Garmin Software Version 1983 00 Pilots Guide

2015-05-27

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260
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TAS 269
KT 29.86
IN
2
1
1
2
10 10
10 10
E
S
W
N
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6
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500
360‘
GPS ENR
l0
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100 FEET
In Hg
ALT
NO PITCH
INFORMATION
D.C.
ELEC.
TURN COORDINATOR
2 MIN.
L
10
UP
DOWN
VERTICAL SPEED
100 FEET PER MINUTE
15
155
5
10
20
0
Garmin International, Inc.
1200 East 151st Street
Olathe, KS 66062, U.S.A.
p:913.397.8200 f:913.397.8282
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,
Hounsdown Business Park
Southampton, Hampshire
SO40 9LR U.K.
p:44 (0) 23 8052 4000
f:44 (0) 23 8052 4004
Aviation Support:44 (0) 87 0850 1243
Garmin Corporation
No. 68, Jangshu 2nd Road
Shijr, Taipei County, Taiwan
p:886/02.2642.9199
f:886/02.2642.9099
www.garmin.com
G1000®
Pilot’s Guide Piper PA-44-180
Seminole
190-01461-01
Revision A
PILOT’S GUIDEPILOT’S GUIDE
Piper PA-44-180 Seminole
G1000®
Integrated Avionics System
SYSTEM OVERVIEW
FLIGHT INSTRUMENTS
ENGINE INDICATION SYSTEM
AUDIO PANEL & CNS
FLIGHT MANAGEMENT
HAZARD AVOIDANCE
AUTOMATIC FLIGHT CONTROL SYSTEM
ADDITIONAL FEATURES
APPENDICES
INDEX
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. A
Copyright © 2013, 2014 Garmin Ltd. or its subsidiaries. All rights reserved.
This manual reflects the operation of System Software version 1983.00 or later. 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 Aviation Support:44 (0) 87 0850 1243
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.
Website 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.
Garmin® and G1000® are registered trademarks of Garmin Ltd. or its subsidiaries. FliteCharts®, SafeTaxi®, and Garmin ESP™ are trademarks
of Garmin Ltd. or its subsidiaries. These trademarks may not be used without the express permission of Garmin.
NavData® is a registered trademark of Jeppesen, Inc.; SiriusXM Weather and SiriusXM Satellite Radio are provided by SiriusXM Satellite
Radio, 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.
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 Printed in the U.S.A
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
i
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 G1000 GPS receivers is geometric height above Mean Sea Level and
could vary significantly from the altitude displayed by pressure altimeters, such as the GDC 74A Air Data
Computer, or other altimeters in aircraft. GPS altitude should never be used for vertical navigation. Always
use pressure altitude displayed by the G1000 PFD or other pressure altimeters in aircraft.
WARNING: Do not use outdated database information. Databases used in the G1000 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: 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.
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 on information from a lightning detection system display as the sole basis for hazardous
weather avoidance. Range limitations and interference may cause the system to display inaccurate or
incomplete information. Refer to documentation from the lightning detection system manufacturer for
detailed information about the system.
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
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.
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. Aii
WARNINGS, CAUTIONS, AND NOTES
WARNING:
For safety reasons, G1000 operational procedures must be learned on the ground.
WARNING:
The Garmin G1000, as installed in this aircraft, has a very 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.
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 Garmin G1000 utilize GPS as a precision electronic
NAVigation AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the G1000 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 G1000
Pilot’s Guide documentation and the G1000 Integrated Avionics System in the Airplane Flight Manual.
Thoroughly practice basic operation prior to actual use. During flight operations, carefully compare indications
from the G1000 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: Do not use the system to attempt to penetrate a thunderstorm. The illustrations in this guide are
only examples. Both the FAA Advisory Circular, Subject: Thunderstorms, and the Aeronautical Information
Manual (AIM) recommend avoiding any thunderstorm identified as severe of giving intense radar echo by
at least 20 miles.
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 G1000 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.
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
iii
WARNINGS, CAUTIONS, AND NOTES
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 Garmin G1000 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.
NOTE: When using Stormscope, there are several atmospheric phenomena in addition to nearby
thunderstorms that can cause isolated discharge points in the strike display mode. However, clusters of
two or more discharge points in the strike display mode do indicate thunderstorm activity if these points
reappear after the screen has been cleared.
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: All visual depictions contained within this document, including screen images of the G1000 panel and
displays, are subject to change and may not reflect the most current G1000 system and aviation 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
: 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
: 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.
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. Aiv
WARNINGS, CAUTIONS, AND NOTES
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.’
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.’
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
v
REVISION INFORMATION
Record of Revisions
Part Number Revision Date Page Range Description
190-01461-00 A 6/7/13 i – I-6 Initial Release
190-01461-01 A 10/8/14 i – I-6 Initial Release
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. Avi
TABLE OF CONTENTS
SECTION 1 SYSTEM OVERVIEW
1.1 Line Replaceable Units ........................................... 2
1.2 Secure Digital (SD) Cards .......................................6
1.3 System Power-up ..................................................... 7
1.4 System Operation .................................................... 8
Display Operation ......................................................... 8
G1000 System Annunciations ........................................ 9
System Status ............................................................. 10
AHRS Operation ......................................................... 12
GPS Receiver Operation .............................................. 13
1.5 G1000 Controls ...................................................... 18
PFD/MFD Controls ...................................................... 18
Additional MFD Controls (Garmin AFCS Installed) .......... 20
Softkey Function ......................................................... 21
1.6 Accessing G1000 Functionality............................ 28
Menus ....................................................................... 28
Data Entry.................................................................. 28
Page Groups .............................................................. 30
System Settings .......................................................... 34
System Utilities ........................................................... 43
1.7 Display Backlighting ............................................. 47
SECTION 2 FLIGHT INSTRUMENTS
2.1 Flight Instruments ................................................. 52
Airspeed Indicator ...................................................... 52
Attitude Indicator ....................................................... 54
Altimeter ................................................................... 55
Vertical Speed Indicator (VSI) ....................................... 58
Vertical Deviation ....................................................... 58
Horizontal Situation Indicator (HSI) .............................. 59
Course Deviation Indicator (CDI) .................................. 64
2.2 Supplemental Flight Data .................................... 71
Temperature Displays .................................................. 71
Wind Data ................................................................. 72
Vertical Navigation (VNV) Indications ........................... 73
2.3 PFD Annunciations and Alerting Functions ........ 74
System Annunciations ................................................. 74
Marker Beacon Annunciations...................................... 75
Traffic Annunciation .................................................... 75
TAWS Annunciations ................................................... 76
Altitude Alerting ......................................................... 76
Low Altitude Annunciation .......................................... 77
Minimum Descent Altitude/Decision Height Alerting ...... 77
2.4 Abnormal Operations ........................................... 79
Abnormal GPS Conditions ........................................... 79
Unusual Attitudes ....................................................... 80
SECTION 3 ENGINE INDICATION SYSTEM (EIS)
3.1 Engine Display ....................................................... 82
3.2 Engine Page............................................................ 84
Electrical .................................................................... 86
Exhaust Gas Temperature Bar Graph ............................ 86
Fuel Calculations ........................................................ 87
Oil Pressure and Temperature Gauges ........................... 89
Fuel Quantity ............................................................. 89
Landing Gear Indications ............................................. 90
EIS Display (Reversionary Mode) .................................. 91
SECTION 4 AUDIO PANEL AND CNS
4.1 Overview ................................................................ 93
PFD Controls and Frequency Display ............................. 94
GMA 1347 Audio Panel Controls .................................. 96
4.2 COM Operation ...................................................... 98
COM Transceiver Selection and Activation ..................... 98
COM Transceiver Manual Tuning .................................. 99
Quick-tuning and Activating 121.500 MHz .................. 100
Auto-tuning the COM Frequency ................................ 101
Auto-tuning from the MFD ........................................ 102
Frequency Spacing .................................................... 105
Automatic Squelch .................................................... 106
Volume .................................................................... 106
4.3 NAV Operation ..................................................... 107
NAV Radio Selection and Activation ........................... 107
NAV Receiver Manual Tuning ..................................... 108
Auto-tuning a NAV Frequency from the MFD ............... 110
Auto-tuning NAV Frequencies on Approach Activation . 114
Marker Beacon Receiver ............................................ 115
4.4 GTX 33 Mode S Transponder .............................. 116
Transponder Controls ................................................ 116
Transponder Mode Selection ...................................... 117
Entering a Transponder Code ..................................... 119
IDENT Function ........................................................ 120
Flight ID Reporting.................................................... 121
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
vii
TABLE OF CONTENTS
4.5 Additional Audio Panel Functions ..................... 122
Power-Up ................................................................. 122
Mono/Stereo Headsets .............................................. 122
Speaker ................................................................... 122
Intercom .................................................................. 123
Passenger Address (PA) System .................................. 125
Clearance Recorder and Player ................................... 125
Split COM Operation ................................................. 126
Entertainment Inputs ................................................ 127
4.6 Audio Panel Preflight Procedure ....................... 128
4.7 Abnormal Operation ........................................... 129
Stuck Microphone ..................................................... 129
COM Tuning Failure ................................................... 129
Audio Panel Fail-safe Operation .................................129
PFD Failure (Reversionary Mode) ............................... 129
SECTION 5 FLIGHT MANAGEMENT
5.1 Introduction ......................................................... 131
Navigation Status Box ............................................... 132
5.2 Using Map Displays ............................................. 134
Map Orientation ....................................................... 134
Map Range .............................................................. 136
Map Panning ............................................................ 138
Measuring Bearing and Distance ................................ 142
Topography .............................................................. 143
Map Symbols ........................................................... 146
Airways ................................................................... 152
Track Vector ............................................................. 154
Wind Vector ............................................................. 155
Nav Range Ring........................................................ 156
Fuel Range Ring ....................................................... 157
Field of View (SVS) .................................................... 158
Selected Altitude Intercept Arc ................................... 159
5.3 Waypoints ............................................................. 160
Airports ................................................................... 161
Intersections ............................................................ 168
NDBs ....................................................................... 170
VORs ....................................................................... 172
User Waypoints ........................................................ 174
5.4 Airspaces .............................................................. 180
5.5 Direct-to-Navigation .......................................... 184
5.6 Flight Planning ..................................................... 190
Flight Plan Creation .................................................. 191
Adding Waypoints to an Existing Flight Plan ................ 196
Adding Airways to a Flight Plan ................................. 198
Adding Procedures to a Stored Flight Plan .................. 201
Flight Plan Storage ................................................... 208
Flight Plan Editing .................................................... 210
Along Track Offsets ................................................... 213
Parallel Track ............................................................ 215
Activating a Flight Plan Leg ....................................... 218
Inverting a Flight Plan ............................................... 219
Flight Plan Views ...................................................... 220
Closest Point of FPL .................................................. 222
User-Defined Holding Patterns ................................... 222
5.7 Vertical Navigation ............................................. 227
Altitude Constraints .................................................. 229
5.8 Procedures ...........................................................233
Departures ............................................................... 233
Arrivals ................................................................... 236
Approaches ............................................................. 238
5.9 Trip Planning ........................................................ 246
Trip Planning ............................................................ 246
Weight Planning ....................................................... 250
Weight Caution And Warning Conditions .................... 252
5.10 RAIM Prediction................................................... 253
5.11 Navigating a Flight Plan ..................................... 257
5.12 Abnormal Operation ........................................... 285
SECTION 6 HAZARD AVOIDANCE
6.1 SiriusXM Weather ................................................ 288
Activating Services .................................................... 288
Using SiriusXM Weather Products .............................. 289
SiriusXM Weather Abnormal Operations ..................... 323
6.2 Terrain Proximity ................................................. 325
Displaying Terrain Proximity Data ............................... 325
6.3 Profile View Terrain ............................................. 330
Profile View Display .................................................. 331
6.4 Terrain-SVS ........................................................... 334
Displaying Terrain-SVS Data ....................................... 335
Terrain-SVS Page ...................................................... 338
Terrain-SVS Alerts ..................................................... 339
System Status ........................................................... 343
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. Aviii
TABLE OF CONTENTS
6.5 TAWS-B ................................................................. 344
Displaying TAWS-B Data ............................................ 345
TAWS-B Page ........................................................... 348
TAWS-B Alerts .......................................................... 350
System Status ........................................................... 356
6.6 Traffic Information Service (TIS) ........................ 358
Displaying TRAFFIC Data ........................................... 359
Traffic Map Page ....................................................... 361
TIS Alerts ................................................................. 362
System Status ........................................................... 364
6.7 GTS 800 Traffic ..................................................... 366
Theory of operation .................................................. 366
TAS Alerts ................................................................ 370
System Test .............................................................. 371
Operation ................................................................ 372
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
7.1 Basic Autopilot Operation .................................. 382
7.2 AFCS Controls ...................................................... 383
7.3 Flight Director Operation ................................... 385
Activating the Flight Director ..................................... 385
AFCS Status Box ....................................................... 386
Flight Director Modes ................................................ 387
Command Bars ......................................................... 387
7.4 Vertical Modes ..................................................... 388
Pitch Hold Mode (PIT) ............................................... 389
Selected Altitude Capture Mode (ALTS) ....................... 390
Altitude Hold Mode (ALT) .......................................... 391
Vertical Speed Mode (VS) .......................................... 392
Flight Level Change Mode (FLC) ................................. 393
Vertical Navigation Modes (VPTH, ALTV) ..................... 394
VNV Target Altitude Capture Mode (ALTV)................... 397
Glidepath Mode (GP) ................................................ 398
Glideslope Mode (GS) ............................................... 400
Takeoff (TO) and Go Around (GA) Modes .................... 401
7.5 Lateral Modes ...................................................... 402
Roll Hold Mode (ROL) ............................................... 403
Heading Select Mode (HDG) ...................................... 404
Navigation Modes (GPS, VOR, LOC, BC) ...................... 405
Approach Modes (GPS, VAPP, LOC) ............................. 407
intercepting and flying a dme arc ............................... 408
7.6 Autopilot Operation ............................................ 409
Flight Control ........................................................... 409
Engagement ............................................................. 409
Control Wheel Steering ............................................. 410
Disengagement ........................................................ 410
Level Mode .............................................................. 411
Underspeed Protection .............................................. 412
7.7 Example Flight Plan ............................................ 414
Departure ................................................................ 414
Intercepting a VOR Radial .......................................... 416
Flying a Flight Plan/GPS Course ................................. 417
Descent ................................................................... 418
Approach ................................................................. 422
Go Around/Missed Approach ..................................... 426
7.8 AFCS Annunciations and Alerts ......................... 428
AFCS Status Alerts .................................................... 428
Overspeed Protection ................................................ 429
7.9 Abnormal Operation ........................................... 430
Suspected Autopilot Malfunction ............................... 430
Overpowering Autopilot Servos .................................. 430
SECTION 8 ADDITIONAL FEATURES
8.1 Synthetic Vision Technology (SVT) ..................... 432
SVT Operation .......................................................... 433
SVT Features ............................................................ 435
Field of View ............................................................ 444
8.2 SafeTaxi ................................................................ 446
SafeTaxi Cycle Number and Revision .......................... 449
8.3 ChartView ............................................................. 452
ChartView Softkeys ................................................... 453
Terminal Procedures Charts ....................................... 454
Chart Options ........................................................... 462
Day/Night View ........................................................ 468
ChartView Cycle Number and Expiration Date ............. 470
8.4 FliteCharts ............................................................ 473
FliteCharts Softkeys .................................................. 474
Terminal Procedures Charts ....................................... 475
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
ix
TABLE OF CONTENTS
Chart Options ........................................................... 482
Day/Night View ........................................................ 486
FliteCharts Cycle Number and Expiration Date ............. 488
8.5 Airport Directory ................................................. 491
Airport Directory Database Cycle Number and Revision 492
8.6 SiriusXM Satellite Radio Entertainment ........... 494
Activating SiriusXM Satellite Radio Services ................ 494
Using SiriusXM Radio ................................................ 495
8.7 Scheduler .............................................................. 499
8.8 Flight Data Logging ............................................ 501
8.9 Electronic Stability & Protection (ESP™) ........... 503
Roll Engagement ...................................................... 504
Pitch Engagement..................................................... 506
High Airspeed Protection ........................................... 506
8.10 Abnormal Operation ........................................... 507
SVT Troubleshooting ................................................. 507
Reversionary Mode ................................................... 507
Unusual Attitudes ..................................................... 508
APPENDICES
Annunciations and Alerts ............................................. 511
CAS Annunciations ................................................... 512
G1000 System Annunciations .................................... 514
G1000 System Message Advisories ............................. 516
Voice Alerts .............................................................. 525
AFCS Alerts .............................................................. 526
Terrain-SVS Alerts ..................................................... 527
Terrain-SVS System Status Annunciations .................... 527
TAWS-B ALERTS ........................................................ 528
TAWS-B System Status Annunciations ......................... 529
Flight Plan Import/Export Messages ........................... 529
Pilot Profile Import/Export Messages .......................... 530
Database Management ................................................ 531
Jeppesen Databases .................................................. 532
Garmin Databases .................................................... 536
Garmin Aviation Glossary ............................................ 543
Frequently Asked Questions ........................................ 551
General TIS Information ............................................... 555
Map Symbols ................................................................. 557
INDEX
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
SECTION 1 SYSTEM OVERVIEW
The G1000 Integrated Avionics System presents flight instrumentation, position, navigation, communication,
and identification information to the pilot using flat-panel color displays. The system is distributed across the
following Line Replaceable Units (LRUs):
•
GDU 1040
Primary Flight Display (PFD)
•
GDU 1040
Multi Function Display (MFD)
•
GMA 1347
Audio Panel with Integrated Marker Beacon Receiver
•
GIA 63W
Integrated Avionics Unit (IAU)
•
GDC 74A
Air Data Computer (ADC)
•
GEA 71
Engine/Airframe Unit
•
GTX 33
Mode S Transponder
•
GRS 77
Attitude and Heading Reference System (AHRS)
•
GMU 44
Magnetometer
The G1000 is capable of interfacing with the following optional equipment:
•
GDL 69A
Data Link Receiver
•
GTS 800
Traffic Advisory System
•
GDU 1044B
Multi Function Display (MFD)
•
GSA 80/81
AFCS Servos
•
GSM 86
Servo Gearboxes
KN 63 DME
KR 87 ADF
Figure 1-1 shows interactions between the LRUs.
The Garmin Automated Flight Control System (AFCS) provides the flight director (FD) and autopilot (AP)
functions of the G1000 system.
NOTE: Refer to the AFCS section for details on the Garmin AFCS.
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1.1 LINE REPLACEABLE UNITS
• GDU 1040 (1) – The left GDU is configured a a Primary Flight Displays (PFD). It features a 10.4-inch LCD
screen with 1024 x 768 resolution. The displays communicate with each other through a High-Speed Data Bus
(HSDB) Ethernet connection. Each display is also paired with an Ethernet connection to an IAU.
• GDU 1040/1044B (1) – The middle GDU is configured as a Multi Function Display (MFD). It features a 10.4-
inch LCD screens with 1024 x 768 resolution. The displays communicate with each other through a High-
Speed Data Bus (HSDB) Ethernet connection. The GDU 1044 is used when the Garmin AFCS is installed.
•
GMA 1347
(1) – The Audio Panel integrates navigation/communication radio (NAV/COM) digital audio,
intercom, and marker beacon controls, and is installed between the displays. This unit also provides manual
control of display reversionary mode (red
DISPLAY BACKUP
Button; see Section 1.5, System Operation) and
communicates with both IAUs using an RS-232 digital interface.
• GIA 63W (2) – The Integrated Avionics Units (IAU) function as the main communication hubs, linking all
LRUs with the on-side display. Each IAU contains a GPS SBAS receiver, VHF COM/NAV/GS receivers, and
system integration microprocessors, and is paired with the on-side display via HSDB connection. The IAUs are
not paired together and do not communicate with each other directly.
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•
GDC 74A (1)
– The Air Data Computer (ADC) processes data from the pitot/static system and outside air
temperature (OAT) sensor. The ADC provides pressure altitude, airspeed, vertical speed, and OAT information
to the system. It communicates with the IAUs, displays, and AHRS using an ARINC 429 digital interface.
•
GEA 71
(1) – The Engine Airframe Units receive and process signals from the engine and airframe sensors. The
unit communicates with both IAUs using an RS-485 digital interface.
•
GTX 33 or GTX 33 w/ES (1)
– The solid-state Transponder provides Modes A, C, and S capability (ADS-B
capability with the GTX 33 w/ES), and communicates with both IAUs through an RS-232 digital interface.
•
GRS 77 (1)
– The Attitude and Heading Reference System (AHRS) provides aircraft attitude and heading
information via ARINC 429 to both GDUs and both IAUs. The AHRS contains advanced sensors (including
accelerometers and rate sensors) and interfaces with the Magnetometer to obtain magnetic field information,
with the ADC to obtain air data, and with both IAUs to obtain GPS information. AHRS operation is discussed
in Section 1.4, System Operation.
•
GMU 44 (1)
– The Magnetometer measures local magnetic field and sends data to the AHRS for processing to
determine aircraft magnetic heading. This unit receives power directly from the AHRS and communicates with
it via an RS-485 digital interface.
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•
GDL 69A
(1 optional) – The Data Link Satellite Radio Receiver provides real-time weather information to the
G1000 MFD and PFD Inset Map, as well as digital audio entertainment. The Data Link Receiver communicates
with the MFD via a HSDB connection. A subscription to XM Satellite Radio Service is required to enable the
GDL 69A capability.
•
GTS 800
(1 optional) – The GTS 800 provides real-time traffic information to the PFD (and, indirectly, to the
traffic maps on the MFD). The GTS 825 communicates with the PFD with an HSDB connection.
•
GSA 80
(1)
/ GSA 81
(2) (only with Garmin AFCS option) – The GSA 80 servo is used for the automatic control
of pitch trim. The GSA 81 servos are used for the automatic control of pitch and roll. These units interface with
each GIA 63W.
The GSM 86 servo gearboxes are responsible for transferring the output torque of the GSA 80/81 servo actuators
to the mechanical flight-control surface linkage.
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#1
GDU 1040
(PFD)
GDL 69A
(XM Weather/
Audio Datalink)
GMA 1347
(Audio
Panel)
KN-63
(DME)
#1 GIA 63W
(Integrated
Avionics
Unit)
VHF COM
GPS/SBAS
VOR/LOC
G/S
Flight
Director
AFCS Mode
Logic
Servo Logic
#2 GIA 63W
(Integrated
Avionics
Unit)
VHF COM
GPS/SBAS
VOR/LOC
G/S
Flight
Director
AFCS Mode
Logic
Servo Logic
#2
GDU 1040
(MFD)
or
GDU 1044
(MFD)
Non-Garmin Equipment
KR-87
(ADF)
GTX 33
(Transponder)
GEA 71 (Engine &
Airframe I/F)
GDC 74A
(Air Data
Computer)
GRS 77
(Attitude &
Heading)
Optional
Garmin Equipment
Optional
Non-Garmin Equipment
GMA 44
(Magnetometer)
GTS 800
(TAS)
Garmin Equipment
GSA 80/81 (3)
(Garmin AFCS
Servos)
Figure 1-1 System Block Diagram
NOTE: For information on non-Garmin optional/additional equipment shown in Figure 1-1, consult the
applicable optional interface user’s guide. This document assumes that the reader is already familiar with
the operation of this additional equipment.
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1.2 SECURE DIGITAL (SD) CARDS
NOTE:
Ensure the G1000 System is powered off before inserting an SD card.
NOTE:
Refer to Appendix B for instructions on updating the aviation database.
The PFD and MFD data card slots use Secure Digital (SD) cards and are located on the upper right side of the
display bezels. Each display bezel is equipped with two SD card slots. SD cards are used for aviation database
and system software updates as well as terrain database storage.
Installing an SD card:
1) Insert the SD card in the SD card slot (the front of the card should be flush with the face of the display bezel).
2) To eject the card, gently press on the SD card to release the spring latch.
Figure 1-2 Display Bezel SD Card Slots
SD Card Slots
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1.3 SYSTEM POWER-UP
NOTE: Refer to Appendix A for system-specific annunciations and alerts.
NOTE: See the Pilot’s Operating Handbook (POH) for specific procedures concerning avionics power
application and emergency power supply operation.
The G1000 System is integrated with the aircraft electrical system and receives power directly from electrical
busses. The PFD, 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 1-3. All system annunciations
should disappear typically within the first minute of power-up. Upon power-up, key annunciator lights also
become momentarily illuminated on the Audio Panel 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 the first minute of power-up. The AHRS can align itself
both while taxiing in a straight line and during level flight.
When the MFD powers up, the Power-up screen (Figure 1-4) displays the following information:
• System software version • Airport Terrain database name and version
• Copyright • Obstacle database name and expiration date
• Checklist file name • Navigation database name and expiration date
• Basemap land database name and version • Airport Directory name and expiration date
• SafeTaxi database name and expiration date • FliteCharts database information or
• ChartView database information
• Terrain database name and version
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 Auxiliary (AUX) Weight
Planning Page. When the system has acquired a sufficient number of satellites to determine a position, the
aircraft’s current position is shown on the Navigation Map Page.
Figure 1-3 PFD Initialization Figure 1-4 Example MFD Power-up Screen
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1.4 SYSTEM OPERATION
The displays are connected together via a single Ethernet bus for high-speed communication. As shown in
Figure 1-1, each IAU is connected to the on-side display. This section discusses normal and reversionary G1000
display operation, AHRS modes, GPS receiver operation, and G1000 System Annunciations.
DISPLAY OPERATION
NOTE:
In normal operating mode, backlighting can only be adjusted from the PFD (see Section 1.7). In
reversionary mode, it can be adjusted from the remaining display(s).
In normal operating mode, the PFD presents graphical flight instrumentation (attitude, heading, airspeed,
altitude, vertical speed), replacing the traditional flight instrument cluster (see the Flight Instruments Section
for more information). The MFD normally displays a full-color moving map with navigation information (see
the Flight Management Section), while the left portion of the MFD is dedicated to the Engine Indication System
(see the EIS Section). Both displays offer control for COM and NAV frequency selection.
Figure 1-5 System Normal Operation
In the event of an MFD failure, the system automatically switches to reversionary (backup) mode. In
reversionary mode, all important flight information is presented on the remaining display in the same format
as in normal operating mode.
•
PFD failure
– MFD remains in normal mode.
•
MFD failure
– PFD automatically switches to reversionary mode.
Reversionary mode may be manually activated on all displays by pressing the Audio Panel’s red
DISPLAY
BACKUP
Button. Pressing this button again deactivates reversionary mode.
If a display fails, the appropriate IAU-display Ethernet interface is cut off. Thus, the IAU can no longer
communicate with the remaining display (refer to Figure 1-1), and the NAV and COM functions provided to
the failed display by the IAU are flagged as invalid on the remaining display. The system reverts to backup
paths for the AHRS, ADC, Engine/Airframe Unit, and Transponder, as required. The change to backup paths is
completely automated for all LRUs and no pilot action is required.
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Figure 1-6 Reversionary Mode (Failed PFD)
DISPLAY BACKUP
Button
Manually Activates/Deactivates Reversionary Mode on All Displays
NAV1 and COM1 Flagged Invalid (provided by the failed PFD)
G1000 SYSTEM ANNUNCIATIONS
When an LRU or an LRU function fails, a large red ‘X’ is typically displayed over the instrument experiencing
failed data (Figure 1-7 displays many possible flags and responsible LRUs). Upon G1000 power-up, certain
instruments remain invalid as equipment begins to initialize. All instruments should be operational within one
minute of power-up. If any instrument remains flagged, the G1000 should be serviced by a Garmin-authorized
repair facility.
Figure 1-7 G1000 System Failure Annunciations
GDC 74A Air
Data Computer
GTX 33 Transponder
or
GIA 63W Integrated
Avionics Units
GDC 74A Air
Data Computer
GEA 71 Engine
Airframe Unit
or
GIA 63W Integrated
Avionics Unit
GIA 63W Integrated
Avionics Units
GRS 77 AHRS
or
GMU 44
Magnetometer
GIA 63W Integrated
Avionics Units
GIA 63W Integrated
Avionics Units
GDU Software or
Database Mismatch
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SYSTEM STATUS
The System Status Page displays the statuses, serial numbers, and software version numbers for all detected
system LRUs. Active LRUs are indicated by green check marks; failed, by red ‘X’s. Failed LRUs should be noted
and a service center or Garmin-authorized dealer informed.
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.
Pressing 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.
Pressing the softkey again will change the softkey label to PFD1 DB. PFD 1 database information is now
displayed in the DATABASE window. Pressing the softkey a third time will change the softkey label to PFD2
DB (only if three tube system, otherwise will go to MFD1 DB again). PFD 2 database information is now
displayed in the DATABASE window.
The ANN TEST Softkey, when pressed, causes an annunciation test tone to be played.
Figure 1-8 Example System Status Page
Pertinent information on all system databases is also displayed on this page. Refer to the Appendices and
Additional Features sections for more information about databases.
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Viewing database information:
1) Use the FMS Knob to select the AUX - System Status Page.
2) To place the cursor in the ‘Database’ Box,
a) Press the DB Softkey (repeat until desired database is shown; MFD1, PFD1, or PFD2).
Or:
a) Press the MENU Key.
b) Highlight ‘Select Dbase Window’ and press the ENT Key.
3) Use the FMS Knob to scroll through the box to view database status information.
The G1000 uses aural tones to convey the priority of airframe-specific alerts. The alerting system’s annunciation
tone may be tested from the System Status Page. Refer to the Appendices for airframe-specific alerts.
Testing the system annunciation tone:
1) Use the FMS Knob to select the AUX - System Status Page.
2) Press the ANN TEST Softkey.
Or:
a) Press the MENU Key.
b) Highlight ‘Enable Annunciator Test Mode’ and press the ENT Key.
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AHRS OPERATION
NOTE: Aggressive maneuvering while AHRS is not operating normally may 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 1-9)
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.
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 you on startup when
an update is available. Failure to update this database could lead to erroneous heading information being
displayed to the pilot.
AHRS no-GPS
Mode
AHRS coast-on-gyros
until invalid
AHRS Normal
Mode
AHRS no-Mag
Mode
AHRS no-Mag/
no-Air Mode
Heading Invalid Heading Invalid Attitude/Heading Invalid
Air Data Available and Reliable?
Mag Data Available and Reliable? Mag Data AND Air Data
Available and Reliable?
GPS Data Available and Reliable?
Figure 1-9 AHRS Operation
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Loss of GPS, magnetometer, or air data inputs is communicated to the pilot by message advisory alerts. Any
failure of the internal AHRS inertial sensors results in loss of attitude and heading information (indicated by red
‘X’ flags over the corresponding flight instruments).
Two GPS inputs are provided to the AHRS. If GPS information from one of the inputs fails, the AHRS uses
the remaining GPS input and an alert message is issued to inform the pilot. If both GPS inputs fail, the AHRS
can continue to provide attitude and heading information to the PFD(s) as long as magnetometer and airspeed
data are available and valid.
If the magnetometer input fails, the AHRS continues to output valid attitude information; however, the
heading output on the PFD(s) is flagged as invalid with a red ‘X’.
Failure of the air data input has no effect on the AHRS output while AHRS is receiving valid GPS information.
Invalid/unavailable airspeed data in addition to GPS failure results in loss of all attitude and heading information.
GPS RECEIVER OPERATION
Each Integrated Avionics Unit (IAU) contains a GPS receiver. Internal system checking is performed to
ensure both GPS receivers are providing accurate data to the PFD(s). When both GPS receivers are providing
accurate data, the GPS receiver producing the better solution is used by the system. Information collected by
the specified receiver (GPS1 for the #1 IAU or GPS2 for the #2 IAU) may be viewed on the AUX - GPS Status
Page.
Viewing GPS receiver status information:
1) Use the large FMS Knob on the MFD to select the Auxiliary Page Group (see Section 1.6 for information on
navigating MFD page groups).
2) Use the small FMS Knob to select GPS Status Page (third page in the AUX Page Group).
3) To change the selected GPS receiver:
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.
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Figure 1-10 GPS Status Page
Satellite
Signal
Strength
Bars
Satellite Constellation
Diagram Satellite Signal
Information
RAIM
Availability
Prediction
GPS
Receiver
Status
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 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 no failure message exists, check the GPS Status Page and compare the
information for GPS1 and GPS2. Discrepancies may indicate a problem.
GPS RECEIVER STATUS
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 differential GPS solution, 3D NAV is indicated as the
solution until the 3D differential fix has finished acquisition. Satellite-Based Augmentation System (SBAS)
status should be indicated as INACTIVE at this point. When acquisition is complete, the solution status
changes to 3D DIFF NAV and SBAS becomes active.
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In certain situations, such as when the aircraft is outside or on the fringe of the SBAS coverage area, it may
be desirable to disable SBAS (although it is not recommended). When disabled, the SBAS field in the GPS
Status box indicates DISABLED.
• 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 SBAS
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.
Figure 1-11 Enable/Disable SBAS
RAIM PREDICTION
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.
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. In most cases
performing RAIM prediction is not 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.
Because of the tighter protection limit on approaches, there may be times when RAIM is not available. The
G1000 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”. If RAIM is not available when crossing the FAF, the missed approach
procedure must be flown.
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Predicting RAIM availability:
1) Select the GPS Status Page.
2) Press 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 G1000.
Or:
a) 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).
b) Turn the small FMS Knob clockwise to display the NRST, RECENT, USER, or AIRWAY waypoints, if required.
c) Turn the large FMS Knob clockwise to select the desired waypoint. The G1000 automatically fills in the identifier,
facility, and city fields with the information for the selected waypoint.
d) Press the ENT Key to accept the waypoint entry.
6) Enter an arrival time and press the ENT Key.
7) 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, press the RAIM Softkey.
3) Press the
FMS
Knob
. The ‘WAYPOINT’ field is highlighted.
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:
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• ‘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
SATELLITE INFORMATION
Satellites currently in view are shown at their respective positions on a satellite constellation diagram.
This sky view is always oriented north-up, 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.
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
- Cyan 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).
Using the current satellite signal information, they system calculates the aircraft’s GPS position, time,
altitude, ground speed, and track for the aircraft (displayed below the satellite signal accuracy measurements
for reference). The following quantities denote the accuracy of the aircraft’s GPS fix:
• Estimated Position Uncertainty (EPU)—A statistical error indication; the radius of a circle centered on an
estimated horizontal position in which actual position has 95% probability of lying
• Horizontal Dilution of Precision (HDOP)—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
• Horizontal and Vertical Figures of Merit (HFOM and VFOM)—Measures of horizontal and vertical position
uncertainty; the current 95% confidence horizontal and vertical accuracy values reported by the GPS
receiver
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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APPENDICESINDEX
1.5 G1000 CONTROLS
The G1000 controls have been designed to simplify operation of the system and minimize workload and
the time required to access sophisticated functionality. Controls are located on the PFD and MFD bezels and
the Audio Panel. PFD and MFD controls and softkeys are discussed in this section. Audio Panel controls are
described in the Audio Panel and CNS section; see the Audio Panel and CNS Section for more information about
NAV/COM controls.
PFD/MFD CONTROLS
Figure 1-12 PFD/MFD Controls
4
2
16
579
8
3
12
16
11
10
15
14
13
18
17
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1
NAV VOL/ID Knob Turn to control NAV audio volume (shown in the NAV Frequency Box as a
percentage)
Press to toggle Morse code identifier audio ON/OFF
2
NAV Frequency
Transfer Key
Transfers the standby and active NAV frequencies
3
NAV Knob Turn to tune NAV receiver standby frequencies (large knob for MHz; small for kHz)
Press to toggle light blue tuning box between NAV1 and NAV2
4
Heading Knob Turn to manually select a heading
Press to display a digital heading momentarily to the left of the HSI and synchronize
the Selected Heading to the and current heading
5
Joystick Turn to change map range
Press to activate Map Pointer for map panning
6
CRS/BARO Knob Turn large knob for altimeter barometric pressure setting
Turn small knob to adjust course (only when HSI is in VOR or OBS Mode)
Press to re-center the CDI and return course pointer directly TO bearing of active
waypoint/station
7
COM Knob Turn to tune COM transceiver standby frequencies (large knob for MHz; small for
kHz)
Press to toggle cyan tuning box between COM1 and COM2
The selected COM (green) is controlled with the COM MIC Key (Audio Panel).
8
COM Frequency
Transfer Key
(EMERG)
Transfers the standby and active COM frequencies
Press and hold 2 seconds to tune the emergency frequency (121.5 MHz) automatically
into the active frequency field
9
COM VOL/SQ Knob Turn to control COM audio volume level (shown as a percentage in the COM
Frequency Box)
Press to turn the COM automatic squelch ON/OFF
10
Direct-to Key ( ) Activates the direct-to function and allows the user to enter a destination waypoint
and establish a direct course to the selected destination (specified by identifier,
chosen from the active route)
11
FPL Key Displays flight plan information
12
CLR Key
(DFLT MAP)
Erases information, cancels entries, or removes menus
Press and hold to display the MFD Navigation Map Page (MFD only).
13
MENU Key Displays a context-sensitive list of options for accessing additional features or making
setting changes
14
PROC Key Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and
approach procedures (IAPs) for a flight plan or selected airport
15
ENT Key Validates/confirms menu selection or data entry
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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16
FMS Knob
(Flight Management
System Knob)
Press to turn the selection cursor ON/OFF.
Data Entry: With cursor ON, turn to enter data in the highlighted field (large
knob moves cursor location; small knob selects character for highlighted cursor
location)
Scrolling: When a list of information is too long for the window/box, a scroll bar
appears, indicating more items to view. With cursor ON, turn large knob to scroll
through the list.
Page Selection: Turn knob on MFD to select the page to view (large knob selects a
page group; small knob selects a specific page from the group)
17
Softkey Selection
Keys
Press to select softkey shown above the bezel key on the PFD/MFD display
18
ALT Knob Sets the Selected Altitude, shown above the Altimeter (the large knob selects the
thousands, the small knob selects the hundreds)
ADDITIONAL MFD CONTROLS (GARMIN AFCS INSTALLED)
Figure 1-13 MFD Controls (Garmin AFCS Only)
GDU 1044
9
7
10
3
4
2
6
1
5
8
11
The following are only available with the GFC 700 AFCS.
1
AP Key
Engages/disengages the autopilot and flight director. Pressing the
AP
Key activates
the flight director and engages the autopilot in the default pitch axis and roll axis
modes. Pressing the
AP
Key again disengages the autopilot and deactivates the flight
director.
2
FD Key
Activates/deactivates the flight director only. Pressing the
FD
Key turns on the flight
director in the default pitch axis and roll axis modes. Pressing the
FD
Key again
deactivates the flight director and removes the command bars, unless the autopilot
is engaged. If the autopilot is engaged, the
FD
Key is disabled.
3
NAV Key
Selects/deselects Navigation Mode.
4
ALT Key
Selects/deselects Altitude Hold Mode.
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5
VS Key
Selects/deselects Vertical Speed Mode.
6
FLC Key
Selects/deselects Flight Level Change Mode.
7
HDG Key
Selects/deselects Heading Select Mode.
8
APR Key
Selects/deselects Approach Mode.
9
VNV Key
Selects/deselects Vertical Navigation Mode.
10
11
NOSE UP Key
NOSE DN Key
Controls the active pitch reference for the Pitch Hold, Vertical Speed, and Flight
Level Change modes.
The NAV , CRS/BARO, COM, FMS, and ALT knobs are concentric dual knobs, each having small (inner) and
large (outer) control portion. When a portion of the knob is not specified in the text, either may be used.
Large (Outer) Knob
Small (Inner) Knob
Figure 1-14 Dual Concentric Knob
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 pressed, 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. When a softkey function is disabled, the softkey
label is subdued (dimmed).
Softkeys revert to the previous level after 45 seconds of inactivity.
Figure 1-15 Softkeys (Second-Level PFD Configuration)
Softkey
On Softkey Selection Box
(using Control Unit)
Bezel-Mounted
Softkeys (Press)
Softkey
Names
(Displayed)
PFD SOFTKEYS
The
CDI
,
IDENT
,
TMR/REF
,
NRST,
and
MSG
softkeys undergo a momentary change to black text on gray
background when selected, and automatically switch back to white text on black background.
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 at all softkey levels (label changes if messages are issued).
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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Figure 1-16 Top Level PFD Softkeys
Press the BACK Softkey to return
to the top-level softkeys.
Press the BACK Softkey to return
to the top-level softkeys.
XPDR
STBY ON ALT VFR IDENT BACKADS-B TX MSGCODE
IDENT BACK MSG
0 1 2 3 4 5 6 7 BKSP
BACK
Press the BACK Softkey to return
to the top-level softkeys.
DCLTR
DCLTR-2
DCLTR-3
DCLTR-1
WX LGND TOPO MSG
NEXRAD
(optional)
TERRAIN XM LTNG METAR
(optional) (optional)
OFF
INSET
STD BARO
BACK MSG
WIND HSI FMT
PFD
BRG1BRG2
Press the BACK Softkey to return
to the top-level softkeys.
ALT UNIT
DFLTS
Press the BRG1/BRG2
softkeys to display/remove
the Bearing Information
windows and cycle through
bearing sources:
- NAV1/NAV2
- GPS
GND
INSET XPDR IDENT TMR/REF NRST MSGOBSPFD CDI
Press the CDI Softkey to cycle through
navigation sources:
- GPS
- NAV1 (VOR/LOC)
- NAV2 (VOR/LOC)
ADF/DME
(optional)
DME
(optional)
SYN VIS
(optional)
HPA BACK MSG
METERS IN
BACK MSG
OPTN1 OPTN2 OPTN3 OFF
BACK MSG
360 HSI ARC HSI
TRFC-1
TRFC-2
MSG
SYN TERR HRZN HDG
PATHWAY APTSIGNS
INSET Displays Inset Map in PFD lower left corner
OFF Removes Inset Map
DCLTR (3) 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
WX LGND Displays icon and age on the Inset Map for the selected weather products
TRAFFIC Displays traffic information on Inset Map
TRAFFIC: No Traffic displayed on Inset Map
TRFC-1: Traffic displayed on Inset Map
TRFC-2: Traffic Only display shown
TOPO Displays topographical data (e.g., coastlines, terrain, rivers, lakes) and elevation scale
on Inset Map
TERRAIN Displays terrain information on Inset Map
NEXRAD Displays XM NEXRAD weather and coverage on Inset Map (optional)
XM LTNG Displays XM lightning information on Inset Map (optional)
METAR Displays METAR information on Inset Map (optional)
Figure 1-17 INSET Softkeys
Press the BACK Softkey to return
to the top-level softkeys.
Press the BACK Softkey to return
to the top-level softkeys.
XPDR
STBY ON ALT VFR IDENT BACKADS-B TX MSGCODE
IDENT BACK MSG
0 1 2 3 4 5 6 7 BKSP
BACK
Press the BACK Softkey to return
to the top-level softkeys.
DCLTR
DCLTR-2
DCLTR-3
DCLTR-1
WX LGND TOPO MSG
NEXRAD
(optional)
TERRAIN XM LTNG METAR
(optional) (optional)
OFF
INSET
STD BARO
BACK MSG
WIND
HSI FMT
PFD
BRG
1
BRG
2
Press the BACK Softkey to return
to the top-level softkeys.
ALT UNIT
DFLTS
Press the BRG1/BRG2
softkeys to display/remove
the Bearing Information
windows and cycle through
bearing sources:
- NAV1/NAV2
- GPS
GND
INSET XPDR IDENT TMR/REF NRST MSGOBSPFD CDI
Press the CDI Softkey to cycle through
navigation sources:
- GPS
- NAV1 (VOR/LOC)
- NAV2 (VOR/LOC)
ADF/DME
(optional)
DME
(optional)
SYN VIS
(optional)
HPA BACK MSG
METERS IN
BACK MSG
OPTN1 OPTN2 OPTN3 OFF
BACK MSG
360 HSI ARC HSI
TRFC-1
TRFC-2
MSG
SYN TERR HRZN HDG
PATHWAY APTSIGNS
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PFD Displays second-level softkeys for additional PFD configuration
SYN VIS Displays the softkeys for enabling or disabling Synthetic Vision features
PATHWAY Displays rectangular boxes representing the horizontal and vertical flight path of the
active flight plan
SYN TERR Enables synthetic terrain depiction
HRZN HDG Displays compass heading along the Zero-Pitch line
APTSIGNS 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.
DFLTS Resets PFD to default settings, including changing units to standard
WIND Displays softkeys to select and configure wind data
OPTN1 Headwind/tailwind and crosswind arrows with numeric speed components
OPTN2 Wind direction arrow with numeric speed
OPTN3 Wind direction arrow with numeric headwind/tailwind and crosswind speed
OFF Removes wind information from display
DME Displays/removes the DME Information Window (optional)
BRG1 Cycles the Bearing 1 Information Window through:
NAV1: Waypoint frequency/identifier and distance information
GPS: Waypoint identifier and GPS distance information
OFF: Removes window
HSI FRMT Displays softkeys to select the HSI format
360 HSI Displays HSI as a 360° compass rose
ARC HSI Displays HSI as a 140° viewable arc (Bearing Information windows unavailable)
BRG2 Cycles the Bearing 2 Information Window through:
NAV2: Waypoint frequency/identifier and distance information
GPS: Waypoint identifier and GPS distance information
OFF: Removes window
ALT UNIT Displays softkeys for changing the Altimeter barometric setting and altitude displays
to metric units
METERS Displays the current and Selected altitudes in meters in addition to feet, when
selected
IN Displays the Altimeter barometric setting in inches of mercury (in Hg)
HPA Displays the Altimeter barometric setting in hectopascals (hPa)
STD BARO Sets barometric pressure to 29.92 in Hg (1013 hPa if metric display is selected)
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. A24
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Press the BACK Softkey to return
to the top-level softkeys.
Press the BACK Softkey to return
to the top-level softkeys.
XPDR
STBY ON ALT VFR IDENT BACKADS-B TX MSGCODE
IDENT BACK MSG
0 1 2 3 4 5 6 7 BKSP
BACK
Press the BACK Softkey to return
to the top-level softkeys.
DCLTR
DCLTR-2
DCLTR-3
DCLTR-1
WX LGND TOPO MSG
NEXRAD
(optional)
TERRAIN XM LTNG METAR
(optional) (optional)
OFF
INSET
STD BARO
BACK MSG
WIND
HSI FMT
PFD
BRG
1
BRG
2
Press the BACK Softkey to return
to the top-level softkeys.
ALT UNIT
DFLTS
Press the BRG1/BRG2
softkeys to display/remove
the Bearing Information
windows and cycle through
bearing sources:
- NAV1/NAV2
- GPS
GND
INSET XPDR IDENT TMR/REF NRST MSGOBSPFD CDI
Press the CDI Softkey to cycle through
navigation sources:
- GPS
- NAV1 (VOR/LOC)
- NAV2 (VOR/LOC)
ADF/DME
(optional)
DME
(optional)
SYN VIS
(optional)
HPA BACK MSG
METERS IN
BACK MSG
OPTN1 OPTN2 OPTN3 OFF
BACK MSG
360 HSI ARC HSI
TRFC-1
TRFC-2
MSG
SYN TERR HRZN HDG
PATHWAY APTSIGNS
Figure 1-18 PFD Configuration Softkeys
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OBS Selects OBS Mode on the CDI when navigating by GPS (only available with active
leg)
CDI Cycles through GPS, VOR1, and VOR2 navigation sources on the HSI
ADF/DME Displays the ADF/DME Tuning Window, allowing tuning and selection of the ADF and
the DME (optional)
XPDR Displays transponder mode selection softkeys:
STBY Selects standby mode (Transponder does not reply to any interrogations)
ON Selects Mode A (Transponder replies to interrogations)
ALT Selects Mode C – altitude reporting mode (Transponder replies to identification and
altitude interrogations)
GND Manually selects Ground Mode (Transponder does not allow Mode A and Mode C
replies, but does permit acquisition squitter and replies to discretely addressed Mode
S interrogations)
VFR Automatically enters the VFR code (1200 in U.S.A. only)
CODE Displays transponder code selection softkeys 0-7
0 — 7 Use numbers to enter code
BKSP Removes numbers entered, one at a time
ADS-B TX Enables/disables automatic transmission of ADS-B position and speed.
IDENT Activates the Special Position Identification (SPI) pulse for 18 seconds, identifying the
transponder return on the ATC screen
TMR/REF Displays/removes Timer/References Window
NRST Displays/removes Nearest Airports Window
MSG Displays/removes Messages Window
Press the BACK Softkey to return
to the top-level softkeys.
Press the BACK Softkey to return
to the top-level softkeys.
XPDR
STBY ON ALT VFR IDENT BACKADS-B TX MSGCODE
IDENT BACK MSG
0 1 2 3 4 5 6 7 BKSP
BACK
Press the BACK Softkey to return
to the top-level softkeys.
DCLTR
DCLTR-2
DCLTR-3
DCLTR-1
WX LGND TOPO MSG
NEXRAD
(optional)
TERRAIN XM LTNG METAR
(optional) (optional)
OFF
INSET
STD BARO
BACK MSG
WIND HSI FMT
PFD
BRG1BRG2
Press the BACK Softkey to return
to the top-level softkeys.
ALT UNIT
DFLTS
Press the BRG1/BRG2
softkeys to display/remove
the Bearing Information
windows and cycle through
bearing sources:
- NAV1/NAV2
- GPS
GND
INSET XPDR IDENT TMR/REF NRST MSGOBSPFD CDI
Press the CDI Softkey to cycle through
navigation sources:
- GPS
- NAV1 (VOR/LOC)
- NAV2 (VOR/LOC)
ADF/DME
(optional)
DME
(optional)
SYN VIS
(optional)
HPA BACK MSG
METERS IN
BACK MSG
OPTN1 OPTN2 OPTN3 OFF
BACK MSG
360 HSI ARC HSI
TRFC-1
TRFC-2
MSG
SYN TERR HRZN HDG
PATHWAY APTSIGNS
Figure 1-19 XPDR Softkeys
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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MFD SOFTKEYS
MFD softkeys vary depending on the page selected. EIS, Navigation Map Page (default MFD page), and
Checklist Page softkeys are described here.
Figure 1-20 MFD Softkeys (Engine and Navigation Map Page)
DCLTR-1
DCLTR-2
DCLTR
DCLTR-3
AIRWY ON
AIRWY LO
AIRWAYS
AIRWY HI
Press the BACK softkey to
return to the top-level softkeys.
ENGINE MAP DCLTR SHW CHRT
BACKMETARXM LTNGNEXRADAIRWAYSTERRAINPROFILE TOPOTRAFFIC
(optional) (optional) (optional)
LEGEND
(optional)
Press the ENGINE softkey to return
to the top-level softkeys.
INC FUELDEC FUELENGINE RST FUEL
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ENGINE Displays EIS - Engine Page and second-level engine softkeys; select again to exit
page (see the EIS Section for more information)
DEC FUEL Decreases displayed fuel remaining in 1-gal increments
INC FUEL Increases displayed fuel remaining in 1-gal increments
RST FUEL Resets displayed fuel remaining to maximum fuel capacity for aircraft and fuel used
to zero
MAP Enables second-level Navigation Map Page softkeys
TRAFFIC Displays/removes traffic information on Navigation Map Page
PROFILE Displays/removes profile view on Navigation Map Page
TOPO Displays/removes topographical data (e.g., coastlines, terrain, rivers, lakes) on
Navigation Map Page
TERRAIN Displays/removes terrain information on Navigation Map Page
AIRWAYS Selects the desired display of Airways; cycles through:
AIRWY ON: All Airways displayed
AIRWY LO: Low Altitude (Victor) Airways displayed
AIRWY HI: High Altitude Airways (Jetways) displayed
AIRWAYS: Airways are not displayed
NEXRAD Displays/removes NEXRAD weather/coverage on Navigation Map Page (optional)
XM LTNG Displays/removes XM lightning information on Navigation Map Page (optional)
METAR Displays/removes Graphical METARs on Navigation Map Page (optional)
LEGEND Displays/removes METAR legend on Navigation Map Page (optional)
BACK Returns to top-level softkeys
DCLTR (3) Selects desired amount of map detail; cycles through declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Removes land data
DCLTR-2: Removes land and SUA data
DCLTR-3: Removes everything except the active flight plan
SHW CHRT When available, displays optional airport and terminal procedure charts
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1.6 ACCESSING G1000 FUNCTIONALITY
MENUS
The G1000 has a dedicated 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 1.5, G1000 Controls.
Navigating a menu:
1) Press the MENU Key to display the menu.
2) Turn the FMS Knob to scroll through a list of available options (a scroll bar always appears to the right of the
window/box when the option list is longer than the window/box).
3) Press the ENT Key to select the desired option.
4) Press the CLR Key or FMS Knob to remove the menu and cancel the operation.
Figure 1-21 Page Menu Examples
No Options for
NRST Window
Options for FPL Window
DATA ENTRY
Alphanumeric data (e.g., Flight ID, waypoint identifiers, barometric minimum descent altitude) are directly
entered into the G1000 using the FMS Knob corresponding to the display (PFD or MFD).
In some instances, such as when entering an identifier, the G1000 tries to predict the desired identifier based
on the characters being entered. In this case, if the desired identifier appears, use the ENT Key to confirm the
entry without entering the rest of the identifier manually. This can save the pilot from entering all the characters
of the identifier.
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Besides character-by-character data entry, the system also provides a shortcut for entering waypoint identifiers.
When the cursor is on a field awaiting entry of a waypoint identifier, turning the small FMS Knob counter-
clockwise accesses five different lists of waypoint identifiers for quick selection: flight plan (FPL), nearest
(NRST), recently-entered (RECENT), user (USER), and airway (AIRWAY)(AIRWAY available when active leg is
part of an airway). The G1000 automatically fills in the identifier, facility, and city fields with the information
for the selected waypoint.
Using the FMS Knob to enter data:
1) If needed, press the FMS Knob to activate the cursor.
2) Use the large FMS Knob to highlight the desired field.
3) Begin entering data.
a) To quickly enter a waypoint identifier, turn the small FMS Knob counter-clockwise to display a list of waypoints
in the active flight plan (list is titled FPL). If desired, turn the small FMS Knob clockwise to scroll through lists
of nearest waypoints (NRST) and recently-entered waypoints (RECENT).
b) Turn the large FMS Knob to highlight the desired waypoint from the list and press the ENT Key.
Or:
a) Turn the small FMS Knob to select a character for the first placeholder.
Turning the knob clockwise scrolls through the alphabet (where appropriate) toward the letter Z, starting at
K, and the digits zero through nine. Afterwards, turning the knob counter-clockwise scrolls in the opposite
direction.
b) Use the large FMS Knob to move the cursor to the next placeholder in the field.
c) Repeat, using the small FMS Knob to select a character and the large FMS Knob to move the cursor, until the
field is complete.
d) Press the ENT Key to confirm entry.
7) Press the FMS Knob or CLR Key to cancel data entry (the field reverts back to its previous information).
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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. 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.
Figure 1-22 Page Title and Page Groups
Page Group Active Page Title
MFD
Page Groups
Pages in
Current
Group
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 Information and XM Information pages) which are selected first from within a main page group with
the FMS Knobs, then with the appropriate softkey at the bottom of the page. In this case, the page remains set
to the selected screen until a different screen softkey is pressed.
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Figure 1-23 Map Pages
• Map Page Group (MAP)
Navigation Map
Traffic Map (TAS optional)
Weather Data Link (optional)
Terrain (Terrain SVS (optional)/
TAWS (optional))
• Waypoint Page Group (WPT)
Airport/Procedures/Weather Information Pages
- Airport Information
(INFO-1 Softkey)
- Airport Directory Information
(INFO-2 Softkey)
- Departure Information
(DP Softkey)
- Arrival Information
(STAR Softkey)
- Approach Information
(APR Softkey)
- Weather Information (optional)
(WX Softkey)
Intersection Information
NDB Information
VOR Information
User Waypoint Information
Figure 1-24 Waypoint Pages
Airport/Procedures/
Weather Information
Pages
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• Auxiliary Page Group (AUX)
Weight Planning
Trip Planning
Utility
GPS Status
System Setup 1
System Setup 2 (optional w/ESP)
XM Satellite pages (optional)
- XM Information
(INFO Softkey)
- XM Radio
(RADIO Softkey)
System Status
Figure 1-25 Auxiliary Pages
System Setup
Pages
XM Pages
Maintenance data is continuously recorded by the Central Maintenance Computer (CMC). At the discretion
of the Aircraft Manufacturer, this data may be displayed on an OEM DIAGNOSTICS Page accessible from within
the AUX Page Group.
• Nearest Page Group (NRST)
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User Waypoints
Nearest Frequencies
Nearest Airspaces
Figure 1-26 Nearest Pages
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In addition to the main page groups accessed exclusively using the FMS Knob, there are pages for flight
planning (FPL) and loading procedures (PROC) which are accessed by key. In some instances, softkeys may be
used to access the Procedure Loading pages.
The Flight Plan pages are accessed using the FPL Key on the MFD. Main pages within this group are selected
by turning the small FMS Knob.
• Flight Plan Page Group (FPL)
Active Flight Plan
Flight Plan Catalog
- Stored Flight Plan
(NEW Softkey)
Figure 1-27 Flight Plan Pages
The Procedure Loading pages may be accessed at any time on the MFD by pressing the PROC Key. A menu
is initialized, and when a departure, approach, or arrival is selected, the appropriate Procedure Loading page is
opened. These pages can also be accessed from the Active and Stored Flight Plan pages using the LD softkeys.
Turning the FMS Knob does not scroll through the Procedure Loading pages (note the single page icon in the
lower right corner).
Figure 1-28 Procedure Loading Pages
• Procedure Loading Page Group (PROC)
Departure Loading
Arrival Loading
Approach Loading
Information on optional electronic checklist pages is offered later in this section. Checklist pages may be
accessed from any page on the MFD using the CHKLIST Softkey.
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SYSTEM SETTINGS
The System Setup 1 Page allows management of the following system parameters:
• Date/time
• Displayed navigation angle reference, temperature,
and position settings
• Baro transition alert
(see Flight Instruments Section)
• Airspace alerts
(see the Flight Management Section)
• Arrival alerts
• Audio alerts
• MFD Navigation Status Box fields
(see the Flight Management Section)
• CDI scaling for GPS navigation source
(see the Flight Instruments Section)
• COM channel spacing
(see the Audio Panel and CNS Section)
• Criteria for displaying nearest airports
(see the Flight Management Section)
Figure 1-29 System Setup 1 Page
Restoring system setup defaults:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the DFLTS Softkey.
Or:
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1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the MENU Key.
3) Highlight ‘Restore Defaults’ and press the ENT Key.
PILOT PROFILES
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 1-4). The G1000 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.
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.
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 G1000 loads and displays the system settings for the selected profile.
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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.
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.
Deleting 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 ‘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.
If an SD card is inserted into the top slot of the MFD, pilot profiles may imported from the SD card into the
system, or exported from the system to the SD card.
Because system settings may vary from one airframe to another, always verify system settings from an
imported profile are consistent with the desired settings.
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.
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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.
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 1-30 Pilot Profile Import (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.
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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.
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 1-31 Pilot Profile Export on the AUX - System Setup Page
DATE/TIME
The system time is displayed in the lower right corner of the PFD. Time and date format (local 12-hr,
local 24-hr, or UTC) are modified on the System Setup Page. Universal Coordinated Time (UTC; also called
Greenwich Mean Time (GMT) or Zulu) date and time are calculated directly from the GPS satellites signals
and cannot be changed. An offset is provided to add or subtract the desired amount of time (hours:minutes)
from UTC to define current local time.
Configuring the system time:
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 ‘Time Format’ field.
4) Turn the small FMS Knob to select the desired format and press the ENT Key to confirm selection. The ‘Time
Offset’ field is highlighted (for local time formats).
5) Use the FMS Knob to enter the desired time offset (±HH:MM) and press the ENT Key to confirm selection.
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DISPLAY UNITS
Units in which various quantities are displayed on the G1000 screens can be changed on the System Setup
Page.
Changing a display units 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 the desired field in the ‘Display Units’ box.
4) Turn the small FMS Knob to select from a list of measurement units and press the ENT Key when the desired
unit is highlighted.
Category Settings Affected Quantities Exceptions
Navigation Angle Magnetic*
True
Heading
Course
Bearing
Track
Desired Track
Wind direction (Trip Planning Page)
Distance and
Speed
Metric
Nautical*
Crosstrack error (HSI)
Bearing distances (information windows)
DME distance (information window)
Flight plan distances
Map ranges
DIS, GS, TAS, XTK fields (Navigation Status Box)
All distances on MFD
Altitude buffer distance (System Setup)
Arrival Alert trigger distance (System Setup)
All speeds on MFD
Airspeed Indicator
True Airspeed (PFD)
Wind speed vector
Map range (Traffic Page, Terrain
Proximity/TAWS Page)
CDI scaling (System Setup)
Fuel range calculation (EIS)
Altitude and
Vertical Speed
Feet*
Meters
All altitudes on MFD
All elevations on MFD
Altimeter
Vertical Speed Indicator
VNV altitudes (Active Flight Plan)
Temperature Celsius*
Fahrenheit
All temperatures on PFD(s)
Total Air Temperature (Trip Planning Page)
Engine Indication System (EIS)
Fuel and
Fuel Flow
Gallons* Fuel parameters (Trip Planning Page) Engine Indication System (EIS)
Weight Pounds* N/A N/A
Position HDDD°MM.MM’*
HDDD°MM’SS.S”
All positions N/A
* Default setting
Table 1-1 Display Units Settings (System Status Page)
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AIRSPACE ALERTS
The Airspace Alert feature provides a message alert when the aircraft is approaching or near a controlled or
special-use airspace. The altitude buffer setting increases the range above or below an airspace for which an
alert is generated; the default value is 200 feet. Alerts for the following airspaces can be turned on/off from
the System Setup Page:
• Class B/TMA
• Class C/TCA
• Class D
• Restricted
• MOA (Military)
• Other airspaces
Turning Airspace Alerts off does not affect the alerts listed on the Nearest Airspaces Page or the airspace
boundaries depicted on the Navigation Map Page.
Turning an airspace alert on or off:
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 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.
Changing the altitude buffer distance setting:
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 altitude buffer field in the ‘Airspace Alerts’ Box.
4) Enter an altitude buffer value and press the ENT Key.
ARRIVAL ALERTS
Arrival alerts provide notification upon reaching a specified distance from the final destination (the direct-to
waypoint or the last waypoint in a flight plan). Once this trigger distance (up to 99.9 units) has been reached,
the Navigation Status Box on the PFD(s) display(s) an “Arrival at [waypoint]” message.
Enabling/disabling arrival alerting and changing the trigger distance:
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 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) Turn the large FMS Knob to highlight the distance field in the ‘Arrival Alert’ Box.
6) Enter a trigger distance and press the ENT Key.
AUDIO ALERTS
The gender of the voice used to announce voice alerts is shown on the System Setup 1 Page. See the
Appendices for voice alerts.
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MFD DATA BAR FIELDS
By default, the Navigation Status Box on the MFD is set to display ground speed (GS), distance to next
waypoint (DIS), estimated time enroute (ETE), and enroute safe altitude (ESA). These four data fields can be
changed to display the following information:
• Bearing (BRG)
• Distance (DIS)
• Desired Track (DTK)
• Endurance (END)
• Enroute Safe Altitude (ESA)
• Estimated Time of Arrival (ETA)
• Estimated Time Enroute (ETE)
• Fuel on Board (FOB)
• Fuel over Destination (FOD)
• Ground Speed (GS)
• Minimum Safe Altitude (MSA)
• True Air Speed (TAS)
• Track Angle Error (TKE)
• Track (TRK)
• Vertical Speed Required (VSR)
• Crosstrack Error (XTK)
The Navigation Status Box on the PFD(s) is not affected by these changes; flight plan, distance, and bearing
information are displayed at all times.
Changing the information shown in the MFD Navigation Status Box:
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 desired field number in the MFD Data Bar Fields Box.
4) Turn the small FMS Knob to highlight the desired selection from the data options list and press the ENT Key.
Figure 1-32 Navigation Status Box (MFD)
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GPS CDI
The GPS CDI Box on the System Setup Page allows the pilot to define the scale for the Course Deviation
Indicator (CDI) when GPS is the selected navigation source and also displays the current system value for the
CDI scale. The range values represent full scale deflection for the CDI to either side. The default setting is
‘Auto’ (refer to the CDI description in the Flight Instruments Section for information on CDI scaling).
If a lower CDI scale setting is selected (i.e., 1.0 or 0.3 nm), the higher scale settings are not selected during
any phase of flight. Note that the Receiver Autonomous Integrity Monitoring (RAIM) protection limits follow
the selected CDI scale and corresponding flight phase.
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 (2 nm, 1 nm, 0.3 nm, Auto) and press the ENT Key.
COM CONFIGURATION
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) 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 channel spacing field in the COM Configuration Box.
4) Turn the small FMS Knob to select the desired spacing and press the ENT Key.
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 0 feet (or meters) for runway length and
“any” for runway surface type.
Selecting nearest airport surface matching criteria (any, hard only, hard/soft, water):
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, water) and press the
ENT Key.
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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) Enter the minimum runway length (zero to 99,999 feet) and press the ENT Key.
SYSTEM UTILITIES
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 Alerts Window on the PFD(s) (see Figure 1-33).
Figure 1-33 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.
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 G1000 records the time at which departure occurs, measured from system power-up or 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 1 Page.
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.
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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.
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
3) 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.
SCHEDULER
The scheduler feature can be used to enter and display reminder messages (e.g., “Change oil”, “Switch
fuel tanks”, “Overhaul”). 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.
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) Use the FMS Knob to enter the message text to be displayed in the Alerts 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’.
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6) Turn the small FMS Knob to select set 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, use the FMS Knob to enter the timer value (HHH:MM:SS) from which to
countdown and press the ENT Key.
9) For event-based messages:
a) Use the FMS Knob to 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) 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) 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.
Scheduler messages appear in the Alerts Window on the PFD(s) and cause the ALERTS Softkey label
to change to ‘ADVISORY’. Pressing the ADVISORY Softkey opens the Alerts Window and acknowledges
the scheduler message. The softkey reverts to the ‘ALERTS’ label and when pressed, the Alerts Window is
removed from the display and the scheduler message is deleted from the message list.
Figure 1-34 PFD Alerts Window
PFD
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1.7 DISPLAY BACKLIGHTING
Backlighting of the PFD, MFD and Audio Panel keys can be adjusted automatically or manually. The automatic
setting (default) uses photocells to adjust for ambient lighting conditions. Photocell calibration curves are pre-
configured to optimize display appearance through a broad range of cockpit lighting conditions. In normal
display mode, backlighting can only be adjusted from the PFD. In Reversionary Mode, it can be adjusted from
the remaining display(s).
Adjusting display backlighting manually:
1) Press the PFD MENU Key to display the PFD Setup Menu. ‘AUTO’ is now highlighted next to ‘PFD DSPL’. No
other window can be displayed on the PFD while the PFD Setup Menu is displayed. Pressing the MENU Key
while any other PFD window is displayed does not display the PFD Setup Menu.
2) Turn the
small FMS
Knob to select ‘MANUAL’ and press the
ENT
Key. The intensity value is now highlighted.
3) Use the FMS Knob to enter the desired backlighting then press the
ENT
Key.
4) Turn the
large FMS
Knob to highlight ‘AUTO’ next to ‘MFD DSPL’ and repeat steps 2-4.
5) To remove the menu, press the
CLR
or
MENU
Key.
Adjusting key backlighting manually:
1) Press the PFD
MENU
Key to display the PFD Setup Menu. ‘AUTO’ is now highlighted next to ‘PFD DSPL’.
2) Turn the
large FMS
Knob to highlight ‘PFD DSPL’.
3) Turn the
small FMS
Knob in the direction of the green arrowhead to display ‘PFD KEY’.
4) Turn the
large FMS
Knob to highlight ‘AUTO’.
5) Turn the
small FMS
Knob to select ‘MANUAL’ and press the
ENT
Key. The intensity value is now highlighted.
6) Use the FMS Knob to enter the desired backlighting and press the
ENT
Key.
7) Turn the
large FMS
Knob to highlight ‘MFD DSPL’.
8) Turn the
small FMS
Knob in the direction of the green arrowhead to display ‘MFD KEY’ and repeat steps 4-7.
9) To remove the menu, press the
CLR
or
MENU
Key.
Figure 1-35 PFD Setup Menu
PFD
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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 Garmin Automatic Flight Control System (AFCS) provides additional readouts and bugs on
selected flight instruments. Refer to the AFCS Section for details on these bugs and readouts, as they appear
on the display during certain AFCS flight director modes.
The PFD features a large horizon, 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 PFD and explained in other sections of this Pilot’s Guide.
The following flight instruments and supplemental flight data are displayed on the PFD:
• Airspeed Indicator, showing
– Indicated airspeed
– True airspeed
– Airspeed awareness ranges
– Vspeed reference flags
• Attitude Indicator with slip/skid indication
• Altimeter, showing
– Trend vector
– Barometric setting
– Reference altitude
• Vertical Deviation, Glideslope, and Glidepath
Indicators
• Vertical Speed Indicator (VSI)
• Vertical Navigation (VNV) indications
• Outside air temperature (OAT)
• ISA temperature deviation
• Horizontal Situation Indicator, showing
– Turn Rate Indicator
– Bearing pointers and information windows
– Navigation source
– Course Deviation Indicator (CDI)
– Bearing pointers and information windows
• Transponder Mode, Code, and Ident/Reply
• Course Deviation Indicator (CDI)
• References Window, showing
– Generic timer
– Vspeed values
– Barometric or temperature compensated
minimum descent altitude (MDA) or decision
height (DH)
• Wind data
The PFD also displays various alerts and annunciations.
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Figure 2-1 Primary Flight Display (Default)
1
NAV Frequency Box
2
Airspeed Indicator
3
True Airspeed
4
Current Heading
5
Horizontal Situation Indicator ( HSI)
6
ISA Temperature Deviation
7
Outside Air Temperature (OAT)
8
Softkeys
9
System Time
10
Transponder Data Box
11
Heading Bug
12
Turn Rate Indicator
13
Barometric Altimeter Setting
14
Vertical Speed Indicator (VSI)
15
Reference Altitude Bug
16
Altimeter
17
Reference Altitude
18
COM Frequency Box
19
Navigation Status Box
20
Slip/Skid Indicator
21
Attitude Indicator
4
17
5
12
16
8
7
21
14
1920
13
15
18
9
10
2
1
11
6
3
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Figure 2-2 Additional PFD Information
1
Traffic Annunciation
2
Selected Heading
3
Wind Data Box
4
Inset Map
5
Bearing Information Windows
6
Minimum Descent Altitude/
Decision Height
7
Flight Plan Window
8
CAS Window
9
Selected Course
10
Required Vertical Speed
Indicator
11
Vertical Deviation Indication
12
VNV Target Altitude
13
Terrain Annunciation
14
AFCS Status Annunciation
6
1
2
8
7
9
5
10
4
3
11
12
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2.1 FLIGHT INSTRUMENTS
AIRSPEED INDICATOR
NOTE: Refer to the Airplane Flight Manual (AFM) for airspeed criteria and Vspeed values.
The Airspeed Indicator displays airspeed on a moving tape rolling number gauge. The true airspeed is
displayed in knots below the Airspeed Indicator. The numeric labels and major tick marks on the moving
tape are shown at intervals of 10 knots. The minor tick marks on the moving tape are shown at intervals of
five knots. Speed indication starts at 20 knots, with 60 knots of airspeed viewable at any time. The indicated
airspeed is displayed inside the black pointer. The pointer remains black until reaching never exceed speed
(VNE), at which point it turns red.
Figure 2-3 Airspeed Indicator Ranges
Low
Speed
Range
Red
Pointer
at V
NE
Speed
Ranges
Indicated
Airspeed
Vspeed
References
True
Airspeed
Airspeed
Trend
Vector
V
MCA
Red Line
V
YSE
Blue Line
A color-coded (red, white, green, yellow”) speed range strip is located on the moving tape. The colors denote
flaps operating range, normal operating range, caution range, and never-exceed speed (VNE). A red range is also
present for low speed awareness.
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
shows approximately what the indicated airspeed value will be in six seconds. If the trend vector crosses VNE,
the number in the indicated airspeed pointer changes to 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.
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VSpeeds (VX and VY) cannot be changed, however the speed flags can be turned on/off from the Timer/
References Window. When active (on), the speed flags are displayed at their respective locations to the right
of the airspeed scale.
Turning Vspeed flags on/off:
1) Press the
TMR/REF
Softkey.
2) Turn the large FMS Knob to highlight the ON/OFF field.
3) Turn the
small FMS
Knob clockwise to ‘ON’ or counterclockwise to ‘OFF’.
4) To remove the window, press the
CLR
Key or the
TMR/REF
Softkey.
Timer/References MenuTimer/References Window
Figure 2-4 Timer/References Window and Menu
Vspeed flags can be turned on or off all at once.
Modifying Vspeeds (on, off):
1) Press the
TMR/REF
Softkey.
2) Press the
MENU
Key.
3) Turn the FMS Knob to highlight the desired selection.
4) Press the
ENT
Key.
5) To remove the window, press the CLR Key or the TMR/REF Softkey.
Restoring all Vspeed defaults:
1) Press the
TMR/REF
Softkey.
2) Press the
MENU
Key.
3) Turn the
FMS
Knob to highlight Restore Defaults and press the
ENT
Key.
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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.
1
Roll Pointer
2
Roll Scale
3
Horizon Line
4
Aircraft Symbol
5
Land Representation
6
Pitch Scale
7
Slip/Skid Indicator
8
Sky Representation
9
Roll Scale Zero
Figure 2-5 Attitude Indicator
9
1
3
4
2
7
8
6
5
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˚.
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. 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.
Figure 2-6 Slip/Skid Indication
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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.
A magenta Altitude Trend Vector extends up or down the left of the altitude tape, the end resting at 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:
Turn the
ALT
Knob to set the Selected Altitude. Turn the large knob for 1000-ft increments, small knob for 100-
ft increments. If set to Metric mode, the large knob adjusts the Selected Altitude in 500-meter increments; the
small knob adjusts the Selected Altitude in 50-meter increments.
.
If a Minimum Descent Altitude/Decision Height (MDA/DH) value has been set, this altitude is also available for
the Selected Altitude.
Figure 2-7 Altimeter
MDA/DH
Altitude
Bug
Barometric
Setting
Altitude
Trend
Vector
Selected
Altitude
Bug
Reference
Altitude
Indicated
Altitude
Barometric
Setting Box
(Hectopascals)
Indicated
Altitude
(Meters)
Reference
Altitude
(Meters)
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Altitudes can also be displayed in meters (Figure 2-7). 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 to return to the top-level softkeys.
The barometric pressure setting is displayed below the Altimeter in inches of mercury (in Hg) or hectopascals
(hPa) when metric units are selected. Adjusting the altimeter barometric pressure 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 patch. 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.
Selecting the altimeter barometric pressure setting:
Turn the BARO Knob to select the desired setting.
Selecting standard barometric pressure (29.92 in Hg):
1) Press the PFD Softkey to display the second-level softkeys.
2) Press the STD BARO Softkey.
Figure 2-8 Standard Barometric Setting
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).
Or, press the HPA Softkey to display the barometric pressure setting in hectopascals (hPa).
4) Press the
BACK
Softkey to return to the top-level softkeys.
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A Baro Transition Alert is provided to alert the pilot to change the barometric pressure setting when crossing
the transition altitude in either direction. This is displayed by the flashing light blue barometric pressure setting
when crossing the transition altitude.
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 altitude and press the ENT Key.
6) To cancel the selection, press the FMS Knob.
Figure 2-9 Baro Transition Alert
(AUX - System Setup Page)
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VERTICAL SPEED INDICATOR (VSI)
The Vertical Speed Indicator (VSI; Figure 2-10) displays the aircraft vertical speed on a fixed scale with labels
at 1000 and 2000 fpm and minor tick marks every 500 fpm. Digits appear in the pointer when the climb or
descent rate is greater than 100 fpm. If the rate of ascent/descent exceeds 2000 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.
VERTICAL DEVIATION
NOTE: The Glidepath Indicator is only shown for aircraft with GIA 63W Integrated Avionics Units when
SBAS is available.
The Vertical Deviation Indicator (VDI; Figure 2-10) 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. Full-scale deflection of two dots is 1000 feet. 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 2-11) appears to the left of the Altimeter whenever an ILS frequency is
tuned in the active NAV field. 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 is analogous to the glideslope for GPS approaches supporting SBAS vertical guidance (LNAV+V,
L/VNAV, LPV). When an approach of this type is loaded into the flight plan and GPS is the selected navigation
source, the Glidepath Indicator (Figure 2-12) appears as a magenta diamond during the approach. If the
approach type downgrades past the final approach fix (FAF), “NO GP” is displayed in place of the diamond.
Figure 2-10 Vertical Speed and
Deviation Indicator (VSI and VDI)
Vertical
Speed
Indicator
Required
Vertical
Speed
Vertical
Speed
Pointer
VNV Target
Altitude
Vertical
Deviation
Indicator
Glipepath
Indicator
Figure 2-12 Glidepath Indicator
Glideslope
Indicator
Marker
Beacon
Annunciation
Figure 2-11 Glideslope Indicator
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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 connected to a gray dashed line. 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.
Figure 2-13 Horizontal Situation Indicator (360˚ HSI)
1
10
11
14
12
15
9
3
4
2
8
9
7
5
1
Turn Rate Indicator
2
Current Track Indicator
3
To/From Indicator
4
Navigation Source
5
Aircraft Symbol
6
Course Deviation Indicator
(CDI)
7
Rotating Compass Card
8
OBS Mode Active
9
Lateral Deviation Scale
10
Flight Phase
11
Course Pointer
12
Heading Bug
13
Turn Rate and Heading
Trend Vector
14
Current Heading
15
Lubber Line
6
13
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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).
Lateral
Deviation
Scale
Course
Deviation
and To/From
Indicator
Figure 2-14 Arc HSI
Course Pointer
Navigation
Source
Flight Phase
Annunciation
Current Track Indicator
The Selected Heading is shown to the upper left of the HSI for 3 seconds after being adjusted The light blue
bug on the compass rose corresponds to the Selected Heading. While the HSI is displayed as an arc, if the
Heading Bug is adjusted off the shown portion of the compass rose, the digital reading is displayed.
Adjusting the Selected Heading:
Turn the
HDG
Knob to set the Selected Heading.
Press the HDG Knob to synchronize the bug to the current heading.
The Selected Course is shown to the upper right of the HSI for 3 seconds after being adjusted. While the
HSI is displayed as an arc, the Selected Course is displayed whenever the Course Pointer is not within the 140˚
currently shown.
Adjusting the Selected Course:
Turn the
CRS
Knob to set the Selected Course.
Press the CRS Knob to re-center the CDI and return the course pointer to the bearing of the active waypoint or
navigation station.
Selected
Heading
Bug
Selected
Course
Selected
Heading
Figure 2-15 Heading and Course Indications
Current Heading
Current Track Indicator
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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 2-16 Heading and Course Indications (True)
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 2-17 Navigation Angle Settings
(AUX - System Setup Page)
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TURN RATE INDICATOR
The Turn Rate Indicator is located directly above the rotating compass card. 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 6 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.
Arrow Shown
for Turn Rate
> 4 deg/sec Half-standard
Turn Rate
Standard
Turn Rate
Figure 2-18 Turn Rate Indicator and Trend Vector
BEARING POINTERS AND INFORMATION WINDOWS
NOTE: When the Arc HSI is displayed, the Bearing Information windows and pointers are disabled.
Two bearing pointers and associated information can be displayed on the HSI for NAV and GPS sources by
pressing the PFD Softkey then a BRG Softkey. 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.
Figure 2-19 HSI with Bearing and DME Information
Bearing 2 Information Window
No
Waypoint
Selected
Pointer
Icon Bearing
Source
Bearing 1 Information Window
Pointer
Icon
Distance to
Bearing Source
Bearing
Source
Bearing 2
Pointer
Bearing 1
Pointer
Frequency
Tuning Mode
Distance
Station
Identifier
DME Information Window
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When a bearing pointer is displayed, the associated information window is also displayed. The Bearing
Information windows (Figure 2-19) are displayed at the lower sides of the HSI and give the following
information:
• Bearing source (NAV, GPS)
• Pointer icon (BRG1 = single line, BRG2 = double line)
• Station/waypoint identifier (NAV, GPS)
• GPS-derived great circle distance to bearing
source
• Frequency (NAV)
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.
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) To remove the bearing pointer and information window, press the BRG Softkey again.
DME INFORMATION WINDOW
NOTE: DME radio installation is optional.
The DME Information Window is displayed above the BRG1 Information Window and 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 tuning the radios.
Displaying the DME Information Window:
1) Press the PFD Softkey.
2) Press the DME Softkey to display the DME Information Window above the BRG1 Information Window.
3) To remove the DME Information Window, press the DME Softkey again.
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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.
Figure 2-20 Course Deviation Indicator
CDI
Navigation
Source
CDI
Scale
Flight
Phase
Arc HSI
Crosstrack
Error
Navigation
Source
Scale
CDI
360º HSI
Flight
Phase
The CDI can display two sources of navigation, GPS or VOR/LOC. The color indicates the current navigation
source, magenta for GPS and 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 uses the
same angular deviation 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.
Figure 2-21 Navigation Sources
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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.
Figure 2-22 Selecting a Navigation Source
Pressing the
CDI
Softkey
Cycles through
Navigation Sources
NAV1 Selected for Tuning NAV2 Selected for Tuning
GPS
Selected LOC1
Selected VOR2
Selected
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.
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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 full-
scale 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 2-23 GPS CDI Setting
(AUX - System Setup Page)
When set to Auto (default), the GPS CDI scale automatically adjusts to the desired limits based upon the
current phase of flight (Figure 2-24, Table 2-1).
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Figure 2-24 Automatic CDI Scaling
2.0 nm
Enroute
0.3 nm
Missed
Approach
1.0 nm
Approach
1.0 nm
Te rminal
1.0 nm
Te rminal
0.3 nm
Departure
C
DI Full-scale Deflection
Refer to accompanying
approach CDI scaling figures
0
3
De
p
• 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 (see
Glossary for leg type definitions)
- After any leg in the departure procedure that is not a CA or FA
• 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 2-25 and 2-26). 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 activated 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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Figure 2-25 Typical LNAV and LNAV+V Approach CDI Scaling
1.0 nm
2 nm
350 ft
angle set
by system
0.3 nm
FAF
CDI Full-scale Deflection
CDI scale is set to the smaller of 0.3 nm
or an angle set by the system
CDI scale varies if VTF is activated
Figure 2-26 Typical LNAV/VNAV, LPV and LP Approach CDI Scaling
1.0 nm
2 nm
FAF
0.3 nm
course width
Landing
Threshold
CDI Full-scale Deflection
angle based
on database
information
CDI scale varies if VTF is activated
• 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
- After any leg in the missed approach procedure that is not a CA or FA
Flight Phase Annunciation* Automatic CDI Full-scale Deflection
Departure DPRT 0.3 nm
Terminal TERM 1.0 nm
Enroute ENR 2.0 nm
Oceanic OCN 4.0 nm
Approach
(Non-precision) LNAV
1.0 nm decreasing to 350 feet depending on
variables (Figure 2-25)
Approach
(Non-precision with
Vertical Guidance)
LNAV + V
Approach
(LNAV/VNAV) L/VNAV
1.0 nm decreasing to a specified course width, then
0.3 nm, depending on variables (Figure 2-26)
Approach
(LPV) LPV
Approach
(LP) LP
Missed Approach MAPR 0.3 nm
* Flight phase annunciations are normally shown in magenta, but when cautionary
conditions exist the color changes to yellow.
Table 2-1 Automatic GPS CDI Scaling
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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 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 plan on the moving map retains the modified course line.
Figure 2-27 Omni-bearing Selector (OBS) Mode
Pressing the
OBS
Softkey Again
Disables OBS Mode
Extended
Course
Line
GPS
Selected
OBS Mode
Enabled
Pressing the
OBS
Softkey Enables
OBS Mode
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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.
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 2-28. Pressing the SUSP Softkey, deactivates
the suspension and resumes automatic sequencing of approach waypoints.
Figure 2-28 Suspending Automatic Waypoint Sequencing
SUSP
Softkey SUSP
Annunciation
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2.2 SUPPLEMENTAL FLIGHT DATA
NOTE: Pressing the DFLTS Softkey turns off metric Altimeter display, the Inset Map and wind data display.
In addition to the flight instruments, the PFD also displays various supplemental information, including
temperatures, wind data, and Vertical Navigation (VNV) indications.
TEMPERATURE DISPLAYS
The Outside Air Temperature (OAT) and deviation from International Standard Atmosphere (ISA) temperature
are displayed in the lower left corner of the PFD under normal conditions, or below the true airspeed in
Reversionary Display Mode. Both are displayed in degrees Celsius (°C).
Reversionary Mode
Normal Display
Figure 2-29 Outside Air Temperature
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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. Wind data can be displayed in three different ways.
Figure 2-30 Wind Data
No Data
Option 2
Option 1
Option 3
Displaying wind data:
1) Press the PFD Softkey.
2) Press the WIND Softkey to display wind data to the left of the HSI.
3) Press one of the OPTN softkeys to change how wind data is displayed:
• OPTN 1: Headwind/tailwind and crosswind arrows with numeric speed components
• OPTN 2: Wind direction arrow and speed
• OPTN 3: Wind direction arrow with headwind/tailwind and crosswind components
4) To remove the window, press the OFF Softkey.
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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” message 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 the table.
VNV Target
Altitude
GPS is the
Selected
Navigation
Source
Phase of
Flight
Required
Vertical
Speed
Indicator
Figure 2-31 Vertical Navigation Indications (PFD)
Vertical
Deviation
Indicator
Top of Descent Message
Criteria
VNV Indication Removed
Required Vertical
Speed (RVSI)
Vertical
Deviation (VDI)
VNV Target
Altitude*
Aircraft > 1 min before the next TOD due to flight plan change X X X
VNV cancelled (CNCL VNV Softkey pressed on MFD) X X X
Distance to active waypoint cannot be computed due to
unsupported flight plan leg type (see Flight Management
Section)
X X X
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
maximum allowed flight path angle and vertical speed X X
Table 2-2 VNV Indication Removal Criteria
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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 G1000
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.
System
Messages
Window
Figure 2-32 G1000 Alerting System
Softkey
Annunciation
CAS Window
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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.
Figure 2-33 Marker Beacon Annunciations
Inner Marker
Outer Marker
Altimeter
Middle Marker
TRAFFIC ANNUNCIATION
Traffic is displayed symbolically on the PFD Inset Map, the MFD Navigation Map Page, 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 Advisory Systems (TAS). When a traffic advisory (TA) is detected,
the following automatically occur:
• The PFD Inset Map is enabled and displays traffic
• A flashing black-on-yellow TRAFFIC annunciation appears to the top left of the Attitude Indicator for five
seconds and remains displayed until no TAs are detected in the area
• A single “TRAFFIC” aural alert is heard, unless an optional Traffic Advisory System (TAS) is installed. Refer
to the applicable TAS documentation for alerts generated by TAS equipment.
If additional TAs appear, new aural and visual alerts are generated.
Figure 2-34 Traffic Annunciation and Inset Map with Traffic Displayed
Traffic
Symbols
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TAWS ANNUNCIATIONS
Terrain Awareness and Warning System (TAWS) annunciations appear on the PFD at the top left of the Altimeter.
Refer to the Hazard Avoidance Section and Appendix A for information on TAWS alerts and annunciations.
Figure 2-35 Traffic and Example TAWS Annunciations
ALTITUDE ALERTING
Altitude Alerting provides the pilot with a visual alert when approaching the Selected Altitude. Whenever the
Selected Altitude is changed, the Altitude Alerter is reset. The following occur when approaching the Selected
Altitude: Altitude Alerting is independent of the Garmin AFCS.
• Upon passing through 1000 feet of the Selected Altitude, the Selected Altitude changes to black text on a light
blue background and flashes for five seconds.
• When the aircraft passes within 200 feet of the Selected Altitude an aural tone is heard. The Selected Altitude
changes to light blue text on a black background and flashes for five seconds.
• After reaching the Selected Altitude, if the pilot flies outside the deviation band (±200 feet of the Selected
Altitude) an aural tone is heard. The Selected Altitude changes to yellow text on a black background and
flashes for five seconds.
Figure 2-36 Altitude Alerting Visual Annunciations
Within 1000 ft Within 200 ft Deviation of ±200 ft
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LOW ALTITUDE ANNUNCIATION
NOTE: A Low Altitude Annunciation is available only when SBAS is available. This annunciation is only
available when TAWS alerting has been inhibited, has failed, or is unavailable.
When the Final Approach Fix (FAF) is the active waypoint in a GPS SBAS 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, flashes
for several seconds, then remains displayed until the condition is resolved.
Figure 2-37 Low Altitude on GPS SBAS Approach
MINIMUM DESCENT ALTITUDE/DECISION HEIGHT ALERTING
For altitude awareness, a barometric Minimum Descent Altitude (MDA) or Decision Height (DH) can be set
in the REFERENCES Window.
If desired, the system can also compensate this altitude 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
displayed MDA/DH accordingly.
When active, the altitude setting is displayed to the bottom left of the Altimeter. Once the altitude is
within the range of the tape, a bug appears at the reference altitude on the Altimeter. The following visual
annunciations occur when approaching the MDA/DH:
• When the aircraft altitude descends to within 2500 feet of the MDA/DH setting, a box labeled ‘BARO MIN’
or ‘COMP MIN’ (based on the selected altitude source) appears with the altitude in cyan text (or magenta
for TEMP COMP). The bug appears in cyan (or magenta for TEMP COMP) on the altitude tape at the
corresponding altitude once in range.
• When the aircraft passes through 100 feet of the MDA/DH, the bug and text become white.
• Once the aircraft reaches MDA/DH, the bug and text become yellow and the audio alert, “Minimums.
Minimums”, is heard.
Figure 2-38 Barometric MDA/DH Alerting Visual Annunciations
Within 100 ft Altitude Reached
Within 2500 ft
Barometric
Minimum
Box
Barometric
Minimum
Bug
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Alerting is inhibited while the aircraft is on the ground and until the aircraft reaches 150 feet above the MDA.
If the aircraft proceeds to climb after having reached the MDA, once it reaches 50 feet above the MDA, 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 or a new approach is activated.
Setting the barometric minimum descent altitude and bug:
1) Press the
TMR/REF
Softkey.
2) Turn the large FMS Knob to highlight the Minimums field.
3) Turn the small FMS Knob to select the barometric (BARO) or temperature compensated (TEMP COMP) barometric
altitude. 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). If TEMP
COMP is selected, a field for entering the temperature at the destination will appear. Press the ENT Key or turn
the large FMS Knob to highlight this field, and use the small FMS Knob to enter the temperature (from -59º C
to +59º C.) The system increases or decreases the displayed MDA/DH altitude based on this temperature.
5) To remove the window, press the
CLR
Key or press the
TMR/REF
Softkey.
Figure 2-39 BARO and TEMP COMP MDA/DH
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.
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2.4 ABNORMAL OPERATIONS
ABNORMAL GPS CONDITIONS
The annunciations listed in Table 2-3 can appear on the HSI when abnormal GPS conditions occur (Figure
2-40). Refer to the Flight Management Section for more information on Dead Reckoning Mode.
Annunciation Location Description
LOI Lower left of
aircraft symbol
Loss of Integrity Monitoring–GPS integrity is insufficient for the current
phase of flight
INTEG OK Lower left of
aircraft symbol
Integrity OK–GPS integrity has been restored to within normal limits
(annunciation displayed for five seconds)
DR Upper right of
aircraft symbol
Dead Reckoning–System is using projected position rather than GPS position
to compute navigation data and sequence active flight plan waypoints
Table 2-3 Abnormal GPS Conditions Annunciated on HSI
Figure 2-40 Example HSI Annunciations
In Dead Reckoning Mode the CDI is removed from the display when GPS is the selected navigation source.
The following items on the PFD are then shown in yellow:
• Current Track Bug
• Wind Data
• Ground Speed
• Distances in the Bearing Information Windows
• GPS bearing pointers
These items should be verified when operating in Dead Reckoning Mode as they become increasingly
inaccurate over time.
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UNUSUAL ATTITUDES
When the aircraft enters an unusual pitch attitude, red chevrons pointing toward the horizon warn of extreme
pitch. The chevrons are displayed on the Attitude Indicator, starting at 50˚ above and 30˚ below the horizon
line.
Figure 2-41 Pitch Attitude Warnings
Nose High Nose Low
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 each PFD and their softkeys are disabled when the aircraft experiences
unusual attitudes:
• Traffic Annunciations
• AFCS Annunciations
• Inset Map
• Outside air temperature (OAT)
• ISA temperature deviation
• Wind data
• Selected Heading readout
• Selected Course readout
• Transponder Status Box
• System Time
• PFD Setup Menu
• Windows displayed in the lower
right corner of the PFD:
– Timer/References
– Nearest Airports
– Flight Plan
– Messages
– Procedures
• Minimum Descent Altitude/
Decision Height readout
• Vertical Deviation, Glideslope,
and Glidepath Indicators
• Altimeter Barometric Setting
• Selected Altitude
• VNV Target Altitude
• Ground Speed
• True Airspeed
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SECTION 3 ENGINE INDICATION SYSTEM (EIS)
NOTE: Refer to the Aircraft Flight Manual (AFM) for limitations.
The G1000 offers improved flight operations and reduces crew workload by automatically monitoring critical
system parameters during all phases of flight using the following:
• The Engine Indication System (EIS) displays electrical, fuel, engine, and flight control information on the
left side of the Multi Function Display (MFD). EIS information can also be fully expanded to an entire page by
pressing the ENGINE Softkey or turning the large FMS Knob to select the EIS - Engine Page.
In combination with the EIS, aural alerts, additional avionics messages, and master indicators are used to
inform the crew of aberrant flight conditions. The system also provides an improved level of maintenance data
for the ground crew.
Figure 3-1 MFD with EIS display
EIS Display
Green bands on the instruments indicate normal ranges of operation; yellow and red bands indicate caution
and warning, respectively. White or uncolored bands indicate areas outside of normal operation not yet in the
caution or warning ranges. When unsafe operating conditions occur, the corresponding readouts flash to indicate
cautions and warnings. If sensory data to an instrument becomes invalid or unavailable, a red “X” is displayed
across the instrument.
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3.1 ENGINE DISPLAY
Figure 3-3 EIS when Engine Page is displayedFigure 3-2 Engine Display
8
1
9
10
11
2
3
4
6
7
12
5
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1
Engine Manifold Pressure
Gauge (MAP INHG)
Displays manifold pressure in inches of Mercury (in Hg) to indicate engine power
2
Tachometer (RPM) Displays propeller speed in revolutions per minute (rpm)
3
Propeller Sync Indicator Points towards the higher-speed propeller when the propellers are out of
sync.
4
Exhaust Gas Temperature
(EGT °F)
Displays the exhaust gas temperature in
°F
5
Fuel Flow Indicator
(FFLOW GPH)
Displays fuel flow in gallons per hour (gph)
6
Oil Pressure Indicator
(OIL PSI)
Displays oil pressure in pounds per square inch (psi)
7
Oil Temperature Indicator
(OIL °F)
Displays oil temperature in degrees Fahrenheit (°F)
8
Alternator Current (ALTR
AMPS)
Displays each alternator current in amperes
9
Voltage (VOLTS) Displays the bus voltage.
10
Battery Current(BATT
AMPS)
Displays the battery current in amperes
11
Fuel Quantity Indicator
(FUEL QTY GAL)
Displays the amount of fuel in gallons (gal) for each side of a standard fuel
tank.
12
Landing Gear Status
(LANDING GEAR)
Displays landing gear status
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3.2 ENGINE PAGE
The EIS - Engine Page displays all engine, fuel, fuel calculation, electrical, and trim information. To access
this page, press the ENGINE Softkey or turn the large FMS Knob and select the EIS - Engine Page.
Figure 3-4 Engine Page Softkeys
ENGINE
Select the ENGINE Softkey to
return to the top-level softkeys.
DEC FUEL
ENGINE
Select the BACK Softkey to
return to the top-level softkeys.
SYSTEM
ENGINE LEAN INC FUEL RST FUEL DEC FUEL BACK
SYSTEM
ENGINE LEAN BACK
ASSIST CYL SLCT
ENGINE
CO RST
(optional)
INC FUEL RST FUEL
Level 1 Level 2
Description
ENGINE
Displays EIS - Engine Page and second-level engine softkeys; press again to exit
page
DEC FUEL Decreases displayed fuel remaining in 1-gal increments
INC FUEL Increases displayed fuel remaining in 1-gal increments
RST FUEL Resets displayed fuel remaining to maximum fuel capacity for aircraft and fuel used
to zero
1
3
2
13
Figure 3-5 Engine Page
4
5
6
7
89
11
12
1415
10
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1
Engine Manifold Pressure
Gauge (MAP INHG)
Displays manifold pressure in inches of Mercury (in Hg) to indicate engine power
2
Tachometer (RPM) Displays propeller speed in revolutions per minute (rpm)
3
Propeller Sync Indicator Points towards the higher-speed propeller when the propellers are out of
sync.
4
Exhaust Gas Temperature
(EGT °F)
Displays the exhaust gas temperature in
°F
5
Fuel Flow Indicator
(FFLOW GPH)
Displays fuel flow in gallons per hour (gph)
6
Oil Pressure Indicator
(OIL PSI)
Displays oil pressure in pounds per square inch (psi)
7
Oil Temperature Indicator
(OIL °F)
Displays oil temperature in degrees Fahrenheit (°F)
8
Landing Gear Status
(LANDING GEAR)
Displays landing gear status
9
Fuel Calculations Group
(FUEL CALC)
Displays calculated fuel used (GAL USED), endurance (ENDUR), and range
(in nautical miles, RANGE NM), and fuel efficiency (in nautical miles per
gallon, NMPG) based on the displayed fuel remaining (GAL REM) and the
fuel flow totalizer
10
Flap Setting Indicator
(SYSTEM)
Displays the setting of the flaps in degrees.
11
Electrical Group
(ELECTRICAL)
Displays alternator (ALTR AMPS) and battery (BATT AMPS) currents in
amperes and bus voltage (VOLTS)
12
Engine Hours (TACH
TIME)
Displays the total time in hours the engine has been in service
13
Exhaust Gas Temperature
Bar Graph (EGT °F)
Displays the exhaust gas temperatures for all cylinders in °F
14
Cylinder Head
Temperatures (CHT °F)
Displays cylinder head temperatures in °F
15
Fuel Quantity Gauges
(FUEL)
Displays the total amount of fuel and the amount of fuel in gallons (gal) for
each side of a standard fuel tank
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ELECTRICAL
DC current for the left and right alternators (pointers labeled “L” and “R”) and voltage for the DC bus are
shown along color-coded horizontal scales, with readouts above the scale. The ammeter displays the battery
load in amperes (amps) along a horizontal scale, with a white tick mark indicating zero amps. The horizontal
scales and pointers will not appear in Reversionary Mode.
Figure 3-6 Electrical Group
Bus Voltage
Ammeter
Alternator
Current
EXHAUST GAS TEMPERATURE BAR GRAPH
Exhaust Gas (EGT) temperatures in degrees Fahrenheit are displayed for each cylinder using a bar graph on
the Engine Page. A temperature readout for each cylinder is shown at the top of the graph. Cylinders whose
EGTs are in the normal range appear in white. The temperature readout is replaced with white dashes if the
temperature exceeds the normal range.
Exhaust Gas
Temperatures
Normal
Temperature
Range Exceeded
Figure 3-7 Exhaust Gas Temperature
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FUEL CALCULATIONS
NOTE: Fuel calculations do not use the aircraft fuel quantity indicators and are calculated from the last time
the fuel was reset.
Fuel used (GAL USED), endurance (ENDUR), range (in nautical miles, RANGE NM), and fuel efficiency (in
nautical miles per gallon, NMPG) are calculated based on the displayed fuel remaining (GAL REM) and the
fuel flow totalizer. The calculated range also takes into account the aircraft’s heading and the wind direction
and speed.
Adjusting the fuel totalizer quantity:
On the Engine Page, use the DEC FUEL and INC FUEL softkeys to obtain the desired fuel remaining (GAL REM).
Resetting the fuel totalizer:
On the Engine Page, select the
RST FUEL
Softkey; this resets displayed fuel remaining (GAL REM) to the
maximum fuel capacity for the aircraft and fuel used to zero.
Figure 3-9 Fuel Calculations Group
Fuel Efficiency
Calculated Range
Calculated Endurance
Calculated Fuel Used
Set Fuel Remaining
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A map feature related to the EIS Fuel Calculations is the Fuel Range Ring, which graphically illustrates the
aircraft’s remaining range based on the endurance (ENDUR), heading, groundspeed, and wind direction and
speed. The solid green circle represents the range until all the remaining fuel is depleted. The dashed green
circle indicates the aircraft range until only reserve fuel remains. Once on reserve fuel, the range is indicated
by a solid yellow circle.
The Fuel Range Ring shifts position in relation to the aircraft according to wind effects. For example, more
fuel is required for flying into a headwind, and the aircraft’s decreased range in that direction is indicated by
the Fuel Range Ring shifting toward the tail of the Aircraft Symbol.
The amount of reserve fuel (only for purposes of the Fuel Range Ring) is set on the Navigation Map Page
Setup Menu in terms of remaining flight time. When enabled the Fuel Range Ring appears on the Navigation
Map Page, the Weather Data Link Page, and PFD Inset Map.
Set Flight Time
Remaining on
Reserve Fuel
(Reserve Fuel Time)
Press the
MENU
Key to Display
Navigation Map
Page Setup Menu
Total Range
(Based on Endurance)
Time to
Reserve Fuel
Difference of
Ranges Based on
Reserve Fuel Time
Range to Reserve Fuel
(Based on Endurance
Minus Reserve Fuel Time)
Figure 3-10 Fuel Range Ring and Setup
Enabling/disabling the Fuel Range Ring and selecting a reserve fuel time:
1) Display the Navigation Map Page (press and hold the CLR Key for 2 seconds to quickly select this map).
2) Press the MENU Key.
3) Highlight ‘Map Setup’ and press the ENT Key. The Map Setup Menu is displayed.
4) Use the small FMS Knob to select the ‘Map’ group and press the ENT Key.
5) Highlight the ‘FUEL RNG (RSV)’ field.
6) Turn the small FMS Knob to select ‘On’ or ‘Off’.
7) Turn the large FMS Knob to highlight the reserve fuel time, how long the aircraft can fly after reaching the
reserve fuel.
8) Enter the desired reserve fuel time (00:00 to 23:59; hours:minutes) and press the ENT Key.
9) Press the FMS Knob to return to the Navigation Map Page.
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OIL PRESSURE AND TEMPERATURE GAUGES
Engine oil pressure and temperature for each engine are shown along horizontal bar indicators. Oil pressure
is shown in pounds per square inch (psi) and temperature in degrees Fahrenheit (°F). If the oil pressure pointer
enters the yellow band, a caution is issued. If the oil pressure or oil temperature pointers enter the red band,
a warning is issued.
Figure 3-11 Oil Pressure and Temperature Gauges
FUEL QUANTITY
The fuel display shows the fuel quantity in each tank in gallons (gal). Fuel quantity for each tank is normally
shown along a vertical slider scale with corresponding readouts below each gauge. A total fuel quantity readout
is shown at the bottom of the display between the fuel quantity gauges. A caution or warning is issued for low
fuel quantity.
Figure 3-13 Fuel Display
Total Fuel Quantity
Tank Fuel
Quantities
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LANDING GEAR INDICATIONS
Landing Gear statuses are shown using the indications in the following table.
Position EIS Engine Page
Up &
Locked
In Transition
Down and
Locked
Warning
Table 3-2 Landing Gear Indications
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EIS DISPLAY (REVERSIONARY MODE)
Should a system detected failure occur on the MFD, the PFD automatically enters reversionary mode. Should
a system detected failure occur on the PFD, reversionary mode must be activated manually, if desired. Refer to
the System Overview section for more information.
The Engine Display, in reversionary mode, is identical to the normal EIS Display on the MFD.
Figure 3-14 Reversionary Mode (EIS Shown)
EIS Display
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SECTION 4 AUDIO PANEL AND CNS
4.1 OVERVIEW
The Communication/Navigation/Surveillance (CNS) system includes the Audio Panel, communication radios,
navigation radios, and Mode S transponder. The System Overview Section provides a block diagram description
of the Audio Panel and CNS system interconnection.
CNS operation in the G1000 is performed by the following Line Replaceable Units (LRUs):
• Primary Flight Display (PFD)
• Multifunction Display (MFD)
• Integrated Avionics Unit (2)
• Audio Panel
• Mode S Transponder
The MFD/PFD controls are used to tune the communication transceivers and navigation radios.
The Audio Panel provides the traditional audio selector functions of microphone and receiver audio selection.
The Audio Panel includes an intercom system (ICS) between the pilot, copilot, and passengers, a marker beacon
system, 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 Transponder is controlled with softkeys and the FMS Knob located on the Primary Flight Display
(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).
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PFD CONTROLS AND FREQUENCY DISPLAY
Figure 4-1 PFD Controls, NAV/COM Frequency Tuning Boxes, and NRST Window
12
21 68
7
345
9
10
11
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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.
2
NAV Frequency Transfer Key
– Transfers the standby and active NAV frequencies.
3
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.
4
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.
5
COM Frequency Box
– Displays COM standby and active frequency fields and volume. The selected COM
transceiver frequency is displayed in green.
6
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.
7
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.
8
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.
9
Nearest Airports Window – Display by pressing NRST Softkey.
10
ENT Key
– Validates or confirms an Auto-tune selection.
11
FMS Knob
– Flight Management System Knob, used to enter transponder codes and Auto-tune entries
when 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.
12
Transponder Data Box
– Indicates the selected transponder code, operating mode, reply, and ident status
for the applicable transponder.
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GMA 1347 AUDIO PANEL CONTROLS
Figure 4-2 Audio Panel Controls
17
18
15
13
11
9
20
7
5
3
1
14
2
16
4
6
8
10
12
22
24
23
21
19
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 #1 COM receiver to be heard. COM2 receive can be
added by pressing the COM2 Key.
2
COM1
– When selected, audio from the #1 COM receiver can be heard.
3
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.
4
COM2
– When selected, audio from the #2 COM receiver can be heard.
5
COM3 MIC
– Reserved for optional COM radio.
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6
COM3
– Reserved for optional COM radio.
7
COM 1/2
– Split COM operation key. When selected, the pilot uses the COM 1 transceiver and the copilot
uses COM 2.
8
TEL
– Selects and deselects telephone audio.
9
PA
– Selects the passenger address system. The selected COM transmitter is deselected when the PA Key
is pressed.
10
SPKR
– Selects and deselects the cabin speaker (if installed). COM and NAV receiver audio can be heard
on the speaker.
11
MKR/MUTE
– Selects marker beacon receiver audio. Mutes the currently received marker beacon receiver
audio. Unmutes automatically when new marker beacon audio is received. Also, stops play of recorded
COM audio.
12
HI SENS
– Press to increase marker beacon receiver sensitivity. Press again to return to low sensitivity.
13
DME
– Turns optional DME audio on or off.
14
NAV1
– When selected, audio from the #1 NAV receiver can be heard.
15
ADF
– Turns optional ADF receiver audio on or off.
16
NAV2
– When selected, audio from the #2 NAV receiver can be heard.
17
AUX
– Not used in the PA-44-180.
18
MAN SQ
– Enables manual squelch for the intercom. When the intercom is active, press the PILOT Knob
to illuminate SQ. Turn the PILOT/PASS Knobs to adjust squelch.
19
PLAY
– Press once to play the last recorded COM audio. Press again while audio is playing and the
previous block of recorded audio will be played. Each subsequent press plays each previously recorded
block. Pressing the
MKR/MUTE
Key during play of a memory block stops play.
20
PILOT
– Selects and deselects the pilot intercom isolation.
21
COPLT
– Selects and deselects the copilot intercom isolation.
22
PILOT Knob
– Press to switch between volume and squelch control as indicated by illumination of VOL
or SQ. Turn to adjust intercom volume or squelch. The MAN SQ Key must be selected to allow squelch
adjustment.
23
PASS Knob
– Turn to adjust Copilot/Passenger intercom volume or squelch. The MAN SQ Key must be
selected to allow squelch adjustment.
24
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 G1000 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. During reception of audio from the COM radio selected for transmission,
audio from the other COM radio is muted.
An active COM frequency displayed in green indicates that the COM transceiver is selected on the Audio
Panel (
COM1 MIC
or
COM2 MIC
Key). Both active COM frequencies appearing in white indicate that no COM
radio is selected for transmitting (PA Key is selected on the Audio Panel).
Frequencies in the standby field are displayed in either white or gray. The standby frequency in the tuning
box is white. The other standby frequency is gray.
Active
Fields Standby
Fields
Tuning Box
COM2 Radio is Selected
on the Audio Panel
Figure 4-3 Selecting a COM Radio for Transmit
COM3 is reserved for an optional COM radio.
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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.
Figure 4-4 COM Radio Transmit and Receive Indications
Annunciator
Flashes During
Transmission
Transmit and
Receive Indicators
COM TRANSCEIVER MANUAL TUNING
The COM frequency controls and frequency boxes are on the right side of each PFD.
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.
Figure 4-6 Switching COM Tuning Boxes
Press the
COM
Knob to
Switch the Tuning Box From
One COM Radio to the Other
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.
Figure 4-7 Quickly Tuning 121.500 MHz
Press for Two Seconds
to Load 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)
• WPT – Airport Information Page
• NRST – Nearest Airports Page
• NRST – Nearest Frequencies Page (ARTCC, FSS,
WX)
• NRST – Nearest Airspaces 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) Press 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
Select the
NRST
Softkey to Open
the Nearest
Airports Window
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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 4-10, 4-11, and 4-12).
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 (Figure 4-11).
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.
Figure 4-9 Frequency Auto-Tuning from the MFD
Turn the
FMS
Knob to Scroll
Through a List
of Frequencies
Press the
ENT
Key to
Load a Highlighted
Frequency into
the COM Standby
Frequency Box
Or:
1) On the Nearest Airports, Frequencies, or Airspaces page, 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 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.
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Figure 4-10 Nearest Pages Menus
Nearest Airspaces MenuNearest Airports Menu Nearest Frequencies Menu
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
ENT
Key to load
frequency into PFD
COM Standby Field.
Cursor then advances
to the next frequency.
Select
INFO
Softkey for
AIRPORT, RUNWAYS,
and FREQUENCIES
Windows
Selected Airport
Identifier and
Information
Runway
Information
Figure 4-11 WPT – Airport Information Page
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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 G1000 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.
COM channel spacing is set on the System Setup Page of the AUX Page Group.
Figure 4-13 COM Channel Spacing
25-kHz Channel
Spacing
8.33-kHz 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 Window is selected, the G1000 softkeys are blank.
Figure 4-14 AUX – System Setup Page
Select 8.33-kHz
or 25.0-kHz
COM Frequency
Channel Spacing
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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.
Figure 4-15 Overriding Automatic Squelch
Squelch
Indication
Press the COM
VOL/
SQ
Knob to turn off
Automatic Squelch.
Press again to restore
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.
Figure 4-16 COM Volume Level
COM Volume
Level Remains
for Two Seconds
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4.3 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 pressing the
CDI
Softkey located on the PFD. The active NAV
frequency selected for navigation is displayed in green. Pressing the
CDI
Softkey once selects NAV1 as the
navigation radio. Pressing the
CDI
Softkey a second time selects NAV2 as the navigation radio. Pressing the
CDI
Softkey a third time activates GPS mode. Pressing 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.
Figure 4-17 Selecting a NAV Radio for Navigation
Active
Fields
Standby
Fields
Tuning Box
The NAV Radio is
Selected by Selecting
the
CDI
Softkey
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, DME, or ADF Key selects and deselects the navigation radio source. Selected audio can be heard
over the headset and the speakers (if selected). All radios can be selected individually or simultaneously.
Figure 4-18 Selecting a NAV Radio Receiver
NAV RECEIVER MANUAL TUNING
The NAV frequency controls and frequency boxes are on the left side of the MFD and PFDs.
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.
Figure 4-19 NAV Frequency Tuning
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
Turn
VOL/ID
Knob to adjust
volume. Press Knob to Turn
Morse Code On or Off.
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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.
Figure 4-20 Switching NAV Tuning Boxes
Press the
NAV
Knob to
Switch the Tuning Box From
One NAV Radio to the Other
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.
Figure 4-21 NAV Radio ID Indication
The Morse Code Identifier
for the GHM VOR is On Station
Identifier
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.
Figure 4-22 NAV Volume Levels
NAV Volume
Level Remains
for Two Seconds
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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
• WPT – VOR Information
• NRST – Nearest Airports
• NRST – Nearest VOR
• NRST – Nearest Frequencies (FSS, WX)
• 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 (Figures 4-23, 4-24, and 4-25).
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 (Figure 4-25).
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.
Figure 4-23 NAV Frequency Auto-Tuning from the MFD
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
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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.
Figure 4-24 Nearest Pages Menus
Nearest Airspaces MenuNearest Airports Menu Nearest Frequencies MenuNearest VOR Menu
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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.
Select the
FREQ
Softkey
to Place the Cursor on
the VOR Frequency
Figure 4-25 Loading the NAV Frequency from the NRST – Nearest VOR Page
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
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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 4-26 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.
Figure 4-27 Marker Beacon Annunciations on the PFD
Outer Marker
Indication
Middle Marker
Indication
Inner Marker
Indication
Figure 4-28 Marker Beacon Keys
The Audio Panel provides 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 4-27). 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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4.4 GTX 33 MODE S TRANSPONDER
The GTX 33 Mode S Transponder provides Mode A, Mode C, and Mode S interrogation and reply capabilities.
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
• 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 (TAS) to
recognize the presence of Mode S-equipped aircraft for selective interrogation.
• Extended squitter – Transmits the Automatic Dependent Surveillance-Broadcast (ADS-B) position, velocity, and
heading information periodically without requiring an interrogation.
The Hazard Avoidance Section provides more details on traffic avoidance systems.
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:
STBY
,
ON
,
ALT
,
VFR
,
CODE
,
IDENT
,
ADS-B TX
,
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.
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Figure 4-29 Transponder Softkeys (PFD)
Selecting the BACK Softkey
returns to the top-level softkeys.
MSG
MSG
BACK BKSP
IDENT
7 6 5 4 3 2 1 0
STBY ON ALT VFR CODE IDENT BACK
XPDR IDENT
Selecting the BACK
Softkey returns to the mode selection softkeys.
GND ADS-B TX
TRANSPONDER MODE SELECTION
Mode selection can be automatic (Ground and Altitude Modes) or manual (Standby, ON, and Altitude Modes).
The
STBY
,
ON,
and
ALT
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.
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. In 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.
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 4-30 Ground Mode
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STANDBY MODE (MANUAL)
NOTE: In Standby Mode, the IDENT function is inhibited.
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 4-31 Standby Mode
MANUAL ON MODE
ON Mode can be selected at any time by selecting the ON Softkey. ON Mode generates Mode A and Mode S
replies, but 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 4-32 ON Mode
ALTITUDE MODE (AUTOMATIC OR MANUAL)
Altitude Mode is automatically selected when the aircraft becomes airborne. Altitude Mode may also be
selected manually by selecting the
ALT
Softkey.
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 4-33 Altitude Mode
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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 4-34 Reply Indication
ADS-B TX MODE
Press the ADS-B TX Softkey to enable/disable the transmission of the ADS-B information. ADS-B
transmission defaults to enabled at each power cycle. Do not disable ADS-B transmission unless requested
by ATC.
ADS-B Transmission
Enabled
Figure 4-35 Altitude Mode
ENTERING A TRANSPONDER CODE
Entering a transponder code with softkeys:
1) Select the
XPDR
Softkey to display the Transponder Mode Selection Softkeys.
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 4-36 Entering a Code
Entering a transponder code with the PFD FMS Knob:
1) Select the
XPDR
and the
CODE
Softkeys as in the previous procedure to enable code entry.
2) Turn the small FMS Knob to enter the first two code digits.
3) Turn the large FMS Knob to move the cursor to the next code field.
4) Enter the last two code digits with the small FMS Knob.
5) Press the
ENT
Key to complete code digit entry.
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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.
Figure 4-37 Entering a Code with the FMS Knob
Press the
ENT
Key to
Complete
Code Entry
Turn the Large
FMS
Knob
to Move the
Cursor to the
Next Code Field
Turn the Small
FMS
Knob to
Enter Two Code
Digits at a Time
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.
Figure 4-38 VFR Code
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.
Select the
IDENT Softkey
to Initiate the
ID Function
IDNT
Indication
Figure 4-39 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 is not to exceed seven 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.
If configuration is set to “SAME AS TAIL” the aircraft tail number will always be displayed.
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.
Figure 4-40 Timer/References Window, Entering Flight ID
Flight ID
PFD Entry
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4.5 ADDITIONAL AUDIO PANEL FUNCTIONS
POWER-UP
The Audio Panel performs 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.
MONO/STEREO HEADSETS
Stereo headsets are recommended for use with the G1000.
Using a monaural headset in a stereo jack shorts the right headset channel output to ground. While this does
not damage the Audio Panel, a person listening on a monaural headset hears only the left channel in both ears.
If a monaural headset is used at one of the passenger positions, any other passenger using a stereo headset hears
audio in the left ear only.
SPEAKER
All of the radios can be heard over the cabin speaker (if installed). Pressing the
SPKR
Key selects and
deselects the cabin speaker. Speaker audio is muted when the PTT is pressed. Certain aural alerts and warnings
(autopilot, traffic, altitude) are always heard on the speaker, even when the speaker is not selected.
The speaker volume is adjustable within a nominal range. Volume can be adjusted though configuration.
Figure 4-41 Speaker Key
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INTERCOM
The Audio Panel includes a four-position intercom system (ICS) and a stereo music input for the pilot, copilot
and up to four passengers. The intercom provides Pilot and Copilot isolation from the passengers and aircraft
radios.
Figure 4-42 Intercom Controls
PILOT KEY
Annunciator
COPLT KEY
Annunciator Pilot Hears Copilot Hears Passenger Hears
OFF OFF
Selected radios, aural
alerts, pilot, copilot,
passengers, music
Selected radios, aural
alerts, pilot, copilot,
passengers, music
Selected radios, aural
alerts, pilot, copilot,
passengers, music
ON OFF Selected radios, aural
alerts, pilot
Copilot,
passengers,
music
Copilot,
passengers,
music
OFF ON
Selected radios,
aural alerts, pilot;
passengers, music
Copilot
Selected radios, aural
alerts, pilot, passengers,
music
ON ON Selected radios, aural
alerts, pilot, copilot
Selected radios, aural
alerts, pilot, copilot
Passengers;
music
Table 4-1 ICS Isolation Modes
Pilot isolation is selected when the PILOT Annunciator is illuminated. During Pilot isolation, the pilot can
hear the selected radios and aural alerts and warnings. The copilot and passengers can communicate with each
other. The copilot is isolated from aural alerts and warnings.
Copilot isolation is selected when the COPLT Annunciator is illuminated. The copilot is isolated from the
selected radios, aural alerts and warnings, and everyone else. The pilot and passengers can hear the selected
radios, aural alerts, and communicate with each other.
When both the PILOT and COPLT Annunciators are illuminated, the pilot and copilot can hear the selected
radios, aural alerts, and communicate with each other. The passengers are isolated from the pilot and copilot
but can communicate with each other.
When both the PILOT and COPLT Annunciators are extinguished, everyone hears the selected radios, aural
alerts, and is able to communicate with everyone else.
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INTERCOM VOLUME AND SQUELCH
The
PILOT/PASS
Knob controls volume or manual squelch adjustment for the pilot and copilot/passenger.
The small knob controls the pilot volume and squelch. The large knob controls the copilot/passenger volume
and squelch. The VOL and SQ annunciations at the bottom of the unit indicate which function the knob is
controlling. Pressing the
PILOT/PASS
Knob switches between volume and squelch control as indicated by
the VOL or SQ annunciation being illuminated.
The
MAN SQ
Key allows either automatic or manual control of the squelch setting.
• When the MAN SQ Annunciator is extinguished (Automatic Squelch is on), the
PILOT/PASS
Knob
controls only the volume (pressing the
PILOT/PASS
Knob has no effect on the VOL/SQ selection).
• When the MAN SQ Annunciator is illuminated (Manual Squelch), the
PILOT/PASS
Knob controls
either volume or squelch (selected by pressing the PILOT/PASS Knob and indicated by the VOL or SQ
annunciation).
Figure 4-43 Volume/Squelch Control
Automatic/Manual Squelch
Copilot/Passenger
Volume or
Manual Squelch
Manual Squelch Annunciator;
Off for Automatic Squelch, On
for Manual Squelch
Pilot Volume or Manual
Squelch. Press to switch
between VOL and SQ. Turn
to adjust Squelch when SQ
Annunciation is lit, Volume
when VOL Annunciation is lit.
Volume Annunciation Squelch Annunciation
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PASSENGER ADDRESS (PA) SYSTEM
A passenger address system is available for delivering voice messages over the cabin speaker. When the PA
Key is pressed on the Audio Panel, the COM MIC Annunciator is extinguished, and the active COM frequency
changes to white, indicating that there is no COM selected. A Push-to-Talk (PTT) must be pressed to deliver PA
announcements. The PA Annunciator flashes about once per second while the PTT is depressed.
Figure 4-44 PA Key Selected for Cabin Announcements
PA
Key is Selected on
the Audio Panel
CLEARANCE RECORDER AND PLAYER
The Audio Panel contains a digital clearance recorder that 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. Pressing the PLAY Key once plays the latest recorded memory
block. The PLAY Annunciator flashes to indicate when play is in progress. The PLAY Annunciator turns off
after the present memory block has finished playing.
Pressing the
MKR/MUTE
Key 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 while audio is playing begins playing the previously recorded memory block. Each
subsequent press of the PLAY Key selects the previously recorded memory block.
Powering off the unit automatically clears all recorded blocks.
Figure 4-45 Play Key
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SPLIT COM OPERATION
NOTE: Split COM performance is affected by the distance between the COM antennas and the separation
of the tuned frequencies. If the selected COM1 and COM2 frequencies are too close together, interference
may be heard during transmission on the other radio.
During Split COM operation, both the pilot and the copilot can transmit simultaneously over separate radios.
The pilot can still monitor NAV1, NAV2, ADF, DME, and MKR Audio as selected, but the copilot is only able
to monitor COM2.
Pressing the COM 1/2 Key selects Split COM operation. The COM 1/2 Annunciator is illuminated indicating
Split COM operation. COM1 and COM2 frequencies are displayed in green indicating that both transceivers
are active. Split COM operation is cancelled by pressing the COM 1/2 Key again, at which time the annunciator
is extinguished.
When Split COM operation is selected, COM1 is used by the pilot and COM2 is used by the copilot. The
COM1 MIC Annunciator flashes when the pilot’s microphone PTT is pressed. The COM2 MIC Annunciator
flashes when the copilot’s microphone PTT is pressed.
COM2 Radio is Used
by the Copilot
Figure 4-46 Split COM Operation
COM1 Radio is Used
by the Pilot
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ENTERTAINMENT INPUTS
NOTE: Music1 and Music2 audio cannot be completely turned off. Audio level for the crew and passengers
can be adjusted by a Garmin-authorized service center.
The Audio Panel provides two stereo auxiliary entertainment inputs: Music1 and Music2. The pilot and
copilot hear Music1 and the passengers hear Music2. These inputs are compatible with popular portable
entertainment devices such as MP3 and CD players. Two 3.5-mm stereo phone jacks can be installed in
convenient locations for audio connection. The headphone outputs of the entertainment devices are plugged
into the Music1 or Music2 jacks.
The current ICS state of isolation affects the distribution of the entertainment input (see Table 4-1).
CREW MUSIC
Crew music (Music1) can be heard by the pilot and copilot when both the PILOT and the COPLT ICS
Annunciators are extinguished. Crew music can also be heard by the pilot when the COPLT Annunciator is
illuminated and by the copilot when the PILOT Annunciator is illuminated.
Music Muting
Crew music muting occurs when aircraft radio or marker beacon activity is heard. Crew music is always
soft muted when an interruption occurs from these sources. Soft muting is the gradual return of music to
its original volume level. The time required for music volume to return to normal is between one-half and
four seconds.
Music Muting enaBle/DisaBle
Pressing and holding the
MKR/MUTE
Key for three seconds switches crew music muting on and off.
When switching, either one or two beeps are heard; one beep indicates that music muting is enabled, two
beeps indicate music muting is disabled. Crew music muting is reset (enabled) during power up.
PASSENGER MUSIC
Passenger music (Music2) can be heard only by the passengers and is never muted.
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4.6 AUDIO PANEL 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: When the MAN SQ is activated, the ICS squelch can be set manually by the pilot and copilot. If
manual squelch is set to full open (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 G1000 System, the following steps aid in maximizing the use of the Audio Panel 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.
Figure 4-47 Audio Panel Controls
Pilot and
Copilot ICS
Isolation Keys
Pilot Volume
or Manual
Squelch
Automatic/Manual
Squelch
Volume
Annunciation
Squelch
Annunciation
Copilot/Passenger
Volume or
Manual Squelch
Setting the Audio Panel during preflight:
1) Verify that the PILOT and COPLT Annunciators are extinguished.
2) Verify that manual squelch is set to full open.
3) Turn the PILOT Knob and COPILOT Knob fully clockwise. This will set the headset intercom audio level to max
volume (least amount of attenuation).
4) Adjust radio volume levels (COM, NAV, etc.) to a suitable level.
5) Adjust the PILOT Knob and COPILOT Knob volume to the desired intercom level.
6) Reset squelch to automatic, or adjust to the appropriate level manually.
Once this procedure has been completed, the pilot and copilot can change settings, keeping in mind the notes
above.
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4.7 ABNORMAL OPERATION
Abnormal operation of the G1000 includes equipment failures of the G1000 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 4-48 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.
Figure 4-49 COM Tuning Failure
Emergency Channel
Loaded Automatically
AUDIO PANEL FAIL-SAFE OPERATION
If there is a failure of the Audio Panel, a fail-safe circuit connects the pilot’s headset and microphone directly
to the COM1 transceiver. Audio will not be available on the speaker.
PFD FAILURE (REVERSIONARY MODE)
The red DISPLAY BACKUP Button selects the Reversionary Mode. See the System Overview Section for
more information on Reversionary Mode.
Figure 4-50 Display Backup Button
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SECTION 5 FLIGHT MANAGEMENT
5.1 INTRODUCTION
The G1000 is an integrated flight, engine, communication, navigation and surveillance system. This section of
the Pilot’s Guide explains flight management using the G1000.
The most prominent part of the G1000 are the full color displays: a Primary Flight Display (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), Approach (LNAV, LNAV+V, L/VNAV,
LP, LPV), or Missed Approach (MAPR)). L/VNAV, LP, and LPV approaches 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 pressing 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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Figure 5-1 GPS Navigation Information on the PFD
Location of:
- Direct To Window
- Flight Plan Window
- Procedures Window
- Nearest Airports Window
Inset Map
Navigation Status Box
Navigation Mode
Figure 5-2 GPS Navigation Information on the MFD Navigation Page
Active Flight Plan Leg
Navigation Map
- Aviation Data
- Geographic Data
- Topographic Data
- Hazard Data
Navigation Status Box
Aircraft Icon
at Present Position
Navigation Page Title
Map Range
Map Orientation
Flight Plan Leg
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
Active Leg
Direct-to
Right Procedure Turn
Left Procedure Turn
Right Holding Pattern
Left Holding Pattern
Vector to Final
Right DME Arc
Left DME Arc
The Navigation Status Box located at the top of the
MFD contains four data fields, each displaying one of
the following items:
• Bearing (BRG)
• Distance (DIS)
• Desired Track (DTK)
• Endurance (END)
• Enroute Safe Altitude (ESA)
• Estimated Time of Arrival (ETA)
• Estimated Time Enroute (ETE)
• Fuel on Board (FOB)
• Fuel over Destination (FOD)
• Ground Speed (GS)
• Minimum Safe Altitude (MSA)
• True Air Speed (TAS)
• Track Angle Error (TKE)
• Track (TRK)
• Vertical Speed Required (VSR)
• Crosstrack Error (XTK)
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. Pressing the DFLTS Softkey returns all fields to the default setting.
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5.2 USING MAP DISPLAYS
Map displays are used extensively in the G1000 to provide situational awareness in flight. Most G1000 maps
can display the following information:
• Airports, NAVAIDs, airspaces, airways, land data
(highways, cities, lakes, rivers, borders, etc.) with
names
• Map Pointer information (distance and bearing to
pointer, location of pointer, name, and other pertinent
information)
• Map range
• Wind direction and speed
• Map orientation
• Icons for enabled map features
• Aircraft icon (representing present position)
• Nav range ring
• Fuel range ring
• Flight plan legs
• User waypoints
• Track vector
• Topography scale
• Topography data
• Obstacle data
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.
• 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
The information in this section applies to the following maps unless otherwise noted:
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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.
Figure 5-4 Navigation Map Page Menu Window
Map Setup
Selection
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.
Figure 5-5 Map Setup Menu Window - Map Group
Orientation Field
Map Group Selection
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.
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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 G1000 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.
Figure 5-6 Map Range
Range Overzoom
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.
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• 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.
Figure 5-7 Map Setup Menu Window - Map Group, Auto Zoom
Auto Zoom:
Off, MFD Only, PFD Only, All On
Manual Range Override
Expiration Time
Maximum Look Forward Time
Minimum Look Forward Time
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 ‘Off’, ‘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.
Figure 5-8 Navigation Map - Map Pointer Activated
Map
Pointer
Map Pointer
Information
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.
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.
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Figure 5-9 Navigation Map - Map Pointer on Point of Interest
Map Pointer on POI
Information about
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.
Figure 5-10 Navigation Map - Map Pointer on Airspace
Map Pointer on
Airspace
Information about
Airspace
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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.
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) Press 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.
Figure 5-11 Navigation Map - Information Window - NAVAID
NAVAID
Information
GO BACK Softkey
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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.
Figure 5-12 Navigation Map - Information Window - Airspace
Airspace
Information
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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.
Figure 5-13 Navigation Map - Measuring Bearing and Distance
Pointer Lat/Long
Measurement Information
Measurement Line
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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
Black Background
TOPO Off
Figure 5-14 Navigation Map - Topographic Data
TOPO Softkey
Enabled
Navigation Map
Topographic Data
TOPO On
TOPO Softkey
Not Enabled
Displaying/removing topographic data on all pages displaying navigation maps:
1) Press the MAP Softkey (the INSET Softkey for the PFD Inset Map).
2) Press the TOPO Softkey.
3) Press 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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Figure 5-15 Navigation Map Setup Menu - TOPO DATA Setup
TOPO DATA
On/Off
TOPO DATA
Range
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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Figure 5-16 Navigation Map - TOPO SCALE
Maximum Displayed Elevation
Minimum Displayed Elevation
Aircraft Altitude (MSL)
Ground Elevation at Pointer
Location (only visible when
Pointer is displayed)
Range of
Displayed
Elevations
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.
Figure 5-17 Navigation Map Setup Menu - TOPO SCALE Setup
TOPO SCALE
On/Off
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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 Default
Range (nm)
Maximum
Range (nm)
Latitude/Longitude (LAT/LON) Off 2000
Highways and Roads
Interstate Highway (FREEWAY) 300 800
International Highway (FREEWAY) 300 800
US Highway (NATIONAL HWY) 30 80
State Highway (LOCAL HWY) 15 30
Local Road (LOCAL ROAD) N/A 8 15
Railroads (RAILROAD) 15 30
LARGE CITY (> 200,000) 800 1500
MEDIUM CITY (> 50,000) 100 200
SMALL CITY (> 5,000) 20 50
States and Provinces (STATE/PROV) 800 1500
Rivers and Lakes (RIVER/LAKE) 200 500
USER WAYPOINT 150 300
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
Range (nm)
Maximum
Range (nm)
Active Flight Plan Leg (ACTIVE FPL) 2000 2000
Non-active Flight Plan Leg (ACTIVE FPL) 2000 2000
Active Flight Plan Waypoint (ACTIVE FPL WPT) See Airports, NAVAIDs 2000 2000
Large Airports (LARGE APT)
250 500
Medium Airports (MEDIUM APT) 150 300
Small Airports (SMALL APT) 50 100
Taxiways (SAFETAXI) See Additional Features 3 20
Runway Extension (RWY EXTENSION) N/A Off 100
Intersection (INT WAYPOINT) 15 30
Non-directional Beacon (NDB WAYPOINT) 15 30
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
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.
Figure 5-18 Navigation Map Setup Menu - LAND DATA Setup
LAND DATA
On/Off
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.
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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.
Figure 5-19 Navigation Map Setup Menu - LAND GROUP Setup
Maximum Display Range
Text Label Size
(None, Small, Med, or Lrg)
Figure 5-20 Navigation Map Setup Menu - AVIATION GROUP Setup
Maximum Display Range
Text Label Size
(None, Small, Med, or Lrg)
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).
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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.
Figure 5-21 Navigation Map - Declutter Level Indications
Declutter Level
Navigation Map Page Menu
DCLTR Softkey
Decluttering the map:
Press 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 Declutter-1 Declutter-2 Declutter-3
Data Link Radar Precipitation X
Data Link Lightning X
Graphical METARs X
Airports X
Safe Taxi X
Runway Labels X
TFRs X
Restricted X
MOA (Military) X
User Waypoints X X
Latitude/Longitude Grid X X
NAVAIDs (does not declutter if used to define airway) X X
Intersections (does not declutter if used to define airway) X X
Class B Airspaces/TMA X X
Class C Airspaces/TCA X X
Class D Airspaces X X
Other Airspaces/ADIZ X X
Obstacles X X
Cities X X X
Roads X X X
Railroads X X X
State/Province Boundaries X X X
Table 5-3 Navigation Map Items Decluttered for each Detail Level
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AIRWAYS
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 but not including 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.
Figure 5-22 Airways on MFD Navigation Page
Low Altitude
Airway
(Victor Airway)
High Altitude
Airway
(Jet Route)
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Airways may be displayed on the map at the pilot’s discretion using either a combination of AIRWAY 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) Press the MAP Softkey.
2) Press the AIRWAYS Softkey. Both High and Low Altitude Airways are displayed.
3) Press the softkey again to display Low Altitude Airways only.
4) Press the softkey again to display High Altitude Airways only.
5) Press the softkey again to remove High Altitude Airways. No airways are displayed.
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.
Figure 5-23 Navigation Map Setup Menu - AIRWAYS Setup
Low Altitude Airway Range
High Altitude Airway Range
Airway Display Selection
Off, All, LO Only, HI Only
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
Range (nm)
Maximum
Range (nm)
Low Altitude Airway (LOW ALT AIRWAY) 200 500
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 light blue 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.
Figure 5-24 Navigation Map -Track Vector
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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Figure 5-25 Navigation Map Setup Menu -TRACK VECTOR, WIND VECTOR, NAV RANGE RING, FUEL RANGE RING Setup
Track Vector
- On/Off
- Look Ahead Time
Fuel Range
- On/Off
- Fuel Reserve Time
Wind Vector On/Off
Nav Range Ring On/Off
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.
Figure 5-26 Navigation Map - Wind Vector
Wind Direction Wind Speed
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).
Figure 5-27 Navigation Map - Nav Range Ring
Nav Range Ring
Range (radius)
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.
Figure 5-28 Navigation Map - Fuel Range Ring
Range to Reserve Fuel
Time to Reserve Fuel
Total Endurance Range
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.
Figure 5-29 Navigation Map - Field of View
Lateral Field
of View
Boundaries
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 light blue arc when the aircraft is actually climbing or descending.
Figure 5-30 Navigation Map - Range to Altitude Arc
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 auto-
tuning.
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 in the G1000. As a
waypoint identifier, facility name, or location is entered, the G1000’s 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.
Figure 5-31 Waypoint Information Window
Map Area Showing
Entered Waypoint
Identifier Entry Field
Entered Waypoint on
Map
Facility
Entry Field
City Entry Field
- Waypoint Identifier
- Type (symbol)
- Facility Name
- City
Waypoint Location
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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Figure 5-32 Waypoint Information Window - Duplicate Identifier
Duplicate Message
Identifier with
Duplicates
Duplicate
Waypoints
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.
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Figure 5-33 Airport Information Page
Airport/Runway
Diagram
Navigation Map
Showing Selected
Airport
Runway Information
- Designation
- Length/Width/Surface
- Lighting Available
Airport Information
- ID/Facility/City
- Usage Type/Region
- Lat/Long/Elev
- Fuel Available
- Time Zone (UTC Offset)
COM/NAV Freq. Info.
- Identification
- Frequency
- Availability
- Additional Information
Softkeys
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)
Figure 5-34 Airport Directory Page Example
Airport Information
- ID/Facility/City
- Usage Type/Region
Airport Directory
Information
Softkeys
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The airport directory information is viewed on the Airport Directory Page by pressing the INFO softkey
until INFO-2 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
• Traffic Pattern Altitudes
(TPA): Aircraft Class/Altitude
• Runway: Headings, Length,
Width, Obstructions, Surface
• Phones: Phone/Fax Numbers • Weather: Service Type,
Frequency, Phone Number
• Obstructions: General Airport
Obstructions
• Hours: Facility Hours, Light
Hours, Tower Hours, Beacon
Hours
• Flight Service Station (FSS):
FSS Name, Phone Numbers
• Special Operations at
Airport
• Location: Sectional, Magnetic
Variation
• Instrument Approaches:
Published Approach,
Frequency
• Services Available: Category,
Specific Service
• Frequencies: Type/Frequency • NAVAIDS: Type, Identifier,
Frequency, Radial, Distance
• Notes: Airport Notes
• Transportation: Ground
Transportation Type Available
• Noise: Noise Abatement
Procedures
• Pilot Controlled Lighting:
High/Med/Low Clicks/Second
• Approach: Approach Facility
Name, Frequency, Frequency
Parameter
• Charts: Low Altitude Chart
Number
• FBO: Type, Frequencies,
Services, Fees, Fuel, Credit
Cards, Phone/Fax Numbers
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:
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 Navigation Frequencies
Approach *
Arrival *
ASOS
ATIS
AWOS
Center
Class B *
Class C *
Clearance
Control
CTA *
Departure *
Gate
Ground
Helicopter
Multicom
Other
Pre-Taxi
Radar
Ramp
Terminal *
TMA *
Tower
TRSA *
Unicom
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 G1000 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 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.
Figure 5-35 Nearest Airports Window on PFD
COM Freq. Info.
- Identification
- Frequency
Airport Identifier/
Type Length of Longest
Runway
Approach Available
Additional Airports
(within 200 nm)
NRST Softkey
Bearing/Distance to Airport
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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.
Figure 5-36 Airport Information Window on PFD
Airport Information
- Usage/Time/Elev
- Region
Airport Information
- Lat/Long
Airport Information
- ID/Type/City
- Facility
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 three frequencies,
and up to three 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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Figure 5-37 Nearest Airport Page
Nearest Airport
Navigation Map Showing Nearest Airport
Runway Information
- Designation/Surface
- Length/Width
Nearest Airports
- ID/Type
- Bearing/Distance
COM/NAV Freq. Info.
- Identification
- Frequency
Window Selection Softkeys
Airport Information
- Facility/City/Elevation
Approaches Available
LD APR Softkey (only
available if an approach is
highlighted)
Viewing information for a nearest airport on the PFD:
1) Press 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) Press 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, press 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, WATER).
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.
Figure 5-38 System Setup Page - Nearest Airport Selection Criteria
Nearest Airport Criteria
- Type of Runway Surface
- Minimum Runway Length
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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’.
Figure 5-39 Intersection Information Page
Selected Intersection
Navigation Map
Showing Selected
Intersection
Intersection Identifier
Nearest VOR Info
- Identifier/Type (symbol)
- Radial to VOR
- Distance to VOR
Intersection Info
- Region
- Lat/Long
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 eleven 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.
Figure 5-40 Nearest Intersections Page
Nearest Intersection Navigation Map Showing Nearest Intersection
Intersection Information
- Identifier/Symbol
- Bearing/Distance to
intersection from
aircraft position
Reference VOR Info
- Identifier/Type (symbol)
- VOR Frequency
- Bearing/Distance to VOR
Intersection Lat/Long
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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’.
Figure 5-41 NDB Information Page
Selected NDB Navigation Map Showing Selected NDB
NDB Identifier/Type
- Facility Name
- Nearest City
Nearest Airport Info
- Identifier/Type (symbol)
- Bearing/Distance to
Airport
NDB Information
- Type
- Region
- Lat/Long
NDB Frequency
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 eleven 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.
Figure 5-42 Nearest NDB Page
Nearest NDB
Navigation Map Showing Selected NDB
NDB Information
- Facility Name/City
- Type
- Lat/Long
NDB Identifier/Symbol
- Bearing/Distance to
NDB from aircraft
position
NDB Frequency
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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’.
Figure 5-43 VOR Information Page
Selected VOR Navigation Map Showing Selected VOR
VOR Identifier/Type
- Facility Name
- Nearest City
Nearest Airport Info
- Identifier/Type (symbol)
- Bearing/Distance to
Airport
VOR Information
- Class/Magnetic Variation
- Region
- Lat/Long
VOR Frequency
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:
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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.
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 eleven 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.
Figure 5-44 Nearest VOR Page
Nearest VOR Navigation Map Showing Nearest VOR
VOR Information
- Facility Name/City
- Class/Magnetic Variation
- Lat/Long
VOR Identifier/Symbol
- Bearing/Distance to VOR
from aircraft position
VOR Frequency
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USER WAYPOINTS
The G1000 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 latitude and longitude. Once a waypoint has been
created, it can be renamed, deleted, or moved. Temporary user waypoints are erased upon system power down.
Figure 5-45 User Waypoint Information Page
Selected User Waypoint Navigation Map Showing Selected User Waypoint
User Waypoint List
- Identifier
- Comment
User Waypoint Info
- Identifier
- Temporary/Normal
- Waypoint Type
Reference Wpt Info
- Identifier
- Radial/Distance
Softkeys
User Wpt Comment
# User Wpts Used
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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Figure 5-46 Nearest User Waypoint Page
Selected User Waypoint Navigation Map Showing Selected User Waypoint
Nearest User Wpt List
- Identifier
- Bearing/Distance from
aircraft position
User Waypoint Info
- Comment
- Lat/Long
Reference Wpt Info
- Identifier
- Radial/Distance
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.
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5) Press the ENT Key to accept the new waypoint.
6) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and pressing 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 pressing 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. The first reference waypoint box is highlighted.
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 pressing 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. Press 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 G1000 can display the following types of airspaces: Class B/TMA, Class C/TCA, Class D, Restricted, MOA
(Military), Other Airspace, Air Defense Interdiction Zone (ADIZ), and Temporary Flight Restriction (TFR).
Figure 5-48 Airspaces
MOA (Military) Class D Airspace
Class B Airspace
TFR
Restricted Area
Class C Airspace Alert Area
ADIZ
Warning Area
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.
Figure 5-49 System Setup Page - Airspace Alerts
DFLTS Softkey
Airspace Alerts Box
- Airspace Altitude Buffer
- Alert On/Off
(Default Settings Shown)
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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’.
Figure 5-50 Nearest Airspaces Page
Airspace Alerts Info
- Name
- Proximity (Ahead, Inside,
Ahead < 2nm, Within 2nm)
- Time till Intercept (only if
Ahead or Ahead < 2nm)
Airspace Vertical Limits
- Ceiling
- Floor
Airspace/Agency Info
- Airspace Type
- Controlling Agency
Softkeys
Airspace 3
Associated Frequencies
- Type
- Availability/Info
- Frequency
Airspace 1 Airspace 2
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) Press 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 Comments
INSIDE ARSPC
– Inside airspace. The aircraft is inside the airspace.
ARSPC AHEAD
– Airspace ahead –
less than 10 minutes.
Special use airspace is ahead of aircraft. The aircraft penetrates the airspace within 10
minutes.
ARSPC NEAR
– Airspace near and
ahead. Special use airspace is near and ahead of the aircraft position.
ARSPC NEAR
– Airspace near –
less than 2 nm. 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 G1000 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.
Figure 5-51 Direct-to Window - MFD
Direct-to Point Info
- Identifier/Symbol/Region
- Facility Name
- City
Location of Destination
- Bearing/Distance
Map of Selected Point
Desired Course
VNV Constraints
- Altitude at Arrival
- Along Track Offset
Figure 5-52 Direct-to Window - PFD
Direct-to Point Info
- Identifier/Symbol/City
- Facility Name
Activation Command
Direct-to Point Info
- Bearing/Distance
- Desired Course
VNV Constraints
- Altitude at Arrival
- Along Track Offset
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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 wayoint 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.
Figure 5-53 Waypoint Submenu
Waypoint Submenu
- Flight Plan Waypoints
- Nearest Airports
- Recent Waypoints
- User Waypoints
- Airway Waypoints
(only available when
active leg is part of an
airway)
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.
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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 FPL waypoints (the FPL list is populated only
when navigating a flight plan, and the AIRWAY list is available only when the active leg is part of an airway).
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 ENT again to activate the direct-to.
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.
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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 G1000 resumes
navigating the flight plan along the closest leg.
Figure 5-54 Direct-to Window - Cancelling Direct-to Navigation
Page Menu
- Cancel Direct-To Navigation
When navigating a direct-to, the G1000 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.
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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.
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.
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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.
Figure 5-55 Direct-to Window - Clearing Vertical Constraints
Page Menu
- Clear Vertical Navigation
Constraints
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5.6 FLIGHT PLANNING
Flight planning on the G1000 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 G1000 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 non-heading Leg
Active heading Leg
Non-heading Leg in the current flight segment
Heading Leg not in the current flight segment
Non-heading Leg not in the active flight segment
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 G1000 uses the waypoint information from the current database to define the waypoints. If the
database is changed or updated, the G1000 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)
Figure 5-56 Active Flight Plan Page
Active FPL Waypoint List
- Comment
- Procedure Header
- Waypoint Identifier
- Airway Identifier
- Desired Track to Waypoint
- Distance to Waypoint
- Waypoint Altitude Constraint
Vertical Navigation Profile
- Active Vertical WPT Alt/ID
- Vertical Speed Target
- Flight Path Angle
- Vertical Speed Target
- Time to Top of Descent
- Vertical Deviation
Active Flight Plan Leg
Turn Anticipation Arc
Non-Active, Flight Plan Leg
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Active Flight Plan Comment
Figure 5-57 Active Flight Plan Window on PFD
Active Flight
Plan Leg
Active Flight Plan Waypoint List
- Waypoint ID
- Desired Track to Waypoint
- Distance to Waypoint
- Airway Identifier
Figure 5-58 Flight Plan Catalog Page
Flight Plan List
- Comment
Selected FPL Info
- Departure Waypoint
- Destination Waypoint
- Total Flight Plan Distance
- Enroute Safe Altitude
Catalog Contents
- # Used
- # Empty
Softkeys
Selected Flight Plan Map
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 G1000 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).
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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) Press 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.
Figure 5-59 Flight Plan Import
Import/Export Softkeys List of Flight Plans to Import &
Details for the Selected File
Import Successful
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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.
Figure 5-60 Flight Plan Export
Import/Export Softkeys Stored Flight Plan to be Exported &
Exported Flight Plan Name
Export Successful
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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.
Figure 5-61 Stored Flight Plan Page
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 5-62 Active Flight Plan Page - FPL Full
Flight Plan Full Message
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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) Press 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) Press 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 G1000 also anticipates the desired airway and exit point based on loaded flight plan waypoints.
Figure 5-64 Select Airway Page - Selecting Airway
Airway Entry Waypoint
Selected Airway
Airways Available at TOP
Airway Waypoint Sequence
Preview of Selected 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 press 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.
Figure 5-65 Select Airway Page - Selecting Exit Point
Airway Entry Waypoint
Selected Airway
Airway Exit Points
Available
Selected Exit Point
Preview of
Selected Airway
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Figure 5-66 Active Flight Plan Page - Airway Inserted
Inserted Airway Header
- Airway Identifier: [airway
identifier].[exit waypoint identifier]
(e.g., V4.SLN)
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 G1000 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 G1000 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.
Figure 5-67 Stored Flight Plan Page
Flight Plan Name
Flight Plan Waypoint
List
Softkeys
- New Waypoint
- Load Departure
- Load Arrival
- Load Approach
- Activate Flight Plan
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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.
Figure 5-68 Departure Loading Page - Selecting the Departure
Departure Airport
Selected Departure
Departures Available at
KMKC
Departure Waypoint
Sequence
Preview of Selected
Departure
Loading a departure procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press 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) Press 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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Figure 5-69 Departure Loading Page - Selecting Transition
Departure Airport
Selected Departure
Departure Transition Points
Available
Selected Runway
Selected Departure End
Point
Preview of
Selected Departure
Selected Transition
Figure 5-70 Stored Flight Plan Page - Departure Inserted
Inserted Departure Header
- Departure Identifier: [departure
airport]-[departure runway].
[departure transition].
[departure end point]
(e.g., KMKC-ALL.WLDCT2.SLN)
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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.
Figure 5-71 Arrival Loading Page - Selecting the Arrival
Destination Airport
Selected Arrival
Arrivals Available at KCOS
Arrival Waypoint Sequence
Preview of
Selected Arrival
Selected Runway
Loading an arrival procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press 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) Press 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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Figure 5-72 Arrival Loading Page - Selecting the Transition
Destination Airport
Selected Arrival
Transitions Available with
DBRY1
Arrival Waypoint Sequence
Preview of
Selected Arrival
Selected Transition
Figure 5-73 Stored Flight Plan Page - Arrival Inserted
Inserted Arrival Header
- Arrival Identifier:
[arrival airport]-[arrival transition].
[arrival].[arrival runway]
(e.g., KCOS-TBE.DBRY1.ALL)
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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.
Figure 5-74 Approach Loading Page - Selecting the Approach
Destination Airport
Selected Approach
Approaches Available at
KCOS
Approach Waypoint
Sequence
Preview of
Selected
Approach
Barometric Minimum
Loading an approach procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press 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) Press 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.
Figure 5-75 Approach Loading Page - Selecting the Transition
Destination Airport
Selected Approach
Transitions Available with
Selected Approach
Approach Waypoint
Sequence
Preview of Selected
Approach
Load Approach?
Selected Transition
Figure 5-76 Stored Flight Plan Page - Approach Inserted
Inserted Approach Header
- Approach Identifier: [approach
airport].[runway and approach type]
(e.g., KCOS-RNAVGPS 35R LPV)
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FLIGHT PLAN STORAGE
The G1000 can store up to 99 flight plans, numbered 1 through 99. The active flight plan is erased when
the G1000 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) Press 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.
Figure 5-77 Stored Flight Plan Information
Preview of Selected
Flight Plan
Stored Flight Plan Info
- Departure Airport
- Destination Airport
- Total Flight Plan Distance
- Enroute Safe Altitude
Flight Plan Name
(Comment)
Selected Flight Plan
Stored FPL Editing
Softkeys
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) Press 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) Press 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 G1000 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) Press 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 the G1000 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) Press 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 G1000 allows deletion of an active flight plan. Deleting the active flight plan suspends navigation by
the G1000.
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.
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.
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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 <airway name>?’ 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 <procedure name> 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 <procedure>’.
3) Press the ENT Key. The ‘Remove <procedure name> 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) Press 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.
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.
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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) Press 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 <airway name>?’ 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) Press 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 <procedure name> 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) Press 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 <procedure>’.
6) Press the ENT Key. The ‘Remove <procedure name> 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.
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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) Press 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.
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.
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Figure 5-78 Along Track Offset
Along Track
Offset Waypoint
and Distance
Along Track Offset
Waypoint and Distance
from Flight Plan Waypoint
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) Press the ATK OFST Softkey (MFD only); or press the MENU Key, highlight ‘Create ATK Offset Waypoint’, and
press the ENT Key.
4) Enter a positive or negative offset distance in the range of +/- 1 to 999 nm (limited by leg distances).
5) Press the ENT Key to create the offset waypoint.
6) Press the FMS Knob to remove the flashing cursor.
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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.
Figure 5-79 Active Flight Plan Window - Selecting Parallel Track
Selecting Parallel Track
Active Flight Plan prior to 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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Figure 5-80 Parallel Track Window
Offset Direction
Offset Distance
Activation Prompt
Figure 5-81 Parallel Track Active
Parallel Track Waypoints
- TIFTO-p
- TOP-p
- ...
- LAA-p
Activating Parallel Track
affects the active flight plan
from the current position on
(will not affect an approach)
Parallel Track
Original Track
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
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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.
Figure 5-82 Parallel Track Unavailable
Subdued Prompt
(Unavailable)
Unavailable Status
Invalid Approach
Geometry Active
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.
Figure 5-83 Cancelling Parallel Track
Cancel Prompt
Active Status
Offset Direction &
Distance Subdued
(Unavailable)
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 G1000 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) Press 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.
Figure 5-84 Active Flight Plan Page - Selecting the Leg Destination Waypoint
Current
Active Leg
Activate Leg Softkey
Selected Destination
Waypoint
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Figure 5-85 Active Flight Plan Page - New Active Leg
New Active
Flight Plan Leg
Confirmation Window
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) Press 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) Press the VIEW Softkey to display the CUM and LEG-LEG Softkeys.
3) Press the CUM Softkey to view cumulative waypoint distance, or press the LEG-LEG Softkey to view leg-to-leg
waypoint distance.
4) Press the BACK Softkey to return to the top level active flight plan softkeys.
Figure 5-86 Active Flight Plan - Leg to Leg vs. Cumulative Distance
Active Flight Plan
Leg to Leg Distance
Active Flight Plan
Cumulative Distance
WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Switching between wide and narrow view:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Press the VIEW Softkey to display the WIDE and NARROW Softkeys.
3) Press the WIDE Softkey to display the wide view, or press the NARROW Softkey to display the narrow view.
4) Press the BACK Softkey to return to the top level active flight plan softkeys.
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Figure 5-87 Active Flight Plan - Wide vs. Narrow View
WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Active Flight Plan
Narrow View
Active Flight Plan
Wide View
COLLAPSING AIRWAYS
The G1000 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.
Figure 5-88 Expanded/Collapsed Airways
Q3.FEPOT Airway
Collapsed View
Expanded View
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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 G1000 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, at the aircraft present position, or at a
direct-to waypoint.
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
Figure 5-89 Creating a User Defined Holding Pattern at an Active Flight Plan Waypoint
Location of Hold
Expect Further Clearance Time
Leg Length Mode Button
(TIME or DIST))
Map of Hold Location
Course Direction
(INBOUND or OUTBOUND)
Leg Length
(Time in nm or Distance in minutes)
Hold Entry Course
Turn Direction
(RIGHT or LEFT)
Load Hold in Active Flight Plan
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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) If desired, 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. (If the direct-to wayoint is part of the active flight plan, the HOLD is inserted into
the active flight plan. If the direct-to waypoint is not part of the active flight plan, an off-route direct-to hold is
created.)
Exiting a user-defined hold inserted into the active flight plan:
Press the SUSP Softkey. The system will provide guidance to follow the holding pattern to the inbound course
and resume automatic waypoint sequencing.
Removing a user-defined hold inserted into 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 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.
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Removing a user-defined hold at an off-route direct-to:
1) Press a 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.
Hold At
Present
Position
Menu
Selection
Figure 5-90 Creating a User Defined Holding Pattern at the Aircraft Present Position
Location of Hold
Expect Further Clearance Time
Leg Length Mode Button
(TIME or DIST))
Map of Hold Location
Course Direction
(INBOUND or OUTBOUND)
Leg Length
(Time in nm or Distance in minutes)
Hold Entry Course
Turn Direction
(RIGHT or LEFT)
Activate Hold
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Waypoint
Selected
Hold At Direct To
Waypoint selection
Figure 5-91 Creating a User Defined Holding Pattern at a Direct To Waypoint
Location of Hold
Expect Further
Clearance Time
Course Direction
(INBOUND or OUTBOUND)
Leg Length
(Time in nm or
Distance in minutes)
Turn Direction
(RIGHT or LEFT)
Load Hold and
Activate Direct To
Map of Hold Location
Hold Entry Course
Leg Length Mode Button
(TIME or DIST))
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5.7 VERTICAL NAVIGATION
NOTE: The G1000 supports vertical navigation for all lateral leg types except for CA, CI, FA, FM, HA, HM, PI,
VA, VD, VI, VR, and VM. Vertical constraints are not retained in stored flight plans.
The G1000 system Vertical Navigation (VNV) feature provides vertical profile guidance during the enroute
and teminal 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.
Figure 5-92 Enabling/Disabling Vertical Navigation
CNCL VNV Softkey
Current Vertical Navigation Profile
Disabled (fields dashed)
ENBL VNV Softkey
Current Vertical Navigation Profile
Enabled (valid data)
Enabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press 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) Press 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 Indication (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 G1000 allows a vertical navigation direct-to to any waypoint in the active flight plan with an altitude
constraint “designated” for vertical guidance. Pressing 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.
Figure 5-93 Vertical Navigation Direct-To
Current Vertical Navigation Profile
Prior to VNV Direct-to
VNV Direct-To Softkey VNV PROF Softkey
Current Vertical Navigation Profile
After VNV 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 (light blue 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) Press 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) Press 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 G1000 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.
Large Light Blue Text
Small White Text with
Altitude Restriction Bar
Large White Text
Small Light Blue
Subdued Text
Small Light Blue Text
Figure 5-94 Waypoint Altitude Constraints
Cross AT
or ABOVE
5,000 ft
Cross AT
or BELOW
3,000 ft
Cross AT
2,300 ft
Altitude Constraint
Examples
Displayed Text
Examples
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White Text Light Blue Text Light Blue Subdued Text
Large
Text
Altitude calculated by the system
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 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.
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.
Table 5-8 Altitude Constraint Size and Color Coding
Altitudes associated with approach procedures are “not-designated”. This means the system will not
automatically use the altitudes loaded with the approach for giving vertical speed and deviation guidance. Note
that these altitudes are displayed as white 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 not been designated for use in vertical guidance can be “designated” using the ENT
Key. The altitude can now be 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 designated altitude.
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 G1000 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 or maximum vertical speed 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 G1000 displays the altitude restriction from the database provided no predicted altitude
can be provided. The G1000 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.
5) Press the FMS Knob to remove the flashing cursor.
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5.8 PROCEDURES
The G1000 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.
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.
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Figure 5-95 Departure Selection
Departure Airport
Departure Preview
Available Procedure Actions
Departure Choices
Loaded Procedures
Procedure Loading Page Selection Softkeys
Figure 5-96 Departure Loading
Loaded Departure
Selected Departure
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Viewing available departures at an airport:
1) From the Airport Information Page (first page in the WPT group), press 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) Press the INFO-x Softkey to return to the Airport Information Page.
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.
Figure 5-97 Arrival Selection
Destination Airport
Arrival Preview
Available Procedure Actions
Arrival Choices
Loaded Procedures
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Figure 5-98 Arrival Loading
Loaded ArrivalSelected Arrival
Procedure Loading Page Selection Softkeys
Viewing available arrivals at an airport:
1) From the Airport Information Page (first page in the WPT group), press 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) Press the INFO-x Softkey to return to the Airport Information Page.
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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.
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 SBAS GPS allows for flying LNAV, LNAV/VNAV, LP, and LPV approaches according to the published
chart. LNAV+V is a standard LNAV approach with advisory vertical guidance provided for assistance in
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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. In all cases where
LNAV+V is indicated by the system during an approach, LNAV minima are used. The active approach type
is annunciated on the HSI as shown in the following table:
HSI Annunciation Description Example on HSI
LNAV GPS approach using published LNAV minima
Approach Type
- LNAV, LNAV+V, L/VNAV, LP, LP+V, LPV
LNAV+V GPS approach using published LNAV minima.
Advisory vertical guidance is provided
L/VNAV
(available only if
SBAS available)
GPS approach using published LNAV/VNAV
minima (downgrades to LNAV if SBAS
unavailable)
LP
(available only if
SBAS available)
GPS approach using published LP minima
(downgrades to LNAV if SBAS unavailable)
LP+V
(available only if
SBAS available)
RNAV GPS approach using published LP minima
Advisory vertical guidance is provided
(downgrades to LNAV if SBAS unavailable)
LPV
(available only if
SBAS available)
GPS approach using published LPV minima
Table 5-9 Approach Types
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’ or ‘TEMP COMP’, 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.
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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.
Figure 5-99 Approach Selection
Destination Airport
Approach Preview
Available Procedure Actions
Approach Choices
Loaded Procedures
Figure 5-100 Approach Loading
Loaded ApproachSelected Approach
LOAD or ACTIVATE? AnnunciationProcedure Loading Page Selection Softkeys
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Viewing available approaches at an airport:
1) From the Airport Information Page (first page in the WPT group), press 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) Turn the small FMS Knob to select minimums on or off. Press the ENT Key.
a) When minimums are selected on, the cursor moves to the minimum altitude field . Use the small FMS Knob to
select the altitude. Press the ENT Key.
b) If temperature compensated minimums was selected, the cursor moves to the temperature field. Use the small
FMS Knob to select the temperature. Press the ENT Key. The cursor moves to the Sequence box. The approach
is previewed on the map.
Or:
a) When minimums are selected off, the cursor moves to the Sequence box. The approach is previewed on the
map.
7) Press the INFO-1 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) Press 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) Press 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’ or ‘TEMP COMP’, 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:
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a) To skip setting minimums, press the ENT Key. The ‘LOAD?’ field is highlighted.
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.
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.
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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.
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.
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.
Activating 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 <airport>. 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.
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Temperature
Compensation
Selected
Figure 5-101 Temperature Compensation
Selected
Temperature
FAF Altitude
Compensated
Altitude
ACTIVATE
COMPENSATION?
Highlighted
Figure 5-102 Activating/Cancelling Temperature Compensation
CANCEL
COMPENSATION?
Highlighted
Compensated
Altitudes
Figure 5-103 Temperature Compensation in the Active Flight Plan
Uncompensated
Altitudes
Cancelling 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’.
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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 altitudes for the approach are 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.
COURSE TO ALTITUDE
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 Jeppesen, 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.
Figure 5-104 Course to Altitude
Course to Altitude Leg
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5.9 TRIP PLANNING
The G1000 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 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.
Figure 5-105 Trip Planning Page
Trip Statistics
Desired Track -
Distance -
Est. Time Enroute -
Est. Time of Arrival -
Enroute Safe Altitude -
Sunrise Time (local) -
Sunset Time (local) -
Trip Input Data (sensor/pilot)
- Departure Time (local)
- Ground Speed
- Fuel Flow
- Fuel On Board Aircraft
- Calibrated Airspeed
- Indicated Altitude
- Barometric Pressure
- Total Air Temperature
Softkeys
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
Preview of Selected
Flight Plan/
Flight Plan Leg
Trip Planning Page Mode
- Automatic/Manual
Selected Flight Plan Segment
- FPL Number/Cumulative Legs (CUM or REM) or Leg Number (NN)
- Waypoints Defining Selected Flight Plan/Flight Plan Leg
Fuel Statistics
Efficiency -
Total Endurance -
Remaining Fuel -
Remaining Endurance -
Fuel Required -
Total Range -
Other Statistics
- Density Altitude
- True Airspeed (TAS)
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 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).
Figure 5-106 Trip Planning Page - Flight Plan Mode
Selected Leg(s)
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
Starting and Ending Waypoint of
Selected Flight Plan Segment
Selected Flight Plan
NN -
00 is Active FPL
01-99 are Stored FPLs
Figure 5-107 Trip Planning Page - Waypoint Mode
Selected Leg(s)
Not Available
Selected Starting and Ending Waypoints
Selected Flight Plan
Not Available
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Selecting automatic or manual page mode:
Press 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:
Press 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) Press 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) Press 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
All of the input of data needed for calculation and viewing of the data is done on the Weight and Fuel
Planning Page located in the AUX Page Group.
NOTE: All weight planning data fields display data rounded to the nearest 10 pounds.
Figure 5-108 Weight Planning Page
A/C Payload Calculator
Basic Empty Weight Entry -
Pilot & Stores Weight Entry -
Basic Operating Weight Calc. -
Passenger(s) Weight Entry -
Cargo Weight Entry -
Zero Fuel Weight Calculation -
Fuel Weight Calculator
- Zero Fuel Weight Calculation
- Fuel on Board Entry
- Aircraft Weight Calculation
- Est. Landing Weight Calculation
- Estimated Landing Fuel Calculation
- Fuel Reserve Entry
- Excess Fuel Calculation
Empty Weight Softkey
(selects Basic Empty
Weight)
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.
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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.
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
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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 zero fuel weight is greater than the maximum allowable zero fuel weight, then the zero fuel weight is
displayed in yellow.
If the aircraft weight is greater than the maximum allowable takeoff weight, then the aircraft weight is displayed
in yellow.
If the estimated landing weight is greater than the maximum allowable landing weight, then the estimated
landing weight is displayed in yellow.
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.
Figure 5-109 RAIM Prediction
SBAS Softkey
(displays SBAS Selection)
RAIM PREDICTION Box
- Prediction Waypoint
- Arrival Time
- Arrival Date
- RAIM Status
RAIM Softkey
(displays 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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Figure 5-110 SBAS Display - Active
SBAS Softkey
(displays SBAS Selection)
SBAS SELECTION Box
- EGNOS Enable/Disable
- MSAS Enable/Disable
- WAAS Enable/Disable
RAIM Softkey
(displays RAIM
PREDICTION)
SBAS Status
Enabling/Disabling SBAS:
1) Select the AUX-GPS Status Page.
2) Press 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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Figure 5-111 SBAS Display - Inactive
SBAS Softkey
(displays SBAS Selection)
SBAS SELECTION Box
- EGNOS Enable/Disable
- MSAS Enable/Disable
- WAAS Enable/Disable
RAIM Softkey
(displays RAIM
PREDICTION)
SBAS Status
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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
G1000 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 5-112 indicating the
active departure leg.
After takeoff, ATC assigns a heading of 240º.
2) Figure 5-112 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 5-112 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 5-113.
Figure 5-113 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 5-114. When the V4 entry point (TOP) is inserted, it is placed
immediately above the highlighted waypoint (SLN).
Figure 5-114 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 5-115.
Figure 5-115 Entering V4 Entry Point
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d) Press the ENT Key. TOP is inserted into the flight plan as in Figure 5-116.
Figure 5-116 TOP Inserted into the Flight Plan
e) With SLN still highlighted as in Figure 5-116, turn the small FMS Knob clockwise. The Waypoint Information
Page is displayed and the LD AIRWY Softkey is now available.
f) Press the LD AIRWY Softkey to display the list of available airways for TOP as seen in Figure 5-117.
Figure 5-117 List of Available Airways for TOP
g) Turn either FMS Knob to highlight V4 in the list as seen in Figure 5-117.
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h) Press the ENT Key. The list of available exits for V4 is now displayed as in Figure 5-118.
Figure 5-118 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 5-118.
j) Press the ENT Key. The selected airway and exit are displayed, and the prompt “LOAD?” highlighted as in
Figure 5-119.
Figure 5-119 Ready to Load V4
k) Press the ENT Key.
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l) V4 is now loaded into the flight plan as shown in Figure 5-120.
Figure 5-120 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) Press the ACT LEG Softkey. The confirmation window is now displayed as in Figure 5-121. Note the TOP to
ULNAZ leg is actually part of V4.
Figure 5-121 Comfirm Active Leg
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d) Verify the displayed leg is the desired leg and press the ENT Key. Note in Figure 5-122, 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 5-122 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 5-123.
Figure 5-123 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 5-124.
Figure 5-124 Turn to Intercept V244
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9) As seen in Figure 5-125, V244 is now the active flight plan leg.
Figure 5-125 V244 Now Active Leg
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10) At Lamar VOR (LAA) V263 is intercepted. See Figure 5-126.
Figure 5-126 HYS 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 5-127.
Figure 5-127 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 5-128.
Figure 5-128 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 5-129.
Figure 5-129 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 G1000 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 5-130, 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 light blue meaning it will be used by
the system to determine vertical speed and deviation guidance.
Figure 5-130 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 5-131.
Figure 5-131 Procedures Window
c) Press the ENT Key. A list of available approaches for the destination airport is displayed as in Figure 5-132.
Figure 5-132 List of Available Approaches
d) Turn either
FMS
Knob to select the LPV approach for 35R as shown in Figure 5-132.
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e) Press the ENT Key. A list of available transitions for the selected approach is displayed as in Figure 5-133.
Figure 5-133 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 (Figure 5-134)
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 5-134 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 5-135.
Figure 5-135 Loaded Approach
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13) Note the altitude constraints associated with each of the approach waypoints as seen in Figure 5-136. These
altitudes are loaded from the database and are displayed as white text, indicating these values are “not
designated” for use in computing vertical deviation guidance.
Note: To 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 ENT Key.
d) Press the FMS Knob to deactivate the cursor.
After making the altitude “designated”, it is displayed as light blue 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 5-136.
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 5-136 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) Press the VNV PROF Softkey to place the cursor in the target vertical speed field (VS TGT) as shown in Figure
5-137.
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 5-137 Adjusting the Descent
c) Press the ENT Key.
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15) As seen in Figure 5-138, the aircraft is approaching TOD. Note the target vertical speed required to reach 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 5-139. When the aircraft is within one minute of the TOD, it is
annunciated as shown in Figure 5-139, and an aural alert ‘Vertical track’ will be heard.
Figure 5-138 Approaching Top of Descent (TOD)
Figure 5-139 VDI & RVSI Upon Reaching Top of Descent (TOD)
Required Vertical
Speed Indicator
(RVSI)
Vertical Deviation
Indicator (VDI)
Target Altitude
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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 5-140.
Figure 5-140 VDI & RVSI Showing Correctly Established Descent
Align Actual Vertical Speed
with
Required Vertical Speed
Keep Vertical Deviation
Pointer Centered
17) When the aircraft is one minute from the bottom of descent (BOD) it is annunciated as shown in Figure 5-141.
Upon reaching the offset waypoint for OPSHN, the aircraft is at 10,000 feet.
Figure 5-141 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 5-142. 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 5-142 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 5-143. The magenta arrow
in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active.
Figure 5-143 Tracking the OPSHN to FSHER Leg
20) The flight continues through the arrival procedure to PYNON (see Figure 5-144). 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 5-144 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 5-145).
Figure 5-145 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 5-146.
c) Press the
ENT
Key to activate the approach.
Figure 5-146 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 5-147 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 5-148) when the final approach course becomes active.
Figure 5-148 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 5-148.
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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 5-149.
Figure 5-149 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 Jeppesen, 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 5-150.
The aircraft is climbing to 10,000 feet. The CDI flight phase now changes from LPV to MAPR as seen on the HSI.
Figure 5-150 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 5-151.
Figure 5-151 Establishing the Holding Pattern
27) The aircraft maintains 10,000 feet while following the magenta line through the hold as in Figure 5-152.
Figure 5-152 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 G1000
stops using GPS.
While in Enroute or Oceanic phase of flight, if the G1000 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 G1000
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 G1000 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 by the G1000 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 on the G1000 by the appearance of the letters ‘DR’ superimposed in yellow over the
‘own aircraft’ symbol as shown in Figure 5-153. 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 5-153. The CDI deviation
bar remains, but is removed from the display after 20 minutes in DR Mode. The autopilot will remain coupled
in DR mode as long as the deviation info is available (20 min.) 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
5-153.
Also, while the G1000 is in DR Mode, both TAWS and Terrain Proximity are 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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Figure 5-153 Dead Reckoning Mode - GPS Derived Data Shown in Yellow
Distance &
Bearing
GPS Navigation
Lost Message
Dead Reckoning
Annunciaion
Dead Reckoning
Annunciation
Subdued Aircraft
Symbol
Nav Data Bar
All data except
Active Leg,
TAS, and DTK
are in yellow
Wind Data
Bearing
Pointer/
Distance
Current
Track
Indicator
Course Deviation
Indicator
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
G1000 hazard avoidance features provide situational awareness and advisory information with regard to
potential hazards to flight safety associated with weather, terrain, and air traffic.
Weather
• GDL 69A SiriusXM Weather (Optional)
Terrain Avoidance
• Terrain Proximity
• Terrain-SVS (Standard with SVS Option)
• Terrain Awareness and Warning System Class-B (TAWS-B) (Optional)
Traffic
• Traffic Information Service (TIS)
• Garmin GTS 800 Traffic Advisory System (TAS) (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
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
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 69/69A is a remote-mounted data link satellite receiver. It provides SiriusXM Weather data to the
system. The Multi Function Display (MFD) and the Primary Flight Display (PFD) Inset Navigation Map display
the graphical weather information and the associated text. 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.
Services from SiriusXM require subscriptions. For more information on specific service packages, visit www.
siriusxm.com.
ACTIVATING SERVICES
Before SiriusXM Weather and SiriusXM Satellite Radio can be used, the services must be activated by providing
SiriusXM the coded IDs unique to the installed GDL 69/69A. SiriusXM Satellite Radio (audio) and SiriusXM
Weather (data) services each have coded IDs. The Audio and Data Radio IDs must be provided to activate the
weather service and entertainment subscriptions, respectively. These IDs are located on:
• The AUX - XM Information Page on the MFD (Figure 6-1)
• The GDL69 Series Satellite Weather Activation Instructions included with the unit (P/N 190-00355-06)
• 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 through the GDL 69/69A.
Activating SiriusXM Weather and SiriusXM Satellite Radio services:
1) Contact SiriusXM by the customer service phone number listed on its website, www.siriusxm.com. Follow the
instructions provided by SiriusXM customer service.
2) Select the XM Page in the Auxiliary Page Group.
3) Press the INFO Softkey to display the XM Information Page.
4) Verify that the desired services are activated.
5) Press the LOCK Softkey.
6) Turn the large FMS Knob to highlight ‘YES’.
7) To complete activation, press the ENT Key.
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Figure 6-1 XM Information Page
Audio Radio ID
(for SiriusXM Satellite
Radio)
Weather Products
(Available Products for
Service Class Indicated
in Green)
Data Radio ID
(for SiriusXM
Weather
Select to Lock
Subscription
Information
Select to Display XM
Information page
USING SIRIUSXM WEATHER PRODUCTS
The principal map for viewing SiriusXM Weather data is the Map - Weather Data Link (XM) Page. 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) Page.
Figure 6-2 Weather Data Link (XM) Page
NEXRAD
Weather Product
Selected for
Display
NEXRAD Weather
Product Display
Enabled Icon
NEXRAD Weather
Product Ages (US
& Canada)
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For each enabled SiriusXM Weather product which can be shown as a map overlay, 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 information at specific intervals (defined in the Broadcast
Rate column in Table 6-1). If for any reason, a product is not refreshed within the Broadcast Rate 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
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.
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SiriusXM Weather Product Symbol Expiration Time
(Minutes)
Broadcast Rate
(Minutes)
Next-generation Radar
(NEXRAD) 30 5 (U.S.)
10 (Canada)
Cloud Top 60 15
Echo Top 30 7.5
SiriusXM Lightning 30 5
Cell Movement 30 12
SIGMETs/AIRMETs 60 12
Meteorological Aerodrome Report
(METAR) 90 12
City Forecast 60 12
Surface Analysis 60 12
Freezing Levels 60 12
Winds Aloft 60 12
County Warnings 60 5
Cyclone Warnings 60 12
Icing Potential (CIP and SLD) 90 22
Pilot Weather Report
(PIREPS) 90 12
Air Report
(AIREPS) 90 12
Turbulence 180 12
No Radar Coverage no product image 30 5
Temporary Flight Restrictions
(TFRs) no product image 60 12
Terminal Aerodrome Reports
(TAFs) no product image 60 12
Table 6-1 Weather Product Symbols and Data Timing
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Table 6-2 shows which SiriusXM Weather products can be displayed (indicated with a ‘+’ symbol) on specific
maps.
SiriusXM Weather Product
PFD Inset Map
Navigation Map Page
Weather Data Link
(XM) Page
Weather Information
Page
AUX - Trip Planning
Page
Nearest Page Group
Flight Plan Pages
NEXRAD and No Radar Coverage + + + + + +
Cloud Top (CLD TOP) +
Echo Top (ECHO TOP) +
SiriusXM Lightning (XM LTNG) + + + + + +
Cell Movement (CELL MOV) + + + + + +
SIGMETs/AIRMETs (SIG/AIR) +
METARs + + + + + + +
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 displayed inside Profile View on the Navigation Map Page.
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.
Figure 6-3 Weather Data Link (XM) Page Softkeys
Select the BACK Softkey
to move up one level.
COUNTYFRZ LVLBACK
NEXRAD MORE WX
XM LTNGCLD TOP
ICNG OFF
ECHO TOP
CELL MOV
SIG/AIR METAR
LEGEND
CHKLIST
SFC OFF
CYCLONE
24 HR
36 HR 12 HR BACK
LEGEND
CURRENT
48 HR
OFF
9000
12000 6000 BACK
LEGEND
3000
15000
SFC
PREV OFF NEXT
27000
30000 24000 BACK
LEGEND
21000
33000
18000
PREV OFF NEXT
42000 BACK
LEGEND
39000
36000
PREV OFF NEXT
SFC Softkey label changes
to reflect current selection.
WIND/ICNG/TURB Softkey labels
change to reflect current selection.
PREV and NEXT Softkeys cycle through Winds Aloft,
Icing, and Turbulence altitude selection softkeys.
WIND OFF
TURB OFF AIREPS PIREPS
9000
120006000 BACK
LEGEND
3000
15000
1000
PREV OFF NEXT
27000
3000024000BACK
LEGEND
21000
18000
PREV OFF NEXT
30000
3300027000BACK
LEGEND
24000
36000
21000
PREV OFF NEXT
45000BACK
LEGEND
42000
39000
PREV OFF NEXT
ENGINE
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, equivalent to using the softkeys to
enable/disable the display of weather products.
If the selected map range is less than 10 nm, the system automatically removes the weather products from the
map, with the exception of METARS, which remain displayed when METARs are enabled.
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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, 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 6-5 Weather Data Link (XM) Page Setup Menu
Figure 6-4 Weather Data Link (XM) Page Menu
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) Turn the small
FMS
Knob to select ‘PRODUCT GROUP 1’ or ‘PRODUCT GROUP 2’, and press the
ENT
Key (Figure
6-5).
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5) If restoring an individual weather product setting to its default value, turn the large FMS Knob to highlight the
desired field to restore.
6) Press the MENU Key.
7) Turn the large FMS Knob if needed to highlight ‘Restore Selection Default’ (to restore only the highlighted field)
or ‘Restore All Defaults’ (to restore all products within the selected product group to their default settings), and
press the ENT Key.
Weather products displayed on maps other than 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, 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 6-7 Navigation Map Page Setup Menu
Figure 6-6 Navigation Map Page Menu
Figure 6-8 Navigation Map Page Setup Menu, Weather Group
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The system displays legends for weather products enabled on the Navigation Map and the Weather Data Link
(XM) Page.
Viewing legends for displayed weather products (on the Weather Data Link (XM) Page):
1) Select the Weather Data Link (XM) Page.
2) Press the LEGEND Softkey to display the legends for the enabled 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.
4) To remove the XM Weather Legends Window, press the LEGEND Softkey, the ENT or the CLR Key, or press the
FMS Knob.
Viewing legends for displayed weather products (on the Navigation Map Page):
1) Select the Navigation Map Page.
2) Press the MAP Softkey.
3) Press the LEGEND Softkey (available if one or more SiriusXM Weather products are enabled for display).
4) To remove the Legend Window, press the LEGEND Softkey, the ENT or the CLR Key, or press the FMS Knob.
Additional information about the following SiriusXM Weather products can be displayed by panning the map
pointer over the displayed products on the map:
• Echo Tops
• Cell Movement
• SIGMETs
• AIRMETs
• METARs
• County Warnings
• TFRs
The map panning feature is enabled by pressing the RANGE Knob. The map range is adjusted by turning the
RANGE Knob. If adjusting the map range while panning is enabled, the map re-centers on the Map Pointer.
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Figure 6-9 Panning on the Weather Data Link (XM) Page
Additional
Information
on Weather
Feature
Selected with
Map Pointer
Severe
Thunderstorm
Warning Selected
with Map Pointer
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NEXRAD
NOTE: NEXRAD data cannot be displayed at the same time as terrain, echo tops, turbulence, or icing data
is displayed.
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
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 Weather Product on the Weather Data Link (XM) Page
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Displaying NEXRAD weather information:
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey). This step is not necessary on the
Weather Data Link (XM) Page.
2) Press the NEXRAD Softkey.
The weather product displays composite information from all the NEXRAD radar sites in the United States.
This information 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), press the LEGEND
Softkey when NEXRAD is enabled for display.
No Radar Coverage
Figure 6-11 NEXRAD Data with Legend
The display of No Radar Coverage is always active when either NEXRAD or Echo Tops is selected. Areas
where NEXRAD radar coverage and Echo Tops information is not currently available or is not being collected
are indicated in a gray shade of purple (Figure 6-11).
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.
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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).
• If the precipitation type is unknown, the system displays the precipitation as rain, regardless of actual
precipitation type.
Figure 6-12 NEXRAD Weather Product with 30 NM Map Range
Block Area is 4 km
2
at 30 NM map
range
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 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 precipitation, regardless of
actual precipitation type.
Figure 6-13 NEXRAD Weather Product - Canada
Precipitation
Above 52°N
Always Displays
as Mixed
No Coverage
Above 55°N
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ECHO TOPS
NOTE: The Echo Tops weather product cannot be displayed simultaneously with Cloud Tops or NEXRAD
data.
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) Press the ECHO TOP Softkey.
To display the Echo Tops legend (Figure 6-15), press 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 activated, NEXRAD and Cloud Tops data are
removed.
Figure 6-15 Echo Tops Legend
No Radar Coverage
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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 (Figure 6-15).
CLOUD TOPS
NOTE: Cloud Tops and Echo Tops cannot be displayed at the same time.
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) Press the CLD TOP Softkey.
To display the Cloud Tops legend (Figure 6-17), press 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, Echo Tops data is removed.
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.
Figure 6-18 SiriusXM Lightning Weather Product
Lightning
Strikes
Displaying SiriusXM Lightning information:
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey). This step is not necessary on the
Weather Data Link (XM) Page.
2) Press the XM LTNG Softkey.
To display the SiriusXM Lightning legend on the Weather Data Link (XM) Page (Figure 6-19), press the
LEGEND Softkey when SiriusXM Lightning is selected for display.
Figure 6-19 SiriusXM 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.
Figure 6-20 Cell Movement Weather Product
Storm Cells
On most applicable maps, Cell Movement information appears with the NEXRAD weather product. On the
Weather Data Link (XM) Page, Cell Movement data can be selected independently.
Displaying Cell Movement information:
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey). This step is not necessary on the
Weather Data Link (XM) Page.
2) Press 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 “Setting up and customizing weather data for the Navigation Map Page”
procedure).
To display the Cell Movement legend on the Weather Data Link (XM) Page, (Figure 6-21), press 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 a
Convective SIGMET for hazardous convective weather. A localized SIGMET is a significant weather condition
occurring at a localized geographical position.
Figure 6-22 SIGMET/AIRMET Data
Convective
SIGMET
AIRMET
Mountain
Obscuration
Displaying SIGMETs and AIRMETs:
1) Select the Weather Data Link (XM) Page.
2) Press the SIG/AIR Softkey.
3) To view the text of the
SIGMET or AIRMET, press the RANGE Knob
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), press the LEGEND Softkey when SIGMETs and
AIRMETs are selected for display.
Figure 6-24 SIGMET/AIRMET Legend
Figure 6-23 Sample SIGMET Text
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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 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. A
colored flag indicates an airport with an available METAR.
Figure 6-25 METAR Flags on the Weather Data Link Page
Instructions for
Viewing METAR
and TAF Text
Selected Airport
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. METAR data is displayed first in
a decoded fashion, then in its original text. Note the original text may contain additional information not
found in the decoded version. TAF information is displayed only in its raw form when it is available.
Displaying METAR and TAF text:
1) On the Weather Data Link (XM) Page, press the METAR Softkey.
2) Press the RANGE Knob and pan to the desired airport.
3) Press the ENT Key. The Weather Information Page is shown with METAR and TAF text.
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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) Press 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.
Figure 6-26 METAR and TAF Text on the Weather Information Page
METAR Text for the
Selected Airport
TAF Text for the
Selected Airport
METAR Symbol
The original METAR text is also accessible while panning the map cursor over a METAR flag on any map
page. The METAR text appears 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. A solid METAR flag next to a waypoint indicates METAR observations are available corresponding to
a specific waypoint in the flight plan; a hollow METAR flag indicates an off-route METAR near the flight plan
waypoint is available. If METAR text for an off-route waypoint is displayed, the system also provides the
source, distance, and direction of the off-route METAR reporting station in relation to the flight plan waypoint
at the end of the report.
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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 a waypoint with an associated METAR. 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, press the LEGEND Softkey when
METARs are selected for display.
The content of the METAR determines the METAR flag color. The METAR flag is gray when the METAR
text does not contain adequate information to determine the condition.
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
service 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. Both weather products are enabled together.
Figure 6-28 Current Surface Analysis Data
Displaying Surface Analysis and City Forecast information:
1) Select the Weather Data Link (XM) Page.
2) Press the MORE WX Softkey.
3) Press 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), press the LEGEND Softkey when
the Surface Analysis and City Forecast are enabled for display.
Figure 6-29 Surface Analysis Legend
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FREEZING LEVELS
Freezing Level data shows the color-coded contour lines for the altitude and location at which the first
isotherm is found (Figure 6-30). If the system has not received data for a given altitude, or the information
is out-of-date, the system does not display information for that altitude.
Figure 6-30 Freezing Level Data
Displaying Freezing Level information:
1) Select the Weather Data Link (XM) Page.
2) Press the MORE WX Softkey.
3) Press the FRZ LVL Softkey.
To display the Freezing Level legend (Figure 6-31), press the LEGEND Softkey when Freezing Level data
is selected to be displayed.
Figure 6-31 Freezing Level Legend
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WINDS ALOFT
The Winds Aloft weather product (Figure 6-32) shows the forecast wind speed and direction at the surface
and at selected altitudes. Altitude can be chosen 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) Press the
MORE WX
Softkey.
3) Press the
WIND
Softkey.
4) Select the desired altitude level: SFC (surface) up to 42,000 feet. Press 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 Data at 12,000 Feet
To display the Winds Aloft legend (Figure 6-33), press the
LEGEND Softkey when Winds Aloft is selected
for display.
Figure 6-33 Winds Aloft Data with Legend
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Headwind and tailwind components aloft are available inside the Profile View on the Navigation Map Page
(Figure 6-34). The displayed components are relative to current aircraft altitude and track, but not to aircraft
speed.
Figure 6-34 Navigation Map Page with Winds Aloft Data on
Profile View
Wind Component
Velocity and Direction
Arrows
Winds Aloft Data Age
Altitude Scale
Arrows pointing to the left indicate headwind components; tailwind component arrows point to the right,
as shown in Table 6-3.
Headwind
Symbol
Tailwind
Symbol
Headwind/Tailwind
Component
None None Less than 5 knots
5 knots
10 knots
50 knots
Table 6-3 Profile View Headwind/Tailwind Component Symbols
Enabling/disabling profile view (containing winds aloft data)
1) Select the Navigation Map Page.
2) Press the MAP Softkey/
3) Press the PROFILE Softkey.
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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 information 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 6-36 Navigation Map Page Setup Menu
Figure 6-35 Navigation Map Page Menu
Figure 6-37 Navigation Map Page Setup Menu, Weather Group
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COUNTY WARNINGS
The County Warning weather product (Figure 6-38) provides specific public awareness and protection
weather warnings from the National Weather Service (NWS). This can include information on severe
thunderstorms, tornadoes, and flood conditions.
Figure 6-38 County Flood Warning
Additional
Information
on Flood
Warning
Selected
with Map
Pointer
Flood
Warning
Displaying County Warning information:
1) Select the Weather Data Link (XM) Page.
2) Press the MORE WX Softkey.
3) Press the COUNTY Softkey.
To display the County Warnings legend (Figure 6-39), press 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 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.
Figure 6-40 Cyclone Weather Product on the Weather Data Link (XM) Page
Cyclone
Displaying cyclone (hurricane) track information:
1) Select the Weather Data Link (XM) Page.
2) Press the MORE WX Softkey.
3) Press the CYCLONE Softkey.
To display the Cyclone legend (Figure 6-41), press the LEGEND Softkey when Cyclones are selected to be
displayed.
Figure 6-41 Cyclone Legend
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ICING (CIP & SLD)
NOTE: The Icing weather product cannot be displayed at the same time as the NEXRAD weather product.
Current Icing Product (CIP) data (Figure 6-42) shows a graphical view of the icing environment. 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 current 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.
Displaying the Icing weather product:
1) Select the Weather Data Link (XM) Page.
2) Press the
MORE WX
Softkey.
3) Press 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.
Figure 6-42 Icing Data at 18,000 Feet
To display the Icing Potential legend (Figure 6-43), press the
LEGEND
Softkey when Icing is enabled for
display.
Figure 6-43 Icing Potential Legend
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TURBULENCE
NOTE: The Turbulence weather product cannot be displayed at the same time as the NEXRAD weather
product.
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 the Turbulence weather product:
1) Select the Weather Data Link (XM) Page.
2) Press the
MORE WX
Softkey.
3) Press the
TURB
Softkey.
4) Select the desired altitude level: 21,000 feet up to 45,000 feet. Press the
NEXT
or
PREV
Softkey to cycle
through the altitude softkeys. The
TURB
Softkey label changes to reflect the altitude selected.
Figure 6-44 Turbulence Weather Product at 21,000 Feet
To display the Turbulence legend (Figure 6-45), press 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) (Figure 6-46) are in-flight weather observations collected from 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, wind shear, and turbulence. PIREPs are issued as either Routine (UA) or Urgent (UUA).
A similar type of PIREP is an Air Report (AIREP). Commercial airlines typically provide AIREPs.
Figure 6-46 PIREPs and AIREPS on the Weather Data Link (XM) Page
Urgent Pilot
Selected with
Map Pointer
AIREP
Routine PIREP
Additional
Information for
selected Urgent
PIREP
Displaying PIREP and AIREP text:
1) Select the Weather Data Link (XM) Page.
2) Press the
MORE WX
Softkey.
3) Press the
AIREPS
or
PIREPS
Softkey.
4) Press the RANGE Knob 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 system displays PIREP or AIREP text, first displayed in a decoded fashion, followed by
the original text. Note the original PIREP or AIREP text may contain additional information not shown in the
decoded version.
6) To scroll, press the FMS Knob, then turn the large knob to scroll through the text. Press the FMS Knob again
when finished.
7) Press the FMS Knob or the CLR Key to return to the Weather Data Link (XM) Page.
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Figure 6-47 Urgent PIREP Text on the Weather Data Link (XM) Page
Decoded PIREP Text
Original PIREP
Text
Selected Urgent
PIREP
To display the PIREP or AIREP legend (Figure 6-48), press the LEGEND Softkey when PIREPs or AIREPs
are enabled for display.
The PIREP color is determined by the type (routine or urgent).
Figure 6-48 AIREPs & PIREPs Legend
TEMPORARY FLIGHT RESTRICTIONS (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.
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, natural disasters, airshows, and large sporting events. The FAA may issue TFRs at any time,
and TFR information displayed on the system is only intended to supplement TFR information obtained from
official sources including Flight Service Stations (FSS), and Air Traffic Control facilities.
The age of TFR data is not shown; however, if TFR product 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.
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Figure 6-49 TFR Data on the Weather Data Link (XM) Page
TFR Selected
with Map
Pointer
TFR Summary
Information
Displaying TFR Data:
1) Select the Weather Data Link (XM) Page or Navigation Map Page.
2) Press the RANGE Knob and pan the map pointer over a TFR to highlight it. The system displays TFR summary
information 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
INFORMATION window.
5) Press the FMS Knob or the CLR Key to remove the INFORMATION window.
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.
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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 range setting (Figure 6-53).
6) Turn the small
FMS
Knob to scroll through options (‘Off’ or 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 6-52 Navigation Map Page Setup Menu
Figure 6-51 Navigation Map Page Menu
Figure 6-53 Navigation Map Page Setup Menu, Aviation Group
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SIRIUSXM WEATHER ABNORMAL OPERATIONS
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 services
• 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
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 6-54 LRU Information Window on System Status Page
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If a failure still exists, the following messages may provide insight as to the possible problem:
Message Message Location Description
CHECK ANTENNA XM Information Page - Data Signal
Strength field Data Link Receiver antenna error; service required
NONE XM Information Page - Data Signal
Strength field Loss of signal; signal strength too low for receiver
NO SIGNAL Weather Data Link (XM) Page - center
of page Loss of signal; signal strength too low for receiver
WEATHER DATA LINK FAILED Weather Data Link (XM) Page - center
of page
No communication from Data Link Receiver
within last 5 minutes
ACTIVATION REQUIRED Weather Data Link (XM) Page - center
of page SiriusXM subscription is not activated
DETECTING ACTIVATION Weather Data Link (XM) Page - center
of page System is activating SiriusXM subscription(s).
WAITING FOR DATA... Weather Data Link (XM) Page - center
of page
SiriusXM Weather subscription confirmed.
Downloading weather data.
Table 6-4 GDL 69/69A Data Link Receiver Status and Error Messages
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6.2 TERRAIN PROXIMITY
WARNING: Do not use Terrain Proximity information for primary terrain avoidance. Terrain Proximity is
intended only to enhance situational awareness.
NOTE: Terrain data is not displayed when the aircraft is outside of the installed terrain database coverage
area.
G1000 Terrain Proximity is a terrain awareness system that does not comply with TSO-C151b certification
standards. It increases situational awareness and aids in reducing controlled flight into terrain (CFIT) and
obstacles. Do not confuse Terrain Proximity with the optional Terrain Awareness and Warning System - Class B
(TAWS-B). TAWS-B is more sophisticated and robust, and it is TSO-C151b certified. Terrain Proximity does not
provide caution or warning annunciations or voice alerts. It only provides color indications on map displays
when terrain and obstacles are within a certain altitude threshold from the aircraft. Although the terrain and
obstacle color map displays are the same, TAWS-B uses more sophisticated algorithms to assess aircraft distance
from terrain and obstacles.
Terrain Proximity requires the following components to operate properly:
• Valid 3-D GPS position
• Valid terrain/obstacle database
Terrain Proximity displays altitudes of terrain and obstructions relative to the aircraft position and altitude with
reference to a database that may contain inaccuracies. Terrain and obstructions are shown only if they are in the
database. Terrain and obstacle information should be used as an aid to situational awareness. They should never
be used to navigate or maneuver around terrain.
Note that all obstructions may not be available in the terrain and obstacle database. No terrain and obstacle
information is shown without a valid 3-D GPS position.
The GPS receiver provides the horizontal position and altitude. GPS altitude is derived from satellite position.
GPS altitude is then converted to the height above geodetic sea level (GSL), which is the height above mean sea
level calculated geometrically. GSL altitude is used to determine terrain and obstacle proximity. 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.
Terrain and obstacle databases are referenced to MSL. Using the GPS position and altitude, the Terrain Proximity
feature portrays a 2-D picture of the surrounding terrain and obstacles relative to the position and altitude of the
aircraft. GPS position and GSL altitude are used to calculate and predict the aircraft’s flight path in relation to
the surrounding terrain and obstacles. In this way, the pilot can view predicted dangerous terrain and obstacle
conditions.
DISPLAYING TERRAIN PROXIMITY DATA
The symbols and colors in Figure 6-55 and Table 6-5 are used to represent obstacles and aircraft altitude
when the Terrain Proximity Page is selected for display. Terrain Proximity uses black, yellow, and red to
represent terrain information relative to aircraft altitude. The color of each obstacle is associated with the
altitude of the aircraft.
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1000 ft
Aircraft Altitude
100 ft Threshold
Terrain Above Aircraft Altitude
Red terrain is above
or within 100 ft below
the aircraft altitude
Yellow terrain is between 100 ft and 1000 ft below the aircraft altitude
Black terrain is more than 1000 ft below the aircraft altitude
Figure 6-55 Terrain Altitude/Color Correlation for Terrain Proximity
Unlighted Obstacle Lighted Obstacle Obstacle Location
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
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 6-5 Terrain Proximity Terrain/Obstacle Colors and Symbology
The Map - Terrain Proximity Page is the principal map page for viewing Terrain Proximity information.
Terrain and obstacle information can be displayed on the following maps and pages:
• PFD Inset Map
• Navigation Map Page
• Terrain Proximity Page
• Trip Planning Page
• Flight Plan Page
Displaying terrain and obstacle information (maps other than the Terrain Proximity Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When Terrain Proximity is selected on maps other than the Terrain Proximity Page, an icon to indicate the
feature is enabled for display and a legend for Terrain Proximity colors are shown (Figure 6-59).
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 a map range larger than the map range setting is selected, the
data is removed from the map.
Terrain information can be selected for display independently of obstacle data; however, obstacles recognized
by Terrain Proximity as yellow or red are shown when terrain is selected for display and the map range is within
the setting limit.
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Maps besides the Terrain Proximity 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 6-56).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-57).
5) Turn the large
FMS
Knob or press the
ENT
Key to scroll through product selections (Figure 6-58).
• TERRAIN DATA – Turns the display of terrain data on or off and sets maximum range at which terrain is shown
• OBSTACLE DATA – Turns the display of obstacle data on or off 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 6-57 Navigation Map Page Setup
Menu
Figure 6-56 Navigation Map Page Menu
Figure 6-58 Navigation Map Page Setup
Menu, Map Group
Additional information about obstacles can be displayed by panning over the display on the map. The map
panning feature is enabled by pressing the RANGE Knob. The map range is adjusted by turning the RANGE
Knob. If the map range is adjusted while panning is enabled, the map is re-centered on the Map Pointer.
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Figure 6-59 Terrain Information on the Navigation Map Page
Additional
Information on
Obstacle Selected
with Map Pointer
Yellow Terrain Area
(Between 100’ and
1000’ Below Aircraft
Altitude)
Red Lighted
Obstacles
(Above or Within
100’ Below Aircraft
Altitude)
Lighted Obstacle
Selected with Map
Pointer
Terrain Legend
Terrain Display
Enabled Icon
Red Terrain Area
(Above or Within
100’ Below Aircraft
Altitude)
TERRAIN PROXIMITY PAGE
The Terrain Proximity Page is specialized to show terrain and obstacle data in relation to the aircraft’s
current altitude, without clutter from the basemap. Aviation data (airports, VORs, and other NAVAIDs) can
be displayed for reference.
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 RANGE Knob from 1 to 200 nm, as indicated by the map range rings (or
arcs).
Displaying the Terrain Proximity Page:
1) Turn the large
FMS
Knob to select the Map Page Group.
2) Turn the small
FMS
Knob
to select the Terrain Proximity Page.
3) To change the view,
a) Press the
VIEW
Softkey.
b) Press the 360 or ARC Softkey to select the desired view.
Or:
a) Press the MENU Key.
b) 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 Terrain Proximity 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.
Figure 6-60 Terrain Proximity Page
Yellow Terrain
(Between 100’
and 1000’ Below
the Aircraft
Altitude)
Terrain Legend
Map Range Rings
Map Orientation
Current Aircraft
GPS-derived GSL
Altitude
Red Terrain
(Above or Within
100’ Below the
Aircraft Altitude)
Black Terrain
(More than 1000’
Below the Aircraft
Altitude)
Red Lighted Obstacle
(Above or Within
100’ Below Aircraft
Altitude)
Yellow Lighted Obstacles
(Between 100’ and 1000’
Below Aircraft Altitude)
Figure 6-61 Terrain Proximity Page (ARC View)
Yellow Terrain
(Between 100’ and
1000’ Below the
Aircraft Altitude)
Red Terrain
(Above or Within
100’ Below the
Aircraft Altitude)
Black Terrain
(Terrain More
than 1000’ Below
the Aircraft
Altitude)
Map Range Arc
Terrain Legend
Map Orientation
Current Aircraft
GPS-derived GSL
Altitude
Red Lighted Obstacle
(Above or Within
100’ Below Aircraft
Altitude)
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6.3 PROFILE VIEW TERRAIN
The system offers a Profile View of terrain and obstacles relative to the aircraft’s current flight path and altitude
on the Navigation Map Page of the MFD. Profile View does not provide TAWS-B terrain or obstacle caution or
warning annunciations or voice alerts, nor does it display potential impact points inside the Profile View. The
colors and symbols in Figure 6-62 and Table 6-6 are used to represent terrain and obstacles.
1000 ft
Aircraft Altitude
100 ft Threshold
Terrain Above Aircraft Altitude
Red terrain is above
or within 100 ft below
the aircraft altitude
Yellow terrain is between 100 ft and 1000 ft below the aircraft altitude
Black terrain is more than 1000 ft below the aircraft altitude
Figure 6-62 Terrain Altitude/Color Correlation for Profile View Terrain
Unlighted Obstacle Lighted Obstacle Obstacle Location
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
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 6-6 Profile View Obstacle Colors and Symbology
Enabling/Disabling Profile View on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MAP Softkey.
3) Press the PROFILE Softkey to enable or disable Profile View.
Or:
a) Press the MENU Key.
b) Select ‘Show Profile View’ or ‘Hide Profile View’ (choice dependent on current state) and press the ENT Key.
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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 RANGE Knob, the horizontal distance of the Profile
View is adjusted proportionately to be 1/2 of the Navigation Map range distance down to 1 nm, at which point
Profile View is no longer available (‘PROFILE NOT AVAILABLE’ is displayed). When Navigation Map range
is adjusted to remove altitude-correlated colored terrain data (as shown in the Terrain Legend) or obstacles
from the Navigation Map, these items are also removed from the Profile View; only an outline of the terrain
will be displayed in black in the Profile View window. Refer to the Terrain Proximity, Terrain-SVS, or TAWS-B
discussions for more information about displaying terrain or obstacles on the Navigation Map Page.
Figure 6-63 Navigation Map Page with Profile View Terrain and Topographic Data Enabled
Altitude Scale
Terrain Legend
Navigation Map Range
Profile
View Path
Enabled
Profile View Total
Distance
Terrain Enabled Icons
Distance Scale
The Profile View is based on the current aircraft track (or heading if track is unavailable) and shows the highest
known terrain or obstacles within a predetermined width from the present aircraft position to the end of the
profile range. The width of the Profile View is determined by the phase of flight, as annunciated on the HSI,
and is widest during enroute or oceanic phases (Table 6-7).
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Flight Phase Total Profile View Width
Approach 0.6 nm
Departure 0.6 nm
Terminal 2.0 nm
Enroute 4.0 nm
Oceanic 4.0 nm
Table 6-7 Profile View Width Scale
PROFILE PATH
The Profile Path displays the horizontal and lateral boundaries of the Profile View. The path is shown as a
white rectangle on the Navigation Map Page and is only available when Profile View is enabled. White range
markers on both edges of the Profile Path rectangle correspond to the range markers along the distance scale
inside the Profile View display window whenever the profile range is at least 4 nm (or 7.5 km if configured
for metric units).
The Profile Path rectangle may be configured on or off, and the Navigation Map range at which the Profile
Path is removed from map display can be changed.
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 6-64).
4) Turn the small FMS Knob to select the ‘Profile’ Group and press the ENT Key (Figure 6-65).
5) Turn the large
FMS
Knob or press the
ENT
Key to scroll through product selections (Figure 6-66).
• 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 6-65 Navigation Map Page Setup Menu
Figure 6-64 Navigation Map Page Menu
Figure 6-66 Navigation Map Page Setup Menu,
Profile Group
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6.4 TERRAIN-SVS
WARNING: Do not use Terrain-SVS information for primary terrain avoidance. Terrain-SVS is intended only
to enhance situational awareness.
NOTE: Terrain data is not displayed when the aircraft is outside of the installed terrain database coverage
area.
NOTE: Terrain-SVS is included with the Synthetic Vision option. If the TAWS-B option is also installed,
TAWS-B will take precedence over Terrain-SVS.
Terrain-SVS is a terrain awareness system included with the Synthetic Vision option. Terrain-SVS provides
visual annunciations and voice alerts to indicate the presence of threatening terrain and obstacles relevant to
the projected flight path. For detailed information regarding the Synthetic Vision option, refer to the Flight
Instruments section.
Terrain-SVS does not comply with TSO-C151b certification standards. It increases situational awareness and
aids in reducing controlled flight into terrain (CFIT) and obstacles. Do not confuse Terrain-SVS with a Terrain
Awareness and Warning System (TAWS). TAWS is more sophisticated and robust, and it is TSO-C151b certified.
Although the terrain and obstacle color map displays are the same, TAWS uses more sophisticated algorithms to
assess aircraft distance from terrain and obstacles and provides additional alerts.
Terrain-SVS does not provide the following:
• Premature Descent Alerting (PDA)
• Excessive Descent Rate (EDR)
• Negative Climb Rate (NCR)
• Descent to 500 Feet Voice Callout Alert (VCO)
Terrain-SVS requires the following components to operate properly:
• Valid 3-D GPS position
• Valid terrain/obstacle database
Terrain-SVS displays altitudes of terrain and obstructions relative to the aircraft position and altitude with
reference to a database that may contain inaccuracies. Terrain and obstructions are shown only if they are in the
database. Terrain and obstacle information should be used as an aid to situational awareness. They should never
be used to navigate or maneuver around terrain.
Note that all obstructions may not be available in the terrain and obstacle database. No terrain and obstacle
information is shown without a valid 3-D GPS position.
The system’s GPS receiver provides the horizontal position and altitude. GPS altitude is derived from satellite
position. GPS altitude is then converted to the height above geodetic sea level (GSL), which is the height above
mean sea level calculated geometrically. GSL altitude is used to determine terrain and obstacle proximity. 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.
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Terrain and obstacle databases are referenced to MSL. Using the GPS position and altitude, the Terrain-SVS
feature portrays a 3-D picture of the surrounding terrain and obstacles relative to the position and altitude of the
aircraft. GPS position and GSL altitude are used to calculate and predict the aircraft’s flight path in relation to
the surrounding terrain and obstacles. In this way, the pilot can view predicted dangerous terrain and obstacle
conditions.
DISPLAYING TERRAIN-SVS DATA
Terrain-SVS 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 Figure 6-67 and Tables 6-8 and 6-9 are used to represent
terrain, obstacles, and potential impact points.
Figure 6-67 Terrain Altitude/Color Correlation for Terrain-SVS
Unlighted Obstacle Lighted Obstacle Obstacle Location
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
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 6-8 Terrain-SVS Obstacle Colors and Symbology
Potential Impact
Point Symbol Alert Type Example Annunciation
Warning
Caution
Table 6-9 Terrain-SVS Potential Impact Point Symbols with Alert Types
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The Map - Terrain-SVS Page (Figures 6-71 and 6-72) is the principal map page for viewing Terrain-SVS
information. Terrain-SVS information can be displayed on the following maps as an additional reference:
• PFD Inset Map
• Navigation Map Page
• Trip Planning Page
• Flight Plan Pages
Displaying terrain and obstacle information (maps other than the Terrain-SVS Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When Terrain-SVS is enabled on maps other than the Terrain-SVS Page, the system shows a status icon is to
indicate that the feature is enabled for display. A legend for Terrain-SVS terrain colors will accompany the icon
on Navigation, Trip Planning, and Flight Plan Pages (Figure 6-74) . The legend appears without the status icon
on the Terrain-SVS Page.
The Navigation Map Page Setup Menu provides a means in addition to the softkeys for enabling/disabling the
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 a map range larger than the map range setting is selected, 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.
The map settings chosen on the Navigation Map Page affect the map settings used on other maps and pages
(except the Terrain-SVS 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.
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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 6-68).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-69).
5) Turn the large
FMS
Knob or press the
ENT
Key to scroll through product selections (Figure 6-70).
• TERRAIN DATA – Turns the display of terrain data on or off and sets maximum range at which terrain is shown
• OBSTACLE DATA – Turns the display of obstacle data on or off 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 6-69 Navigation Map Page Setup Menu
Figure 6-68 Navigation Map Page Menu
Figure 6-70 Navigation Map Page Setup Menu, Map Group
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TERRAIN-SVS PAGE
The Terrain-SVS Page (Figures 6-71 and 6-72) is specialized to show terrain, obstacle, and potential impact
point data in relation to the aircraft’s current altitude, without clutter from the basemap. 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 system automatically reduces the map range, if necessary, to emphasize the closest
potential impact point on the Terrain-SVS 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 RANGE Knob from 1 to 200 nm, as indicated by the map range rings (or arc).
Displaying the Terrain-SVS Page:
1) Turn the large
FMS
Knob to select the Map Page Group.
2) Turn the small
FMS
Knob
to select the Terrain-SVS Page.
Showing/hiding aviation information on the Terrain-SVS 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.
Figure 6-71 Terrain-SVS Page
Yellow Terrain
(Between 100’
and 1000’ Below
the Aircraft
Altitude)
Terrain Legend
Map Range Rings
Map Orientation
Current Aircraft
GPS-derived GSL
Altitude
Red Terrain
(Above or Within
100’ Below the
Aircraft Altitude)
Black Terrain
(More than 1000’
Below the Aircraft
Altitude)
Red Lighted Obstacle
(Above or Within
100’ Below Aircraft
Altitude)
Yellow Lighted Obstacles
(Between 100’ and 1000’
Below Aircraft Altitude) Annunciation
Window
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Figure 6-72 Terrain-SVS Page (ARC View)
Yellow Terrain
(Between 100’ and
1000’ Below the
Aircraft Altitude)
Red Terrain
(Above or Within
100’ Below the
Aircraft Altitude)
Black Terrain
(Terrain More
than 1000’ Below
the Aircraft
Altitude)
Map Range Arc
Terrain Legend
Map Orientation
Current Aircraft
GPS-derived GSL
Altitude
Red Lighted Obstacle
(Above or Within
100’ Below Aircraft
Altitude)
Annunciation
Window
TERRAIN-SVS ALERTS
The system issues alerts when flight conditions meet parameters that are set within the Terrain-SVS software.
Terrain-SVS alerts typically employ a CAUTION or a WARNING alert severity level, or both. When an alert is
issued, the system displays a visual annunciation and issues a voice alert. Table 6-10 shows Terrain-SVS alert
types with corresponding annunciations and voice alerts.
During an alert, annunciations appear on the PFD and MFD. The Terrain-SVS Alert Annunciation appears to
the left of the Selected Altitude window on the PFD, and in the terrain annunciation window on the MFD on
pages with Terrain display enabled. If the Terrain-SVS 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 Terrain-SVS Page)
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Alert Annunciation
Figure 6-73 Terrain-SVS Alert Annunciations Pop-up
Alert
Figure 6-74 Navigation Map Page
(After Terrain-SVS Pop-up Alert Acknowledgment)
Alert Annunciation
Terrain Legend
Terrain Display Enabled
Icon
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Alert Type
PFD/MFD*
Alert
Annunciation
MFD
Pop-Up Alert (except
Terrain-SVS Page)
Voice Alert
Reduced Required Terrain Clearance
Warning (RTC)
“Warning; Terrain, Terrain”
Imminent Terrain Impact Warning (ITI) “Warning; Terrain, Terrain”
Reduced Required Obstacle Clearance
Warning (ROC)
“Warning; Obstacle, Obstacle”
Imminent Obstacle Impact Warning (IOI) “Warning; Obstacle, Obstacle”
Reduced Required Terrain Clearance
Caution (RTC)
“Caution; Terrain, Terrain”
Imminent Terrain Impact Caution (ITI) “Caution; Terrain, Terrain”
Reduced Required Obstacle Clearance
Caution (ROC)
“Caution; Obstacle, Obstacle”
Imminent Obstacle Impact Caution (IOI) “Caution; Obstacle, Obstacle”
* Annunciation is displayed on the MFD when terrain display is enabled.
Table 6-10 Terrain-SVS Alerts Summary
FORWARD LOOKING TERRAIN AVOIDANCE
The Forward Looking Terrain Avoidance (FLTA) feature of Terrain-SVS compares the projected flight path
as derived from GPS data with terrain features and obstacles from the terrain and obstacle databases. The
system issues FLTA alerts when the projected flight path conflicts with terrain or obstacles.
The projected flight path is a calculated area ahead of, to the sides, and below the aircraft. The size of
the projected flight path varies based on factors including ground speed (the path ahead is larger when the
ground speed is higher), whether the aircraft is level, turning, or descending, and the proximity to the nearest
runway along the current track. As the aircraft approaches the runway, the projected flight path becomes
narrower until the system automatically disables FLTA alerts or the pilot manually inhibits them.
There are two types of FLTA alerts, Reduced Required Terrain/Obstacle Clearance (RTC or ROC respectively)
and Imminent Terrain/Obstacle Impact (ITI or IOI respectively).
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0
100
200
300
400
500
600
700
800
0 5 10 15 20 25 30
Required Terrain Clearance (FT)
Level (FT) Descending (FT)
Figure 6-75 FLTA Alert Minimum Terrain and Obstacle Clearance Values
Distance From Runway (NM)
Required Clearance (FT)
The system automatically disables FLTA alerts 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. When
Terrain-SVS alerts are manually inhibited, the annunciation ‘TER INH’ is shown on the PFD and in the MFD
terrain annunciation window.
Figure 6-76 Terrain-SVS Alerting Disabled
(Terrain-SVS Inhibited) Annunciation
Inhibiting/enabling Terrain-SVS alerting:
1) Select the Terrain-SVS Page.
2) Press the INHIBIT Softkey to inhibit or enable Terrain-SVS (choice dependent on current state).
Or:
a) Press the MENU Key.
b) Select ‘Inhibit Terrain-SVS’ or ‘Enable Terrain-SVS’ (choice dependent on current state) and press the ENT Key.
While Terrain-SVS alerting is manually inhibited (or the system is unavailable or has failed), the system may
display a ‘LOW ALT’ annunciation if the following conditions are met:
• The aircraft is on a GBAS SBAS approach.
• The Final Approach Fix is the active waypoint.
• The aircraft is at least 164 feet below the prescribed altitude at the Final Approach Fix..
See the Flight Instruments Section for more details about the ‘LOW ALT’ annunciation.
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SYSTEM STATUS
During power-up, Terrain-SVS conducts a self-test of its visual annunciations and voice alerts. An voice alert
is issued at test completion.
Terrain-SVS continually monitors several system-critical items such as database validity, hardware status, and
GPS status. If the terrain/obstacle database is not available, the system issues the voice alert “Terrain System
Failure” along with the ‘TER FAIL’ alert annunciation.
Terrain-SVS 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
‘TER N/A’ is generated in the annunciation window and on the Terrain-SVS Page. The voice alert “Terrain
System Not Available” is generated. When sufficient GPS signal is returns and the aircraft is within the
database coverage area, the voice alert “Terrain System Available” is generated.
Alert Type PFD/MFD
†
Alert
Annunciation
Terrain-SVS Page Center
Banner Annunciation Voice Alert
System Test in Progress TERRAIN TEST None
System Test Pass None None “Terrain System Test OK”
Terrain Alerting Inhibited None None
No GPS position NO GPS POSITION “Terrain System Not Available”*
Excessively degraded GPS signal;
or Out of database coverage area None “Terrain System Not Available”*
Terrain System Test Fail; Terrain
or Obstacle database unavailable
or invalid; Invalid software
configuration; or System audio
fault
TERRAIN FAIL “Terrain System Failure”
MFD Terrain or Obstacle database
unavailable or invalid, and
Terrain-SVS operating with PFD
Terrain or Obstacle databases
None TERRAIN DATABASE FAILURE None
† Annunciation is shown on Terrain-SVS Page and the Navigation Map Page when Terrain is enabled.
* “Terrain System Available” will be heard when sufficient GPS signal is received, or Terrain database coverage area re-
entered.
Table 6-11 Terrain-SVS System Status Annunciations
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6.5 TAWS-B
WARNING: Do not use TAWS information for primary terrain avoidance. TAWS is intended only to enhance
situational awareness.
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.
NOTE: Terrain data is not displayed when the aircraft is outside of the installed terrain database coverage
area.
Terrain Awareness and Warning System - Class B (TAWS-B) is an optional software feature that provides audio
and visual warning messages to alert the flight crew of potential conflicts between the current flight path and
surrounding terrain and obstacles. The TAWS-B messages 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 from 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, 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. GSL altitude is used 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 GPS position and 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-B can provide
advanced alerts of predicted dangerous terrain 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. This variation results in the aircraft’s GSL altitude differing
from the baro-corrected altitude.
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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 Figure 6-77 and Tables 6-12 and 6-13 are used to represent
terrain, obstacles, and potential impact points.
Figure 6-77 Terrain Altitude/Color Correlation for TAWS
Unlighted Obstacle Lighted Obstacle Obstacle Location
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
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 6-12 Terrain-SVS Obstacle Colors and Symbology
Potential Impact
Point Symbol Alert Type Example Annunciation
Warning
Caution
Table 6-13 Terrain-SVS Potential Impact Point Symbols with Alert Types
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The Map - TAWS-B Page (Figures 6-82 and 6-83) on the MFD is the principal map page for viewing TAWS-B
information. TAWS-B information can be displayed on the following maps and pages:
• PFD Inset Map
• Navigation Map Page
• TAWS-B Page
• Trip Planning Page
• Flight Plan Pages
Displaying terrain and obstacle information (maps other than the TAWS-B Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When TAWS-B is selected on maps other than the TAWS-B Page, an icon is shown to indicate that the feature
is enabled for display. A legend for TAWS-B terrain colors will accompany the icon on the Navigation Map Page
(Figure 6-78) and the Flight Plan Pages. The icon is always shown on the TAWS-B Page.
Figure 6-78 Terrain Icon and Legend
The Navigation Map Page Setup Menu provides a means in addition to the softkeys for enabling/disabling the
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 a map range larger than the map range setting is selected, 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.
The map settings chosen on the Navigation Map Page affect the map settings used on other maps and pages
(except the TAWS-B 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.
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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 6-79).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-80).
5) Turn the large
FMS
Knob or press the
ENT
Key to scroll through product selections (Figure 6-81).
• TERRAIN DATA – Turns the display of terrain data on or off and sets maximum range at which terrain is shown
• OBSTACLE DATA – Turns the display of obstacle data on or off 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 6-80 Navigation Map Page
Setup Menu
Figure 6-79 Navigation Map Page Menu
Figure 6-81 Navigation Map Page Setup Menu, Map Group
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TAWS-B PAGE
The 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. 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 system
automatically reduces the map range, if necessary, to emphasize the closest potential impact point 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 RANGE Knob from 1 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) Press the
VIEW
Softkey.
2) Press 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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Figure 6-82 TAWS-B Page
Yellow Terrain
(Between 100’
and 1000’ Below
the Aircraft
Altitude)
Terrain Legend
Map Range Rings
Map Orientation
Current Aircraft
GPS-derived GSL
Altitude
Red Terrain
(Above or Within
100’ Below the
Aircraft Altitude)
Black Terrain
(More than 1000’
Below the Aircraft
Altitude)
Red Lighted Obstacle
(Above or Within
100’ Below Aircraft
Altitude)
Annunciation
Window
Yellow Lighted
Obstacles (Between
100’ and 1000’
Below Aircraft
Altitude)
Figure 6-83 TAWS-B Page (ARC View)
Yellow Terrain
(Between 100’ and
1000’ Below the
Aircraft Altitude)
Red Terrain
(Above or Within
100’ Below the
Aircraft Altitude)
Black Terrain
(Terrain More
than 1000’ Below
the Aircraft
Altitude)
Map Range Arc
Terrain Legend
Map Orientation
Current Aircraft
GPS-derived GSL
Altitude
Red Lighted Obstacle
(Above or Within
100’ Below Aircraft
Altitude)
Annunciation
Window
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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, visual annunciations are displayed and voice alerts are simultaneously issued. Table 6-14 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
appears to the left of the Selected Altitude box 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 6-84 TAWS-B Alert Annunciations Pop-up
Alert
Figure 6-85 Navigation Map Page
(After TAWS-B Pop-up Alert Acknowledgment)
Alert Annunciation
Terrain Legend
Terrain Display Enabled
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Alert Type
PFD/MFD**
Alert
Annunciation
MFD Pop-Up Alert
(except TAWS-B Page) Voice Alert
Excessive Descent Rate
Warning (EDR) “Pull Up”
Reduced Required Terrain
Clearance Warning (RTC)
*
or
“Terrain, Terrain; Pull Up, Pull Up”*
or
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
Imminent Terrain Impact
Warning (ITI)
*
or
“Terrain, Terrain; Pull Up, Pull Up”*
or
Terrain Ahead, Pull Up; Terrain Ahead, Pull Up’
Reduced Required Obstacle
Clearance Warning (ROC)
*
or
“Obstacle, Obstacle; Pull Up, Pull Up”*
or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
Imminent Obstacle Impact
Warning (IOI)
*
or
“Obstacle, Obstacle; Pull Up, Pull Up”*
or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
Reduced Required Terrain
Clearance Caution (RTC)
*
or
“Caution, Terrain; Caution, Terrain”*
or
“Terrain Ahead; Terrain Ahead”
Imminent Terrain Impact
Caution (ITI)
*
or
“Caution, Terrain; Caution, Terrain”*
or
“Terrain Ahead; Terrain Ahead”
Reduced Required Obstacle
Clearance Caution (ROC)
*
or
“Caution, Obstacle; Caution, Obstacle”*
or
“Obstacle Ahead; Obstacle Ahead”
Imminent Obstacle Impact
Caution (IOI)
*
or
“Caution, Obstacle; Caution, Obstacle”*
or
“Obstacle Ahead; Obstacle Ahead”
Premature Descent Alert
Caution (PDA) “Too Low, Terrain”
Altitude Voice Callout
(VCO) “500” None None “Five-Hundred”
Excessive Descent Rate
Caution (EDR) “Sink Rate”
Negative Climb Rate
Caution (NCR)
*
or
“Don’t Sink”*
or
“Too Low, Terrain”
* Alerts with multiple messages are configurable at installation and are installation-dependent. Alerts for the default
configuration when more than one option is available are indicated with asterisks.
** Annunciation is displayed on the MFD when terrain display is enabled.
Table 6-14 TAWS-B Alerts Summary
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EXCESSIVE DESCENT RATE ALERT
The purpose of the Excessive Descent Rate (EDR) alert is to provide notification when the aircraft is
determined to be closing (descending) upon terrain a rate that is calculated to be excessive relative to height
above terrain. Figure 6-86 shows the parameters for the alert as defined by TSO-C151b.
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
Descent Rate (FPM)
Height Above Terrain (Feet)
Caution: “SINK RATE”
Warning: “PULL UP”
Figure 6-86 Excessive Descent Rate Alert Criteria
FORWARD LOOKING TERRAIN AVOIDANCE
The Forward Looking Terrain Avoidance (FLTA) feature of TAWS-B compares the projected flight path as
derived from GPS data with terrain features and obstacles from the terrain and obstacle databases. The system
issues FLTA alerts when the projected flight path conflicts with terrain or obstacles.
The projected flight path is a calculated area ahead of, to the sides, and below the aircraft. The size of
the projected flight path varies based on factors including ground speed (the path ahead is larger when the
ground speed is higher), whether the aircraft is level, turning, or descending, and the proximity to the nearest
runway along the current track. As the aircraft approaches the runway, the projected flight path becomes
narrower until the system automatically disables FLTA alerts or the pilot manually inhibits them.
There are two types of FLTA alerts, Reduced Required Terrain/Obstacle Clearance (RTC or ROC respectively)
and Imminent Terrain/Obstacle Impact (ITI or IOI respectively).
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 6-87. 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 in the aircraft’s projected path. ITI and IOI alerts are
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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 6-87.
0
100
200
300
400
500
600
700
800
0 5 10 15 20 25 30
Required Terrain Clearance (FT)
Level (FT) Descending (FT)
Figure 6-87 FLTA Alert Minimum Terrain and Obstacle Clearance Values
Distance From Runway (NM)
Required Clearance (FT)
The system automatically disables FLTA alerts 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 6-88).
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.
Figure 6-88 PDA Alerting Threshold
0
100
200
300
400
500
600
700
800
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Height Above Destination (Feet)
Distance to Destination (NM)
PDA ALERTING AREA
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The pilot can inhibit PDA and FLTA visual annunciations and voice alerts. Discretion should be used when
inhibiting these alerts, as they should be enabled when appropriate. When PDA and FLTA alerts are manually
inhibited, the system displays the a ‘TAWS INH’ annunciation on the PFD and in the TAWS-B annunciation
window of the MFD (Figure 6-89).
Figure 6-89 TAWS-B Alerting Inhibited
Annunciation
PFD
MFD
Inhibiting/enabling TAWS-B alerting:
1) Select the TAWS-B Page.
2) Press 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.
While TAWS-B alerting is manually inhibited (or the system is unavailable or has failed), the system may
display a ‘LOW ALT’ annunciation if the following conditions are met:
• The aircraft is on a GBAS SBAS approach.
• The Final Approach Fix is the active waypoint.
• The aircraft is at least 164 feet below the prescribed altitude at the Final Approach Fix..
See the Flight Instruments Section for more details about the ‘LOW ALT’ annunciation.
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FIVE-HUNDRED VOICE ALERT
The purpose of the voice alert message “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 this voice alert.
NEGATIVE CLIMB RATE AFTER TAKEOFF ALERT (NCR)
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 6-90 and 6-91 shows the NCR alerting parameters as defined by TSO-C151b for altitude loss and
climb rate respectively.
Figure 6-90 Negative Climb Rate (NCR) Altitude Loss
0
100
200
300
400
500
600
700
800
900
1000
0 20 40 60 80 100 120 140
Altitude Loss (Feet)
Height Above Terrain (Feet)
“DON’T SINK”
or
“TOO LOW, TERRAIN”
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Figure 6-91 Negative Climb Rate (NCR) Sink Rate
0
100
200
300
400
500
600
700
800
900
1000
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Sink Rate (FPM)
Height Above Terrain (Feet)
“DON’T SINK”
or
“TOO LOW, TERRAIN”
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. A voice alert is issued at test completion. TAWS-B System Testing is disabled
when ground speed exceeds 30 knots.
Manually testing the TAWS-B System:
1) Select the TAWS-B Page.
2) Press the MENU Key (Figure 6-92).
3) Select ‘Test TAWS System’ and press the ENT Key to confirm the selection.
Figure 6-92 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 system
displays the ‘TAWS N/A’ annunciation, and issues the “TAWS Not Available” voice alert. When the GPS signal
integrity returns and the aircraft is within the database coverage area, the system issues the voice alert, “TAWS
Available” .
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Alert Type PFD/MFD* Alert
Annunciation
TAWS-B Page Center Banner
Annunciation Voice Alert
System Test in progress TAWS TEST None
System Test pass None None “TAWS System Test Test OK”
TAWS-B FLTA Alerting Inhibited None None
No GPS position NO GPS POSITION “TAWS Not Available”
Excessively degraded GPS signal;
or Out of database coverage
area
None “TAWS Not Available”
TAWS-B System Test Fail; Terrain
or Obstacle database unavailable
or invalid; Invalid software
configuration; or System audio
fault
TAWS FAIL “TAWS System Failure”
MFD Terrain or Obstacle
database unavailable or invalid.
TAWS operating with PFD Terrain
or Obstacle databases
None TERRAIN DATABASE FAILURE None
† Annunciation is shown on TAWS-B Page and the Navigation Map Page when Terrain is enabled.
* “TAWS Available” will be heard when sufficient GPS signal is received, or Terrain database coverage area re-
entered.
Table 6-15 TAWS-B System Status Annunciations
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6.6 TRAFFIC INFORMATION SERVICE (TIS)
WARNING
: The Traffic Information Service (TIS) is intended for advisory use only. TIS is intended to help the
pilot locate traffic visually. It is the responsibility of the pilot to see and maneuver to avoid traffic.
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 both Traffic Advisory Systems (TAS) and TIS.
Aircraft without altitude reporting capability are shown without altitude separation data or climb descent
indication.
NOTE: TIS is disabled if a Traffic Advisory System (TAS) is installed.
Traffic Information Service (TIS) is designed to help 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 is updated
every 5 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 TIS traffic with the symbology shown in Table 6-16.
TIS Symbol Description
Non-Threat Traffic
Traffic Advisory (TA)
Traffic Advisory Off Scale
Table 6-16 TIS Traffic Symbols
Traffic Advisories (TA) alert the crew to intruding aircraft. 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 on which traffic
is displayed are indicated with a message in the lower left corner of the map.
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 6-97) or in a banner at the lower left corner of maps other than the Traffic Map Page on
which traffic can be displayed (Figure 6-93).
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
an up/down arrow (for speeds greater than 500 fpm 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.
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DISPLAYING TRAFFIC DATA
The Map - Traffic Map Page is the principal map page for viewing traffic information. Traffic information
can also be displayed on the following other maps for additional reference on the MFD when the traffic TIS is
operating:
• PFD Inset Map
• Navigation Map Page
• Traffic Map Page
• Trip Planning Page
• Nearest Pages
• Active Flight Plan Page
Traffic information can also be displayed on the PFD when the Synthetic Vision System (SVS) option is
installed and enabled. See the Additional Features Section for details.
Displaying traffic information (maps other than the Traffic Map Page):
1) Press the MAP Softkey.
2) Press the TRAFFIC Softkey.
When traffic is selected on maps other than the Traffic Map Page, an icon is shown to indicate the feature is
enabled for display.
TA Off Scale
Banner
Annunciation
Traffic System
Status Banner
Annunciations
Figure 6-93 TIS Traffic on Navigation Map Page
Non-Bearing
Traffic Advisory
Traffic Advisory,
500’ Below,
Climbing
Non-Threat
Traffic, Not
Reporting
Altitude
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.
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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.
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 6-94).
4) Turn the small FMS Knob to select the ‘Traffic’ Group and press the ENT Key (Figure 6-95).
5) Turn the large
FMS
Knob or press the
ENT
Key to scroll through product selections (Figure 6-96).
• 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 Alerts 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 6-95 Navigation Map Page Setup Menu
Figure 6-94 Navigation Map Page Menu
Figure 6-96 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. Aircraft orientation on this map is always heading up
unless there is no valid heading. Map range is adjustable with the RANGE Knob from 2 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:
Press 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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“Non-Bearing” Traffic
(System Unable to
Determine Bearing)
Distance is 4.0 nm,
500’ Above,
Descending
Non-Threat
Traffic,
Altitude Not
Reported
Off-Scale Traffic
Advisory
400’ Below, Level
Traffic Status Banner
Annunciations
Traffic Mode Annunciation
“TIS Not Available”
Voice Alert Status
Select
to Mute
“TIS Not
Available”
Voice Alert
Figure 6-97 Traffic Map Page
Traffic Advisory, 500’
Below, Climbing
Non-Threat
Traffic, 2500’
Above,
Descending
Range
Marking
Rings
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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Figure 6-98 Traffic Annunciation (PFD)
Inset Map
Displays When
TA is Detected
A “TIS Not Available” (TNA) voice alert is generated 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) Press 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, an annunciation is shown
in the center of the Traffic Map Page.
Traffic Map Page Center
Banner Annunciation Description
NO DATA Data is not being received from the transponder*
DATA FAILED Data is being received from the transponder, but
a failure is detected in the data stream*
FAILED The transponder has failed*
UNAVAILABLE TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
Table 6-17 TIS Failure Annunciations
No Data Received
from Transponder
TIS System Failed
Figure 6-99 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)
Traffic Display Status Icon
(Other Maps)
TIS Operating OPERATING
TIS Standby STANDBY
(also shown in white in center of page)
TIS Failed* FAIL
* See Table 6-19 for additional failure annunciations
Table 6-18 TIS Modes
Switching between TIS modes:
1) Select the Traffic Map Page.
2) Press 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 6-19).
Traffic Status Banner
Annunciation Description
TA OFF SCALE A Traffic Advisory is outside the selected display range*
Annunciation is removed when traffic comes within the selected display range
TA X.X ± XX ↕
System cannot determine bearing of Traffic Advisory**
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend arrow (climbing/descending)
AGE MM:SS
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
TRFC COAST 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
TRFC RMVD 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
TRFC FAIL Traffic data has failed
NO TRFC DATA Traffic has not been detected
TRFC UNAVAIL The traffic service is unavailable or out of range
*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-19 TIS Traffic Status Annunciations
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6.7 GTS 800 TRAFFIC
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.
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 display.
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 to 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 TAS installed.
The optional Garmin GTS 800 is a Traffic Advisory System (TAS). It enhances flight crew situational awareness
by displaying traffic information for transponder-equipped aircraft. The system also provides visual annunciations
and voice traffic alerts to assist in visually acquiring traffic.
The GTS 800 is capable of tracking up to 45 intruding aircraft equipped with Mode A or C transponders, and
up to 30 intruding aircraft equipped with Mode S transponders. A maximum of 30 aircraft with the highest
threat potential can be displayed simultaneously. No TAS surveillance is provided for aircraft without operating
transponders.
THEORY OF OPERATION
When the GTS 800 is in Operating Mode, the unit interrogates the transponders of intruding aircraft while
monitoring transponder replies. The system uses this information to derive the distance, relative bearing, and
if reported, the altitude and vertical trend for each aircraft within its surveillance range. The GTS 825 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), the system issues visual annunciations and voice alerts.
TAS SURVEILLANCE VOLUME AND SYMBOLOGY
The GTS 800 TAS surveillance system monitors the airspace within ±10,000 feet of own altitude. Under
ideal conditions, the system scans transponder traffic up to 12 nm in the forward direction. The 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 (Traffic Alert and Collision Avoidance System II)
systems are detected, the GTS 800 automatically reduces its interrogation transmitter power (and therefore
range) in order to limit potential interference from other signals.
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In addition, if a 1090 MHz extended squitter transponder is installed, and the traffic system detects airborne
traffic providing 1090 MHz Automatic Dependent Surveillance - Broadcast (ADS-B) information, the system
will display the TAS traffic using the ADS-B symbology shown in Table 6-21.
NOTE: Do not confuse this functionality with full ADS-B capability, which can provide traffic information
from ADS-B Ground-Based Transceivers (GBTs) and ADS-B traffic outside of the TAS surveillance volume.
This system is limited to displaying ADS-B information from suitably equipped airborne aircraft within the
TAS surveillance volume.
TAS Symbol Description
Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale
Table 6-20 TAS Symbol Description
Symbol Description
Traffic Advisory with ADS-B directional information. Points in the
direction of the intruder aircraft track.
Proximity Advisory with ADS-B directional information. Points in
the direction of the aircraft track.
Non-threat traffic with ADS-B directional information. Points in the
direction of the intruder aircraft track.
Traffic with ADS-B directional information, but positional accuracy
is degraded. Points in the direction of the aircraft track.
Table 6-21 TAS Traffic with ADS-B Symbology
A Traffic Advisory (TA), displayed as a yellow circle or triangle, 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 or triangle, 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 or triangle, is displayed for traffic beyond 6 nm
that is neither a TA or PA.
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A solid white rounded arrow indicates either a PA or Non-Threat traffic with ADS-B directional information,
but the position of the traffic is shown with degraded accuracy.
Relative altitude, when available, is displayed above or below the corresponding intruder symbol in
hundreds of feet (Figure 6-100). 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 6-100) indicates climbing or descending
traffic (at least 500 feet per minute) with an upward or downward-pointing arrow respectively.
Relative Altitude
Vertical trend arrow
Figure 6-100 Intruder Altitude and Vertical Trend Arrow
If the intruding aircraft is providing ADS-B track information, this is displayed as a vector line extending
beyond the traffic symbol in the direction of the track (Figure 6-101).
Vector Line indicates
intruder aircraft track
Figure 6-101 Intruder Traffic with ADS-B Directional
Information and Track
Flight IDs may also be displayed with traffic symbols; see the Flight IDs discussion in this section for more
information.
On-ground aircraft with Mode S transponders are not displayed.
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TA ALERTING CONDITIONS
The traffic system automatically adjusts its TA sensitivity level to reduce the likelihood of nuisance TA
alerting during flight phases likely to be near airports. The system applies Level A TA sensitivity when the
groundspeed is less than 120 knots; Level B TA sensitivity applies in all other conditions.
Sensitivity
Level
Intruder Altitude
Available
TA Alerting Conditions
AYes
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.
A No Intruder closing rate provides less than 15 seconds of separation.
BYes
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.
B No Intruder range is less than 20 seconds.
Table 6-22 TA Sensitivity Level and TA Alerting Criteria
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TAS ALERTS
When the GTS 800 detects a new TA, the following occur:
• The system issues a single “Traffic!” voice alert, followed by additional voice information about the bearing,
relative altitude, and approximate distance from the intruder that triggered the TA (Table 6-23). For example,
the announcement “Traffic! 12 o’clock, high, four miles,” would indicate 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 6-102).
• The PFD Inset Map is automatically displayed with TA traffic.
If the bearing of TA traffic cannot be determined, a yellow text banner will be displayed in the center of the
Traffic Map Page and in the lower-left of the PFD inset map 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 condition(s) that initially triggered the TA are no
longer present.
Figure 6-102 Traffic Annunciation (PFD)
Inset Map
Displays When
TA is Detected
Bearing Relative Altitude Approximate Distance (nm)
“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 6-23 TA Descriptive Voice Announcements
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SYSTEM TEST
NOTE: Traffic surveillance is not available during the system test. Use caution when performing a system
test during flight.
The GTS 800 provides a system test mode to verify the TAS system is operating normally. The test takes
ten seconds to complete. When the system test is initiated, a test pattern of traffic symbols appears on the
Traffic Map Page (Figure 6-103). If the system test passes, the system announces, “TAS System Test Passed”
Otherwise the system announces, “TAS System Test Failed.” When the system test is complete, the traffic
system enters Standby Mode.
Testing the traffic system:
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 Range knob to set the range to 2/6 nm to allow for full test pattern to be displayed during test.
4) Press the TEST Softkey.
Or:
1) Press the MENU Key and turn the small
FMS
knob
to select ‘Test Mode’.
2) Press the ENT Key.
Figure 6-103 System Test in Progress with Test Pattern
TA at 9 o’clock,
Distance 2.0
nm, 200’ Below,
Climbing
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
Operating
Mode
Test Mode Annunciation
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OPERATION
NOTE: The GTS 800 automatically changes from STANDBY to OPERATE mode eight seconds after takeoff.
The unit also automatically changes from OPERATE to STANDBY mode 24 seconds after landing.
After power-up, the GTS 800 is in Standby Mode. The GTS 800 must be in Operating Mode for traffic to be
displayed and for TAs to be issued.
Selecting the OPERATE Softkey allows the traffic unit 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 traffic unit switches from Standby Mode to Operating Mode as necessary.
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TRAFFIC MAP PAGE
The Traffic Map Page shows surrounding TAS traffic data in relation to the aircraft’s current position and
altitude, without basemap clutter. Aircraft orientation is always heading up unless there is no valid heading.
Map range is adjustable with the RANGE Knob, as indicated by the map range rings.
The system annunciates the traffic mode and altitude display mode in the upper left corner of the Traffic
Map Page.
Figure 6-104 Traffic Map Page
Altitude
Mode
Proximity Traffic,
900’ Above,
Level, Flight ID
Displayed
“No Bearing”
Traffic (Bearing
Undetermined),
Distance 4.0
nm, 500’ Above,
Climbing
Non-Threat Traffic,
2500’ Above,
Descending
Traffic
Advisory Off-
Scale, 400’
Below, Level
Traffic Display
Range Rings
Non-Threat
Traffic,
Altitude Not
Reported
Non-Threat
Traffic with
ADS-B
Directional
Information,
1000’ Above,
Level
Traffic Advisory with ADS-B Directional
Information, 500’ Below, Climbing
Altitude
Mode
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) Press the OPERATE Softkey to begin displaying traffic. ‘OPERATING’ appears in the Traffic mode field.
4) Press the STANDBY Softkey to place the system in the Standby mode. ‘STANDBY’ appears in the Traffic mode
field.
5) Turn the RANGE Knob clockwise to display a larger area or counter-clockwise to display a smaller area.
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altituDe MoDe
The pilot can select the range of altitude in which to display non-threat and proximity traffic. If a TA
occurs, even outside of this range, the system will display the TA traffic.
Changing the altitude range:
1) On the Traffic Map Page, select the
ALT MODE
Softkey.
2) Press 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, press 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) Press the ENT Key.
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flight iD DisPlay
The Flight IDs of other aircraft (when available) can be enabled for display on the Traffic Map Page
(Figure 6-105). When the system receives a flight ID, it will appear above or below the corresponding
traffic symbol on the Traffic Map Page when the FLT ID Softkey is enabled.
Figure 6-105 Traffic Map Page with Flight ID Enabled
Flight ID
Enabling/Disabling Flight ID Display:
On the Traffic Map Page, press the
FLT ID
Softkey.
Or:
1) Press the MENU Key.
2) Turn the small
FMS
Knob
to choose ‘Show Flight IDs’ or ‘Hide Flight IDs’ (choice dependent on current state)
(Figure 6-106).
3) Press the ENT Key.
Figure 6-106 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
RANGE Knob, as indicated by the map range rings.
Changing the display range on the Traffic Map Page:
1) Turn the RANGE Knob.
2) The following range options are available:
• 2 nm
• 2 and 6 nm
• 6 and 12 nm
ADDITIONAL TRAFFIC DISPLAYS
The Map - Traffic Map Page is the principal map page for viewing traffic information. Traffic information
can also be displayed on the following other maps for additional reference on the MFD when the traffic unit
is operating:
• Navigation Map Page
• Trip Planning Page
• Nearest Pages
• 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 (MFD maps other than the Traffic Map Page):
1) Select the MAP Softkey.
2) Press the TRAFFIC Softkey. Traffic is now displayed on the map.
When traffic is selected on maps other than the Traffic Map Page, the system shows a traffic status icon to
indicate traffic is enabled for display (Figure 6-107).
Displaying traffic on the Navigation Map
1) Ensure the traffic system is operating. With the Navigation Map displayed, press the
MAP
Softkey.
2) Press the
TRAFFIC
Softkey. Traffic is now displayed on the map as shown in Figure 6-107.
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Traffic Advisory,
500’ Below,
Climbing
TA Off Scale Banner
Annunciation
“No Bearing”
Traffic Advisory
Banner Annunciation
Non-Threat
Traffic, 2500’
Above,
Descending
Proximity
Traffic, 900’
Above, Level
Figure 6-107 TAS Traffic on Navigation Map
Traffic Status
Icon
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 6-108).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-109).
5) Turn the large
FMS
Knob or press the
ENT
Key to scroll through the selections (Figure 6-110).
• 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 6-109 Navigation Map Page Setup Menu
Figure 6-108 Navigation Map Page Menu
Figure 6-110 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) Select the softkey again to display the traffic-only inset (TRFC-2).
4) Select 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.
Mode Traffic Mode Annunciation
(Traffic Map Page)
Traffic Display Status Icon
(Other Maps)
TAS System Test
Initiated
TEST
(also shown in white in center of page)
TAS Operating OPERATING
TAS Standby STANDBY
(also shown in white in center of page)
TAS Failed* FAIL
* See Table 6-25 for additional failure annunciations
Table 6-24 TAS 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 Center
Annunciation Description
NO DATA Data is not being received from the TAS unit
DATA FAILED Data is being received from the TAS unit, but the
unit is self-reporting a failure
FAILED Incorrect data format received from the TAS unit
Table 6-25 TAS Failure Annunciations
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 Description
TA OFF SCALE
A Traffic Advisory is outside the selected display range*.
Annunciation is removed when traffic comes within the
selected display range.
TA X.X ± XX ↕
System cannot determine bearing of Traffic Advisory**.
Annunciation indicates distance in nm, altitude separation
in hundreds of feet, and altitude trend arrow (climbing/
descending).
TRFC FAIL TAS unit has failed (unit is self-reporting a failure or
sending incorrectly formatted data)
NO TRFC DATA Data is not being received from the TAS unit
*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-26 TAS Traffic Status Annunciations
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SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
NOTE: The approved Pilot’s Operating Handbook (POH) always supersedes this Pilot’s Guide.
The digital Garmin Automatic Flight Control System (AFCS) is fully integrated within the G1000 System
avionics architecture. The System Overview section provides a block diagram to support this system description.
AFCS functionality in the Piper PA-44-180 Seminole is distributed across the following Line Replaceable Units
(LRUs):
• GDU 1040 Primary Flight Displays (PFDs) (1)
• GDU 1044 Multi-Function Display (MFD) (1)
• GIA 63W Integrated Avionics Units (IAUs) (2)
• GSA 80 AFCS Pitch Trim Servo (1)
• GSA 81 AFCS Pitch and Roll Servos (2)
• GSM 86 servo Gearboxes (3)
The Garmin AFCS can be divided into these main operating functions:
• Flight Director (FD) — The Piper PA-44-180 Seminole flight director commands are displayed on the PFD.
The flight director provides:
– Command Bars showing pitch/roll guidance
– Vertical/lateral mode selection and processing
– Autopilot communication
• Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos adapter. It also
provides servo monitoring and automatic flight control in response to flight director steering commands,
Attitude and Heading Reference System (AHRS) attitude and rate information, and airspeed.
• Manual Electric Pitch Trim (MEPT) — The pitch trim servo provides manual electric pitch trim capability
when the autopilot is not engaged.
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7.1 BASIC AUTOPILOT OPERATION
This section provides an overview for autopilot engagement and disengagement. A more detailed description
follows in the Autopilot Operation section.
• Autopilot Engagement — The autopilot may be engaged by pushing the AP Key on the AFCS Control Unit.
Annunciations regarding the engagement are indicated on the PFD.
• Autopilot Engagement with Flight Director Off — Upon engagement, the autopilot will be set to hold the
current attitude of the airplane, if the flight director was not previously on. In this case, ‘PIT’ and ‘ROL’ will be
annunciated.
• Autopilot Engagement with Flight Director On — If the flight director is on, the autopilot will smoothly
pitch and roll the airplane to capture the FD command bars. The prior flight directore modes remain unchanged.
• Autopilot Disengagement — The most common way to disconnect the autopilot is to press and release the
AP DISC Switch, which is located on each control wheel. An autopilot disconnect tone will be heard and
annunciated on the PFD. Other ways to disconnect the autopilot include:
– Pressing the AP Key on the AFCS Control Unit
– Operating the MEPT Switch (located on the each control wheel)
– Pulling the autopilot circuit breaker
In the event of unexpected autopilot behavior, pressing and holding the AP DISC Switch will disconnect the
autopilot and remove all power to the servos.
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7.2 AFCS CONTROLS
The following dedicated AFCS keys are located on the bezels of the MFD:
1
AP Key Engages/disengages the autopilot
2
FD Key Activates/deactivates the flight director only
Pressing once turns on the flight director in the default pitch and roll modes. Pressing
again deactivates the flight director and removes the Command Bars. If the autopilot
is engaged, the key is disabled.
3
NAV Key Selects/deselects Navigation Mode
4
ALT Key Selects/deselects Altitude Hold Mode
5
VS Key Selects/deselects Vertical Speed Mode
6
FLC Key Selects/deselects Flight Level Change Mode
7
HDG Key Selects/deselects Heading Select Mode
8
APR Key Selects/deselects Approach Mode
9
VNV Key Selects/deselects Vertical Path Tracking Mode for Vertical Navigation flight control
10
NOSE UP/NOSE
DN Keys
Control the mode reference in Pitch Hold, Vertical Speed, and Flight Level Change
modes
Figure 7-1 Dedicated AFCS Controls
1
2
3
4
5
6
7
8
10
9
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The following AFCS controls are located separately from the AFCS Control Unit:
AP DISC Switch
(Autopilot
Disconnect)
Disengages the autopilot and flight director and interrupts pitch trim operation
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 tone.
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 a Vertical Navigation, Glideslope, or Glidepath Mode) and roll (if in Roll Hold
Mode)
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)
Selects flight director Takeoff (on ground) or Go Around (in air) Mode
If an approach procedure is loaded 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.
The TO/GA Switch is located on the throttle.
MEPT Switch
(Manual Electric
Pitch Trim)
Used to command manual electric pitch trim. An MEPT Switch is located on each
control wheel.
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.
Pushing the MEPT ARM Switch disengages the autopilot, if currently engaged. The
MEPT ARM Switch may be used to acknowledge an autopilot disconnect alert and
mute the associated aural tone.
Manual trim commands are generated only when both sides of the switch are operated
simultaneously. If either side of the switch is active separately for more than three
seconds, MEPT function is disabled and ‘PTRM’ is displayed as the AFCS Status
Annunciation on the PFDs. The function remains disabled until both sides of the
switch are inactivated.
LVL Button
Level Mode
The LVL Button engages the autopilot in Level Mode for pitch and roll.
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7.3 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 (-15°, +20°) and roll (25°) 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 (when the flight director is not active) activates the pilot-side flight
director in the listed modes. The flight director may be turned off and the Command Bars removed from the
displays by pressing the FD Key again. The FD Key is disabled when the autopilot is engaged.
Control Pressed Modes Selected
Lateral Vertical
FD Key Roll Hold (default) ROL Pitch Hold (default) PIT
AP Key Roll Hold (default) ROL Pitch Hold (default) PIT
CWS Button Roll Hold (default) ROL Pitch Hold (default) PIT
TO/GA Switch Takeoff (on ground)
Go Around (in air)
TO
GA
Takeoff (on ground)
Go Around (in air)
TO
GA
ALT Key Roll Hold (default) ROL Altitude Hold ALT
VS Key Roll Hold (default) ROL Vertical Speed VS
VNV Key Roll Hold (default) ROL Vertical Path Tracking* VPTH
NAV Key Navigation**
GPS
VOR
LOC
BC
Pitch Hold (default) PIT
APR Key Approach**
GPS
VOR
LOC
Pitch Hold (default) PIT
HDG Key Heading Select HDG Pitch Hold (default) PIT
*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 and autopilot 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.
GPS is
Selected
Navigation
Source
Command
Bars
Vertical
Speed
Reference
Selected
Altitude
Figure 7-2 PFD AFCS Display
AFCS Status Box
Flight Director
Indicator Arrow
Active Active
Lateral Modes Autopilot
Status Vertical Modes
Mode
Reference
Armed Armed
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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 mode(s).
Armed modes are annunciated in white and active in green 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 green active mode field and flashing for 10 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 and
annunciator light indicate 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. If
after 10 seconds no action is taken, the flashing annunciation stops.
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.
COMMAND BARS
Upon activation of the flight director, Command Bars are displayed in magenta on the PFDs as a single-cue.
The Command Bars do not override the (yellow) Aircraft Symbol. The single-cue Command Bars (Figure 7-4)
move together vertically to indicate pitch commands and bank left or right to indicate roll commands.
Figure 7-4 Single-cue Command Bars
Aircraft Symbol
Command Bars
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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7.4 VERTICAL MODES
Table 7-2 lists the 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 NOSE UP and NOSE DN Keys can be used to change the vertical mode reference while operating under
Pitch Hold, Vertical Speed, or Flight Level Change Mode. Increments of change and acceptable ranges of values
for each of these references using the NOSE UP and NOSE DN Keys are also listed in the table.
Vertical Mode Description Control Annunciation Reference
Range
Reference
Change
Increment
Pitch Hold
Holds the current aircraft pitch
attitude; may be used to climb/
descend to the Selected Altitude
(default) PIT -15° to
+20° 0.5°
Selected Altitude Capture Captures the Selected Altitude * ALTS
Altitude Hold Holds the current Altitude Reference ALT Key ALT nnnnn fT
Vertical Speed
Maintains the current aircraft vertical
speed; may be used to climb/descend
to the Selected Altitude
VS Key VS nnnn fpm -3000 to
+1500 fpm 100 fpm
Flight Level Change, IAS Hold
Maintains the current aircraft
airspeed while the aircraft is
climbing/descending to the Selected
Altitude
FLC Key FLC nnn kT 80 to
204 kts 1 kt
Vertical Path Tracking Captures and tracks descent legs of
an active vertical profile
VNV
Key VPTH
VNV Target Altitude Capture Captures the Vertical Navigation
(VNV) Target Altitude ** ALTV
Glidepath Captures and tracks the WAAS
glidepath on approach APR
Key
GP
Glideslope Captures and tracks the ILS glideslope
on approach GS
Takeoff
Commands a constant pitch angle
and wings level on the ground in
preparation for takeoff TO/GA
Switch
TO 10°
Go Around Commands a constant pitch angle
and wings level in the air GA 7°
Level Commands a zero degree pitch angle
and wings level
LVL
Button LVL
Pitch angle
to maintain
0 fpm VS
* ALTS armed automatically when PIT, VS, FLC, TO, or GA active, and under VPTH when Selected Altitude is to be captured
instead of VNV Target Altitude
** ALTV armed automatically under VPTH when VNV Target Altitude is to be captured instead of Selected Altitude
Table 7-2 Flight Director Vertical Modes
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PITCH HOLD MODE (PIT)
When the flight director is activated (the FD Key is pressed), 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.
When operating in Pitch Hold Mode, the pitch reference can be adjusted by:
• Using the NOSE UP and NOSE DN Keys
• Pressing the
CWS
Button, hand-flying the aircraft to establish a new pitch reference, then releasing the
CWS
Button
Figure 7-5 Pitch Hold Mode
Selected
Altitude
Selected Altitude
Capture Mode Armed
Pitch Hold
Mode Active
Command Bars Maintain
Desired Pitch Reference
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SELECTED ALTITUDE CAPTURE MODE (ALTS)
Selected Altitude Capture Mode is automatically armed with activation of the following modes:
• Pitch Hold
• Vertical Speed
• Flight Level Change
• Go Around
• Vertical Path Tracking (if the Selected Altitude is to
be captured instead of the VNV Target Altitude)
The white ‘ALTS’ annunciation indicates Selected Altitude Capture Mode is armed (see Figure 7-5 for
example). The ALT Knob on the MFD 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 7-6). This automatic transition is indicated by the green
‘ALTS’ annunciation flashing for up to 10 seconds and the appearance of the white ‘ALT’ annunciation. The
Selected Altitude is shown as the Altitude Reference beside the ‘ALTS’ 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 (shown as the Altitude Reference). As Altitude
Hold Mode becomes active, the white ‘ALT’ annunciation moves to the active vertical mode field and flashes
green for 10 seconds to indicate the automatic transition.
Figure 7-6 Automatic Mode Transitions During Altitude Capture
Altitude Reference
(in this case, equal to
Selected Altitude)
Flash up to 10 sec, Indicating Automatic Transition
NOTE: Pressing the CWS Button while in Selected Altitude Capture Mode does not cancel the mode.
Use of the ALT Knob on the MFD 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.
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ALTITUDE HOLD MODE (ALT)
Altitude Hold Mode can be activated by pressing the
ALT
Key; the flight director maintains the current aircraft
altitude (to the nearest 10 feet) as the Altitude Reference. The flight director’s Altitude Reference, shown in the
AFCS Status Box, is independent of the Selected Altitude, displayed above the Altimeter. Altitude Hold Mode
active is indicated by a green ‘ALT’ annunciation in the AFCS Status Box.
Altitude Hold Mode is automatically armed when the flight director is in Selected Altitude Capture Mode (see
Figure 7-7). Selected Altitude Capture Mode automatically transitions to Altitude Hold Mode when the altitude
error is less than 50 feet. In this case, the Selected Altitude becomes the flight director’s Altitude Reference.
NOTE: Turning the ALT 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 depressed, 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.
Figure 7-7 Altitude Hold Mode
Selected
Altitude
Selected
Altitude
Bug
Command Bars Hold Pitch Attitude
to Maintain Altitude Reference
Altitude Hold
Mode Active Altitude
Reference
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VERTICAL SPEED MODE (VS)
In Vertical Speed Mode, the flight director acquires and maintains a Vertical Speed Reference. 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 along with the Vertical Speed Reference. The Vertical Speed Reference is also displayed above the Vertical
Speed Indicator. A Vertical Speed Reference Bug corresponding to the Vertical Speed Reference is shown on
the indicator.
The Vertical Speed Reference (shown both in the AFCS Status Box and above the Vertical Speed Indicator)
may be changed by:
• Using the NOSE UP and NOSE DN Keys
• Pressing the
CWS
Button, hand-flying the aircraft to attain a new Vertical Speed Reference, then releasing the
CWS
Button
NOTE: If the Selected Altitude is reached during CWS maneuvering, the Altitude Reference is not changed.
To adjust the Altitude Reference in this case, the CWS Button must be pressed again after the Selected
Altitude is reached.
Figure 7-8 Vertical Speed Hold Mode
Command Bars Indicate Climb to
Attain Vertical Speed Reference
Selected
Altitude Vertical
Speed
Reference
Vertical
Speed
Reference
Bug
Selected
Altitude Capture
Mode Armed
Vertical Speed
Mode Active
Vertical
Speed
Reference
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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 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, 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 beside the Airspeed Reference in the AFCS Status Box. The Airspeed
Reference is also displayed directly above the Airspeed Indicator, along with a 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.
Figure 7-9 Flight Level Change Mode (IAS)
Airspeed
Reference
Airspeed
Reference
Bug
Command Bars Indicate Climb
to attain Selected Altitude
Selected
Altitude Capture
Mode Armed
Flight Level
Change Mode
Active Airspeed
Reference
The Airspeed Reference (shown in both the AFCS Status Box and above the Airspeed Indicator) may be
adjusted by:
• Using the NOSE UP and NOSE DN Keys
• Pressing the
CWS
Button, hand-flying the aircraft to attain a new Airspeed Reference, then releasing the
CWS
Button
NOTE: If the Selected Altitude is reached during CWS maneuvering, the Altitude Reference is not changed.
To adjust the Altitude Reference in this case, the CWS Button must be pressed again after the Selected
Altitude is reached.
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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 vertical direct-to 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.
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 vertical direct-to. 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 7-10 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 1 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 7-11).
Figure 7-11 Vertical Path Capture
Required
Vertical Speed
Indicator
Vertical
Deviation
Indicator
VNV Target
Altitude
Enroute
Phase of
Flight
GPS is Selected
Navigation
Source
Vertical Path Tracking
Armed, (Flashing Indicates
Acknowledgment Required)
Altitude Hold
Mode Active
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When a descent leg is captured (i.e., vertical deviation becomes valid), Vertical Path Tracking becomes
active and tracks the descent profile (Figure 7-12). An altitude capture mode (‘ALTS’ or ‘ALTV’) is armed as
appropriate.
Figure 7-12 Vertical Path Tracking Mode
Command Bars Indicate Descent to
Maintain Required Vertical Speed
Terminal
Phase of
Flight
GPS is Selected
Navigation
Source
VNV Target Altitude
Capture Armed
Vertical Path
Tracking Active
VNV Target
Altitude
Vertical
Deviation
Indicator (VDI)
Required
Vertical Speed
Indication
(RVSI)
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 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.
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 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 vertical direct-to).
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.
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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 7-13 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.
VNV TARGET ALTITUDE CAPTURE MODE (ALTV)
NOTE: Armed VNV Target Altitude and Selected Altitude capture modes are mutually exclusive. However,
Selected Altitude Capture Mode is armed implicitly (not annunciated) whenever VNV Target Altitude Capture
Mode is armed.
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 vertical direct-to, 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 7-12).
NOTE: When the Selected Altitude is set to the VNV Target Altitude, Selected Altitude Capture Mode (ALTS)
will be armed even though the altitude value is part of the active VNAV flight plan.
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 green
‘ALTV’ annunciation flashing for up to 10 seconds and the appearance of the white ‘ALT” annunciation. The
VNV Target Altitude is shown as the Altitude Reference beside the ‘ALTV’ annunciation and remains displayed
above the Vertical Speed Indicator. The Required Vertical Speed Indication (RVSI) is removed once VNV Target
Altitude Capture Mode becomes active.
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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 green for 10 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 10 sec, Indicating Automatic Transition
Altitude Reference (In
This Case, Equal To
VNV Altitude Target)
Figure 7-14 VNV Altitude Capture
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).
GLIDEPATH MODE (GP)
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 WAAS-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 with vertical guidance (LPV, LNAV/VNAV, LP+V, LNAV+V) 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.
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Upon reaching the glidepath, the flight director transitions to Glidepath Mode and begins to capture and
track the glidepath.
Figure 7-15 Glidepath Mode Armed
Once the following conditions have been met, the glidepath can be captured:
• 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)
Figure 7-16 Glidepath Mode
Command Bars Indicate
Descent on Glidepath
Glidepath
Mode Active
GPS Approach
Mode Active
Glidepath
Indicator
LNAV/VNAV
Approach
Active
GPS is Selected
Navigation
Source
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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 (annunciated as ‘GS’ in white), 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 7-17 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.
Figure 7-18 Glideslope Mode
Command Bars Indicate Descent
on Localizer/Glideslope Path
NAV2 (localizer) is Selected
Navigation Source
Glideslope
Indicator
Glideslope
Mode Active
Approach
Mode Active
Active ILS
Frequency Tuned
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TAKEOFF (TO) AND GO AROUND (GA) MODES
In Takeoff and Go Around 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.
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. Attempts to modify the aircraft attitude (i.e., with
the NOSE UP and NOSE DN Keys or
CWS
Button) result in reversion to Pitch Hold Mode.
Figure 7-19 Go Around Mode
Command Bars Indicate Climb
Autopilot Disconnect Annunciation
Flashes Yellow for 5 seconds
Go Around Mode Active
Figure 7-20 Takeoff Mode
Takeoff Mode Active
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7.5 LATERAL MODES
The following table relates each AFCS lateral mode to its respective control and annunciation. Refer to the
vertical modes section for information regarding Takeoff and Go Around modes.
NOTE: The AFCS may generate a lower bank angle than the maximum roll command limit in degrees
indicated in table 7-3 by the amount needed to produce a turn rate equal to or less than standard rate.
Lateral Mode Description Control Annunciation Maximum Roll
Command Limit
Roll Hold
Holds the current aircraft roll
attitude or rolls the wings level,
depending on the commanded
bank angle
(default) ROL 25°
Heading Select * Captures and tracks the Selected
Heading
HDG
Key HDG 25°
Navigation, GPS *
Captures and tracks the selected
navigation source (GPS, VOR,
LOC, BC)
NAV
Key
GPS 30°
Navigation, VOR Enroute Capture/Track * VOR 25° Capture
10° Track
Navigation, LOC Capture/Track
(No Glideslope) LOC 25° Capture
10° Track
Navigation, Backcourse Capture/Track BC 25° Capture
10° Track
Approach, GPS
Captures and tracks the selected
navigation source (GPS, VOR,
LOC)
APR Key
GPS 30°
Approach, VOR Capture/Track VAPP 25° Capture
10° Track
Approach, LOC Capture/Track
(Glideslope Mode automatically armed) LOC 25° Capture
10° Track
Takeoff
Commands a constant pitch angle
and wings level on the ground in
preparation for takeoff TO/GA
Switch
TO Wings Level
Go Around Commands a constant pitch
angle and wings level in the air GA Wings Level
Level Commands wings level with zero
degree pitch angle
LVL
Button LVL Wings Level
* 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 7-3 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.
Bank Angle Flight Director Response
< 6° Rolls wings level
6 to 25° Maintains current aircraft roll attitude
> 25° Limits bank to 25°
Table 7-4 Roll Hold Mode Responses
Figure 7-21 Roll Hold Mode Annunciation
The roll reference can be changed by pressing the
CWS
Button, establishing the desired bank angle, then
releasing the
CWS
Button.
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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 cyan bug on the HSI and in the box to the upper
left of the HSI.
NOTE: Pressing the HDG Knob synchronizes the Selected Heading to the current heading.
The Selected Heading is adjusted using the HDG 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.
Figure 7-22 Heading Select Mode
Command Bars Indicate
Required Turn Toward
Selected Heading
Pitch Hold
Mode Active
Heading Select
Mode Active
Selected
Heading Selected
Heading
Bug
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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.
NOTE: When intercepting a flight plan leg, the flight director gives commands to capture the active leg at
approximately a 45° angle to the track between the waypoints defining the active leg. The flight director
does not give commands fly to the starting waypoint of the active leg.
NOTE: When making a backcourse approach, set the Selected Course to the localizer front course.
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 Navigation Mode is selected when the localizer front course is greater than 105° from the aircraft
heading. Backcourse Navigation Mode captures and tracks a localizer signal in the backcourse direction. The
annunciation ‘BC’ in the AFCS Status Box indicates Backcourse Navigation Mode (Figure 7-25).
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 roll mode.
Figure 7-23 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 is crossed while in GPS Navigation Mode after the automatic navigation
source switch from GPS to LOC
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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.
Figure 7-24 Navigation Mode
Command Bars Indicate Left Turn
to Track GPS Course and Climb to
Intercept Selected Altitude
GPS Navigation
Mode Active Pitch Hold
Mode Active
GPS is Selected
Navigation
Source
Selected
Course
Figure 7-25 Backcourse Mode
LOC2 is Selected Navigation Source Command Bars Hold Pitch Attitude
Pitch Hold
Mode Active
Backcourse
Mode Active
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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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 7-26 GPS Approach Mode Armed
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:
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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):
• Approach Mode is active and a Vectors-To-Final is activated
• Approach Mode is active and 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
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.
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.
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.
Pressing the CWS Button and hand-flying the aircraft does not reset any reference data while in Backcourse
Mode. The autopilot guides the aircraft back to the Selected Course 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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7.6 AUTOPILOT OPERATION
NOTE: Refer to the POH for specific instructions regarding emergency procedures.
The Piper PA-44-180 Seminole autopilot operates 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 servo to relieve any sustained effort required
by the pitch servo.
FLIGHT CONTROL
Pitch and roll commands are provided to the servos based on the active flight director modes. Servo motor
control limits the maximum servo speed and torque. The servo gearboxes are equipped with slip-clutches set
to certain values. This allows the servos to be overridden in case of an emergency.
PITCH AXIS AND TRIM
The autopilot pitch axis uses pitch rate to stabilize the aircraft pitch attitude during flight director maneuvers.
Flight director pitch commands are rate- and attitude-limited, combined with pitch damper control, and sent
to the pitch servo motor. The pitch servo measures the output effort (torque) and provides this signal to the
pitch trim servo. The pitch trim servo commands the motor to reduce the average pitch servo effort.
When the autopilot is not engaged, the pitch trim servo may be used to provide manual electric pitch
trim (MEPT). This allows the aircraft to be trimmed using a control wheel switch rather than the trim
wheel. Manual trim commands are generated only when both halves of the MEPT Switch are operated
simultaneously. 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 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.
ENGAGEMENT
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 and flight director (if not already active) are activated and the
annunciator lights on the AFCS controller for the autopilot and flight director are illuminated. The flight
director engages in Pitch and Roll Hold Modes when initially activated.
Figure 7-27 Autopilot Engaged
Autopilot
Engaged
Autopilot status is displayed in the center of the AFCS Status Box. Engagement is indicated by green ‘AP’.
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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.
The ‘AP’ annunciation is temporarily replaced by ‘CWS’ in white for the duration of CWS maneuvers.
Figure 7-28 CWS Annunciation
Control Wheel Steering
In most scenarios, releasing the
CWS
Button reengages the autopilot with a new reference. Refer to flight
director mode descriptions for specific CWS behavior in each mode.
DISENGAGEMENT
The autopilot may be manually disengaged by pushing the
AP DISC
,
GA
,
MEPT
Switch, or the
AP
Key on
the AFCS Control Unit. Manual disengagement is indicated by a five-second flashing yellow ‘AP’ annunciation
and a three-second autopilot disconnect aural alert. The
AP DISC
or MEPT Switch may be used to cancel the
aural alert.
Figure 7-29 Manual Autopilot Disengagement
Automatic autopilot disengagement is indicated by a flashing red and white ‘AP’ annunciation and by the
autopilot disconnect aural alert, which continue until acknowledged by pushing the AP DISC or
MEPT
Switch.
Automatic autopilot disengagement occurs due to:
• System failure
• Invalid sensor data
• Roll Trim input
• Stall warning
• Inability to compute default flight director modes
(FD also disengages automatically)
Figure 7-30 Automatic Autopilot
Disengagement
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LEVEL MODE
Level Mode is a coupled pitch and roll mode and is annunciated as both the vertical and lateral modes
when active. Pressing the LVL Key (located on the instrument panel) engages the autopilot (if the autopilot is
disengaged and the aircraft is within the autopilot engagement limitations) in level vertical and lateral modes.
While Level Mode does not track altitude or heading, it will adjust the pitch angle to maintain zero vertical
speed. When the LVL Key is pressed, all armed and active modes are cancelled and the autopilot and flight
director revert to LVL mode for pitch and roll (Figure 7-31). While in level mode, all other modes are available
by pressing the corresponding button.
Figure 7-31 Level Mode Annunciation
Command Bars Indicate
Level with the Horizon
Roll Pitch
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UNDERSPEED PROTECTION
Underspeed Protection is available when the optional Electronic Stability and Protection (ESP) system is
installed and the autopilot is on. It is designed to discourage aircraft operation below minimum established
airspeeds.
When aircraft airspeed decreases to 80 kts, a flashing yellow ‘MINSPD’ annunciation (Figure 7-32) will
appear above the airspeed indicator.
When the airspeed trend vector reaches a predetermined airspeed (specific to each flap setting), a single
aural “AIRSPEED” will sound, alerting the pilot to the impending underspeed condition.
Airspeed
Indicator
Figure 7-32 MINSPD Annunciation
If the aircraft continues to decelerate, Underspeed Protection becomes active. How Underspeed Protection
functions depends on which vertical flight director mode is selected. For the purpose of this discussion, the
vertical flight director modes can be divided into two categories: Those in which it is important to maintain
altitude for as long as possible (altitude-critical modes), and those in which maintaining altitude is less crucial
(non-altitude critical modes).
ALTITUDE-CRITICAL MODES (ALT, GS, GP, TO, GA, FLC)
When the aircraft decelerates to stall warning, the lateral and vertical flight director modes will change from
active to armed (Figure 7-33), and the autopilot will provide input causing the aircraft to pitch down and the
wings to level.
Lateral and
Vertical FD
Modes Armed
Figure 7-33 Lateral and Vertical Flight Director Modes Armed
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An aural “AIRSPEED” alert will sound every five seconds and a red “USP ACTIVE” annunciation (Figure
7-34) will appear to the right of the Vertical Speed Indicator. The pitch down force will continue until the
aircraft reaches a pitch attitude at which IAS equals the IAS at which stall warning turns off, plus two knots.
Figure 7-34 Underspeed Protect Active Annunciation
When airspeed increases (as a result of adding power/thrust) to above the IAS at which stall warning turns
off, plus two knots, the autopilot will cause the aircraft to pitch up until recapturing the vertical reference and
the vertical and lateral flight director modes will change from armed to active.
NON-ALTITUDE CRITICAL MODES (PIT, VS, VNAV, IAS)
When the aircraft decelerates to an IAS below the minimum commandable autopilot airspeed, a red “USP
ACTIVE” annunciation (Figure 7-34) will appear to the right of the Vertical Speed Indicator. The vertical
flight director mode will change from active to armed (Figure 7-35), and the autopilot will cause the aircraft
to pitch down until reaching a pitch attitude at which IAS equals the minimum commandable autopilot
airspeed.
Vertical FD
Mode Armed
Figure 7-35 Vertical Flight Director Mode Armed
When airspeed increases (as a result of adding power/thrust) to an IAS above the minimum commandable
autopilot airspeed, the autopilot will cause the aircraft to pitch up until recapturing the vertical reference and
the vertical flight director mode will change from armed to active.
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7.7 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.
Figure 7-36 Flight Plan Overview
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27
30
33
0
3
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33
Salina
VOR
(SLN)
KMKC
Lamar
VOR
(LAA)
0
3
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9
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24
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30
33
Hays
VOR
(HYS)
KCOS
V 244
V 4
V 244
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3
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30
33
Topeka
VOR
(TOP)
DEPARTURE
Climbing to the Selected Altitude and flying an assigned heading:
1) Before takeoff:
a) Use the
ALT Kno
b 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.
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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 Mode.
The Vertical Speed Reference may be adjusted after Vertical Speed Mode is selected using the NOSE UP and
NOSE DN Keys, or pushing the CWS Button while hand-flying the aircraft, to establish a new Vertical Speed
Reference.
3) Use the
HDG
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.
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 10 seconds.
At 50 feet from the Selected Altitude, the green ‘ALT’ annunciation flashes for up to 10 seconds; the autopilot
transitions to Altitude Hold Mode and levels the aircraft.
Figure 7-37 Departure
Selected Altitude of 12,000 MSL
1
2
3
4
HDG Mode
VS Mode
ALT Mode
TO Mode
TO Mode
KMKC
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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 CRS 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.
Figure 7-38 Intercepting a VOR Radial
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33
HDG Mode, VOR Armed
VOR NAV Mode
V 4
Salina
VOR
(SLN)
1
2
3
Hdg
290
o
255
o
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FLYING A FLIGHT PLAN/GPS COURSE
NOTE: Changing the navigation source cancels 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 guides the aircraft along 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.
Figure 7-39 Transition to GPS Flight Plan
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9
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30
33
VOR NAV Mode
GPS NAV Mode
V 244
1
2
V 4
076
o
075
o
260o
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Salina
VOR
(SLN)
Hays
VOR
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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) Use the
ALT Kno
b to set the Selected Altitude to 10,000 feet.
b) Press the
FLC
Key to activate Flight Level Change Mode. The annunciation ‘FLC’ appears next to the Airspeed
Reference, which defaults to the current aircraft airspeed. Selected Altitude Capture Mode is armed automatically.
2) Use the NOSE UP and NOSE DN Keys, 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 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft.
Figure 7-40 FLC Descent
Cruise Altitude of 12,000 MSL
Selected Altitude of 10,000 MSL
ALT Mode
FLC Mode
ALT Mode
1
2
3
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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) Use the
ALT Kno
b to set the Selected Altitude 75 feet below the flight plan’s VNV Target Altitude of 10,000 feet.
If the Selected Altitude is not at least 75 feet below the VNV Target Altitude, the flight director will capture the
Selected Altitude rather than the VNV Target Altitude once Vertical Path Tracking Mode becomes active (ALTS
will be 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 Kno
b 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 green ‘ALTV’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 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.
Figure 7-41 VPTH Descent
3 nm
Cruise Altitude of 12,000 MSL
VNAV Target Altitude of 10,000 MSL ALT Mode
VPTH Mode
Selected Altitude (set below VNAV Target Altitude)
1
2
3
TOD
BOD
ALT Mode
Along-track Offset, 3 nm before OPSHN
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Non-path descent using Flight Level Change Mode:
1) Command a non-path descent to an intermediate altitude above the next VNV flight plan altitude. Use Flight
Level Change Mode:
a) Using the
ALT Kno
b to 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 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft. After leveling off, reset the Selected Altitude
at or below 9000 ft.
4) When the next TOD is reached, Vertical Path Tracking becomes active (may require acknowledgment to allow
descent path capture).
5) As the aircraft nears the VNV Target Altitude, the flight director transitions to VNV Target Altitude Capture Mode,
indicated by the green ‘ALTV’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 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.
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Figure 7-42 Non-path Descent
OPSHN
3 nm HABUK
VNAV Target Altitude of 10,000 MSL
VNAV Target Altitude of 9,000 MSL ALT Mode
Planned Descent Path
Selected Altitude of 9,400 MSL
ALT Mode
VPTH Mode
1
2
3
FLC Mode
4
VPTH Mode
ALT Mode
Selected Altitude
5
TOD
Planned
TOD
BOD
BOD
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APPROACH
NOTE: If an approach contains a DME arc, the arc must be flown in Navigation Mode with the 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 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 autopilot and flight director determine when to begin the turn to intercept the final approach course. The
flight director now provides guidance to the missed approach point.
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.
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Figure 7-43 ILS Approach to KCOS
HDG Mode
LOC APR/
GS Mode
PETEY
1
2
3
GPS NAV Mode
KCOS
PYNON
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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 the 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.
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4
GPS APR/
GP Mode
FALUR
1
2
3
GPS NAV Mode
KCOS
HABUK
PYNON
CEGIX
Figure 7-44 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.
2) Start the climb to the prescribed altitude in the published Missed Approach Procedure (in this case, 10,000 ft).
Press the
NAV
Key to have the autopilot fly to the hold.
3) Use the
ALT Kno
b 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 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft.
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.
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Figure 7-45 Go Around/Missed Approach
3
4
1
2
KCOS
MOGAL
GA Mode
GPS NAV Mode
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7.8 AFCS ANNUNCIATIONS AND ALERTS
AFCS STATUS ALERTS
The annunciations in Table 7-5 (listed in order of increasing priority) can appear on the PFDs above the
Airspeed and Attitude indicators. Only one annunciation may occur at a time, and messages are prioritized by
criticality.
Figure 7-46 AFCS Status Annunciation
AFCS Status
Annunciation
Alert Condition Annunciation Description
Elevator Mistrim Down
Pitch servo providing sustained force in the indicated direction
Elevator Mistrim Up
Pitch Trim Failure
(or stuck MEPT Switch)
If AP engaged, take control of the aircraft and disengage AP
If AP disengaged, move MEPT switches separately to unstick
Roll Failure Roll axis control failure; AP inoperative
Pitch Failure Pitch axis control failure; AP inoperative
System Failure AP and MEPT are unavailable; FD may still be available
Preflight Test
Performing preflight system test; aural alert sounds at completion
Do not press the AP DISC Switch during servo power-up and preflight system tests
as this may cause the preflight system test to fail or never to start (if servos fail
their power-up tests). Power must be cycled to the servos to remedy the situation.
Preflight system test failed; aural alert sounds at failure
Table 7-5 AFCS Status Alerts
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OVERSPEED PROTECTION
NOTE: Overspeed protection is not active in Altitude Hold, Glideslope or Glidepath modes.
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. Pitch commands are not changed until overspeed protection
becomes active. Overspeed protection is provided in situations where the flight director cannot acquire and
maintain the mode reference for the selected vertical mode without exceeding Vne.
When an autopilot overspeed condition occurs, the Airspeed Reference appears in a box above the Airspeed
Indicator, flashing a yellow ‘MAXSPD’ annunciation. 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 7-47 Overspeed Annunciation
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7.9 ABNORMAL OPERATION
SUSPECTED AUTOPILOT MALFUNCTION
NOTE: Consult the aircraft documentation for the location of circuit breakers as well as specifics that may
supplement or amplify this procedure.
If an autopilot failure or trim failure is suspected to have occurred, perform the following steps:
1) Firmly grasp the control wheel.
2) Press and hold the AP DISC Switch. The autopilot will disconnect and power is removed from the trim motor.
Power is also removed from all primary servo motors and engaged solenoids. Note the visual and aural alerting
indicating autopilot disconnect.
3) Retrim the aircraft as needed. Substantial trim adjustment may be needed.
4) Pull the appropriate circuit breaker(s) to electrically isolate the servo and solenoid components.
5) Release the AP DISC Switch.
OVERPOWERING AUTOPILOT SERVOS
In the context of this discussion, “overpowering” refers to any pressure or force applied to the pitch controls
when the autopilot is engaged. A small amount of pressure or force on the pitch controls can cause the autopilot
automatic trim to run to an out-of-trim condition. Therefore, any application of pressure or force to the
controls should be avoided when the autopilot is engaged.
Overpowering the autopilot during flight will cause the autopilot’s automatic trim to run, resulting in an out-
of-trim condition or cause the trim to hit the stop if the action is prolonged. In this case, larger than anticipated
control forces are required after the autopilot is disengaged.
The following steps should be added to the preflight check:
1) Check for proper autopilot operation and ensure the autopilot can be overpowered.
2) Note the forces required to overpower the autopilot servo clutches.
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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 G1000 in the PA-44 Seminole include the following:
• Synthetic Vision Technology (SVT)
• SafeTaxi® diagrams
• ChartView and FliteCharts® electronic charts
• Airport Directory
• SiriusXM Satellite Radio entertainment
• Scheduler
• Flight Data Logging
• Electronic Stability and Protection (ESP™) System
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 optional ChartView and FliteCharts 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 optional AC-U-KWIK Airport Directories offer detailed information for a selected airport, such
as available services, hours of operation, and lodging options. Either the AOPA or AC-U-KWIK database may be
installed, but not both simultaneously.
The optional SiriusXM Satellite Radio entertainment audio feature of the GDL 69A Data Link Receiver offers
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
maintenance phase checks or other events in the Messages Window on the PFD.
The Flight Data Logging feature automatically stores critical flight and engine data on an SD data card.
Approximately 1,000 flight hours can be recorded for each 1GB of available space on the card.
The Electronic Stability and Protection (ESP™) system discourages aircraft operation outside the normal flight
envelope.
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8.1 SYNTHETIC VISION TECHNOLOGY (SVT)
NOTE: SVT requires a terrain database that has a resolution of nine arc-seconds.
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 G1000 Integrated Flight Deck.
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 8-88). 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 optional Terrain Awareness and Warning System (TAWS-B) or standard Terrain-SVS 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 Terrain–SVS or TAWS-B terrain or obstacle data displayed by the SVT.
The following SVT enhancements appear on the PFD:
• Pathways
• Flight Path Marker
• Horizon Heading Marks
• Traffic Display
• Airport Signs
• Runway Display
• Terrain Alerting
• 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 ladder 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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Figure 8-2 SVT Softkeys
Pressing the BACK Softkey
returns to the top-level softkeys.
BACK
BACK
PFD
Pressing the BACK Softkey returns to the previous level of softkeys.
SYN VIS
PATHWAYSYN TERR HRZN HDG APTSIGNS
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
Figure 8-3 SVT on the Primary Flight Display
SVT
Softkeys
Synthetic
Terrain
Pathways
Flight
Path
Marker
Airport
Runway
Zero
Pitch Line
(ZPL) with
Compass
Heading
Marks
Airplane
Symbol
NOTE: Pathways and terrain features are not a substitute for standard course and altitude deviation
information provided by the altimeter, CDI, and VDI.
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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Figure 8-4 Programmed and Selected Altitude
Selected
Altitude
Programmed
Altitudes
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.
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.
Figure 8-5 SVT Pathways, Enroute and Descent
Climbs NOT
displayed
by pathway
TOD
Programmed descent
displayed by pathway
Selected Altitude
set for Departure
Selected Altitude
set for Enroute
Selected Altitude or Programmed Altitude
(whichever is higher)
Selected Altitude
for Step Down
Non-programmed descents NOT displayed by pathway
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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.
Figure 8-6 SVT Pathways, Approach, Missed Approach, and Holding
Descent displayed
by pathway Selected Altitude
or Programmed Altitude
(whichever is higher)
FAF
MAP
MAHP
Climbs NOT displayed
by pathway
Turn Segment
NOT displayed
by pathway
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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.
Color of
Pathways
match the
CDI color
Flight Path
Marker
(FPM)
Figure 8-7 Flight Path Marker and Pathways
Zero Pitch
Line
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 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.
Figure 8-8 Airport Signs
Airport
Sign with
Identifier
(Between
4.5 nm and
8 nm)
Airport
Sign
without
Identifier
(Between
8 nm and
15 nm)
Traffic
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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 outlined in white. Other runways will be
outlined in gray. 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.
Other
Runway
on Airport
Figure 8-9 Runways
Runway
Selected for
Approach
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TERRAIN-SVS AND TAWS-B ALERTING
Terrain alerting on the synthetic terrain display is triggered by Forward-looking Terrain Avoidance (FLTA)
alerts, and corresponds to the red and yellow X symbols on the Inset Map and MFD map displays. For more
detailed information regarding Terrain-SVS and TAWS-B, 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
Figure 8-10 Terrain Alert
Potential
Impact
Point
Terrain
Caution
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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. 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.
Figure 8-11 Obstacle Alert
Potential
Impact
Point
Obstacle
Alert
Annunciation
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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.
Displaying 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.
Figure 8-12 Option Menus
Navigation Map Page OPTIONS Menu Map Setup Menu, Map Group, Field of View Option
Field of
View
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 Aviation 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.
Figure 8-13 PFD and MFD Field of View Comparison
Lines
Depict
PFD Field
of View
SVT View on the PFD Field of View on the MFD
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8.2 SAFETAXI
SafeTaxi is an enhanced feature that 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
• Inset Map (PFD)
• Weather Datalink Page
• Airport Information Page
• Intersection Information Page
• NDB Information Page
• VOR Information Page
• User Waypoint Information Page
• Trip Planning Page
• Nearest Pages
• Active and Stored Flight Plan Pages
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.
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Figure 8-14 SafeTaxi Depiction on the Navigation Map Page
DCLTR
Softkey
Removes Taxiway
Markings
Airport
Features
Aircraft
Position
Taxiway
Identification
Airport Hot
Spot Outline
The DCLTR Softkey (declutter) label advances to DCLTR-1, DCLTR -2, and DCLTR-3 each time the softkey is
pressed for easy recognition of decluttering level. Pressing the DCLTR Softkey removes the taxiway markings and
airport feature labels. Pressing the DCLTR-1 Softkey removes VOR station ID, the VOR symbol, and intersection
names if within the airport plan view. Pressing the DCLTR-2 Softkey removes the airport runway layout, unless
the airport in view is part of an active route structure. Pressing 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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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.
Figure 8-16 MAP SETUP Menu, Aviation Group, SAFETAXI Range Options
SafeTaxi
Range
Options
SAFETAXI
Option
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SAFETAXI 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.
Figure 8-17 Power-up Page, SafeTaxi Database
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
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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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.
Press 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.
The SafeTaxi database cycle number shown in the figure, 14S1, is deciphered as follows:
14 – Indicates the year 2014
S – Indicates the data is for SafeTaxi
1 – Indicates the first issue of the SafeTaxi database for the year
The SafeTaxi EFFECTIVE date 13–JAN–14 is the beginning date for the current database cycle. SafeTaxi
EXPIRES date 10–MAR–14 is the revision date for the next database cycle.
Figure 8-18 AUX – System Status Page, SafeTaxi Current Information
SafeTaxi Data
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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.
Press 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.
Refer to Updating Garmin Databases in Appendix B for instructions on revising the SafeTaxi database.
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.
Figure 8-19 AUX – System Status Page, SafeTaxi Database Status
Current Date is before Effective Date SafeTaxi Database has Expired SafeTaxi Database Not Installed
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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.
Figure 8-20 Sample Chart Indicating Off-Scale Areas
Off-Scale
Area
Off-Scale
Areas
Inset Box
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)
• Departure Procedures (DP)
• Approaches
• Airport Diagrams
• NOTAMs
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CHARTVIEW SOFTKEYS
ChartView functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing 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.
Pressing the GO
BACK Softkey reverts to the top level softkeys and previous page.
Pressing 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.
Figure 8-21 ChartView SHW CHRT, Chart Selection, and Chart Option Softkeys
Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.
Selecting the BACK Softkey returns
to the Chart Selection Softkeys.
MINIMUMS
CHRT OPT CHRT INFO DP STAR APR WX NOTAM GO BACK
SHW CHRT
ALL HEADER PLAN PROFILE FIT WDTH FULL SCN BACK
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TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, press 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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When a chart is not available by pressing 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, pressing 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, press 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. (Press 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.
Figure 8-25 Approach Information Page, Chart Selection
Select Desired
Approach Chart
From Menu
Scroll Through
Chart With
the
Joystick
Chart Scale
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While the APPROACH Box is selected using the FMS Knob, the G1000 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.
Pressing 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.
Figure 8-26 CHRT Softkey, Airport Information Page
Press
CHRT
Softkey
to Switch Between
ChartView and WPT -
Airport Information Page
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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.)
Aircraft
Current
Position
Figure 8-27 Airport Information Page, INFO View, Full Screen Width
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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
Pressing the DP Softkey displays the Departure Procedure Chart if available.
Figure 8-29 Departure Information Page
Chart Not
To Scale
Aircraft Not
Shown Icon
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Pressing the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Change Range
and Scroll
Through the
Chart With the
Joystick
Figure 8-30 Arrival Information Page
Chart Not
To Scale
Aircraft Not
Shown Icon
Pressing the APR Softkey displays the approach chart for the airport if available.
Figure 8-31 Approach Information Page
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Pressing 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.
Figure 8-32 Weather Information Page
WX
Softkey
Selected
WX Info
When
Available
NOTE
: A subdued softkey label indicates the function is disabled.
Recent NOTAMS applicable to the current ChartView cycle are included in the ChartView database. Pressing
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 as shown in Figure 8-32. The
NOTAM Softkey may appear on the Airport Information Page and all of the chart page selections.
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Figure 8-33 NOTAM Softkey Available
NOTAM
Softkey
Appears for
Selected
Airports
Figure 8-34 Airport Information Page, Local NOTAMs
Local
NOTAM on
This Airport
NOTAM
Softkey
Selected
Pressing the NOTAM Softkey again removes the NOTAMS information.
Pressing the GO
BACK Softkey reverts to the previous page (Navigation Map Page, Nearest Pages, or Flight
Plan Page).
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CHART OPTIONS
Pressing the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-21).
Pressing the ALL Softkey shows the complete approach chart on the screen.
Figure 8-35 Approach Information Page, ALL View
Complete
Chart
Shown
Pressing 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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Pressing the PLAN Softkey shows the approach chart two dimensional plan view.
Figure 8-37 Approach Information Page, Plan View
Approach
Chart Plan
View
Pressing 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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Pressing 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
If the chart scale has been adjusted to view a small area of the chart, pressing the FIT WIDTH Softkey
changes the chart size to fit the available screen width.
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Press
FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-40 Airport Information Page, FIT WDTH Softkey Selected
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Pressing the FULL
SCN Softkey alternates between removing and replacing the data window to the right.
Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, press 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.
Figure 8-41 Airport Information Page, Full Screen and Info Window
Press
FULL SCN
Softkey to Switch
Between Full
Screen and Chart
With Info Window
Available
Information
Pressing the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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The full screen view can also be selected by using the page menu option.
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.
Figure 8-42 Page Menus
Full Screen On/Off SelectionChart Setup Option
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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 G1000 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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CHARTVIEW CYCLE NUMBER AND EXPIRATION DATE
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. 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.
Figure 8-46 Power-up Page, ChartView Database
ChartView Database
Power-up Page Display Definition
Blank Line. system is not configured for ChartView. Contact a Garmin‑
authorized 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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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.
Press 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, 1403, is deciphered as follows:
14 – Indicates the year 2014
03 – Indicates the third issue of the ChartView database for the year
The EXPIRES date 17–FEB–14 is the date that this database should be replaced with the next issue.
The DISABLES date 28–APR–14 is the date that this database becomes inoperative.
Figure 8-47 AUX – System Status Page, ChartView Current and Available
ChartView
Data
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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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.
Figure 8-48 AUX – System Status Page, ChartView Database Status
ChartView Database is Disabled
ChartView has Expired, but is not Disabled ChartView Database is Not Available
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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 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.
The FliteCharts database subscription is available from Garmin. Available data includes:
• Arrivals (STAR)
• Departure Procedures (DP)
• Approaches
• Airport Diagrams
Figure 8-49 Sample Chart Indicating Off-Scale Areas
Off-Scale
Area
Off-Scale
Areas
Off-Scale
Area
Off-Scale
Areas
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NOTE: Do not maneuver the aircraft based solely upon the geo-referenced aircraft symbol.
FLITECHARTS SOFTKEYS
FliteCharts functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing 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.
Pressing the GO
BACK Softkey reverts to the top level softkeys and previous page.
Pressing 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.
Figure 8-50 FliteCharts SHW CHRT, Chart Selection, and Chart Option Softkeys
Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.
Selecting the BACK Softkey returns
to the Chart Selection Softkeys.
ALL
GO BACK
SHW CHRT
WX
APR
STAR
DP
INFO
CHRT
CHRT OPT
FIT WDTH
FULL SCN
BACK
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TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, press 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 8-51 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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When a chart is not available by pressing 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, pressing 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, press 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. (Press 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.
Select Desired
Approach Chart
from Menu
Pan Chart
With the
Joystick
Chart Not
To Scale
Aircraft Not
Shown Icon
Figure 8-54 Approach Information Page, Chart Selection
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While the APPROACH Box is selected using the FMS Knob, the G1000 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.
Pressing the CHRT Softkey alternates 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.
Figure 8-55 CHRT Softkey, Airport Information Page
Press
CHRT
Softkey
to Switch Between
FliteCharts and
Navigation Map Page
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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.
Another source for additional airport information is from the INFO Box above the chart (Figure 8-54) or to
the right of the chart (Figure 8-56) 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 three additional charts offering information: the Airport Diagram, Alternate Minimums, and
Take-off Minimums.
Figure 8-56 Airport Information Page, INFO View with Airport Information
Info Box
Selected
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In the example shown in Figure 8-56, TAKE OFF MINIMUMS is selected. Pressing the ENT Key displays the
Take-off Minimums and Departure Procedures Chart (Figure 8-57).
Figure 8-57 Airport Information Page, TAKE OFF MINIMUMS Selected from INFO View
Pressing the DP Softkey displays the Departure Procedure Chart if available.
Figure 8-58 Departure Information Page
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Pressing 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.
Figure 8-60 Approach Information Page
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Pressing 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, press 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 G1000 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.
Figure 8-61 Weather Information Page, WX Softkey Selected
Chart Not
To Scale
WX
Softkey
Selected
Info Available
on This Airport
WX Info
When
Available
Softkeys are
Blank during
Info Box
Selection
Pressing the GO
BACK Softkey reverts to the previous page (Navigation Map Page or Flight Plan Page).
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CHART OPTIONS
Pressing the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-50).
Pressing the ALL Softkey shows the complete chart on the screen.
Complete
Chart
Shown
Figure 8-62 Airport Information Page, ALL View Selected
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Pressing 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.
Figure 8-63 Approach Information Page, FIT WDTH Softkey Selected
Press
FIT WDTH
Softkey to Show
Full Chart Width
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Pressing the FULL
SCN Softkey alternates between removing and replacing the data window to the right.
Press
FULL SCN
Softkey to Switch
Between Chart on
Full Screen and Chart
with Info Window
Figure 8-64 Airport Information Page, Full Screen and Info Window
Pressing the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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The full screen view can also be selected by using the page menu option.
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.
Figure 8-65 Page Menus
Full Screen On/Off SelectionChart Setup Option
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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 G1000 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 are disabled 180 days after the expiration date and are no
longer available for viewing upon reaching the disables date. 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.
Figure 8-69 Power-up Page, FliteCharts Database
FliteCharts Database
Power-up Page Display Definition
Blank Line. system is not configured for FliteCharts. Contact a Garmin‑
authorized 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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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.
Press 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, 1402, is deciphered as follows:
14 – Indicates the year 2014
02 – Indicates the second issue of the FliteCharts database for the year
The FliteCharts EFFECTIVE date 10–FEB–14 is the first date that this database is current.
The FliteCharts EXPIRES date 10–MAR–14 is the last date that this database is current.
The DISABLES date 06–SEP–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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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 preceeds 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.
Figure 8-71 AUX – System Status Page, FliteCharts Datbase Status
FliteCharts Expired, but is not Disabled FliteCharts Database is Disabled
FliteCharts Database is Not Available
Current Date is Before Effective Date
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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 pressing 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 AOPA 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 and offered on a subscription basis. 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.
Figure 8-73 Power-up Page, Airport Directory Database
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.
Press 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, 14D1, is deciphered as follows:
14 – Indicates the year 2014
D – Indicates the data is for Airport Directory
1 – Indicates the first issue of the Airport Directory database for the year
The Airport Directory EFFECTIVE date 13–JAN–14 is the beginning date for the current database cycle. The
Airport Directory EXPIRES date 10–MAR–14 is the revision date for the next database cycle.
Figure 8-74 AUX – System Status Page, Airport Directory Current Information
Airport Directory
Data
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 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 8-75)
• 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
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) Select the Auxiliary Page Group.
3) Select the next to last page in the AUX Page Group.
4) Press the INFO Softkey to display the XM Information Page.
5) Verify that the desired services are activated.
6) Press the LOCK Softkey.
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7) Turn the large FMS Knob to highlight YES.
8) To complete activation, press the ENT Key.
RADIO
and
INFO
Softkeys
Figure 8-75 XM Information Page
Audio
Radio ID
Weather
Products
Window
Data
Radio ID
LOCK
Softkey
is Used to Save
Activation Data
During Initial Setup
If SiriusXM Weather services have not been activated, all the weather product boxes are blank 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.
USING SIRIUSXM RADIO
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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 Auxiliary Page Group.
2) Turn the small
FMS
Knob to select the displayed AUX ‑ XM Information Page.
3) Press the
RADIO
Softkey to show the XM Radio Page where audio entertainment is controlled.
Figure 8-76 XM Radio Page
Volume
Field
Categories
Field
Channel
List
Active
Channel
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, press the CHNL Softkey.
2) Press 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, press the CHNL Softkey.
2) Press the DIR CH Softkey. The channel number in the Active Channel Box is highlighted.
3) Press 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) Press the CATGRY Softkey on the XM Radio Page.
2) Press 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 8-77 Categories List
PRESETS
Up to 15 channels from any category can be assigned a preset number. The preset channels are selected by
pressing 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, press the PRESETS
Softkey to access the first five preset channels (PS1 - PS5).
2) Press the MORE Softkey to access the next five channels (PS6 – PS10), and again to access the last five
channels (PS11 – PS15). Pressing the MORE Softkey repeatedly cycles through the preset channels.
3) Press the SET Softkey.
4) Press any one of the (PS1 - PS15) softkeys to assign a number to the active channel.
Figure 8-78 Accessing and Selecting XM Preset Channels
Select
PRESETS
to
Access the Preset
Channels Softkeys
Select
MORE
to Cycle
Through the Preset
Channels
Select
SET
to Save Each
Preset Channel
Selecting the BACK Softkey, or waiting during 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 8-79 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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8.7 SCHEDULER
The Scheduler feature can be used to enter and display reminder messages (e.g., Change oil, Altimeter-
Transponder, or 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 8-80 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)
• 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, use the FMS Knob to enter the timer value (HH:MM:SS) from which to
countdown and press the ENT Key.
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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 time.
Scheduler messages appear in the Messages Window on the PFD. When a scheduler message is waiting, the
MSG Softkey flashes. Pressing the MSG Softkey opens the Messages Window and acknowledges the scheduler
message. Pressing the MSG Softkey again removes the Messages Window from the display, and the scheduler
message is deleted from the message queue.
Figure 8-81 PFD Messages Window
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8.8 FLIGHT DATA LOGGING
NOTE: Some aircraft installations may not provide all aircraft/engine data capable of being logged by the
system.
The Flight Data Logging feature will automatically store critical flight and engine data on an SD data card (up
to 16GB) inserted into the top card slot of the MFD. Approximately 1,000 flight hours can be recorded for each
1GB of available space on the card.
Data is written to the SD card once each second while the MFD is powered on. All flight data logged on a
specific date is stored in a file named in a format which includes the date, time, and nearest airport identifier. The
file is created automatically each time the G1000 system is powered on, provided an SD card has been inserted.
The status of the Flight Data Logging feature can be viewed on the AUX-UTILITY Page. If no SD card has been
inserted, “NO CARD” is displayed. When data is being written to the SD card, “LOGGING DATA” is displayed.
The .csv file may be viewed with Microsoft Excel® or other spreadsheet applications.
The following is a list of data parameters the G1000 system is capable of logging.
• Date
• Time
• GPS altitude (MSL)
• GPS altitude (WGS84 datum)
• Baro-Corrected altitude (feet)
• Baro Correction (in/Hg)
• Indicated airspeed (kts)
• Vertical speed (fpm)
• GPS vertical speed (fpm)
• OAT (degrees C)
• True airspeed (knots)
• Pitch Attitude Angle (degrees)
• Roll Attitude Angle (degrees)
• Lateral and Vertical G Force (g)
• Ground Speed (kts)
• Ground Track (degrees
magnetic)
• Latitude (degrees; geodetic;
+North)
• Longitude (degrees; geodetic;
+East)
• Magnetic Heading (degrees)
• HSI source
• Selected course
• Com1/Com2 frequency
• Nav1/Nav2 frequency
• CDI deflection
• VDI/GP/GS deflection
• Wind Direction (degrees)
• Wind Speed (knots)
• Active Waypoint Identifier
• Distance to next waypoint (nm)
• Bearing to next waypoint
(degrees)
• Magnetic variation (degrees)
• GPS fix
• GPS horizontal alert limit
• GPS vertical alert limit
• SBAS GPS horizontal protection
level
• SBAS GPS vertical protection
level
• Fuel Qty (right & left)(gals)
• Fuel Flow (gph)
• Oil Pressure (psi)
• Oil Temperature (deg. F)
• Propeller RPM
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The file containing the recorded data will appear in the format shown in Figure 8-82. This file can be imported
into most computer spreadsheet applications.
log_140210_104506_KIXD.csv
Local Date
YYMMDD Local 24hr Time
HHMMSS
Nearest Airport
(A blank will be
inserted if no
airport is found)
Figure 8-82 Log File Format
Data logging status can be monitored on the AUX-UTILITY Page.
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8.9 ELECTRONIC STABILITY & PROTECTION (ESP™)
Electronic Stability and Protection (ESP™) is an optional feature that is intended to discourage the exceedance of
attitude and established airspeed parameters. This feature will only function when the aircraft is above 200 feet AGL
and the autopilot is not engaged.
ESP engages when the aircraft exceeds one or more conditions (pitch, roll, Vmo, and/or Mmo) beyond the normal
flight parameters. Enhanced stability for each condition is provided by applying a force to the appropriate control
surface to return the aircraft to the normal flight envelope. This is perceived by the pilot as resistance to control
movement in the undesired direction when the aircraft approaches a steep attitude or high airspeed.
As the aircraft deviates further from the normal attitude and/or airspeed, the force increases (up to an established
maximum) to encourage control movement in the direction necessary to return to the normal attitude and/or
airspeed range. Except in the case of high airspeed, when maximum force is reached, force remains constant up
to the maximum engagement limit. Above the maximum engagement limit, forces are no longer applied. There
is no maximum engagement related to a high airspeed condition.
When ESP has been engaged for more than ten seconds (cumulative; not necessarily consecutive seconds) of a
20-second interval, the autopilot is automatically engaged with the flight director in Level Mode, bringing the aircraft
into level flight. An aural “Engaging Autopilot” alert is played and the flight director mode annunciation will indicate
‘LVL’ for vertical and lateral modes.
The pilot can interrupt ESP by pressing and holding either the Control Wheel Steering (CWS) or Autopilot
Disconnect (AP DISC) switch. Upon releasing the CWS or AP DISC switch, ESP force will again be applied,
provided aircraft attitude and/or airspeed are within their respective engagement limits. ESP can also be overridden
by overpowering the servo’s mechanical torque limit.
ESP can be enabled or disabled on the AUX-SYSTEM SETUP 2 Page on the MFD.
To enable or disable ESP™:
1) Turn the large
FMS
Knob to select the AUX Page Group.
2) Turn the small
FMS Knob
to select the System Setup Page.
3) If necessary, select the
SETUP 2
Softkey to display the AUX‑SYSTEM SETUP 2 Page. If the AUX‑SYSTEM SETUP 2
is already displayed, proceed to step 4.
4) Press the
FMS
Knob to activate the cursor.
5) Turn the large
FMS
Knob to place the cursor in the STABILITY & PROTECTION field.
6) Turn the small
FMS Knob
to select ‘ENABLE’ or ‘DISABLE’.
7) Press the
FMS
Knob to remove the cursor.
ESP is automatically enabled on system power up.
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ROLL ENGAGEMENT
Roll Limit Indicators are displayed on the roll scale at 45° right and left, indicating where ESP will engage
(see Figure 8-83). As roll attitude exceeds 45°, ESP will engage and the on-side Roll Limit Indicator will move
to 30°, as shown in Figure 8-84. The Roll Limit Indicator is now showing where ESP will disengage as roll
attitude decreases.
Roll Limit Indicator
ESP Engage (45°)
Figure 8-83 ESP Roll Engagement Indication (ESP NOT Engaged)
Roll Limit Indicator
ESP Engage (45°)
Before ESP Engage After ESP Engage
ESP Engage (45°)
Aircraft Roll Attitude = 44° ESP Disengage (30°)
Aircraft Roll Attitude = 46°
Figure 8-84 Roll Increasing to ESP Engagement
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Once engaged, ESP force will be applied between 30° and 75°, as illustrated in Figure 8-85. The force
increases as roll attitude increases and decreases as roll attitude decreases. The applied force is intended to
encourage pilot input that returns the airplane to a more normal roll attitude. As roll attitude decreases, ESP
will disengage at 30°.
Figure 8-85 ESP Roll Operating Range When Engaged
(Force Increases as Roll Increases & Decreases as Roll Decreases)
0º
10º
10º
20º
20º
30º
30º
45º
45º
60º
60º
75º
75º
90º
90º
ESP is automatically disengaged if the aircraft reaches the autopilot roll engagement attitude limit of 75°
(Figure 8-86).
Figure 8-86 Roll Attitude Autopilot Engagement Limit (ESP Engaged)
ESP Upper Disengage Limit (75°)
Aircraft Roll Attitude = 74°
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PITCH ENGAGEMENT
ESP engages at 18° nose-up and 17° nose-down. Once ESP is engaged, it will apply opposing force between
15° and 50° nose-up and between 12° and 50° nose-down, as indicated in Figure 8-87. Maximum opposing
force is applied between 25° and 50° nose-up and between 22° and 50° nose-down.
The opposing force increases or decreases depending on the pitch angle and the direction of pitch travel. This
force is intended to encourage movement in the pitch axis in the direction of the normal pitch attitude range
for the aircraft.
There are no indications marking the pitch ESP engage and disengage limits in these nose-up/nose-down
conditions.
Figure 8-87 ESP Pitch Operating Range When Engaged
(Force Increases as Pitch Increases & Decreases as Pitch Decreases)
30˚
25˚
20˚
15˚
10˚
5˚
0˚
5˚
10˚
15˚
20˚
25˚
30˚
30˚
25˚
20˚
15˚
10˚
5˚
0˚
5˚
10˚
15˚
20˚
25˚
30˚
35˚
40˚
45˚
50˚
35˚
40˚
45˚
50˚
50˚
45˚
40˚
35˚
50˚
45˚
40˚
35˚
ESPESP
HIGH AIRSPEED PROTECTION
Exceeding Vmo or Mmo will result in ESP applying force to raise the nose of the aircraft. When the high
airspeed condition is remedied, ESP force is no longer applied.
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8.10 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
• Terrain-SVS or TAWS-B 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 8-88 SVT Reversionary Mode
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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 8-89 Unusual Attitude Display
The blue colored bar is also displayed when terrain gradient is great enough to completely fill the display.
Blue Band
Figure 8-90 Blue Sky Bar with Full Display Terrain
Terrain
Completely
Fills Display
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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
• 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 Aux Audio In 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 8-91 LRU Information Window on System Status Page
If a failure still exists, the following messages may provide insight as to the possible problem:
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Message Message Location Description
CHECK ANTENNA XM Information Page (MFD) Data Link Receiver antenna error; service
required
UPDATING XM Information Page (MFD)) Data Link Receiver updating encryption code
NO SIGNAL XM Information Page Weather Datalink Page
(MFD)
Loss of signal; signal strength too low for
receiver
LOADING XM Radio Page (MFD) Acquiring channel audio or information
OFF AIR XM Radio Page (MFD) Channel not in service
-------- XM Radio Page (MFD) Missing channel information
WEATHER DATA LINK FAILED Weather Datalink Page (MFD) No communication from Data Link Receiver
within last 5 minutes
ACTIVATION REQUIRED XM Information Page (MFD) SiriusXM subscription is not activated
DETECTING ACTIVATION Weather Datalink Page (MFD) SiriusXM subscription is activating.
WAITING FOR DATA... Weather Datalink Page (MFD) SiriusXM subscription confirmed downloading
weather data.
Table 8-5 GDL 69/69A Data Link Receiver Messages
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APPENDIX A
ANNUNCIATIONS AND ALERTS
The G1000 Alerting System conveys alerts using the following:
• CAS Annunciation Window: The CAS Annunciation Window displays abbreviated annunciation text. Text
color is based on alert levels described in the following section. The CAS Annunciation Window is located to the
right of the Altimeter and Vertical Speed Indicator. All aircraft annunciations can be displayed simultaneously
in the Annunciation Window. A white horizontal line separates annunciations that are acknowledged from
annunciations that are not yet acknowledged. Higher priority annunciations are displayed towards the top of
the window.
• MESSAGES Window: The MESSAGES Window displays text messages for up to 64 prioritized alert messages.
Pressing the MSG Softkey displays the MESSAGES Window. Pressing the MSG Softkey a second time removes
the MESSAGES Window from the display. When the MESSAGES Window is displayed, the FMS Knob can be
used to scroll through the alert message list.
• Softkey Annunciation: During certain alerts, the MSG Softkey may appear as a flashing annunciation to
accompany an alert. By pressing the softkey when flashing an annunciation, the alert is acknowledged. If alerts
are still present, the MSG label is displayed in white with black text. Pressing the MSG Softkey a second time
views the alert text messages.
• System Annunciations: Typically, a large red ‘X’ appears over instruments whose information is supplied by
a failed Line Replaceable Unit (LRU). See the G1000 System Annunciations Section for more information.
Figure A-1 G1000 Alerting System
MESSAGES
Window
Softkey
Annunciation
System
Annunciation
(Red ‘X’)
CAS Annunciations
Window
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• Audio Alerting System: The G1000 System issues audio alert tones when specific system conditions are met.
See the Alert Level Definitions Section for more information. Should the #1 GIA 63W fail, audio and voice
alerts are not generated. The annunciation tone may be tested from the AUX - System Status Page.
Testing the system annunciation tone:
1) Use the FMS Knob to select the AUX - System Status Page.
2) Press the ANN TEST Softkey.
Or:
a) Press the MENU Key.
b) Highlight ‘Enable Annunciator Test Mode’ and press the ENT Key.
Figure A-2 System Status Page, Annunciation Tone Testing
Press to Test
Annunciation Tone
CAS ANNUNCIATIONS
The following annunciations are configured specifically for the Piper Archer. Red annunciation window
text signifies warnings; yellow, cautions; and white, advisories. See the EIS section for more information on
annunciations. See the POH for recommended pilot actions.
DISPLAY INHIBITS
Inhibits prevent certain CAS messages from being displayed during the following conditions:
If two alert levels of the same message are active simultaneously (e.g., L FUEL QTY warning and L FUEL
QTY caution) only the higher alert level is displayed.
If a GEA or GIA fails, all CAS messages depending on sensors associated with that LRU are automatically
inhibited. Inhibits cannot be activated by invalid sensor data.
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APPENDIX A
WARNING ANNUNCIATIONS
Warning Messages Description Audio Alert
L ALTR FAIL Left Alternator failure
Triple Chime
R ALTR FAIL Right Alternator failure
L ENG CHT Left engine CHT in warning range
R ENG CHT Right engine CHT in warning range
L FUEL QTY Left fuel quantity in warning range
R FUEL QTY Right fuel quantity in warning range
L START ENGD Left engine starter motor energized when engine is running
R START ENGD Right engine starter motor energized when engine is running
GEAR SYS A failure of a gear system component has been detected
CHECK GEAR Landing gear are not down and locked or landing gear is selected UP on the
ground
HTR OVERHEAT Heater unit has sensed an overheat condition
USP ACTIVE Underspeed protection is currently engaged
CAUTION ANNUNCIATIONS
Caution Messages Description Audio Alert
AC DOOR OPEN*
Air conditioning condenser door is open during inflight engine failure condition
Double Chime
L FUEL QTY
Left fuel quantity in caution range
R FUEL QTY
Right fuel quantity in caution range
PITOT HEAT FAIL
Pitot heat failure
PITOT HEAT OFF
Pitot heat selected OFF
GEAR SYS A failure of a gear system component has been detected
CHECK GEAR Landing gear are not down and locked
HYDR PUMP ON Hydraulic pump is running when it should not be running
*
Optional
ADVISORY ANNUNCIATIONS
Advisory Messages Description Audio Alert
AC DOOR OPEN* Air conditioning condenser door is open
Single Chime
EMERG BATT ON Emergency power in use
FUEL IMBAL Fuel imbalance (left vs. right tank quantity)
PFD FAN FAIL PFD display fan is inoperative
MFD FAN FAIL MFD display fan is inoperative
AV FAN FAIL Avionics fan fail
MAINT MODE ON Maintenance Mode ON
* Optional
SYSTEM MESSAGES
Alerts Window Text Description
INCOMING CALL Incoming Iridium voice call*
WOW MISCOMPARE Left and right squat switches do not agree
*
Optional
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APPENDIX A
G1000 SYSTEM ANNUNCIATIONS
NOTE: Upon power-up, certain windows remain invalid as G1000 equipment begins to initialize. All windows
should be operational within one minute of power-up. If any window continues to remain flagged, the
G1000 System should be serviced by a Garmin-authorized repair facility.
When an LRU or an LRU function fails, a large red ‘X’ is typically displayed on windows associated with the
failed data (refer to Figure A-3 for all possible flags and the responsible LRUs). Refer to the Pilot’s Operating
Handbook (POH) for additional information regarding pilot responses to these annunciations.
Figure A-3 G1000 System Failure Annunciations
GDC 74A Air
Data Computer
GTX 33 Transponder
OR
GIA 63W Integrated
Avionics Units
GDC 74A Air
Data Computer
GEA 71 Engine
Airframe Unit
OR
GIA 63W Integrated
Avionics Unit
GIA 63W Integrated
Avionics Units
GRS 77 AHRS
OR
GMU 44
Magnetometer
GIA 63W Integrated
Avionics Units
GIA 63W Integrated
Avionics Units
GDU Software
or Database
Mismatch
The status of detected LRUs can be checked on the AUX - System Status Page (Figure A-2). Active LRUs
are indicated by green check marks; failed, by red ‘X’s. Failed LRUs should be noted and a service center or
Garmin-authorized dealer informed.
Viewing LRU information:
1) Use the FMS Knob to select the AUX - System Status Page.
2) To place the cursor in the ‘LRU Info’ Box,
a) Press the LRU Softkey.
Or:
a) Press the MENU Key.
b) With ‘Select LRU Window’ highlighted, press the ENT Key.
3) Use the FMS Knob to scroll through the box to view LRU status information.
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System Annunciation Comment
Attitude and Heading
Reference System is aligning.
Display system is not receiving
attitude information from the
AHRS.
AHRS calibration incomplete or
configuration module failure.
This annunciation is only seen
when the autopilot is engaged.
The annunciation indicates an
AHRS monitor has detected
an abnormal flight parameter,
possibly caused by strong
turbulence. In this case, the
situation should correct itself
within a few seconds. If there
is an actual failure, a red “X”
soon appears over the Attitude
Indicator.
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 POH).
Display system is not receiving
airspeed input from air data
computer.
System Annunciation Comment
Display system is not receiving
vertical speed input from the
air data computer.
Display system is not receiving
altitude input from the air data
computer.
Display system is not receiving
valid heading input from AHRS.
CDI is not receiving valid data
from the corresponding GIA.
Does not apply when the CDI is
set to GPS.
Display system is not receiving
valid ISA information from air
data computer.
Display system is not receiving
valid OAT information from air
data computer.
Display system is not receiving
valid transponder information.
Different versions of GDU
software are installed in the
PFD and MFD. This can also
indicate different versions
of the navigation database
installed in the PFD and MFD.
A cross-talk error between the
PFD and MFD will also cause
this annunciation.
Other Various Red X
Indications
A red ‘X’ through any other
display field (such as engine
instrumentation fields)
indicates that the field is not
receiving valid data.
Table A-1 G1000 System Annunciations
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APPENDIX A
G1000 SYSTEM MESSAGE ADVISORIES
This section describes various G1000 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 G1000 System Annunciation section.
NOTE: This section provides information regarding G1000 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 Pilot’s Operating
Handbook (POH) takes precedence over any conflicting guidance found in this section.
MFD & PFD MESSAGE ADVISORIES
Message Comments
DATA LOST
– Pilot stored data was
lost. Recheck settings.
The pilot profile data was lost. System reverts to default pilot profile and settings. The
pilot may reconfigure the MFD & PFD with preferred settings, if desired.
XTALK ERROR
– A flight display
crosstalk error has occurred.
The MFD and PFD are not communicating with each other. The system should be
serviced.
PFD1 SERVICE
– PFD1 needs service.
Return unit for repair. The PFD and/or MFD self-test has detected a problem. The system should be serviced.
MFD1 SERVICE
– MFD1 needs
service. Return unit for repair.
MANIFEST
– PFD1 software
mismatch, communication halted. The PFD and/or MFD has incorrect software installed. The system should be serviced.
MANIFEST
– MFD1 software
mismatch, communication halted.
PFD1 CONFIG
– PFD1 config error.
Config service req’d.
The PFD configuration settings do not match backup configuration memory. The
system should be serviced.
MFD1 CONFIG
– MFD1 config error.
Config service req’d.
The MFD configuration settings do not match backup configuration memory. The
system should be serviced.
SW MISMATCH
– GDU software
version mismatch. Xtalk is off.
The MFD and PFD have different software versions installed. The system should be
serviced.
PFD1 COOLING
– PFD1 has poor
cooling. Reducing power usage. The PFD and/or MFD is overheating and is reducing power consumption by dimming
the display. If problem persists, the system should be serviced.
MFD1 COOLING
– MFD1 has poor
cooling. Reducing power usage.
PFD1 KEYSTK
– PFD1 [key name] Key
is stuck. 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.
MFD1 KEYSTK
– MFD [key name] Key
is stuck.
CNFG MODULE
– PFD1 configuration
module is inoperative.
The PFD1 configuration module backup memory has failed. The system should be
serviced.
PFD1 VOLTAGE
– PFD1 has low
voltage. Reducing power usage The PFD1 voltage is low. The system should be serviced.
MFD1 VOLTAGE
– MFD1 has low
voltage. Reducing power usage The MFD voltage is low. The system should be serviced.
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APPENDIX A
DATABASE MESSAGE ADVISORIES
Message Comments
MFD1 DB ERR
– MFD1 navigation
database error exists. 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.
PFD1 DB ERR
– PFD1 navigation
database error exists.
MFD1 DB ERR
– MFD1 basemap
database error exists. The MFD and/or PFD detected a failure in the basemap database.
PFD1 DB ERR
– PFD1 basemap
database error exists.
MFD1 DB ERR
– MFD1 terrain
database error exists. The MFD and/or PFD detected a failure in the terrain database. Ensure that the
terrain card is properly inserted in display. Replace terrain card. If problem persists,
the system should be serviced.
PFD1 DB ERR
– PFD1 terrain database
error exists.
MFD1 DB ERR
– MFD1 terrain
database missing. The terrain database is present on another LRU, but is missing on the specified LRU.
PFD1 DB ERR
– PFD1 terrain database
missing.
MFD1 DB ERR
– MFD1 obstacle
database error exists. The MFD and/or PFD detected a failure in the obstacle database. Ensure that the
data card is properly inserted. Replace data card. If problem persists, the system
should be serviced.
PFD1 DB ERR
– PFD1 obstacle
database error exists.
MFD1 DB ERR
– MFD1 obstacle
database missing. The obstacle database is present on another LRU, but is missing on the specified LRU.
PFD1 DB ERR
– PFD1 obstacle
database missing.
MFD1 DB ERR
– MFD1 airport terrain
database error exists. 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.
PFD1 DB ERR
– PFD1 airport terrain
database error exists.
MFD1 DB ERR
– MFD1 airport terrain
database missing. The airport terrain database is present on another LRU, but is missing on the
specified LRU.
PFD1 DB ERR
– PFD1 airport terrain
database missing.
MFD1 DB ERR
– MFD1 Safe Taxi
database error exists. 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.
PFD1 DB ERR
– PFD1 Safe Taxi
database error exists.
MFD1 DB ERR
– MFD1 Chartview
database error exists.
The MFD and/or PFD detected a failure in the ChartView database (optional feature).
Ensure that the data card is properly inserted. Replace data card. If problem
persists, the system should be serviced.
MFD1 DB ERR
– MFD1 FliteCharts
database error exists.
The MFD and/or PFD detected a failure in the FliteCharts database (optional feature).
Ensure that the data card is properly inserted. Replace data card. If problem
persists, the system should be serviced.
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APPENDIX A
Message Comments
MFD1 DB ERR
– MFD1 Airport
Directory database error exists. The MFD and/or PFD 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.
PFD1 DB ERR
– PFD1 Airport Directory
database error exists.
DB MISMATCH
– Navigation database
mismatch. Xtalk is off.
The PFD and MFD have different navigation database versions or regions installed.
Crossfill is off. Check the AUX-SYSTEM STATUS Page to determine versions or
regions. Also, check the AUX-SYSTEM STATUS Page for a database synchronization
function not completed. After synchronization is complete, power must be turned off,
then on.
DB MISMATCH
– Standby Navigation
database mismatch.
The PFD and MFD have different standby navigation database versions or regions
installed. Check the AUX-SYSTEM STATUS Page to determine versions or regions.
Also, check the AUX-SYSTEM STATUS Page for a database synchronization function
not completed. After synchronization is complete, power must be turned off, then on.
DB MISMATCH
– Terrain database
mismatch.
The PFD and MFD have different terrain database versions or regions installed.
Check the AUX-SYSTEM STATUS Page to determine versions or regions. Also,
check the AUX-SYSTEM STATUS Page for a database synchronization function not
completed. After synchronization is complete, power must be turned off, then on.
DB MISMATCH
– Obstacle database
mismatch.
The PFD and MFD have different obstacle database versions or regions installed.
Check the AUX-SYSTEM STATUS Page to determine versions or regions. Also,
check the AUX-SYSTEM STATUS Page for a database synchronization function not
completed. After synchronization is complete, power must be turned off, then on.
DB MISMATCH
– Airport Terrain
database mismatch.
The PFD and MFD have different airport terrain database versions or regions
installed. Check the AUX-SYSTEM STATUS Page to determine versions or regions.
Also, check the AUX-SYSTEM STATUS Page for a database synchronization function
not completed. After synchronization is complete, power must be turned off, then on.
NAV DB UPDATED
– Active navigation
database updated.
System has updated the active navigation database from the standby navigation
database.
TERRAIN DSP
– [PFD1 or MFD1]
Terrain awareness display unavailable.
One of the terrain, airport terrain, or obstacle databases required for TAWS in the
specified PFD or MFD is missing or invalid.
GMA 1347 MESSAGE ADVISORIES
Message Comments
GMA1 FAIL
– GMA1 is inoperative. The audio panel self-test has detected a failure. The audio panel is unavailable. The
system should be serviced.
GMA1 CONFIG
– GMA1 configuration
error. Config service req’d.
The audio panel configuration settings do not match backup configuration memory.
The system should be serviced.
MANIFEST
– GMA1 software
mismatch. Communication halted. The audio panel has incorrect software installed. The system should be serviced.
GMA1 SERVICE
– GMA1 needs
service. Return unit for repair.
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.
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
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APPENDIX A
GIA 63W MESSAGE ADVISORIES
Message Comments
GIA1 CONFIG
– GIA1 config error.
Config service req’d. The GIA1 and/or GIA2 configuration settings do not match backup configuration
memory. The system should be serviced.
GIA2 CONFIG
– GIA2 config error.
Config service req’d.
GIA1 CONFIG
– GIA1 audio config
error. Config service req’d. The GIA1 and/or GIA2 have an error in the audio configuration. The system should be
serviced.
GIA2 CONFIG
– GIA2 audio config
error. Config service req’d.
GIA1 COOLING
– GIA1 temperature
too low. The GIA1 and/or GIA2 temperature is too low to operate correctly. Allow units to
warm up to operating temperature.
GIA2 COOLING
– GIA2 temperature
too low.
GIA1 COOLING
– GIA1 over
temperature. The GIA1 and/or GIA2 temperature is too high. If problem persists, the system should
be serviced.
GIA2 COOLING
– GIA2 over
temperature.
GIA1 SERVICE
– GIA1 needs service.
Return the unit for repair. The GIA1 and/or GIA2 self-test has detected a problem in the unit. The system should
be serviced.
GIA2 SERVICE
– GIA2 needs service.
Return the unit for repair.
HW MISMATCH
– GIA hardware
mismatch. GIA1 communication
halted. A GIA mismatch has been detected, where only one is SBAS capable.
HW MISMATCH
– GIA hardware
mismatch. GIA2 communication
halted.
MANIFEST
– GIA1 software
mismatch, communication halted. The GIA1 and/or GIA 2 has incorrect software installed. The system should be
serviced.
MANIFEST
– GIA2 software
mismatch, communication halted.
MANIFEST
– GFC software mismatch,
communication halted. Incorrect servo software is installed, or gain settings are incorrect.
COM1 TEMP
– COM1 over temp.
Reducing transmitter power. 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.
COM2 TEMP
– COM2 over temp.
Reducing transmitter power.
COM1 SERVICE
– COM1 needs
service. Return unit for repair. 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.
COM2 SERVICE
– COM2 needs
service. Return unit for repair.
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Message Comments
COM1 PTT
– COM1 push-to-talk key
is stuck. 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.
COM2 PTT
– COM2 push-to-talk key
is stuck.
COM1 RMT XFR
– COM1 remote
transfer key is stuck. 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.
COM2 RMT XFR
– COM2 remote
transfer key is stuck.
COM1 CONFIG
– COM1 config error.
Config service req’d. COM1 and/or COM2 configuration settings do not match backup configuration
memory. The system should be serviced.
COM2 CONFIG
– COM2 config error.
Config service req’d.
MANIFEST
– COM1 software
mismatch, communication halted. COM1 and/or COM2 software mismatch. The system should be serviced.
MANIFEST
– COM2 software
mismatch, communication halted.
LOI
– GPS integrity lost. Crosscheck
with other NAVS. GPS integrity is insufficient for the current phase of flight.
GPS NAV LOST
– Loss of GPS
navigation. Insufficient satellites. Loss of GPS navigation due to insufficient satellites.
GPS NAV LOST
– Loss of GPS
navigation. Position error. Loss of GPS navigation due to position error.
GPS NAV LOST
– Loss of GPS
navigation. GPS fail. Loss of GPS navigation due to GPS failure.
ABORT APR
– Loss of GPS navigation.
Abort approach. Abort approach due to loss of GPS navigation.
APR DWNGRADE
– Approach
downgraded. Vertical guidance generated by SBAS is unavailable, use LNAV only minimums.
TRUE APR
– True north approach.
Change HDG reference to TRUE.
Displayed after passing the first waypoint of a true north approach when the nav
angle is set to ‘AUTO’.
GPS1 SERVICE
– GPS1 needs service.
Return unit for repair. A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver may still
be available. The system should be serviced.
GPS2 SERVICE
– GPS2 needs service.
Return unit for repair.
NAV1 SERVICE
– NAV1 needs service.
Return unit for repair. A failure has been detected in the NAV1 and/or NAV2 receiver. The receiver may still
be available. The system should be serviced.
NAV2 SERVICE
– NAV2 needs service.
Return unit for repair.
NAV1 RMT XFR
– NAV1 remote
transfer key is stuck. 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.
NAV2 RMT XFR
– NAV2 remote
transfer key is stuck.
190-01461-01 Rev. A
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APPENDIX A
Message Comments
MANIFEST
– NAV1 software
mismatch, communication halted. NAV1 and/or NAV2 software mismatch. The system should be serviced.
MANIFEST
– NAV2 software
mismatch, communication halted.
G/S1 FAIL
– G/S1 is inoperative.
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. 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.
G/S2 SERVICE
– G/S2 needs service.
Return unit for repair.
GEA 71 MESSAGE ADVISORIES
Message Comments
GEA1 CONFIG
– GEA1 config error.
Config service req’d.
The GEA1 configuration settings do not match those of backup configuration memory.
The system should be serviced.
MANIFEST
– GEA1 software
mismatch, communication halted. The #1 GEA 71 has incorrect software installed. The system should be serviced.
GTX 33 MESSAGE ADVISORIES
Message Comments
XPDR1 CONFIG
– XPDR1 config error.
Config service req’d.
The transponder configuration settings do not match those of backup configuration
memory. The system should be serviced.
MANIFEST
– GTX1 software
mismatch, communication halted. The transponder has incorrect software installed. The system should be serviced.
XPDR1 SRVC
– XPDR1 needs service.
Return unit for repair. The #1 transponder should be serviced when possible.
XPDR1 FAIL
– XPDR1 is inoperative. There is no communication with the #1 transponder.
XPDR1 ADS-B FAIL
– XPDR1 is
unable to transmit ADS-B messages.
GTX 33ES only. ADS-B is inoperative. The transponder may not be receiving a valid
GPS position. Other transponder functions may be available. Service when possible.
GRS 77 MESSAGE ADVISORIES
Message Comments
AHRS1 TAS
– AHRS1 not receiving
airspeed.
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.
AHRS1 GPS
– AHRS1 using backup
GPS source.
The #1 AHRS is using the backup GPS path. Primary GPS path has failed. The system
should be serviced when possible.
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Message Comments
AHRS1 GPS
– AHRS1 not receiving
any GPS information.
The #1 AHRS is not receiving any or any useful GPS information. Check AFMS
limitations. The system should be serviced.
AHRS1 GPS
– AHRS1 not receiving
backup GPS information. The #1 AHRS is not receiving backup GPS information. The system should be serviced.
AHRS1 GPS
– AHRS1 operating
exclusively in no-GPS mode. The #1 AHRS is operating exclusively in no-GPS mode. The system should be serviced.
AHRS1 SRVC
– AHRS1 Magnetic-field
model needs update.
The #1 AHRS earth magnetic field model is out of date. Update magnetic field model
when practical.
GEO LIMITS
– AHRS1 too far North/
South, no magnetic compass.
The aircraft is outside geographical limits for approved AHRS operation. Heading is
flagged as invalid.
MANIFEST
– GRS1 software
mismatch, communication halted. The #1 AHRS has incorrect software installed. The system should be serviced.
GMU 44 MESSAGE ADVISORIES
Message Comments
HDG FAULT
– AHRS1 magnetometer
fault has occurred.
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.
MANIFEST
– GMU1 software
mismatch, communication halted.
The GMU 44 has incorrect software installed. The system should be serviced.
GDL 69A MESSAGE ADVISORIES (OPTIONAL)
Message Comments
GDL69 CONFIG
– GDL 69 config
error. Config service req’d.
GDL 69 configuration settings do not match those of backup configuration memory.
The system should be serviced.
GDL69 FAIL
– GDL 69 has failed. A failure has been detected in the GDL 69. The receiver is unavailable. The system
should be serviced
MANIFEST
– GDL software mismatch,
communication halted.
The GDL 69 has incorrect software installed. The system should be serviced.
GDC 74A MESSAGE ADVISORIES
Message Comments
MANIFEST
– GDC1 software
mismatch, communication halted. The GDC 74A has incorrect software installed. The system should be serviced.
GTS 800 MESSAGE ADVISORIES (OPTIONAL)
Message Comments
GTS CONFIG
– GTS config error.
Config service req’d.
GTS 800 configuration settings do not match those of the GDU configuration. The
system should be serviced.
MANIFEST
– GTS software mismatch,
communication halted. The GTS 800 has incorrect software installed. The system should be serviced.
190-01461-01 Rev. A
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APPENDIX A
MISCELLANEOUS MESSAGE ADVISORIES
Message Comments
FPL WPT LOCK
– Flight plan waypoint
is locked.
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.
FPL WPT MOVE
– Flight plan
waypoint moved.
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.
TIMER EXPIRD
– Timer has expired. The system notifies the pilot that the timer has expired.
DB CHANGE
– Database changed.
Verify user modified procedures.
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.
DB CHANGE
– Database changed.
Verify stored airways.
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.
FPL TRUNC
– Flight plan has been
truncated.
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.
LOCKED FPL
– Cannot navigate
locked flight plan.
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.
WPT ARRIVAL
– Arriving at waypoint
-[xxxx] Arriving at waypoint [xxxx], where [xxxx] is the waypoint name.
STEEP TURN
– Steep turn ahead. A steep turn is 15 seconds ahead. Prepare to turn.
INSIDE ARSPC
– Inside airspace. The aircraft is inside the airspace.
ARSPC AHEAD
– Airspace ahead less
than 10 minutes.
Special use airspace is ahead of aircraft. The aircraft will penetrate the airspace within
10 minutes.
ARSPC NEAR
– Airspace near and
ahead. Special use airspace is near and ahead of the aircraft position.
ARSPC NEAR
– Airspace near – less
than 2 nm. Special use airspace is within 2 nm of the aircraft position.
APR INACTV
– Approach is not active. The system notifies the pilot that the loaded approach is not active. Activate
approach when required.
SLCT FREQ
– Select appropriate
frequency for approach.
The system notifies the pilot to load the approach frequency for the appropriate NAV
receiver. Select the correct frequency for the approach.
SLCT NAV
– Select NAV on CDI for
approach.
The system notifies the pilot to set the CDI to the correct NAV receiver. Set the CDI to
the correct NAV receiver.
PTK FAIL
– Parallel track unavailable:
bad geometry. Bad parallel track geometry.
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APPENDIX A
Message Comments
PTK FAIL
– Parallel track unavailable:
invalid leg type. Invalid leg type for parallel offset.
PTK FAIL
– Parallel track unavailable:
past IAF. IAF waypoint for parallel offset has been passed.
UNABLE V WPT
– Can’t reach current
vertical waypoint.
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.
VNV
– Unavailable. Unsupported leg
type in flight plan.
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.
VNV
– Unavailable. Excessive track
angle error.
The current track angle error exceeds the limit, causing the vertical deviation to go
invalid.
VNV
– Unavailable. Excessive
crosstrack error. The current crosstrack exceeds the limit, causing vertical deviation to go invalid.
VNV
– Unavailable. Parallel course
selected. A parallel course has been selected, causing the vertical deviation to go invalid.
NON WGS84 WPT
– Do not use GPS
navigation to [xxxx].
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.
TRAFFIC FAIL
– Traffic device has
failed.
The G1000 is no longer receiving data from the traffic system. The traffic device
should be serviced.
FAILED PATH
– A data path has failed. A data path connected to the GDU, GDL 69A, or the GIA 63/W has failed.
MAG VAR WARN
– Large magnetic
variance. Verify all course angles.
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°.
SVT
– SVT DISABLED:Out of available
terrain region.
Synthetic Vision is disabled because the aircraft is not within the boundaries of the
installed database.
SVT
– SVT DISABLED:Terrain DB
resolution too low.
Synthetic Vision is disabled because a terrain database of sufficient resolution (9 arc-
second or better) is not currently installed.
SCHEDULER [#]
– <message>. Message criteria entered by the user.
COURSE SEL
– Current track will not
intercept selected course. The aircraft is flying away from the selected course and will not intercept.
CHECK CRS
– Database course for
LOC1 / [LOC ID] is [CRS]°.
Selected course for LOC1 differs from published localizer course by more than 10
degrees.
CHECK CRS
– Database course for
LOC2 / [LOC ID] is [CRS]°.
Selected course for LOC2 differs from published localizer course by more than 10
degrees.
[PFD1 or MFD1]
CARD 1 REM
– Card
1 was removed. Reinsert card.
The SD card was removed from the top card slot of the PFD or MFD. The SD card
needs to be reinserted.
[PFD1 or MFD1]
CARD 2 REM
– Card
2 was removed. Reinsert card.
The SD card was removed from the bottom card slot of the PFD or MFD. The SD card
needs to be reinserted.
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APPENDIX A
Message Comments
[PFD1 or MFD1]
CARD 1 ERR
– Card
1 is invalid. The SD card in the top card slot of the PFD or MFD contains invalid data.
[PFD1 or MFD1]
CARD 2 ERR
– Card
2 is invalid. The SD card in the bottom card slot of the PFD or MFD contains invalid data.
ESP OFF
– ESP selected off. Electronic Stability and Protection has been disabled on the AUX-SYSTEM SETUP 2
page.
ESP FAIL
– ESP is inoperative. The ESP function has failed and is inoperative. The system should be serviced.
ESP DEGRADE
– ESP IAS mode is
inoperative. IAS mode of ESP is inoperative. The system should be serviced.
ESP CONFIG
– ESP config error.
Config service req’d.
The system has detected a problem with the ESP configuration and should be
serviced.
VOICE ALERTS
The following alerts are announced by the system using a voice of male gender. If an optional terrain system
is installed, voice alerts are also generated (refer to the appropriate terrain alerts section).
Voice Alert Priority Description
“Stall”
Warning
Imminent stall is sensed by stall vane
“Airspeed” Airspeed has exceeded VNE.
“Minimums, Minimums” The aircraft has descended below the preset minimum descent altitude
“Check Gear” Landing gear are not down and locked
“Traffic”
Caution
Played when a Traffic Advisory (TA) is issued with the TIS system.
“Traffic, (distance,
bearing, altitude)”
Played when a Traffic Advisory (TA) is issued with the optional GTS 800 TAS system. See
the Hazard Avoidance section for additional details on GTS 800 voice alerts.
“Check Gear” Landing gear are not down and locked
“TAS System Test Passed”
Advisory
Played when the optional GTS 800 traffic system passes a pilot-initiated self test.
“TAS System Test Failed” Played when the optional GTS 800 traffic system fails a pilot-initiated self test.
“Vertical track” Aircraft is one minute from Top of Descent. Issued only when VNAV is enabled.
“TIS Not Available” The aircraft is outside the Traffic Information Service (TIS) coverage area.
“Timer Expired” Countdown timer on the PFD has reached zero.
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APPENDIX A
AFCS ALERTS
Figure A-4 AFCS System Status Field
System Status Field
The following alert annunciations appear in the AFCS System Status field on the PFD.
Condition Annunciation Description
Pitch Failure
PTCH
Pitch axis control failure. AP is inoperative.
Roll Failure
ROLL
Roll axis control failure. AP is inoperative.
Yaw Damper Failure
YAW
YD control failure; AP is inoperative
Pitch Trim Failure
(or stuck MEPT Switch)
PTRM
If AP engaged, take control of the aircraft and disengage AP
If AP disengaged, move MEPT switches separately to unstick
System Failure
AFCS
AP and MEPT are unavailable. FD may still be available.
Elevator Mistrim Down
↓ELE
Pitch servo providing sustained force in the indicated direction. May indicate a
failure of the pitch trim servo or trim system.
Elevator Mistrim Up
↑ELE
Aileron Mistrim Right
AIL
→
Roll servo providing sustained force in the indicated direction
Aileron Mistrim Left
←
AIL
Rudder Mistrim Right
RUD
→
Yaw servo providing sustained force in the indicated direction. Aircraft rudder
retrim after substantial pitch and power changes required.
Rudder Mistrim Left
←
RUD
Preflight Test
PFT
Performing preflight system test; aural alert sounds at completion
PFT
Preflight system test failed; aural alert sounds at failure
NOTE: Do not press the AP/YD DISC TRIM INTRPT switch during servo power-up and preflight system tests
as this may cause the preflight system test to fail or never to start (if servos fail their power-up tests). Power
must be cycled to the servos to remedy the situation.
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APPENDIX A
TERRAIN-SVS ALERTS
Alert Type
PFD/MFD
*
Alert
Annunciation
MFD Pop-Up Alert (except
Terrain-SVS Page Aural Message
Reduced Required Terrain Clearance
Warning (RTC) TERRAIN WARNING TERRAIN
“Warning; Terrain, Terrain”
Imminent Terrain Impact Warning (ITI) TERRAIN WARNING TERRAIN
“Warning; Terrain, Terrain”
Reduced Required Obstacle Clearance
Warning (ROC)TERRAIN WARNING OBSTACLE
“Warning; Obstacle, Obstacle”
Imminent Obstacle Impact Warning (IOI) TERRAIN WARNING OBSTACLE
“Warning; Obstacle, Obstacle”
Reduced Required Terrain Clearance
Caution (RTC) TERRAIN CAUTION-TERRAIN
“Caution; Terrain, Terrain”
Imminent Terrain Impact Caution (ITI) TERRAIN TERRAIN AHEAD
“Caution; Terrain, Terrain”
Reduced Required Obstacle Clearance
Caution (ROC) TERRAIN CAUTION-OBSTACLE
“Caution; Obstacle, Obstacle”
Imminent Obstacle Impact Caution (IOI) TERRAIN OBSTACLE AHEAD
“Caution; Obstacle, Obstacle”
* Annunciation is shown on the Terrain-SVS Page and the Navigation Map Page when Terrain is enabled.
TERRAIN-SVS SYSTEM STATUS ANNUNCIATIONS
Alert Type
PFD/MFD*
Alert
Annunciation
Terrain-SVS Page Center
Banner Annunciation Aural Message
System Test in progress
TER TEST TERRAIN TEST
None
System Test pass None None “Terrain System Test OK”
Terrain Alerting Inhibited
TER INH
None None
No GPS position
TER N/A NO GPS POSITION
“Terrain System Not Available”†
Excessively degraded GPS signal; or
Out of database coverage area
TER N/A
None “Terrain System Not Available”†
Terrain System Test Fail;
Terrain or Obstacle database
unavailable or invalid;
Invalid software configuration; or
System audio fault
TER FAIL TERRAIN FAIL
“Terrain System Failure”
MFD Terrain or Obstacle database
unavailable or invalid, Terrain-
SVS operating with PFD Terrain or
Obstacle databases
None
TERRAIN DATABASE FAILURE
None
* Annunciation is shown on the Terrain-SVS Page and the Navigation Map Page when Terrain is enabled.
† “Terrain System Available” (in-flight only) when sufficient GPS signal received, or terrain database coverage re-entered.
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APPENDIX A
TAWS-B ALERTS
Annunciations appear on the PFD and the MFD. Pop-up alerts appear only on the MFD.
Alert Type
PFD/MFD
*
Alert
Annunciation
MFD Pop-Up Alert (except
TAWS-B Page) Aural Message
Excessive Descent Rate Warning (EDR) PULL UP PULL-UP “Pull Up”
Reduced Required Terrain Clearance
Warning (RTC) PULL UP TERRAIN-PULL-UP “Terrain, Terrain; Pull Up, Pull Up”
Imminent Terrain Impact Warning (ITI) PULL UP TERRAIN AHEAD-PULL-UP “Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
Reduced Required Obstacle Clearance
Warning (ROC)PULL UP OBSTACLE AHEAD-PULL-UP “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull
Up”
Imminent Obstacle Impact Warning (IOI) PULL UP OBSTACLE-PULL-UP “Obstacle, Obstacle; Pull Up, Pull Up”
Reduced Required Terrain Clearance
Caution (RTC) TERRAIN CAUTION-TERRAIN “Caution, Terrain; Caution, Terrain”
Imminent Terrain Impact Caution (ITI) TERRAIN TERRAIN AHEAD “Terrain Ahead; Terrain Ahead”
Reduced Required Obstacle Clearance
Caution (ROC) TERRAIN CAUTION-OBSTACLE “Caution, Obstacle; Caution, Obstacle”
Imminent Obstacle Impact Caution (IOI) TERRAIN OBSTACLE AHEAD “Obstacle Ahead; Obstacle Ahead”
Premature Descent Alert Caution (PDA) TERRAIN TOO LOW-TERRAIN “Too Low, Terrain”
Altitude Callout “500” None None “Five-Hundred”
Excessive Descent Rate Caution (EDR) TERRAIN SINK RATE “Sink Rate”
Negative Climb Rate Caution (NCR) TERRAIN DON’T SINK “Don’t Sink”
* Annunciation is shown on the TAWS-B Page and the Navigation Map Page when Terrain is enabled.
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APPENDIX A
TAWS-B SYSTEM STATUS ANNUNCIATIONS
Alert Type
PFD/MFD*
Alert
Annunciation
TAWS-B Page Center Banner
Annunciation Aural Message
System Test in progress
TAWS TEST TAWS TEST
None
System Test pass None None “TAWS System Test OK”
TAWS-B FLTA Alerting Inhibited
TAWS INH
None None
No GPS position
TAWS N/A NO GPS POSITION
“TAWS Not Available”†
Excessively degraded GPS signal; or
Out of database coverage area
TAWS N/A
None “TAWS Not Available”†
TAWS-B System Test Fail;
Terrain or Obstacle database
unavailable or invalid;
Invalid software configuration; or
System audio fault
TAWS FAIL TAWS FAIL
“TAWS System Failure”
MFD Terrain or Obstacle database
unavailable or invalid, TAWS-B
operating with PFD Terrain or
Obstacle databases
None
TERRAIN DATABASE FAILURE
None
* Annunciation is shown on the TAWS-B Page and the Navigation Map Page when Terrain is enabled.
† “TAWS Available” (in-flight only) when sufficient GPS signal received, or terrain database coverage re-entered.
FLIGHT PLAN IMPORT/EXPORT MESSAGES
In some circumstances, some messages may appear in conjunction with others.
Flight Plan Import/Export Results Description
‘Flight plan successfully imported.’ A flight plan file stored on the SD card was successfully imported as a stored flight plan.
‘File contained user waypoints only. User
waypoints imported successfully. No stored
flight plan data was modified.’
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.
‘No flight plan files found to import.’ The SD card contains no flight plan data.
‘Flight plan import failed.’ Flight plan data was not successfully imported from the SD card.
‘Flight plan partially imported.’ 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.
‘File contained user waypoints only.’ 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.
‘Too many points. Flight plan truncated.’ 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.
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Flight Plan Import/Export Results Description
‘Some waypoints not loaded. Waypoints
locked.’
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.
‘User waypoint database full. Not all loaded.’ 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 user waypoints renamed.’ One or more imported user waypoints were renamed when imported due to naming
conflicts with waypoints already existing in the system.
‘Flight plan successfully exported.’ The stored flight plan was successfully exported to the SD card.
‘Flight plan export failed.’ 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 Description
‘No pilot profile plan files found to
import.’
Displayed if the SD card does not have one or more valid pilot profile filenames.
‘Overwrite existing profile?’ Displayed if the profile name matches the name of existing profile.
‘Profile name invalid. Enter a different
profile name.’
Displayed if the profile name is invalid.
‘All available pilot profiles in use. Delete a
profile before importing another.’
Displayed if the maximum number for pilot profiles has been reached.
‘Pilot profile import failed.’ Displayed if the importing operation fails for any other reason.
‘Pilot profile import succeeded.’ Displayed if the importing operation succeeds.
‘Overwrite existing file?’ Displayed if the filename matches the name of an existing file on the SD card.
‘Pilot profile export failed.’ Displayed if the export operation fails.
‘Pilot profile export succeeded.’ Displayed if the export operation succeeds.
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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 G1000. 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
: 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.’
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.
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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.’
JEPPESEN DATABASES
The Jeppesen navigation database is updated on a 28-day cycle. The ChartView database is updated on a
14-day 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 navigation database update into the top card slot of the
display (PFD 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
3) Press the NO Softkey to proceed to the active database update.
4) A prompt similar to the following is displayed, press the YES Softkey to update the active navigation
database.
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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 display (PFD1 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). 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. Uploading the standby database to the active location takes
approximately 45-55 seconds. The pilot is alerted that the update is complete by a system alert message,
‘NAV DB UPDATED’.
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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 the 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
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
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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 the 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). Verify the correct standby navigation database cycle information is shown for each
display.
NOTE: The system compares the active databases on the PFD and the MFD, and displays a system alert
message ‘DB Mismatch’ if they are not identical. Similarly, if the standby databases on the PFD and the MFD
are not identical, the system will display a ‘DB Mismatch’ alert for the standby navigation databases.
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GARMIN DATABASES
The following databases are stored on Supplemental Data Cards provided by Garmin:
• Expanded basemap
• Terrain
• Airport terrain
• Obstacle
• SafeTaxi
• FliteCharts
• Airport Directory
(AOPA)
After subscribing to the desired database product, these database products will be downloaded and ultimately
stored on three Supplemental Data Cards. 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.
Figure B-7 Correct Database Locations
MFD
PFD1
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.
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The AOPA or AC-U-KWIK Airport Directory provides data on airports and heliports throughout the U.S. or
worldwide, respectively. The AOPA Directory 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
AC-U-KWIK Directory offers detailed information for more than 8,000 airports with runways longer than 3,000
feet worldwide.
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.
AUTOMATIC DATABASE SYNCHRONIZATION FEATURE
The automatic database synchronization feature automatically transfers the database from a single
SD database card to the SD cards on the 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, and
Airport Directory (AOPA or AC-U-KWIK). This feature applies only to databases that are stored on the
Supplemental Data Card that resides in the bottom slot of each display. This feature does not apply to
the active navigation database which is stored internally in each display, the terrain database, or 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.
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.
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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
all databases in the Database Window to view status information. If the Display Database Softkey is pressed
repeatedly, the softkey will switch between PFD1 and MFD1. 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.
Figure B-9 Synchronization Error Message
Database 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
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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 (Windows 2000, 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 the PFD and MFD
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.
UPDATING BASEMAP, SAFETAXI, AIRPORT TERRAIN, OBSTACLE, AND AIRPORT DIRECTORY
DATABASES
These databases may be copied to one Supplemental Data Card, then automatically synchronized to other
card in the system:
1) With system power OFF, remove the MFD database card from the bottom card slot of the MFD.
2) Update the basemap, SafeTaxi, airport terrain, obstacle and/or airport directory 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). If a ‘Verifying’ message is seen, 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.
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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). Verify the correct database cycle information is shown for each database for each display.
Figure B-11 Display Database Softkey
Unselected MFD1 DB Selected PFD1 DB Selected
UPDATING TERRAIN, FLITECHARTS, AND CHARTVIEW DATABASES
1) With system power OFF, remove the Supplemental Data Card from the bottom card slot of the MFD and PFD.
2) Copy the updated terrain database to both Supplemental Data Cards. Copy the updated FliteCharts or ChartView
database to one Supplemental Data Card.
3) Insert the updated Supplemental Data Cards into the bottom card slot of the MFD and PFD. The Supplemental
Data Card containing the FliteCharts or ChartView database is inserted in the MFD.
4) Apply power to the system, check that the databases are initialized and displayed on the power-up screen
(Figure B-10). A ‘Verifying’ message may be seen. If this message is present, wait for the system to finish
loading before proceeding to step 5.
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) Press the Display Database Selection Softkey to show database information for each display (MFD1 DB, PFD1
DB). Verify the correct database cycle information is shown for each database for each display.
9) Remove power from the system.
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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. When the upload is complete, the system is ready for use.
Figure B-13 Uploading Database to GRS1
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APPENDIX C
ACC Accuracy
ACT, ACTV Active, Activate, Altitude Compensated Tilt
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Direction Indicator
ADIZ Air Defense Identification Zone
ADS-B Automatic Dependent Surveillance-
Broadcast
AF Arc to Fix Leg
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
AIRREP Air Reports
ALRT Alert
ALT Altitude
ALT, ALTN Alternator
ALTS Selected Altitude Capture Mode
ALTV VNAV Altitude Capture Mode
AMPS Amperes
ANNUNC Annunciation
ANT Antenna
AOA Angle of Attack
AOG Aircraft On Ground
AOPA Aircraft Owners and Pilots Association
AP Autopilot
AP DISC Autopilot Disconnect
APPR, APR Approach
APT Airport, Aerodrome
APTSIGNS Airport Signs
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
AVG Average
AWOS Automated Weather Observing System
BBoth Runways
B ALT Barometric Altitude
BARO Barometer, Barometric
BATT Battery
BC Backcourse
Bearing The compass direction from the present
position to a destination waypoint.
BFO Beat Frequency Oscillator
BKSP Backspace
BRG Bearing
°C Degrees Celsius
CCenter Runway
CA Course to Altitude Leg
CAL Calibrated
CALC Calculator
Calibrated
Airspeed
Indicated airspeed corrected for
installation and instrument errors.
CAS Crew Alerting System
CD Course to DME Distance Leg
CDI Course Deviation Indicator
CDU Control Display Unit
CF Course to Fix Leg
CH, CHNL Channel
CHT Cylinder Head Temperature
CHKLIST Checklist
GARMIN AVIATION GLOSSARY
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CI Course to Intercept Leg
CLD Cloud
CLR Clear
CM Centimeter
CN Canada
CNS Communication, Navigation, &
Surveillance
CO Carbon Monoxide
COM Communication Radio
CONFIG Configuration
COOL Coolant
COPLT Copilot
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.
CPDLC Controller Pilot Datalink Communications
CPL Couple
CR Course to Radial Leg
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, Course to Steer
CRSR Cursor
CSC Current Speed Control
CTA Control Area
CTR Center
CTRL Control
Cumulative,
CUM
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
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
DEV Deviation
DF Direct to Fix Leg
DFLT Default
DG Directional Gyro
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
DN Down
DOP Dilution of Precision
DP Departure Procedure
DPRT Departure
DR Dead Reckoning
DSBL Disabled
DTK Desired Track
EEmpty, East
ECU Engine Control Unit
Efficiency A measure of fuel consumption,
expressed in distance per unit of fuel.
EGNOS European Geostationary Navigation
Overlay Service
EGT Exhaust Gas Temperature
EIS Engine Indication System
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ELEV Elevation, Elevator
EMER, EMERG,
EMERGCY
Emergency
EMI Electromagnetic Interference
END, ENDUR Endurance
Endurance Flight endurance, or total possible flight
time based on available fuel on board.
ENG Engine
ENGD Engaged
ENR Enroute
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
ESP Electronic Stability and Protection
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
groundspeed.
ETA Estimated Time of Arrival
ETE Estimated Time Enroute
EXPIRD Expired
°F Degrees Fahrenheit
FA Course From Fix to Altitude Leg
FAA Federal Aviation Administration
FAF Final Approach Fix
FAIL Failure
FC Course From Fix to Distance Leg
FCC Federal Communication Commission
FCST Forecast
FD Flight Director, Course From Fix to DME
Distance Leg
FDE Fault Detection and Exclusion
FF, 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
Leg
FMS Flight Management System
FOB Fuel On Board
FOD Fuel Over Destination
FPA Flight Path Angle
FPL Flight Plan
FPM Feet Per Minute, Flight Path Marker
FREQ Frequency
FRMT Format
FRZ Freezing
FSS Flight Service Station
FT foot/feet
Fuel Flow The fuel flow rate, expressed in units of
fuel per hour.
Fuel On Board The total amount of usable fuel on board
the aircraft.
FWD Forward
G/S Glideslope
GA Go-Around
GAL, GL Gallon(s)
GBOX Gearbox
GCS Ground Clutter Suppression
GDC Garmin Air Data Computer
GDU Garmin Display Unit
GEA Garmin Engine/Airframe Unit
GEO Geographic
GFC Garmin Flight Control
GIA Garmin Integrated Avionics Unit
GMA Garmin Audio Panel System
GMC Garmin Mode Controller
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GMT Greenwich Mean Time
GMU Garmin Magnetometer Unit
GND Ground
GPH Gallons per Hour
GPN Garmin Part Number
GPS Global Positioning System
GPWS Ground Proximity Warning 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 1,000 feet
for all areas of the grid or 2,000 feet for
mountainous
Groundspeed The velocity that the aircraft is travelling
relative to a ground position.
Ground Track See Track
GRS Garmin Reference System
GS Ground Speed, Glideslope
GSA Garmin Servo Adapter
GSL Geodetic Sea Level
GTS Garmin Traffic System
GTX Garmin Transponder
GWX Garmin Weather Radar
HA Hold Terminating at Altitude Leg
HDG Heading
HDOP Horizontal Dilution of Precision
Heading The direction an aircraft is pointed,
based upon indications from a magnetic
compass or a properly set directional gyro.
HF High Frequency, Hold Terminating at Fix
Leg
HFOM Horizontal Figure of Merit
Hg Mercury
HI High
HI SENS High Sensitivity
HM Hold with Manual Termination Leg
Horizontal
Figure of
Merit
A measure of the uncertainty in the
aircraft’s horizontal position.
hPa Hectopascal
HPL Horizontal Protection Level
HR Hour
HRZN HDG Horizon Heading
HSDB High-Speed Data Bus
HSI Horizontal Situation Indicator
HT heat
HUL Horizontal Uncertainty Level
Hz Hertz (cycles per second)
IInner Marker
IAF Initial Approach Fix
IAS Indicated Air Speed
IAT Indicated Air Temperature
IAU Integrated Avionics Unit
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 Indicator, 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
ISA International Standard Atmosphere
ITT Interstage Turbine Temperature, Inter-
Turbine Temperature
KEYSTK Key Stuck
KG Kilogram
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kHz Kilohertz
KM Kilometer
KT Knot
LLeft, 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
of a flight plan or direct-to.
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.
LGND Legend
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 Replaceable Unit
LT Left
LTNG Lightning
LVL Level
MMeter, Middle Marker
M
MO
(V
MO
)Maximum Speed
Mach Number Mach number is the ratio of the true
airspeed to the speed of sound.
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
MEPT Manual Electric Pitch Trim
MET Manual Electric Trim
METAR Aviation Routine Weather Report
MFD Multi Function Display
MFW Multi Function Window
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
MON Monitor
MOV Movement
MORA Minimum Off-Route Altitude
MPEL Maximum Permissible Exposure Level
MPM Meters per Minute
MSA Minimum Safe Altitude
MSAS Multi-functional Satellite Augmentation
System
MSG Message
MSL Mean Sea Level
MT, M Meter
mV Millivolt(s)
MVFR Marginal Visual Flight Rules
NNorth
NAV Navigation
NAVAID Navigation Aid
NDB Non-Directional Beacon
NEXRAD Next Generation Radar
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NM Nautical Mile(s)
NoPT No Procedure Turn Required (procedure
shall not be executed without ATC
clearance)
NOTAM Notice To Airman
NRST Nearest
OOuter Marker
OAT Outside Air Temperature
OBS Omni Bearing Selector
OFST Offset
OXY Oxygen
P ALT Pressure Altitude
PA Passenger Address, Proximity Advisory
PASS Passenger(s)
PC Personal Computer
PFD Primary Flight Display
PI Procedure Turn to Course Intercept Leg
PIREP Pilot Report
PIT, PTCH Pitch
POH Pilot’s Operating Handbook
POHS Pilot’s Operating Handbook Supplement
POS, POSN Position
PPH Pounds per Hour
PPM Parts per Million
P. POS Present Position
PRES, PRESS Pressure
PROC Procedure(s), Procedure Turn
PROP Propeller
PROX Proximity
PSI Pounds per Square Inch
PT Procedure Turn
PTK Parallel Track
PTT Push-to-Talk
PWR Power
QTY Quantity
RRight, Right Runway
RA Resolution Advisory, Radio Altimeter
RAD Radial
RA, RAD ALT Radio Altimeter
RAIM Receiver Autonomous Integrity Monitoring
RAM Random Access Memory
RAT Return Air Temperature
RCVR Receiver
REF Reference
REM Remaining (fuel remaining), Reminder
REQ Required
RES Reserve (fuel reserve entered by pilot)
REV Reverse, Revision, Revise
RF Radio Frequency, Constant Radius Turn to
Fix Leg
RMI Radio Magnetic Indicator
RMT Remote
RNAV Area Navigation
RNG Range
RNP Required Navigation Performance
RNWY, RWY 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
SSouth
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
SENS Sense
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SFC Surface
SIAP Standard Instrument Approach Procedures
SID Standard Instrument Departure
SIG/AIR SIGMET/AIRMET
SIGMET Significant Meteorological Information
SIM Simulator
SLD Supercooled Large Droplet
SLP/SKD Slip/Skid
SMBL Symbol
SPC Space
SPD Speed
SPI Special Position Identification
SPKR Speaker
SQ Squelch
SRVC, SVC Service
STAB Stabilization
STAL Stall
STAR Standard Terminal Arrival Route
STATS Statistics
STBY Standby
STD Standard
STRMSCP Stormscope
SUA Special Use Airspace
SUSP Suspend
SVT, SYN VIS Synthetic Vision Technology
SW Software
SYNC Synchronize
SYN TERR Synthetic Terrain
SYN VIS Synthetic Vision
SYS System
TTRUE
TA Traffic Advisory
TACAN Tactical Air Navigation System
TAF Terminal Aerodrome Forecast
TAS True Airspeed, Traffic Advisory System
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TCA Terminal Control Area
TCAS Traffic Alert Collision Avoidance System
TEL Telephone
TEMP Temperature
TERM Terminal
TF Track Between Two Fixes Leg
TFR Temporary Flight Restriction
TGT Target
T HDG True Heading
TIS Traffic Information Service
TIT Turbine Inlet Temperature
TKE Track Angle Error
TMA Terminal Maneuvering Area
TMR/REF Timer/Reference
TOC Top of Climb
TOD Top of Descent
TOGA, TO/GA Take-Off, Go-Around
TOPO Topographic
TOT Total
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.
TRK Track
TRSA Terminal Radar Service Area
TRUNC Truncated
TTL Total
TURB Turbulence
TURN Procedure Turn
TX Transmit
UNAVAIL Unavailable
US United States
USR User
UTC Coordinated Universal Time
UTM/UPS Universal Transverse Mercator/ Universal
Polar Stereographic Grid
V, Vspeed Velocity (airspeed)
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V
LE
Maximum landing gear extended speed
V
LO
Maximum landing gear operating speed
V
MC
Minimum Control Speed
V
MO
(M
MO
)Maximum Speed
V
NE
Never-Exceed Speed
V
R
Rotate Speed
V
X
Best Angle of Climb Speed
V
Y
Best Rate of Climb Speed
V
YSE
Best Single-Engine Rate of Climb Speed
VVolts
V DEV Vertical Deviation
VA Heading Vector to Altitude Leg
VAC Volts Alternating Current
VAPP VOR Approach
VAR Variation
VD Heading Vector to DME Distance Leg
VDC Volts Direct Current
VERT Vertical
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 Leg
VLOC VOR/Localizer Receiver
VM Heading Vector to Manual Termination
Leg
VMC Visual Meteorological Conditions
VNAV, VNV Vertical Navigation
VOL Volume
VOR VHF Omnidirectional Range
VORTAC VHF Omnidirectional Range Station and
Tactical Air Navigation
VPATH, VPTH Vertical Path
VPL Vertical Protection Level
VPROF VNAV Profile, Vertical Profile
VR Heading Vector to Radial Leg
VS Vertical Speed
VSI Vertical Speed Indicator
VSR, VS REQ Vertical Speed Required
VTF Vector to Final
WWatt(s), West
WAAS Wide Area Augmentation System
WARN Warning
WATCH Weather Attenuated Color Highlight
WGS-84 World Geodetic System - 1984
WPT Waypoint(s)
WT Weight
WW World Wide
WX Weather
XFER, XFR Transfer
XM LTNG SiriusXM Lightning
XPDR Transponder
XTALK Cross-Talk
XTK Cross-Track
YD Yaw Damper
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APPENDIX D
FREQUENTLY ASKED QUESTIONS
If a particular aspect of G1000 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.
hoW Does sBas affect aPPRoach oPeRations?
LNAV/VNAV, LP, and LPV RNAV 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 RNAV LP and LPV approaches further improves precision approach capabilities.
RNAV LPV approaches are designed to make full use of the improved GPS signal from the SBAS. This approach
combines localizer precision lateral guidance with vertical guidance similar to the typical Instrument Landing
System (ILS). RNAV LPV approaches allow lower approach minimums.
What is RaiM anD hoW Does it affect aPPRoach oPeRations?
When SBAS is unavailable, the GPS receivers use Receiver Autonomous Integrity Monitoring (RAIM) to
perform the following functions:
• Monitor and verify integrity and geometry of tracked GPS satellites
• Notify pilot when satellite conditions do not provide necessary coverage to support a certain phase of flight
• Predict satellite coverage of a destination area to determine whether the number of available satellites is
sufficient to satisfy requirements (refer to the System Overview Section for instructions on RAIM prediction)
• Detect and exclude bad satellites from the navigation solution (Fault Detection and Exclusion, FDE)
RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection
limit (4.0 nm for oceanic, 2.0 nm for enroute, 1.0 nm for terminal, and 0.3 nm for non-precision approaches).
Without SBAS or RAIM, GPS position accuracy integrity cannot be monitored.
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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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
G1000 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.
What is gsl altituDe?
GSL (Geodetic Sea Level) altitude is the height above Mean Sea Level (MSL), as calculated geometrically,
generally using a global positioning system (GPS) as the primary data source. The calculated result may or may
not include a barometric component, but the primary source is geometric.
Why Might theRe Be no 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 G1000 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 enroute 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 the most recent active flight
plan is restored when the system is turned on, if the aircraft position is the same as the origin airport in the most
recent active flight plan. 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 g1000?
“/G” may be filed for a flight plan. The G1000 system meets the requirements of TSO-C145a Class 3 or TSO-
C145c 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
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the G1000 automatically activates the next waypoint in the flight plan once the aircraft has crossed the present
active waypoint.
Normal (OBS not activated) OBS
• Automatic sequencing of waypoints • 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 G1000 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 G1000 suspends
automatic waypoint sequencing (indicated by a ‘SUSP’ annunciation placed on the HSI) when the missed
approach point (MAP) is crossed. This prevents the G1000 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 Might the g1000 not autoMatically sequence to the neXt WayPoint?
The G1000 only sequences flight plan waypoints when automatic sequencing is enabled (i.e., no ‘OBS’ or
‘SUSP’ annunciation on the HSI). 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 G1000 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 pressing 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 G1000 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.
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. A
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INSTRUMENTS
EIS
AUDIO PANEL
& CNS
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AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
554
APPENDIX D
When Does the cDi scale change?
Once a departure is activated, the G1000 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, LP, 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 G1000 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. 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 G1000 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 G1000 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.
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EIS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
555
APPENDIX E
GENERAL TIS INFORMATION
NOTE
: Aircraft without an operating transponder are invisible to TIS.
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 should not be used for avoidance maneuvers during
instrument meterorlogical conditions (IMC) or when there is no visual contact with the intruder aircraft.
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 G1000 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 G1000
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.
The main difference between the Traffic Information System (TIS) and Traffic Advisory (TAS) or Traffic Collision
Avoidance Systems (TCAS) is the source of surveillance data. 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 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 meteorological 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 ground-based radar
antenna, the signal may be temporarily interrupted.
NOTE: Refer to the TIS Limitations section of the Aeronautical Information Manual (AIM) for a more
comprehensive explanation of limitations and anomalies associated with TIS.
NOTE
: TIS is unavailable at low altitudes in many areas of the United States. This is often the case in
mountainous regions.
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. A
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS
EIS
AUDIO PANEL
& CNS
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MANAGEMENT
HAZARD
AVOIDANCE
AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
556
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.
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 which
affect relative bearing information and the target track vector and may delay display of the 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)
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EIS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
557
APPENDIX F
MAP SYMBOLS
AIRPORTS
Item Symbol
Unknown Airport
Non-towered, Non-serviced Airport
Towered, Non-serviced Airport
Non-towered, Serviced Airport
Towered, Serviced Airport
Restricted (Private) Airport
Heliport
NAVAIDS
Item Symbol
Intersection
LOM (compass locator at outer marker)
NDB (non-directional radio beacon)
VOR
VOR/DME
VOR/ILS
VORTAC
TACAN
BASEMAP
Item Symbol
Interstate Highway
State Highway
US Highway
National Highway
City
State/Province Border
International Border
Road
Railroad
Latitude/Longitude
AIRSPACE BOUNDARIES
Item Symbol
ICAO Control Area
Class B Airspace
Mode C Tower Area
Warning Area
Alert Area
Caution Area
Danger Area
Prohibited Area
Restricted Area
Training Area
Unknown Area
Class C
Terminal Radar Service Area
Mode C Area
Military Operations Area (MOA)
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. A
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS
EIS
AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE
AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
558
APPENDIX F
HAZARD AVOIDANCE FEATURES
This table identifies the symbols displayed in the
lower right corner of PFD or MFD maps to indicate
which hazard avoidance features are activated for
display.
Feature Symbol
TAWS display enabled
Traffic display enabled
Stormscope 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)
Feature Symbol
Air Report (AIREPs)
Turbulence (TURB)
Loss of hazard avoidance feature, (a
white X is shown over the symbol to
indicate not available; e.g., traffic)
MISCELLANEOUS
Item Symbol
ARTCC Frequency or FSS Frequency
Map Pointer (when panning)
Elevation Pointer
(on Topography Scale when panning)
Measuring Pointer
Wind Vector
Overzoom Indicator
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
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EIS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
559
APPENDIX F
TRAFFIC
Item Symbol
Non-threat Traffic (hollow diamond)
Proximity Advisory (TAS only)
Traffic Advisory, Out of Range
Traffic Advisory
Traffic Advisory (TA) arrow with ADS-B directional information. Points in the direction of the intruder aircraft track.
Proximity Advisory (PA) arrow with ADS-B directional information. Points in the direction of the aircraft track .
Non-threat traffic arrow with ADS-B directional information. Points in the direction of the intruder aircraft track .
PA or Non-threat traffic arrow with ADS-B directional information, but positional accuracy is degraded. Points in
the direction of the aircraft track
TERRAIN AVOIDANCE COLORS AND SYMBOLS
1000 ft
Aircraft Altitude
100 ft Threshold
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
Terrain Proximity Color Chart
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. A
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS
EIS
AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
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AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
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APPENDIX F
Potential Impact Point
Unlighted Obstacle
Projected Flight Path
1000 ft
100 ft Threshold
Terrain Above Aircraft Altitude
T
erra
i
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
Terrain-SVS & TAWS Color Chart
Terrain-SVS & TAWS Potential Impact Points
Unlighted Obstacle Lighted Obstacle Obstacle
Color Obstacle Location
Height < 1000 ft AGL > 1000 ft AGL < 1000 ft AGL > 1000 ft AGL
Obstacle Symbol
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
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
I-1
INDEX
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EIS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
A
Activate a Flight Plan --------------------------------------209
Active database ------------------------------------- 532, 533
Active frequency -------------------------------------- 98, 107
AC-U-KWIK ------------------------------------ 431, 491, 537
ADS-B --------------------------------------------------------367
AFCS Status Box -------------------------------------------386
AHRS ---------------------------------------------- 12, 521, 522
Aircraft alerts -----------------------------------------------513
Air Data Computer (ADC) ----------------------------------- 3
Airport
Information ----------------------------------------------167
Nearest ---------------------------------------------------- 42
Airport Directory ------------------------431, 491, 492, 537
Airspace Alerts -------------------------------- 182, 183, 285
Airspeed indicator --------------------------------------50, 52
Airspeed Reference --------------------------------- 393–394
Airways
Collapsed ------------------------------------------------- 222
Expanded ------------------------------------------------- 222
Alerting system --------------------------------------------- 511
Alerts --------------------------------------------------------511
Aircraft ----------------------------------------------------512
Airspace --------------------------------------------------- 40
Arrival ------------------------------------------------------ 40
Audio voice ----------------------------------------- 40, 525
Along Track Offset ---------------------------------- 213, 214
ALT -----------------------------------------------------------281
Altimeter -------------------------------------------------50, 55
Altitude
Buffer ------------------------------------------------------ 40
Constraints -----------------------------------------------229
Altitude alerting --------------------------------------------- 76
Altitude constraints ---------------------------------------- 268
Altitude Hold ------------------------------------------------ 20
Altitude Hold Mode ---------------------------------------391
Altitude Reference ---------------------------- 390, 391, 397
Ammeter ----------------------------------------------------- 86
Annunciations
System -------------------------------------------------9, 513
Test tone ---------------------------------------- 10, 11, 512
Annunciator lights -----------------------------------------122
AOPA ------------------------------------------- 431, 491, 537
AOPA Airport Directory ----------------------------- 492, 493
AP ------------------------------------------------------------526
Approach ---------------------------------------------------- 552
Activating ------------------------------------------------242
ILS ---------------------------------------------------------422
Loading -------------------------------------- 206, 239, 241
Missed ----------------------------------------------------426
Removing -------------------------------------------------242
WAAS -----------------------------------------------------424
Approach box ----------------------------------------------477
Approach channel ---------------------------------- 206, 239
Approach Mode ------------------------------------- 407, 422
Approach Mode, AFCS ------------------------------------424
APR softkey ------------------------------------------ 241, 249
Arrival procedure -----190, 204, 236, 238, 266, 268, 277
Attitude and Heading Reference System (AHRS) ---- 3, 7,
12–13
Attitude indicator ---------------------------------------50, 54
Audio alerting system -------------------------------------512
Audio Panel ------------------------------------------------- 2, 8
Audio Panel Fail-Safe Operation -------------------------129
Automatic Dependent Surveillance - Broadcast -------367
Automatic Flight Control System (AFCS) -------- 381–430
Alerts ------------------------------------------------------ 526
Alerts and annunciations ----------------------- 428–429
Controls ------------------------------------------- 383–384
Status Annunciations -----------------------------------428
Status Box ------------------------------------------------386
Automatic squelch ----------------------------------------- 106
Autopilot ----------------------------------------------------381
Autopilot Disconnect ------------------------- 384, 401, 410
Auto-tuning, COM ----------------------------------------- 101
Auto-tuning, NAV ----------------------------------- 110, 114
Auto Zoom -------------------------------------------------- 136
AUX - system status page 450, 451, 471, 472, 488, 489,
490, 493
Aviation Symbols ------------------------------------ 147, 190
B
Backlighting ------------------------------------------------- 47
Barometric altimeter setting --------------------------50, 56
Basic Empty Weight ---------------------------------------250
Basic Operating Weight -----------------------------------250
Battery
Current ----------------------------------------------------- 86
Bearing/distance, measuring -----------------------------142
Bearing information ------------------------------------51, 63
Bearing pointer ---------------------------------------------- 62
Bearing source ---------------------------------------------- 63
C
Calibrated Airspeed ----------------------------------------246
Cargo --------------------------------------------------------251
CDI --------------------------- 238, 257, 268, 276, 283, 523
CELL MOV Softkey -----------------------------------------305
Chart Not Available --------------------------------- 454, 475
Chart options ---------------------------------------- 462, 482
Chart setup box ------------------------------------- 468, 486
ChartView --------------------------------431, 452, 453, 471
ChartView database --------------------------------------- 471
ChartView plan view --------------------------------------463
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. AI-2
INDEX
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS
EIS
AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE
AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
ChartView profile view ------------------------------------ 463
CLD TOP Softkey -------------------------------------------303
Closest Point ------------------------------------------------222
COM channel spacing ------------------------------------- 105
COM Frequency Box ---------------------------------------- 98
Command Bars --------------------------------------------- 387
Communication (COM) frequency box ------------------ 50
COM Tuning Failure ----------------------------------------129
Controls --------------------------------------------------18, 20
AFCS ----------------------------------------------- 383–384
PFD/MFD -----------------------------------------18–19, 29
Softkeys ----------------------------------------------- 21–24
Control Wheel Steering (CWS) -------------------- 384, 410
Copy a Flight Plan -----------------------------------------209
Course Deviation Indicator (CDI) ----------------42, 64–68
Changing scale ------------------------------------------554
Course To Altitude -----------------------------------------245
Crew Alerting System (CAS)
Inhibits ---------------------------------------------------- 512
D
Database(s) --------------------------------------6, 7, 10, 531
Database Synchronization ------------------------- 537, 538
Data entry ----------------------------------------------- 28–29
Data Link Receiver --------------------------------------4, 510
Datalink receiver troubleshooting -----------------------509
Data logging ------------------------------------------------ 502
Date, time ---------------------------------------------------- 38
Day/Night views ------------------------------------- 468, 486
Day view ---------------------------------468, 469, 486, 487
DB Mismatch -----------------------------------------------535
DC bus -------------------------------------------------------- 86
Dead reckoning --------------------------------------------- 79
DEC FUEL softkey ------------------------------------------- 87
Decision height ---------------------------------------------- 77
Declutter
Maps ------------------------------------------------------- 27
Declutter, display -------------------------------------------- 80
Delete
Entire airway -------------------------------------- 211, 212
Entire procedure ---------------------------------- 211, 212
Flight plan items ----------------------------------------210
Flight plans -----------------------------------------------209
Individual waypoint ------------------------------ 210, 211
Density Altitude --------------------------------------------248
Departure
Procedure -----------------------------202, 216, 233, 235
Select -----------------------------------233, 236, 239, 242
Time -------------------------------------------------------246
Dilution of Precision (DOP) -------------------------------- 17
Direct-to - 160, 184, 185, 186, 187, 188, 227, 228, 266,
268, 283
Display backup ------------------------------------------- 8, 97
Display controls ---------------------------------------- 18–25
DME Information Window --------------------------------- 63
Dual navigation database --------------------------------533
E
ECHO TOP Softkey -----------------------------------------302
Electronic Stability ---------------------------------- 431, 503
Emergency Frequency -------------------------------------129
Endurance, calculated (ENDUR) ----------------------85, 87
Engine manifold pressure ------------------------------83, 85
Entering Flight ID ----------------------------------- 116, 121
Entertainment inputs --------------------------------------127
ESP --------------------------------- 431, 503, 504, 505, 506
Estimated Landing Fuel -----------------------------------252
Estimated Position Error (EPE) ---------------------------- 17
Excess Fuel Weight ----------------------------------------252
Extended squitter ------------------------------------------367
F
FD ------------------------------------------------------- 20, 526
Field of View (SVS) -----------------------------------------158
Flight Data Logging ---------------------------------------431
Flight director -----------------------------------------------381
Switching -------------------------------------------------382
Flight ID ---------------------------------------------- 116, 121
Flight instruments -------------------------------------- 49–64
Flight level change ------------------------------------------ 21
Flight Level Change Mode ------------------------- 393, 418
Flight Plan
Closest point to reference -----------------------------222
Import/Export Messages -------------------------------529
Storing ----------------------------------------------------552
FliteCharts ------------------------------------------- 431, 473
FliteCharts cycle -------------------------------------------- 489
FliteCharts expiration -------------------------------------489
FliteCharts functions --------------------------------------474
FPA ---------------------------------------------------- 229, 273
Frequency
Nearest ---------------------------------------------------180
Frequency spacing -----------------------------------------105
Frequently asked questions -------------------------------551
Fuel
Calculations ----------------------------------------------- 87
Display ----------------------------------------------------- 89
Efficiency -------------------------------------------------248
Endurance ------------------------------------------------248
Quantity --------------------------------------------------- 83
Remaining ------------------------------------------------ 248
Required --------------------------------------------------248
Reserve ---------------------------------------------------- 88
Statistics --------------------------------------------------248
Fuel on Board --------------------------------- 248, 251, 252
Fuel Range Ring --------------------------------------------- 88
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
I-3
INDEX
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EIS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
G
GBT ----------------------------------------------------------367
Geodetic sea level ---------------------------- 325, 334, 344
Glidepath ----------------------------------------------------281
Glidepath indicator ----------------------------------------- 58
Glidepath Mode ------------------------------------- 398, 407
Glidepath Mode (GP) --------------------------------------424
Glideslope --------------------------------------------------- 281
Glideslope indicator ---------------------------------------- 58
Glideslope Mode ------------------------------------ 400, 422
Go Around Mode -----------------------------401, 426–427
GPS receiver -------------------------------------------- 13–15
GPS Window ------------------------------------------------ 538
Ground-Based Transceivers ------------------------------- 367
GSL ---------------------------------------------- 325, 334, 344
GTX 33 Mode S Transponders ---------------------------116
H
Heading ------------------------------------------------------ 50
Heading bug ------------------------------------------------- 50
Heading Select ---------------------------------------------- 21
Heading Select Mode -------------------------------------404
HI SENS ------------------------------------------------------ 115
Horizontal Situation Indicator (HSI) ----------------------19,
23, 25, 39, 50, 59–61, 239, 240, 242, 257, 268, 277, 281,
283, 285, 553, 554
HSI double green arrow -----------------------------------107
HSI magenta arrow ----------------------------------------107
HSI single green arrow ------------------------------------ 107
I
IDENT function -------------------------------------- 118, 121
ID indicator -------------------------------------------------109
ILS approach ------------------------------------------------ 422
Indicated Altitude ------------------------------------------246
Inset map ---------------------------------------------------- 51
Intercom system (ICS) -------------------------------------127
Intersection
Information --------------------------------------- 168–169
Inverting a flight plan -------------------------------------209
IOI -----------------------------------------341, 351, 527, 528
J
Jeppesen aviation database ------------------------------ 532
L
Land Symbols ----------------------------------------------- 146
Level Mode -------------------------------------------------503
Line Replaceable Units (LRU) -----------------------2–5, 10
LNAV --------------------------------------------------------- 257
LO SENS -----------------------------------------------------115
LPV ---------------------------------------------- 257, 283, 414
M
Magnetic Field Variation Database ----------------------541
Map Panning -----------------------------------------------138
Map symbols -----------------------------------------------557
Marker beacon ---------------------------------------------115
Marker beacon annunciations ---------------------------- 75
MASQ processing ------------------------------------------- 93
Measurement units ----------------------------------------- 39
Menus -------------------------------------------------------- 28
Message advisories -------- 516, 517, 518, 521, 522, 523
Messages
Reminder -------------------------------------------------- 45
MET ----------------------------------------------------------526
Minimum descent altitude --------------------------------- 77
Minimums --------------------------------------------------- 525
Missed Approach----------- 190, 243, 253, 257, 283, 426
MKR/MUTE -------------------------------------------------115
Mode S ----------------------------------------------- 116, 117
Mode selection softkeys --------------------------- 116, 117
Morse code identifier --------------------------------------109
Multi Function Display (MFD) ------------------------------- 2
Controls ---------------------------------------------- 18–19
Softkeys ---------------------------------------------------- 26
N
National Weather Service --------------------------------- 315
Navigation Mode ---------------------- 405–406, 416–417
Navigation mode selection -------------------------------107
Navigation (NAV)
Database ------------------------------------ 186, 229, 230
Map ------------------------------------131, 142, 165, 186
Status Box ------------------------------------------------- 41
Navigation (NAV) frequency box ------------------------- 50
Navigation source ------------------------------------- 64–65
Navigation status box -------------------------------------- 50
Nav radio selection ----------------------------------------107
Nearest
Airports 25, 32, 42, 131, 132, 160, 164, 165, 166, 167,
186, 241
Page ------------------------------------------ 165, 166, 167
Airspaces ---------------------------32, 40, 180, 181, 182
Intersections ----------------------------------32, 168, 169
NDB -------------------------------------------------- 32, 171
User Waypoint -------------------------------------------175
VOR --------------------------------------------32, 168, 173
Nearest airports, frequency tuning ----------------------101
NEXRAD Softkey -------------------------------------------298
Night view -------------------------------468, 469, 486, 487
Non-path descent -----------------------------397, 420–421
Normal display operation ------------------------------------ 8
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. AI-4
INDEX
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS
EIS
AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE
AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
O
OBS mode ---------------------------------------------------- 69
Obstacles --------------------------------------------- 518, 519
Odometer ---------------------------------------------------- 45
Oil, engine
Pressure---------------------------------------------------- 89
Temperature ---------------------------------------------- 89
Omni Bearing Selector (OBS) ---------------------- 552–553
Other Statistics -------------------------------------- 246, 248
Outside air temperature ----------------------------------- 50
P
Page
Menus------------------------------------------------------ 28
Page groups -------------------------------------------- 30–33
Parallel Track ----------------------------------------- 215, 216
Passenger address -----------------------------------------125
Passengers --------------------------------------------------251
PA system ---------------------------------------------------125
PFDSee Primary Flight Display (PFD)
PFD failure --------------------------------------------------129
Pilot and Stores Weight -----------------------------------250
Pilot profiles -------------------------------------------- 35–36
Pitch hold ---------------------------------------------------- 21
Pitch Hold Mode -------------------------------------------389
Power-up, system --------------------------------------------- 7
Primary Flight Display (PFD) --------------------------------- 2
Controls -------------------------------------18–19, 20–21
Softkeys ----------------------------------------------- 21–23
Procedures
GFC 700 ------------------------------------------- 414–427
Q
Quick tuning 121.500 MHz ------------------------------100
R
Range -------------------------------------------------------- 156
Receiver Autonomous Integrity Monitoring (RAIM) ---15,
15–16, 238, 253, 254, 255, 256
Reminder messages ---------------------------------------- 45
Required Vertical Speed -----------------------------------274
Required Vertical Speed Indicator (RVSI) -------- 274, 275
Reserve fuel -------------------------------------------------- 88
Reversionary Mode ----------------------------------------129
ROC ---------------------------------------341, 351, 527, 528
Roll Hold Mode---------------------------------------------403
Runway
Minimum length ------------------------------------------ 43
Surface ----------------------------------------------------- 42
RX indicator -------------------------------------------------- 99
S
SafeTaxi ----------------------------------------- 431, 446, 449
SafeTaxi database ------------------------------------------451
SBAS ------------------------- 253, 255, 256, 257, 519, 551
Scheduler ----------------------------- 45–46, 431–432, 499
Secure Digital (SD) card --------------------------------6, 531
Selected Altitude ----------- 389, 390, 392, 393, 394, 397
Selected Altitude Capture Mode 389, 390, 391, 392, 394
Selected Altitude Intercept Arc ---------------------------159
Selected course ------------------------------------------51, 60
Selected Heading -------------------------------- 51, 60, 404
Selecting a COM radio ------------------------------------- 98
Sequencing waypoints
Automatic ------------------------------------------------553
SiriusXM
Radio ------------------------------------------------------ 288
Receiver troubleshooting ------------------------------323
XM Satellite Weather -----------------------------------288
NEXRAD --------------------------------------------------298
SiriusXM radio volume ------------------------------------498
SiriusXM Weather
AIREPs ----------------------------------------------------319
Icing -------------------------------------------------------317
PIREPs-----------------------------------------------------319
Turbulence ----------------------------------------- 317, 318
Slip/Skid indicator --------------------------------------- 50, 54
Softkeys------------------------------------------------------- 50
EIS ------------------------------------------------------27, 84
LTNG ------------------------------------------------------304
MFD -------------------------------------------------------- 26
PFD ---------------------------------------------------- 21–23
Speaker ------------------------------------------------------ 122
Split COM operation ---------------------------------------126
SQ annunciation -------------------------------------------124
Standby database ------------------------------------------ 533
Standby frequency ------------------------------98, 101, 107
Standby frequency field ------------------------------------ 98
Standby Navigation Database -------------------- 534, 535
Stereo headsets --------------------------------------------122
Stuck microphone ------------------------------------------129
Sunrise/Sunset ---------------------------------------------- 247
SUSP ---------------------------------------------------------- 70
SVS troubleshooting --------------------------------------- 507
Symbols, map ----------------------------------------------- 557
Synthetic vision (SVS) ------------------------------ 431, 432
System
Annunciations ----------------------------------------9, 511
Message advisories -------------------------------------516
Power-up ---------------------------------------------------- 7
Time -------------------------------------------------------- 38
System alerting ---------------------------------------------- 74
System time -------------------------------------------------- 50
190-01461-01 Rev. A
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
I-5
INDEX
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EIS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
T
TA ------------------------------------------------------------525
Tachometer ----------------------------------------------83, 85
TAF -----------------------------------------------------------307
Takeoff Mode ----------------------------------------------- 401
TAS Traffic
Non-Threat Traffic ---------------------------------------367
PA----------------------------------------------------------367
Proximity Advisory---------------------------------------367
TAWS
Five-Hundred Aural Alert -------------------------------355
TAWS-B ----------------------------------------------- 344, 528
ALERTS ----------------------------------------------------528
System Status Annunciations --------------------------529
Temporary Flight Restrictions ----------------------------320
Terminal procedures charts ------------------------ 454, 475
Terrain ------------------------------------------ 518, 527, 528
Color indications ----------------------------------------559
Terrain awareness and warning system ----------------- 76
Terrain Proximity -------------------------------------------325
Terrain-SVS --------------------------------------------------334
Alerts ------------------------------------------------------ 527
System Status Annunciations --------------------------527
TFR -----------------------------------------------------------320
Timer --------------------------------------------------------- 523
Departure -------------------------------------------------- 44
Flight ------------------------------------------------------- 44
TOPO DATA ------------------------------------ 143, 144, 153
Top of Descent (TOD) ------------------------- 273, 274, 280
TOPO SCALE ------------------------------------------------145
Track indicator ----------------------------------------------- 59
Traffic Advisory (TA)----------------------------------------525
Traffic Annunciation ------------------------------------51, 75
Traffic Information Service (TIS) ------------------- 555–556
Voice alerts ------------------------------------------------ 75
Transponder ---------------------------------------------------- 3
Transponder code entry -----------------------------------119
Transponder data box -------------------------------------- 93
Transponder ground mode -------------------------------117
Transponder mode field ------------------------93, 117, 118
Transponder standby mode ------------------------------118
Transponder status box ------------------------------------ 50
Trip
Planning ------------------------------------- 246, 247, 248
Statistics ---------------------------------------45, 247, 248
True Airspeed (TAS) ------------------------ 50, 52, 248, 521
Turn anticipation -------------------------------------------553
Turn rate indicator --------------------------------------50, 62
TX indicator -------------------------------------------------- 99
U
Unable to display chart ---------------------------- 454, 475
Units, measurement ---------------------------------------- 39
Updating Garmin databases -----------------------------451
User-Defined Holding Pattern ---------------------------- 224
V
VDISee Vertical Deviation Indicator (VDI)
Vertical
Deviation
Guidance -------------------------------------------------230
Direct-to --------------------------------------------------228
Navigation -----------------------------------------------229
Speed
Guidance -------------------------------------------------230
Vertical deviation ------------------------------------------396
Vertical Deviation Indicator (VDI) ----------------- 274, 275
Vertical navigation
Direct-to --------------------------------------------------228
Vertical Navigation flight control ----------------- 394–398
Vertical Path Tracking Mode -----------------394–395, 419
Vertical speed ----------------------------------------------- 21
Vertical Speed Indicator (VSI) ------------------ 50, 58, 275
Vertical Speed Mode --------------------------------------392
Vertical Speed Reference ---------------------------------392
Vertical track ------------------------------------------------525
VFR code ----------------------------------------------------120
VNAV --------------------------------------------------------188
VNAV Target Altitude ------------------------------- 394–397
VNAV Target Altitude Capture Mode -------------------397
VNV --------------------------------------------------- 273, 524
Guidance
Disabling -------------------------------------------------227
Enabling --------------------------------------------------227
VNV indications --------------------------------------------- 73
Voice alerts, TIS Traffic -------------------------------- 75, 362
VOL annunciation ------------------------------------------ 124
Volume ------------------------------------------------------498
VOR, NearestSee Nearest: VOR
VOR selection -----------------------------------------------107
VSISee Vertical Speed Indicator (VSI)
VS TGT ------------------------------------------------ 229, 273
W
WAAS ------------------------------------------- 257, 414, 551
WAAS precision approach --------------------------------424
Waypoint
Automatic sequencing ---------------------------------553
Skipping --------------------------------------------------553
Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole
190-01461-01 Rev. AI-6
INDEX
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS
EIS
AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE
AFCS
ADDITIONAL
FEATURES
APPENDICESINDEX
Waypoint Selection Submenu ---------185, 193, 197, 253
Weather (real-time) ------------------------------------------- 4
Wind -------------------------------------------------- 134, 155
WIND Softkey -----------------------------------------------312
X
XM
Radio ------------------------------------------------------ 494
Receiver troubleshooting ------------------------------509
XM active channel -----------------------------------------496
XM channel list ---------------------------------------------496
XM presets -------------------------------------------------- 497
XM radio ----------------------------------------------------495
XM Satellite Radio --------------------------------------4, 494
XM service class --------------------------------------------495
Z
Zoom
Auto ------------------------------------------------------- 136
260
250
240
210
200
190
225
12000
18000
11900
11700
11600
11800
TAS 269
KT 29.86
IN
2
1
1
2
10 10
10 10
E
S
W
N
3
6
12
15
21
24
30
33
500
360‘
GPS ENR
l0
l0
20
20
20
20
l0
l0
29.9
29.8
1
2
3
4
5
6
7
8
9
100 FEET
In Hg
ALT
NO PITCH
INFORMATION
D.C.
ELEC.
TURN COORDINATOR
2 MIN.
R
L
10
UP
DOWN
VERTICAL SPEED
100 FEET PER MINUTE
15
155
5
10
20
0
Garmin International, Inc.
1200 East 151st Street
Olathe, KS 66062, U.S.A.
p:913.397.8200 f:913.397.8282
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,
Hounsdown Business Park
Southampton, Hampshire
SO40 9LR U.K.
p:44 (0) 23 8052 4000
f:44 (0) 23 8052 4004
Aviation Support:44 (0) 87 0850 1243
Garmin Corporation
No. 68, Jangshu 2nd Road
Shijr, Taipei County, Taiwan
p:886/02.2642.9199
f:886/02.2642.9099
www.garmin.com
G1000®
Pilot’s Guide Piper PA-34-220T
Seneca
190-01404-01
Revision A
PILOT’S GUIDEPILOT’S GUIDE
Piper PA-34-220T Seneca
G1000®
Integrated Avionic System

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