gyro.
HF
Hold Terminating at Fix
HFOM
Horizontal Figure of Merit
Hg mercury
HI high
HI SENS
High Sensitivity
HM
Hold with Manual Termination
Horizontal Figure of Merit A measure of the uncertainty in the
aircraft’s horizontal position.

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hPa hectopascal
HPL
Horizontal Protection Level
hr hour
HSDB
High-Speed Data Bus
HSI
Horizontal Situation Indicator
HT heat
HUL
Horizontal Uncertainty Level
Hz Hertz
I
Inner Marker
IAF
Initial Approach Fix
IAT
Indicated Air Temperature
ICAO
International Civil Aviation Organization
ICS
Intercom System
ID
Identification/Morse Code Identifier
IDENT, IDNT
identification
IF
Initial Fix
IFR
Instrument Flight Rules
IG
Imperial gallon
ILS
Instrument Landing System
IMC
Instrument Meteorological Conditions
in inch
INACTV inactive
INC FUEL
increase fuel
IND indicated
Indicated
Information provided by properly
calibrated and set instrumentation on
the aircraft panel.
INFO information
in HG
inches of mercury
INT intersection(s)
INTEG
integrity (RAIM unavailable)
IrDA, IRDA
Infrared Data Association
KEYSTK
key stuck
kg kilogram
kHz kilohertz
km kilometer
kt knot
L
left, left runway
LAT latitude
LBL label
lb pound
LCD
Liquid Crystal Display
LCL local
LED
Light Emitting Diode
Left Over Fuel On Board The amount of fuel remaining on board
after the completion of one or more legs
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Left Over Fuel Reserve The amount of flight time remaining,
based on the amount of fuel on board
after the completion of one or more legs
of a flight plan or direct-to, and a known
consumption rate.
Leg
The portion of a flight plan between two
waypoints.
LIFR
Low Instrument Flight Rules
LNAV
Lateral Navigation
LO low
LOC localizer
LOI
loss of integrity (GPS)
LON longitude
LPV
Localizer Performance with Vertical
guidance
LRU
Line Replacement Unit
LT left
LTNG lightning
LVL level
M
Middle Marker
m meter
MAG Magnetic
MAG VAR
Magnetic Variation
MAHP
Missed Approach Hold Point
MAN IN
manifold pressure (inches Hg)
MAN SQ
Manual Squelch
MAP
Missed Approach Point
MASQ
Master Avionics Squelch
MAX maximum
MAXSPD
maximum speed (overspeed)
MDA
barometric minimum descent altitude
MET
manual electric trim
METAR
Meteorological Aviation Routine
MEPT
manual electric pitch trim
MFD
Multi Function Display
MGRS
Military Grid Reference System
MHz megahertz
MIC microphone
MIN minimum
Minimum Safe Altitude Uses Grid MORAs to determine a safe
altitude within ten miles of the aircraft
present position.
MKR
marker beacon
MOA
Military Operations Area
MOV movement
mpm
meters per minute
MSA
Minimum Safe Altitude
MSAS
Multi-functional Satellite Augmentation
System
MSG message

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MSL
Mean Sea Level
MT meter
mV millivolt(s)
MV DB
Magnetic Field Variation Database
MVFR
Marginal Visual Flight Rules
N north
NAV navigation
NAVAID
NAVigation AID
NDB
Non-directional Beacon
NEXRAD
Next Generation Radar
nm
nautical mile(s)
NoPT
No Procedure Turn Required (procedure
shall not be executed without ATC
clearance)
NRST nearest
O
Outer Marker
OAT
Outside Air Temperature
OBS
Omni Bearing Selector
OFST offset
OXY oxygen
P ALT
pressure altitude
PA
Passenger Address
PA
Proximity Advisory
PASS passenger(s)
PC
personal computer
PFD
Primary Flight Display
PI
Procedure Turn to Course Intercept
PIT, PTCH
pitch
POSN position
PPM
parts per million
P. POS
Present Position
PRES, PRESS
pressure
PROC
procedure(s), procedure turn
psi
pounds per square inch
PT
Procedure Turn
PTK
parallel track
PTT Push-to-Talk
PWR power
QTY quantity
R
right, right runway
RAD radial
RAIM
Receiver
Autonomous
Monitoring
RAM
random access memory
REF reference

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APPENDIX C
REM

remaining (fuel remaining above
Reserve)
REQ required
RES
reserve (fuel reserve entered by pilot)
REV
reverse, revision, revise
RF
Constant Radius Turn to Fix
RMI
Radio Magnetic Indicator
RMT remote
RNG range
RNWY runway
ROL roll
ROM
read only memory
rpm
revolutions per minute
RST FUEL
reset fuel
RSV
reserve (fuel reserve entered by pilot)
RT right
RVRSNRY reversionary
RX receive
S south
SA
Selective Availability
SAT
Static Air Temperature
SBAS
Satellite-Based Augmentation System
SCIT
Storm Cell Identification and Tracking
SD
Secure Digital
sec second(s)
SEL, SLCT
select
SFC surface
SIAP
Standard
Instrument
Approach
Procedures
SID
Standard Instrument Departure
SIGMET
Significant Meteorological Information
Sim simulator
SLP/SKD slip/skid
SMBL symbol
SPD speed
SPI
Special Position Identification
SPKR speaker
SQ squelch
SRVC, SVC
service
STAL stall
STAR
Standard Terminal Arrival Route
STATS statistics
STBY standby
STD standard
SUA
Special Use Airspace
SUSP suspend
SVS
Synthetic Vision System
SW software
SYS system

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T true
TA
Traffic Advisory
TACAN
Tactical Air Navigation System
TAF
Terminal Aerodrome Forecast
TAS
True Airspeed
TAS
Traffic Advisory System, true airspeed
TAT
Total Air Temperature
TAWS
Terrain Awareness and Warning System
TCA
Terminal Control Area
TCAS
Traffic Collision Avoidance System
TEL telephone
TEMP temperature
TERM terminal
TF
Track Between Two Fixes
TFR
Temporary Flight Restriction
T HDG
True Heading
TIS
Traffic Information System
TIT
Turbine Inlet Temperature
TKE
Track Angle Error
TMA
Terminal Maneuvering Area
TMR/REF Timer/Reference
Topo topographic
Track
Direction of aircraft movement relative
to a ground position; also ‘Ground
Track’
Track Angle Error
The angle difference between the
desired track and the current track.
TRG target
TRK track
TRSA
Terminal Radar Service Area
TRUNC truncated
TTL total
TURN
procedure turn
TX transmit
UNAVAIL unavailable
USR user
UTC
Coordinated Universal Time
UTM/UPS
Universal Transverse Mercator / Universal
Polar Stereographic Grid
V, Vspeed
velocity (airspeed)
VA
Heading Vector to Altitude
VAPP
VOR approach
VAR variation
VD
Heading Vector to DME Distance
Vdc
volts, direct current
VERT vertical

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Vertical Figure of Merit A measure of the uncertainty in the
aircraft’s vertical position.
Vertical Speed Required The vertical speed necessary to descend/
climb from a current position and altitude
to a defined target position and altitude,
based upon current groundspeed.
VFOM
Vertical Figure of Merit
VFR
Visual Flight Rules
VHF
Very High Frequency
VI
Heading Vector to Intercept
VLOC
VOR/Localizer Receiver
VM
Heading Vector to Manual Termination
VMC
Visual Meteorological Conditions
VNAV, VNV
vertical navigation
VOL volume
VOR
VHF Omni-directional Range
VORTAC
very high frequency omnidirectional
range station and tactical air navigation
VPL
Vertical Protection Level
VPROF
VNV profile, vertical profile
VPTH
VNV path, vertical path
VR
Heading Vector to Radial
VS
vertical speed
VSI
Vertical Speed Indicator
VSR
Vertical Speed Required
VTF
vector to final
W
watt(s), west
WAAS
Wide Area Augmentation System
WARN
warning (GPS position error)
WGS-84
World Geodetic System - 1984
WPT waypoint(s)
WW
world wide
WX weather
XFER, XFR
transfer
XPDR transponder
XTALK cross-talk
XTK cross-track

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APPENDIX D

FREQUENTLY ASKED QUESTIONS
If a particular aspect of system operational capability is not addressed by these commonly asked questions or in
the index, contact Garmin (see the copyright page or back cover for contact information) or a Garmin-authorized
dealer. Garmin is dedicated to supporting its products and customers.

What is SBAS?
The Satellite Based Augmentation System (SBAS) uses a system of ground stations to correct any GPS signal
errors. These ground stations correct for errors caused by ionospheric disturbances, timing, and satellite
orbit errors. It also provides vital integrity information regarding the health of each GPS satellite. The signal
correction is then broadcast through geostationary satellites. This correction information can then be received
by any SBAS-enabled GPS receiver.
SBAS is designed to provide the additional accuracy, availability, and integrity necessary to enable users to rely
on GPS for all phases of flight.
There are several SBAS systems serving different parts of the world. The Wide Area Augmentation System
(WAAS) is currently available in the United States, including Alaska and Hawaii. The European Geostationary
Navigation Overlay Service (EGNOS) offers coverage of Europe, parts of the middle east and northern Africa. The
Multi-functional Satellite Augmentation System (MSAS) covers mainly Japan and parts of northern Australia.

How does SBAS affect approach operations?
Both LNAV/VNAV and LPV approaches use the accuracy of SBAS to include vertical (glide path) guidance
capability. The additional accuracy and vertical guidance capability allows improved instrument approaches to
an expanded number of airports throughout the U.S.
The implementation of LPV approaches further improves precision approach capabilities. LPV approaches
are designed to make full use of the improved GPS signal from the SBAS. This approach combines the LNAV/
VNAV vertical accuracy with lateral guidance similar to the typical Instrument Landing System (ILS). LPV
approaches allow lower approach minimums.

What is RAIM and how does it affect approach operations?
RAIM is an acronym for Receiver Autonomous Integrity Monitoring. RAIM is a GPS receiver function that
performs the following functions:
• Monitors and verifies integrity and geometry of tracked GPS satellites
• Notifies the pilot when satellite conditions do not provide the necessary coverage to support a certain phase
of flight
• Predicts satellite coverage of a destination area to determine whether the number of available satellites is
sufficient to satisfy requirements
NOTE: If RAIM is not predicted to be available for the final approach course, the approach does not become

active, as indicated by the “RAIM not available from FAF to MAP” message and the LOI annunciation
flagging on the HSI.

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APPENDIX D
For RAIM to work correctly, the GPS receiver must track at least five satellites. A minimum of six satellites is
required to allow RAIM to eliminate a single corrupt satellite from the navigation solution.
RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection
limit (2.0 nm for oceanic and en route, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The
system monitors RAIM and issues an alert message when RAIM is not available (see Appendix A). Without
RAIM, GPS position accuracy cannot be monitored. If RAIM is not available when crossing the FAF, the pilot
must fly the missed approach procedure.

Why are there not any approaches available for a flight plan?
Approaches are available for the final destination airport in a flight plan or as a direct-to (keep in mind
that some VOR/VORTAC identifiers are similar to airport identifiers). If a destination airport does not have a
published approach, the system indicates “NONE” for the available procedures.

What happens when an approach is selected? Can a flight plan with an approach, a departure, or an
arrival be stored?
When an approach, departure, or arrival is loaded into the active flight plan, a set of approach, departure,
or arrival waypoints is inserted into the flight plan, along with a header line showing the title of the selected
instrument procedure. The original en route portion of the flight plan remains active, unless the instrument
procedure is activated. This may be done either when the procedure is loaded or at a later time.
Flight plans can also be stored with an approach, a departure, or an arrival. Note that the active flight plan
is erased when the system is turned off. Also, the active flight plan is overwritten when another flight plan is
activated. When storing flight plans with an approach, a departure, or an arrival, the system uses the waypoint
information from the current database to define the waypoints. If the database is changed or updated, the
system automatically updates the information, provided the procedure has not been modified. Should an
approach, departure, or arrival procedure no longer be available, the flight plan becomes locked until the
procedure is deleted from the flight plan.

Can “slant Golf” (“/G”) be filed using the Prodigy® System?
“/G” may be filed for a flight plan. The Prodigy® System meets the requirements of TSO-C145a Class 3
and ETSO C145 Class 3 installations. GPS approaches are not to be flown with an expired database. See the
approved Pilot’s Operating Handbook (POH) as well as the Aeronautical Information Manual (AIM) for more
information.

What does the OBS Softkey do?
The OBS Softkey is used to select manual sequencing of waypoints. Activating OBS mode sets the current
active-to waypoint as the primary navigation reference and prevents the system from sequencing to the next
waypoint in a flight plan. When OBS mode is cancelled, automatic waypoint sequencing is continued, and
the system automatically activates the next waypoint in the flight plan once the aircraft has crossed the present
active waypoint.

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APPENDIX D
Normal (OBS not activated)
• Automatic sequencing of waypoints

OBS
• Manual sequencing - ‘holds’ on selected
waypoint

• Manual course change on HSI not possible

• Manually select course to waypoint from
HSI

• Always navigates ‘TO’ the active waypoint

• Indicates ‘TO’ or ‘FROM’ waypoint

• Must be in this mode for final approach
course

• Cannot be set for final approach course or
published holding patterns

When OBS mode is active, the system allows the pilot to set a desired course to/from a waypoint using the
CRS/BARO Knob and HSI (much like a VOR).
The most common application for using the OBS Softkey is the missed approach. The system suspends
automatic waypoint sequencing (indicated by a ‘SUSP’ annunciation placed on the HSI) when the missed
approach point (MAP) is crossed. This prevents the system from automatically sequencing to the missed
approach holding point (MAHP). During this time, the OBS Softkey designation changes to SUSP. Pressing
the SUSP Softkey reactivates automatic waypoint sequencing. The OBS Softkey then resumes its normal
functionality.

Why does the system not automatically sequence to the next waypoint?
The system only sequences flight plan waypoints when automatic sequencing is enabled (i.e., no “OBS” or
‘SUSP’ annunciation). For automatic sequencing to occur, the aircraft must also cross the “bisector” of the turn
being navigated. The bisector is a line passing through the waypoint common to two flight plan legs at an
equal angle from each leg.

How can a waypoint be skipped in an approach, a departure, or an arrival?
The system allows the pilot to manually select any approach, departure, or arrival leg as the active leg of
the flight plan. This procedure is performed on the MFD from the Active Flight Plan Page by highlighting the
desired waypoint and selecting the ACT LEG Softkey then the ENT Key to approve the selection. The GPS
then provides navigation along the selected flight plan leg.

When does turn anticipation begin?
The system smooths adjacent leg transitions based on a normal 15° bank angle (with the ability to roll up to
30°) and provides three pilot cues for turn anticipation:
• A waypoint alert (‘Next DTK ###° in # seconds’ or ‘Next HDG ###° in # seconds’) appears on the PFD 10
seconds before the turn point and flashes as it counts down to zero.
• A flashing turn advisory (‘Turn [right/left] to ###° in # seconds’) appears on the PFD 10 seconds before the
turn and flashes as it counts down to zero. ‘Turn [right/left] to ###° now’ or ‘Next [DTK/HDG] to ###° now’
is displayed when the pilot is to begin the turn and the HSI (GPS mode) automatically sequences to the next
DTK or HDG value.
• The To/From indicator on the HSI flips momentarily to indicate that the midpoint of the turn has been
crossed.

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APPENDIX D
When does the CDI scale change?
Once a departure is activated, the Prodigy® Course Deviation Indicator (CDI) full scale deflection is set to
0.3 nm. The CDI scale changes to 1.0 nm (terminal mode) then ramps up to 2.0 nm (enroute mode) at 30 nm
from the departure airport. When 31 nm from the destination, the CDI scale smoothly transition from 2.0 nm
back to 1.0 nm (terminal mode). At 2.0 nm before the FAF during an active approach, the CDI scale transitions
down further based on the type of approach activated (LNAV, LNAV/VNAV, LPV). When a missed approach is
activated, the CDI is set to 0.3 nm. See the Flight Instruments Section for more details on CDI scaling.

Why does the HSI not respond like a VOR when OBS mode is active?
Unlike a VOR, the CDI scale used on GPS equipment is based on the crosstrack distance to the desired
course, not on the angular relationship to the destination. Therefore, the CDI deflection on the GPS is constant
regardless of the distance to the destination and does not become less sensitive when further away from the
destination.

What is the correct missed approach procedure? How is the missed approach holding point selected?
To comply with TSO specifications, the system does not automatically sequence past the MAP. The first
waypoint in the missed approach procedure becomes the active waypoint when the SUSP Softkey is selected
after crossing the MAP, or the go-around button is pressed. All published missed approach procedures must be
followed, as indicated on the approach plate.
To execute the missed approach procedure prior to the MAP (not recommended), select the Active Flight Plan
Page and use the ACT LEG Softkey to activate the missed approach portion of the procedure.

After a missed approach, how can the same approach be re-selected? How can a new approach be
activated?
NOTE: Do not attempt to reactivate the current approach prior to crossing the missed approach point

(MAP). If an attempt to do so is made, an alert message “Are you sure you want to discontinue the current
approach?” appears. The system directs the pilot back to the transition waypoint and does not take into
consideration any missed approach procedures, if the current approach is reactivated.
After flying the missed approach procedure, the pilot may reactivate the same approach for another attempt by
pressing the PROC Key. Once the clearance is given for another attempt, activate the approach by highlighting
‘ACTIVATE APPROACH’ using the large FMS Knob and pressing the ENT Key. The system provides navigation
along the desired course to the waypoint and rejoins the approach in sequence from that point.
To activate a new approach for the same airport, select the new procedure by pressing the PROC Key. Choose
‘SELECT APPROACH’, select the desired approach from the list shown, and press the ENT Key. Select the
desired transition, then activate the approach using the ENT Key.
To activate a new approach to a different airport, press the Direct-to Key and select the desired airport using
the FMS Knobs. Press the ENT Key to accept the selected airport, then follow the steps in the preceding
paragraph to select an approach for the new airport.

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APPENDIX E

GENERAL TIS INFORMATION
INTRODUCTION
NOTE: Aircraft without an operating transponder are invisible to TIS.

The Traffic Information Service (TIS) provides traffic advisory information to non-TAS/TCAS-equipped
aircraft. TIS is a ground-based service providing the relative locations of all ATCRBS Mode-A and Mode-C
transponder equipped aircraft within a specified service volume. The TIS ground sensor uses real-time track
reports to generate traffic notification. The system displays TIS traffic information on the Traffic Map Page of
the MFD. TIS information may also be displayed for overlay on the MFD Navigation Map Page, as well as on
the PFD Inset Map. Surveillance data includes all transponder-equipped aircraft within the coverage volume.
The system displays up to eight traffic targets within a 7.5 nm radius, from 3,000 feet below, to 3,500 feet above
the requesting aircraft.

TIS VS. TAS/TCAS
The Traffic Information System (TIS) is a ground-based service that requires contact with a ground station
through a datalink radio in order to receive traffic information. Traffic Advisory (TAS) and Traffic Collision
Avoidance Systems (TCAS) are self-contained. TAS/TCAS uses an airborne interrogator with a half-second
update rate, while TIS utilizes the terminal Mode-S ground interrogator and accompanying data link to provide
a five-second update rate. TIS and TAS/TCAS have similar ranges.

TIS LIMITATIONS
NOTE: TIS is not intended to be used as a collision avoidance system and does not relieve the pilot of the

responsibility to “see and avoid” other aircraft. TIS shall not be used for avoidance maneuvers during
instrument meterorlogical conditions (IMC) or when there is no visual contact with the intruder aircraft.
NOTE: Refer to the TIS Limitations section of the Aeronautical Information Manual (AIM) for a more

comprehensive explanation.
TIS relies on surveillance of the Mode-S radar system, which is a “secondary surveillance” radar system similar
to that used by ATCRBS. Many limitations are inherent in secondary radar surveillance. Information provided
by TIS is neither better nor more accurate than the information used by ATC. TIS is intended only to assist in
visual acquisition of other aircraft in visual meterological conditions (VMC). While TIS is a useful aid for visual
traffic avoidance, system limitations must be considered to ensure proper use. No recommended avoidance
maneuvers are given, nor authorized, as a direct result of a TIS intruder display or TIS advisory.
• TIS operation may be intermittent during turns or other maneuvering.
• TIS is dependent on two-way, line-of-sight communications between the aircraft and the Mode-S radar
antenna. Whenever the structure of the aircraft comes between the transponder antenna and the groundbased radar antenna, the signal may be temporarily interrupted.
• Other limitations and anomalies associated with TIS are described in the AIM.

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APPENDIX E

WARNING: Garmin is not responsible for Mode S geographical coverage. Operation of the ground stations

is the responsibility of the FAA. Refer to the AIM for a Terminal Mode S radar site map.
NOTE: TIS is unavailable at low altitudes in many areas of the United States. This is often the case in

mountainous regions.
TIS information is collected during a single radar sweep. Collected information is then sent through the
Mode S uplink on the next radar sweep. Because of this, the surveillance information is approximately five
seconds old. TIS ground station tracking software uses prediction algorithms to compensate for this delay.
These algorithms use track history data to calculate expected intruder positions consistent with the time of
display. Occasionally, aircraft maneuvering may cause variations in this calculation and create slight errors on
the Traffic Map Page. Errors affect relative bearing information and target track vector. This can cause a delay in
the displayed intruder information. However, intruder distance and altitude typically remain relatively accurate
and may be used to assist in spotting traffic.
The following errors are common examples:
• When the client or intruder aircraft maneuvers excessively or abruptly, the tracking algorithm may report
incorrect horizontal position until the maneuvering aircraft stabilizes.
• When a rapidly closing intruder is on a course that intercepts the client aircraft course at a shallow angle
(either overtaking or head-on) and either aircraft abruptly changes course within 0.25 nm, TIS may display
the intruder aircraft on the incorrect side of the client aircraft.
These are rare occurrences and are typically resolved within a few radar sweeps once the client/intruder
aircraft course stabilizes.
Pilots using TIS can provide valuable assistance in the correction of malfunctions by reporting observations
of undesirable performance. Reports should identify the time of observation, location, type and identity of
the aircraft, and describe the condition observed. Reports should also include the type of transponder and
transponder software version. Since TIS performance is monitored by maintenance personnel, not ATC,
malfunctions should be reported in the following ways:
• By telephone to the nearest Flight Service Station (FSS) facility
• By FAA Form 8000-7, Safety Improvement Report (postage-paid card can be obtained at FAA FSSs, General
Aviation District Offices, Flight Standards District Offices, and General Aviation Fixed Base Operators)

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APPENDIX F

DISPLAY SYMBOLS
NOTE: Refer to the GPS Navigation Section for the topography legend and the Hazard Avoidance Section

for SiriusXM Weather Product legends.

AIRPORT

LINE SYMBOLS
Item

Symbol

Unknown Airport

Item
ICAO Control Area
Class B Airspace

Symbol

Mode C Tower Area

Non-towered, Non-serviced Airport

Warning Area Prohibited Area
Alert Area
Restricted Area
Caution Area Training Area
Danger Area
Unknown Area
Class C
Terminal Radar Service Area
Mode C Area

Towered, Non-serviced Airport
Non-towered, Serviced Airport
Towered, Serviced Airport

Military Operations Area (MOA)

Restricted (Private) Airport

State or Province Border

Heliport

International Border

NAVAIDS

Road
Item

Symbol

Intersection
LOM (compass locator at outer marker)

Railroad
Latitude/Longitude

NDB (non-directional radio beacon)
VOR
VOR/DME
VOR/ILS
VORTAC
TACAN

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APPENDIX F
MISCELLANEOUS

TRAFFIC

Item

Symbol

ARTCC Frequency or FSS Frequency

Traffic
Symbol

Description
Non-Threat Traffic

Default Map Pointer

Proximity Advisory (PA) (Not avialable with TIS

Elevation Pointer

Traffic Advisory (TA)

Wind Vector

Traffic Advisory Off Scale

Measuring Pointer

Resolution Advisory (RA) (TCAS II only)
Resolution Advisory Off Scale (TCAS II only)

Overzoom Indicator
Terrain Proximity or TAWS Enabled
Traffic Enabled
User Waypoint
Vertical Navigation Along Track Waypoint
Parallel Track Waypoint
Unanchored Flight Path Waypoint
Top of Descent (TOD)
Bottom of Descent (BOD)

Navigating using Dead Reckoning

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APPENDIX F
TERRAIN AVOIDANCE COLORS AND SYMBOLS
Potential Impact Point

Terrain Above Aircraft Altitude
Projected Flight Path
100 ft Threshold

1000 ft

Unlighted Obstacle

Terrain Color
Terrain Location
Red (WARNING) Terrain above, or within 100 ft below the aircraft altitude
Yellow (CAUTION) Terrain between 100 ft and 1000 ft below the aircraft altitude
Black
Terrain more than 1000 ft below the aircraft altitude
TAWS Color Chart

Figure E-3 TAWS Potential Impact Points

Obstacle Symbol

Unlighted Obstacle
Lighted Obstacle
Height < 1000 ft AGL > 1000 ft AGL < 1000 ft AGL > 1000 ft AGL

Obstacle
Color

Obstacle Location

Red
(WARNING)

Obstacle within 100 ft of
or above aircraft altitude

Yellow
(CAUTION)

Obstacle within 1000 ft of
aircraft altitude

Gray

Obstacle more than 1000
ft below aircraft altitude

Obstacle Symbols and Colors

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APPENDIX F
HAZARD AVOIDANCE FEATURES
Feature

Symbol

Terrain Proximity/TAWS display enabled
Traffic display enabled
NEXRAD display enabled
Cloud Top display enabled
Echo Top display enabled
XM Lightning display enabled
Cell Movement display enabled
SIGMETs/AIRMETs display enabled
METARs display enabled
City Forecast display enabled
Surface Analysis display enabled
Freezing Levels display enabled
Winds Aloft display enabled
County Warnings display enabled
Cyclone Warnings display enabled
Icing Potential (CIP and SLD) (ICNG)
Pilot Weather Report (PIREPs)
Air Report (AIREPs)
Turbulence (TURB)
Loss of hazard avoidance feature
(due to loss of GPS position)

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INDEX
A
Airport Directory------------------------------------- 693, 694
Abnormal engine operations------------------------------119
Access Code-------------------------------------------------374
Activate a Flight Plan---------------------------------------257
Active database---------------------------------------------691
Active frequency------------------------------------- 126, 145
ADF---------------------------------------------------------153
AC-U-KWIK-------------------------------547, 694, 695, 607
ADF
ADF mode------------------------------------ 136, 153, 155
ANT mode------------------------------------------ 136, 155
ADF/BFO---------------------------------------------- 136, 155
ADF/DME tuning--------------------------------------------156
AFCS status box---------------------------------------------- 62
AHRS----------------------------- 30, 32, 667, 676, 677, 678
Airborne Color Weather Radar----------------------------399
Aircraft symbol----------------------------------------------- 68
Air Data Computer---------------------------1, 32, 665, 667
AIREP---------------------------------------------------------369
Airport
Information-----------------------------------------------215
Nearest----------------------------------------------------- 52
Airport Directory------------------ 547, 607, 608, 609, 608
Airspace alerts-----------------------------------------------230
Airspace Alerts----------------------------------------------231
Airspeed bug----------------------------------------- 507, 515
Airspeed Indicator---------------------------------------62, 64
Airspeed Reference----------------------------- 62, 509–510
Airways-------------------------------------------------------- 23
Collapsed--------------------------------------------------270
Expanded--------------------------------------------------270
Alert messages----------------------------------------------677
Alerts
Airspace---------------------------------------------------- 49
Alerts, Aircraft-----------------------------------------------659
Along Track Offset------------------------------------------262
ALT------------------------------------------------------------331
Altimeter--------------------------------------------------62, 69
Altitude alerting---------------------------------------------- 92
Altitude buffer------------------------------------------------ 49
Altitude constraints---------------------------------- 277, 318
Altitude Hold Mode----------------------------------------506
Altitude trend vector---------------------------------------- 69
Annunciations
Test tone---------------------------------------------------- 54
Annunciations, Prodigy System---------------------------- 31
Annunciator lights------------------------------------------167
ANT/BFO-----------------------------------------------------155
Antenna Stabilization--------------------------------------416
Antenna Tilt--------------------------------------------------413
AOPA------------------------------- 547, 694, 695, 701, 607
AOPA Airport Directory-------------------------------------610

190-00728-06 Rev. A

Approach-----------------------------------------------------708
Activating-------------------------------------------------292
ILS----------------------------------------------------------539
Loading--------------------------------------- 254, 289, 291
Missed-----------------------------------------------------542
Removing--------------------------------------------------292
WAAS------------------------------------------------------541
Approach channel----------------------------------- 254, 289
Approach Mode-------------------------------------- 525, 539
Approach Mode, AFCS-------------------------------------541
APR softkey------------------------------------------- 291, 299
Arrival procedure------238, 252, 285, 287, 316, 318, 327
Attitude---------------------------------------------------------- 1
Attitude & Heading Reference System-------------------665
Attitude indicator------------------------------ 62, 67, 67–68
Attitude Indicator-------------------------------------------485
Audio Panel Fail-Safe Operation--------------------------175
Aural alerts--------------------------------------------------687
Automatic Flight Control System (AFCS)--------- 497–546
Alerts and annunciations------------------------ 544–545
Controls-------------------------------------------- 498–499
Status Box-------------------------------------------------501
Automatic squelch------------------------------------------134
Automatic Thrust Reserve (ATR)------------------- 105–106
Automatic Thrust Reserve Status-------------------------106
Autopilot----------------------------------------497, 527–529
Autopilot Disconnect-------------------------------- 499, 519
Auto-tuning--------------------------------------------------151
Auto-tuning, COM------------------------------------------129
Auto-tuning, NAV-------------------------------------------148
Auto Zoom---------------------------------------------------183
Auxiliary Pages (AUX)--------------------------------------- 40
AUX - system status page-565, 567, 587, 588, 604, 605,
606, 609
Aviation Symbols------------------------------------- 195, 238

B
Backlighting----------------------------------------------59, 60
Barometric setting----------------------------------62, 70–71
Baro Transition Alert----------------------------------------- 72
Basic Empty Weight----------------------------------------300
Basic Operating Weight------------------------------------300
Battery indications----------------------------------- 104, 108
Bearing/distance, measuring------------------------------190
Bearing information----------------------------------------- 63
Bearing line------------------------------------------- 411, 415
Bearing pointer----------------------------------------------- 78
Bearing source----------------------------------------------- 78

C
Cabin speaker-----------------------------------------------167
Calibrated Airspeed-----------------------------------------296
Cargo---------------------------------------------------------301

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

I-1

INDEX
CDI---------------------------- 288, 307, 318, 326, 333, 680
CELL MOV Softkey------------------------------------------355
Chart Not Available---------------------------------- 570, 591
Chart options----------------------------------------- 578, 598
CHART SETUP box----------------------------------- 584, 602
ChartView---------------------------------547, 568, 569, 587
Checklists--------------------------------------------- 652–653
Checklist softkeys-------------------------------------------652
City Forecast-------------------------------------------------360
CLD TOP Softkey------------------------------------- 353, 387
Clearance Recorder and Player---------------------------170
Closest Point-------------------------------------------------270
CLR Key-------------------------------------------------------166
Code selection softkeys------------------------------------164
COM channel spacing--------------------------------------133
COM frequency box----------------------------------------- 62
COM Frequency Box----------------------------------------126
Command Bars----------------------------------------------503
Commanded N1 Rating------------------------------------106
Comparator window---------------------------------------- 90
COM radio
Channel spacing------------------------------------------ 52
COM Tuning Failure-----------------------------------------174
Connext Data Request-------------------------------------381
Controls
Softkeys------------------------------------------------ 15–18
Control Wheel Steering (CWS)--------------------- 499, 528
Copy a Flight Plan------------------------------------------257
County Warnings--------------------------------------------365
Course deviation indicator (CDI)-----------------62, 79–80
Course Deviation Indicator (CDI)-------------------------- 52
Cruise Speed Control (CSC)-------------------------------108
Current Speed Control Arc--------------------------------106
Cyclone-------------------------------------------------------366

D
Data Bar fields, MFD---------------------------------------- 51
Database------------------------------------------------------ 27
Databases----------------------------------------------------689
Database synchronization---------------------------------- 54
Database Synchronization-------------------- 690, 695, 696
Data link-------------------------------------------------------- 1
Data Link Receiver------------------------------------------658
Data Link Receiver troubleshooting----------------------657
Date and time------------------------------------------------ 48
Day/Night Views------------------------------------- 584, 602
Day View---------------------------------------------- 585, 603
DB Mismatch------------------------------------------------689
Dead reckoning---------------------------------------------- 97
Declutter------------------------------------------------------ 24

I-2

Declutter, display--------------------------------------------- 99
Delete Flight Plans------------------------------------------257
Deleting an entire airway--------------------------- 259, 260
Deleting an entire procedure----------------------- 259, 260
Deleting an individual waypoint------------------- 258, 259
Deleting Flight Plan Items---------------------------------258
Density Altitude---------------------------------------------298
Departure
Select------------------------------------282, 285, 289, 292
Timer-------------------------------------------------------- 56
Departure procedure--------------------250, 264, 282, 284
Departure Time----------------------------------------------296
Digital audio entertainment---------------------------------- 4
Dilution of Precision (DOP)--------------------------------- 34
Direct-to-208, 232, 233, 234, 235, 236, 275, 276, 316, 318,
333
Display backup----------------------------------------- 29, 125
Diversity transponder---------------------------------------157
DME
HOLD mode-----------------------------------------------156
NAV1 mode-----------------------------------------------156
NAV2 mode-----------------------------------------------156
Tuning mode--------------------------------------- 153, 156
DME audio---------------------------------------------------146
DME information-----------------------------------------63, 79
Door status--------------------------------------------------111
Dual navigation database---------------------------------691

E
ECHO TOP Softkey------------------------------------------352
Electrical indications--------------------------------- 108, 114
Electronic checklists--------------------------- 652, 653, 654
Emergency checklist----------------------------------------653
Emergency frequency---------------------------------------174
Engine failure------------------------------------------------119
Engine Fan
Speed---------------------------------------------------------106
Engine fire---------------------------------------------------119
Engine High Pressure Compressor Speed---------------106
Engine Indication System (EIS)--------------------- 104–111
Engine maintenance----------------------------------------118
Engine rotation speeds----------------------------- 104, 106
Entering Flight ID-------------------------------------------157
Entertainment inputs---------------------------------------171
Environmental Control System (ECS)------------- 112–113
Estimated Landing Fuel------------------------------------302
Estimated Position Error (EPE)----------------------------- 34
Ethernet------------------------------------------------------- 28
Excess Fuel Weight-----------------------------------------302
Export Flight Plan-------------------------------------------688

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

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INDEX
F
Failure
Input-------------------------------------------------------- 31
Field of View (SVS)------------------------------------------206
Flap indicator-----------------------------------------110, 120,
Flight director-----------------------------------497, 500–501
Modes, lateral------------------------------------- 520–546
Modes, vertical------------------------------------ 504–518
Switching--------------------------------------------------502
Flight ID------------------------------------------------------166
Flight instruments--------------------------------------- 61–76
Flight Level Change Mode-------------------------- 509, 535
Flight plan
Closest point to reference------------------------------270
Storing-----------------------------------------------------708
Flight timer---------------------------------------------------- 55
FliteCharts-------------------------------------- 547, 589, 590
FliteCharts cycle---------------------------------------------605
FliteCharts expiration--------------------------------------605
FliteCharts functions---------------------------------------590
FPA----------------------------------------------------- 277, 323
Freezing Levels----------------------------------------------361
Frequency
Nearest----------------------------------------------------228
Frequency spacing------------------------------------------133
Frequency transfer arrow----------------------------------127
Frequently asked questions--------------------------------707
Fuel
Efficiency--------------------------------------------------298
Endurance-------------------------------------------------298
Remaining-------------------------------------------------298
Required---------------------------------------------------298
Fuel indications-------------------------------- 104, 108, 115
Fuel on Board---------------------------------- 298, 301, 302
Fuel Statistics------------------------------------------------298

G
Gain-----------------------------------------------------------414
Garmin AFCS------------------------------------------------497
Garmin Connext--------------------------------------------547
GDC 74A-------------------------------------------------------- 1
GDL 69/69A---------------------------------------------------- 1
GDU 1040------------------------------------------------------ 1
GEA 71---------------------------------------------------------- 1
Geodetic Sea Level (GSL)--------------------------- 422, 436
GIA 63----------------------------------------------------------- 1
Glidepath-----------------------------------------------------331
Glidepath Indicator------------------------------------------ 73
Glidepath Mode-------------------------------------- 516, 525
Glidepath Mode (GP)---------------------------------------541
Glideslope----------------------------------------------------331

190-00728-06 Rev. A

Glideslope indicator----------------------------------------- 73
Glideslope Mode------------------------------------- 518, 539
Global Positioning System (GPS)
Navigation----------------------------------------- 232–336
Receiver information--------------------------------- 33–35
GMA 1347---------------------------------------------1, 27, 59
GMU 44--------------------------------------------------------- 1
Go Around Mode------------------------------519, 542–543
GPS Window-------------------------------------------------696
Ground Mapping--------------------------------------------418
Groundspeed------------------------------------------------- 56
GRS 77---------------------------------------------------------- 1
GSL----------------------------------------------------- 422, 436
GTS 850------------------------------------------------------469
GTX 33---------------------------------------------------------- 1

H
Heading bug----------------------------------------------62, 75
Heading Bug-------------------------------------------------- 62
Heading indicator-------------------------------------------- 62
Heading Select Mode--------------------------------------522
HI SENS-------------------------------------------------------152
Horizontal Scan-------409, 410, 411, 412, 413, 417, 418
Horizontal Situation Indicator (HSI)--------------62, 74–76
HSI double green arrow------------------------------------145
HSI magenta arrow-----------------------------------------145
HSI single green arrow-------------------------------------145
Hurricane-----------------------------------------------------366

I
Icing-----------------------------------------------------------367
IDENT function----------------------------------------------166
ID indicator--------------------------------------------------147
ILS approach-------------------------------------------------539
Import Flight Plan-------------------------------------------688
Indicated airspeed------------------------------------------- 64
Indicated Altitude-------------------------------------------296
Initialization (system)---------------------------------------- 27
Intercom------------------------------------------------------168
Intersection
Information---------------------------------------- 216–217
Interstage Turbine Temperature---------------------------106
Interstage Turbine Temperature (ITT)-------------------- 119,
Inverting a flight plan--------------------------------------257
IOI------------------------------------------429, 443, 682, 684
Iridium------------------------------------------------- 610, 618
Iridium satellite network--- 610, 611, 617, 622, 624, 626
ITT Steady State Limit--------------------------------------106

J
Jeppesen aviation database-------------------------------690

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

I-3

INDEX
K
Key(s)------------------------------------------------------- 9, 11

L
Landing Field Elevation (LFE)-----------------------------109
Landing gear status--------------------------------- 104, 110
Land Symbols------------------------------------------------194
Lateral modes, flight director----------------------- 520–546
LNAV----------------------------------------------------------307
LO SENS------------------------------------------------------152
Low Altitude Annunciation--------------------------------- 93
LPV----------------------------------------------- 307, 333, 530

M
Mach number------------------------------------------------ 64
Mach number indicator------------------------------------- 62
Magnetometer-------------------------------------------- 1, 31
Map pages---------------------------------------------------- 39
Map Panning------------------------------------------------185
Marker beacon----------------------------------------- 91, 152
MASQ processing-------------------------------------------121
Measurement units, changing displayed----------------- 48
Menus--------------------------------------------------------- 37
Message advisories---669, 670, 672, 676, 678, 679, 680
Messages
Reminder--------------------------------------------------- 56
Messages window------------------------------------------651
MFD Data Bar fields----------------------------------------- 51
Minimum descent altitude------------------------------63, 93
MISCOMP----------------------------------------------------664
Missed approach--------------------------------------------542
Missed Approach----------------- 238, 293, 303, 307, 333
MKR/MUTE--------------------------------------------------152
Mode S--------------------------------------------18, 157, 163
Mode selection softkeys--------- 158, 159, 160, 161, 162
Mode S Transponder----------------------------------------157
GTX 33/33D Controls-----------------------------------158
GTX 33/33D Mode Selection---------------------------159
TCAS II Transponder Controls--------------------------161
TCAS II Transponder Mode Selection------------------162
Morse code identifier---------------------------------------147
Multi Function Display (MFD)
Softkeys----------------------------------------------------- 22
Music 1-------------------------------------------------------171
Music 2-------------------------------------------------------171

N
N1 for Thrust Rating Max Speed-------------------------106
N1 gauge--------------------------------------------------- 119,
N1 Transient Limit-------------------------------------------106
N2 indications-----------------------------------------------106

I-4

National Weather Service----------------------------------365
NAV1 audio--------------------------------------------------146
NAV2 audio--------------------------------------------------146
Navigation database--------------------277, 278, 277, 278
Navigation Map---------------------------------------------235
Navigation Mode----------------------- 523–524, 533–534
Navigation mode selection--------------------------------145
Navigation (NAV) frequency box-------------------------- 62
Navigation source-------------------------------------- 80–82
Navigation status box--------------------------------------- 62
Nav radio selection-----------------------------------------145
Nearest
Airports---------------------------------------- 52, 228–231
VOR------------------------------------------------- 228–229
nearest airport---------------------------------- 212, 213, 214
Nearest Airport-------------------- 212, 213, 214, 215, 291
Minimum Runway Length------------------------------215
Surface Matching----------------------------------------215
Nearest airports, frequency tuning-----------------------129
Nearest Airports Page------------------------- 213, 214, 215
Nearest Pages (NRST)--------------------------------------- 42
NEXRAD------------------------------------------------------- 24
NEXRAD Softkey------------------------------------- 347, 385
Night view-------------------------------------------- 585, 603
NO COMP----------------------------------------------------664
Non-path descent------------------------------514, 537–538
Normal operating mode------------------------------------ 28

O
Obstacles---------------------------------------------- 672, 673
Odometer----------------------------------------------------- 56
Oil, engine-------------------------------------------- 104, 106
Omni-bearing selector (OBS)------------------------------- 85
Omni Bearing Selector (OBS)----------------------- 708–709
Other Statistics--------------------------------------- 296, 298
Outside Air Temperature (OAT)---------------------------105
Overspeed protection, autopilot--------------------------504
Overview-------------------------------------------------------- 1

P
Page groups--------------------------------------------- 38–41
Parallel Track------------------------------------------ 263, 264
Passenger----------------------------------------------------301
Passenger Address (PA) System---------------------------169
Passengers-------------------------------------------- 300, 301
PFD failure---------------------------------------------------174
Pilot and Stores Weight------------------------------------300
Pilot profiles--------------------------------------------- 44–45
PIREP-------------------------------------------------- 369, 395
Pitch Hold Mode--------------------------------------------505
Pitch indication----------------------------------------------- 67
Power ON settings------------------------------------------167

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

INDEX
Power-up page----------------------------------------------652
Predefined message--------------------------- 631, 632, 633
Pressure, oil------------------------------------------- 104, 106
Pressurization-----------------------------------------------109
Primary Flight Display (PFD)
Softkeys------------------------------------------------ 15–17
Procedures
GFC 700-------------------------------------------- 530–543

Q
Quick tuning 121.500 MHz-------------------------------128

R
RA-------------------------------------------------------------484
Radar Altimeter------------------------------------------63, 95
RAIM-------------------------------- 288, 303, 304, 305, 306
Range---------------------------------------------------------204
Receiver Autonomous Integrity Monitoring (RAIM)-3 4 – 3 5 ,
303, 707
Register-------------------------------------------------------374
Reminder messages----------------------------------------- 56
Required Vertical Speed------------------------------------324
Required Vertical Speed Indicator------------------------324
Resolution Advisory (RA)----------------------------------485
Reversionary mode-----------------------------------------176
Reversionary Mode-----------------------------------------176
Reversionary sensor----------------------------------------664
Reversionary sensor window------------------------------- 90
ROC----------------------------------------429, 443, 682, 684
Roll Hold Mode---------------------------------------------521
RS-232-------------------------------------------------------- 2, 4
RS-485-------------------------------------------------------- 3, 4
Runway
Minimum length------------------------------------------- 53
Surface------------------------------------------------------ 53
RVSI---------------------------------------------------- 324, 325
RX indicator--------------------------------------------------127

S
SafeTaxi------------------------------------------ 561, 562, 565
SafeTaxi®----------------------------------------------------547
SafeTaxi database-------------------------------------------566
SBAS-------------------------------, 705, 707, 303, 305, 306
Scheduler-------------------------------------56–57, 650, 652
SD card-------------------------------------------------------- 26
Sector scan---------------------------------------------------415
Secure Digital (SD) card----------------------------- 652, 689
Selected altitude-----------------------------------------62, 69
bug---------------------------------------------------------- 62
Selected Altitude------------ 505, 506, 508, 509, 511, 515
Selected Altitude Capture Mode-505, 506, 507, 508, 511
Selected Altitude Intercept Arc----------------------------207

190-00728-06 Rev. A

Selected Course-------------------------------------- 523, 526
Selected heading-----------------------------------------63, 76
Selected Heading--------------------------------12, 498, 522
Selecting a COM radio-------------------------------------126
Sensor------------------------------------------------- 664, 665
Sequencing, automatic-------------------------------------709
Service Class-------------------------------------------------646
Servos, AFCS-------------------------------------------------497
SIGMET------------------------------------------------ 356, 389
Simultaneous COM Operation----------------------------169
SiriusXM
radio------------------------------------------------- 338, 645
Receiver troubleshooting-------------------------------657
XM Satellite Weather------------------------------------338
SiriusXM active channel-----------------------------------647
SiriusXM channel list---------------------------------------647
SiriusXM lightning------------------------------------------- 24
SiriusXM presets--------------------------------------------648
SiriusXM radio volume-------------------------------------649
SiriusXM Satellite Radio-----------------------------------645
SiriusXM Satellite Weather
AIRMETs---------------------------------------------------356
SiriusXM Weather
AIRMETs---------------------------------------------------389
SIGMETs---------------------------------------------------389
SiriusXM weather/radio--------------------------------------- 4
Slip/Skid indicator----------------------------------------62, 67
SMS-----------------------------------------------------------547
Softkeys----------------------------------------------15–18, 62
LTNG-------------------------------------------------------354
Speaker-------------------------------------------------------167
STAB----------------------------------------------------------416
Standby frequency----------------------------- 126, 129, 145
ADF---------------------------------------------------------153
Standby frequency field------------------------------------126
Standby Navigation Database--------------- 691, 692, 693
Static air temperature (SAT)----------------------------62, 87
Stuck microphone-------------------------------------------174
Stuck Microphone------------------------------------------174
Sunrise--------------------------------------------------------297
Sunset--------------------------------------------------------297
Surface Analysis---------------------------------------------360
SVS------------------------------------------------------------681
SVT troubleshooting----------------------------------------655
Symbols, map------------------------------------------------713
Synoptics---------------------------------------------- 111–118
Synthetic vision (SVS)------------------------------- 547, 548
System alerting----------------------------------------------- 90
System annunciations--------------------------------- 31, 666
System message advisories--------------------------------669
System Setup Page------------------------------------------ 43
System Status Page------------------------------------------ 53
System time-----------------------------------------------48, 62

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

I-5

INDEX
T
TA-------------------------------------------------------------484
TAF----------------------------------------------------- 357, 390
Takeoff Mode------------------------------------------------519
TAS------------------------------------------------------------676
TAS Traffic
Non-Threat Traffic--------------------------- 461, 470, 483
PA--------------------------------------------------- 470, 483
Proximity Advisory-------------------------------- 470, 483
TAWS------- 92, 422, 429, 443, 454, 682, 684, 435, 456
TAWS-A------------------------------------ 436, 400, 683, 92
TAWS-A Alerts
Excessive below Glideslope/Glidepath----------------452
Excessive Closure Rate Alert----------------------------446
Excessive Descent Rate Alert---------------------------446
Flap Override Annunciation-----------------------------448
Flight Into Terrain Alert----------------------------------447
Inhibiting FLTA and PDA Alerts-------------------------445
Inhibiting GPWS Alerts----------------------------------451
Negative Climb Rate After Takeoff Alert--------------449
orward Looking Terrain Avoidance--------------------444
Premature Descent Alerting----------------------------445
TAWS-A Page------------------------------------------------440
TAWS-B-------------------------------------------------------422
System Status---------------------------------------------434
TAWS-B Alerts-----------------------------------------------428
Excessive Descent Rate Alert---------------------------430
Five-Hundred Aural Alert--------------------------------432
Forward Looking Terrain Avoidance (FLTA)-----------430
Negative Climb Rate After Takeoff Alert--------------432
Premature Descent Alerting----------------------------431
TAWS-B Page------------------------------------------------426
TCAS II Traffic------------------------------------------------483
Operation--------------------------------------------------488
Resolution advisories------------------------------------485
Symbology-------------------------------------------------483
System Status---------------------------------------------494
System Test------------------------------------------------487
TCAS II Alerts---------------------------------------------484
TCAS I Traffic------------------------------------------------469
Alerts-------------------------------------------------------472
Altitude Display------------------------------------------476
Operation--------------------------------------------------474
sensitivity level-------------------------------------------471
System Status---------------------------------------------481
system test------------------------------------------------473
TA Alerting Conditions----------------------------------471
Theory of operation--------------------------------------469
Surveillance Volume-------------------------------------469
Traffic Map Page-----------------------------------------474
Telephone-------------------------5, 40, 547, 610, 611, 612

I-6

TEMP COMP minimums---------------------------- 289, 291
Temperature, cabin and cockpit--------------------------112
Temperature compensated altitude--------------- 294, 295
Temperature, oil-------------------------------------- 104, 106
Temperature, Outside Air (OAT)---------------------------105
Terminal procedures charts------------------------- 570, 591
Terrain-------------------------------- 23, 429, 443, 672, 682
Color indications-----------------------------------------715
Terrain Awareness and Warning System------------------ 92
Terrain Awareness and Warning System (TAWS)-422, 436
Text message-----------------------------626, 628, 631, 634
Text messaging----------------------------------------------626
Thrust rating-------------------------------------------------107
Thrust Rating------------------------------------------------106
Thrust Rating Max Speed----------------------------------106
Tilt------------------------------------------------------ 412, 413
Tilt Line-------------------------------------------------------413
Timer----------------------------------------------------------680
Departure--------------------------------------------------- 56
Flight-------------------------------------------------------- 55
Timer, PFD generic------------------------------------------- 55
Time, system-------------------------------------------------- 48
TOD---------------------------------------------- 323, 324, 330
Toggling ADF frequencies---------------------------------154
TOPO DATA------------------------------------- 191, 192, 201
Top of Descent--------------------------------------- 323, 324
Topographical data------------------------------------------ 23
TOPO SCALE-------------------------------------------------193
Total air temperature (TAT)-----------------------------62, 87
Track indicator------------------------------------------------ 62
Traffic---------------------------------------------------------- 23
Traffic Advisory (TA)----------------------------------------409
Traffic Alert and Collision Avoidance System-----------469
Traffic annunciation----------------------------------------- 91
Traffic Information Service (TIS)--------------461, 711–712
Transponder-----------------------------------------------18, 19
Transponder code entry------------------------------------164
Transponder data box--------------------------------------121
Transponder ground mode--------------------------------160
Transponder mode field-----------------121, 160, 162, 163
Transponder standby mode------------------------ 159, 162
Transponder status box------------------------------------- 62
Trend vector, airspeed--------------------------------------- 64
Trend vector, altitude---------------------------------------- 69
Trend vector, turn rate--------------------------------------- 77
Trim Indicator-----------------------------------------110, 120,
Trip Planning------------------------------------ 296, 297, 298
Trip statistics-------------------------------------------------- 56
Trip Statistics------------------------------------------ 297, 298
True Airspeed------------------------------------------------298
True airspeed (TAS)------------------------------------------ 62

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

INDEX
Tuning ADF frequencies------------------------------------154
Turbulence---------------------------------------------------368
Turn anticipation--------------------------------------------709
Turn rate indicator---------------------------------------62, 77
TX indicator--------------------------------------------------127

U
Unable to display chart----------------------------- 570, 591
Updating Garmin databases------------------------------566
User-defined hold------------------------------------ 270, 272
Using XM Radio---------------------------------------------647

V
VDI----------------------------------------------------- 324, 325
Vertical deviation-------------------------------------- 70, 513
Vertical deviation guidance-------------------------------278
Vertical Deviation Indicator-------------------------------324
Vertical navigation------------------------------------------277
Direct-to---------------------------------------------------276
Vertical Navigation flight control------------------ 511–515
Vertical Path Tracking Mode------------------511–512, 536
Vertical scan------------------------------------------ 412, 413
Vertical speed guidance-----------------------------------278
Vertical Speed Indicator------------------------------------485
Vertical speed indicator (VSI)------------------------------ 72
Vertical Speed Mode---------------------------------------508
VFR code-----------------------------------------------------165
VNAV---------------------------------------------------------237
VNAV Target Altitude-------------------------------- 511–514
VNAV Target Altitude Capture Mode--------------------515
VNV---------------------------------------------- 323, 681, 706
VNV guidance
Disabling--------------------------------------------------275
Enabling---------------------------------------------------275
VNV indications, PFD---------------------------------------- 89
Voice alerts, TIS Traffic--------------------------------------465
Voltmeter, battery------------------------------------ 104, 108
Volume-------------------------------------------------------649
VOR
Nearest--------------------------------------------- 228–229
VOR selection------------------------------------------------145
VSI-------------------------------------------------------------325
Vspeeds-------------------------------------------------- 65–66
VS TGT------------------------------------------------- 277, 323

Waypoint Selection Submenu----------233, 241, 245, 303
Weather Attenuated Color Highlight--------------------416
Weather Radar Weather Alert
--------------------------------------------------------------417
Wi-Fi------------------------------------------------ 4, 638, 642
Wind----------------------------------------------------------203
Wind data----------------------------------------------------- 88
Winds Aloft------------------------------------------- 362, 392
WIND Softkey----------------------------------------- 362, 392

X
XM Radio Entertainment----------------------------------171
XPDR softkey-----------------------------159, 162, 164, 165

Z
Zoom
Auto--------------------------------------------------------183

W
WAAS--------------------------------------307, 530, 706, 707
WAAS precision approach---------------------------------541
WATCH------------------------------------------------ 416, 417
Waypoint
Automatic sequencing----------------------------------709
Skipping---------------------------------------------------709
Waypoint Pages (WPT)-------------------------------------- 39

190-00728-06 Rev. A

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

I-7

INDEX

Blank Page

I-8

Embraer Prodigy® Flight Deck 100 Pilot’s Guide

190-00728-06 Rev. A

Garmin International, Inc.
1200 East 151st Street
Olathe, KS 66062, U.S.A.
p:913.397.8200
f:913.397.8282
www.garmin.com

Garmin AT, Inc.
2345 Turner Road SE
Salem, OR 97302, U.S.A.
p:503.391.3411
f:503.364.2138

Garmin (Europe) Ltd.
Liberty House, Houndsdown Business Park
Southampton, Hampshire SO40 9LR, U.K.
p:44 (0) 23 8052 4000
f:44 (0) 23 8052 4004

Garmin Corporation
No. 68, Jangshu 2nd Road
Shijr, Taipei County, Taiwan
p:886/02.2642.9199
f:886/02.2642.9099

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