Garmin SA01535Wi_D FAA Approved Airplane Flight Manual Supplement

© Copyright 2012

GARMIN Ltd. or its subsidiaries

All Rights Reserved

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 prior written consent 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 and to print one copy of this manual or of any revision hereto, 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 International, Inc.

1200 E. 151 st

Street

Olathe, KS 66062 USA

Telephone: 913-397-8200 www.garmin.com

Hawker Beechcraft B300 and B300C King Air

Page 2 of 141

190-00716-03 Rev. 1

REV

NO.

GARMIN International, Inc

Log of Revisions

Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual

Supplement for

G1000 Integrated Avionics System and GFC 700 AFCS In

Hawker Beechcraft B300 and B300C King Air Aircraft

PAGE

NO(S)

DESCRIPTION

DATE OF

APPROVAL

FAA APPROVED

1 ALL Original Issue See Cover See Cover

190-00716-03 Rev. 1 Hawker Beechcraft B300 and B300C King Air

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This page intentionally left blank.


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190-00716-03 Rev. 1

Table of Contents

Section 1 - General ........................................................................................................ 7

Section 2 - Limitations ................................................................................................ 15

Section 3 - Emergency Procedures ........................................................................... 31

Section 3A - Abnormal Procedures ........................................................................... 43

Section 4 - Normal Procedures .................................................................................. 71

Section 5 – Performance ............................................................................................ 98

Section 6 - Weight and Balance ............................................................................... 101

Section 7 - Systems Description .............................................................................. 103

Section 8 – Handling, Service, and Maintenance ................................................... 141

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FAA APPROVED

Section 1 - General

The information in this supplement is FAA-approved material and must be attached to the Pilot’s

Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by installation of the GARMIN G1000 Integrated Avionics System and GFC 700 Digital

Automatic Flight Guidance System in accordance with GARMIN International, Inc. approved data.

The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.

Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane.

The GARMIN G1000 system installed in the Hawker Beechcraft B300 and B300C King Air Aircraft provides a fully integrated Display, Communications, Navigation and Flight Control system. Functions provided by the G1000 system include: Primary Flight Information, Powerplant Monitoring, Navigation,

Communication, Traffic Surveillance, TAWS Class A or B, Weather Avoidance, and a three-axis automatic flight control / flight director system with optional Electronic Stability & Protection.

USE OF THE HANDBOOK

The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the handbook:

WARNING

Operating procedures, techniques, etc., which could result in personal injury or loss of life if not carefully followed.

CAUTION

Operating procedures, techniques, etc., which could result in damage to equipment if not carefully followed.

NOTE

Operating procedures, techniques, etc., which is considered essential to emphasize.

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OPERATIONAL APPROVALS

G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

APPROVALS

The Garmin G1000 Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3 approved

Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X Display Units, GARMIN GA36 and

GA37 antennas, and GPS software version 3.2 or later approved version. The G1000 GNSS navigation system in this aircraft is installed in accordance with AC 20-138A.

The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the requirements of AC 20-138A and is approved for navigation using GPS and SBAS (within the coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR en route, terminal area, and non-precision approach operations (including those approaches titled “GPS”, “or GPS”, and “RNAV (GPS)” approaches). The G1000 Integrated Avionics GNSS navigation system installed in this aircraft is approved for approach procedures with vertical guidance including “LPV” and

“LNAV/VNAV”, within the U.S. National Airspace System.

The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements of AC 90-105 and meets the equipment performance and functional requirements to conduct RNP terminal departure and arrival procedures and RNP approach procedures without RF (radius to fix) legs. Part 91 subpart K, 121, 125, 129, and 135 operators require a Letter of

Authorization for operational approval from the FAA

The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In accordance with AC

90-100A, Part 91 operators (except subpart K) following the aircraft and training guidance in AC 90-100A are authorized to fly RNAV 2 and RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and 135 operators require a Letter of Authorization for operational approval from the FAA.

The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been found to comply with the requirements for primary means of Class II navigation in oceanic and remote navigation (RNP-10) without time limitations in accordance with AC 20-138A and FAA Order 8400.12A.

The G1000 can be used without reliance on other long-range navigation systems. This does not constitute an operational approval.

The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been found to comply with the navigation requirements for primary means of Class II navigation in oceanic and remote navigation (RNP-4) in accordance with AC 20-138A and FAA Order 8400.33. The G1000 can be used without reliance on other long-range navigation systems. Additional equipment may be required to obtain operational approval to utilize RNP-4 performance. This does not constitute an operational approval.

The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the accuracy, integrity, and continuity of function, and contains the minimum system functions required for

PRNAV operations in accordance with JAA Administrative & Guidance Material Section One: General

Part 3: Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10 Rev 1). The GNSS navigation system has two ETSO-145 / TSO-C145a Class 3 approved Garmin GIA 63Ws, and ETSO-146 / TSO-C146a

Class 3 approved Garmin GDU 104X Display Units. The G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements for PRNAV and BRNAV operations in accordance with AC 90-96A and JAA TGL-10 Rev 1. This does not constitute an operational approval.


Page 8 of 141

190-00716-03 Rev.1

FAA APPROVED

Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for database Integrity, quality, and database management practices for the Navigation database. Pilots and operators can view the LOA status at www.Garmin.com > Aviation Databases > Type 2 LOA Status.

Navigation information is referenced to WGS-84 reference system.

ELECTRONIC FLIGHT BAG

The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A

Hardware Class 3, Software Type C Electronic Flight Bag (EFB) electronic aeronautical chart applications when using current FliteChart or ChartView data. Additional operational approvals may be required.

For operations under 14 CFR Part 91, it is suggested that a secondary or backup source of aeronautical information necessary for the flight be available to the pilot in the aircraft. The secondary or backup information may be either traditional paper-based material or displayed electronically. If the source of aeronautical information is in electronic format, operators must determine non-interference with the

G1000 system and existing aircraft systems for all flight phases.

REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)

This aircraft has been evaluated in accordance with 14 CFR Part 91, Appendix G, “Operations in

Reduced Vertical Separation Minimum (RVSM) Airspace,” and FAA Advisory Circular 91-85,

“Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimums Airspace,” and is qualified for RVSM operations as a group aircraft. This finding does not constitute approval to conduct RVSM operations.

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ABBREVIATIONS AND TERMINOLOGY

The following glossary is applicable within the Airplane Flight Manual Supplement

AC

ADC

ADF

AFCS

AFM

AFMS

AGL

Advisory Circular

Air Data Computer

Automatic Direction Finder

Automatic Flight Control System

Airplane Flight Manual

Airplane Flight Manual Supplement

Above Ground Level

AHRS

AIRAC

ALT

ALTS

ALTV

AMMD

AP

APR

APTSIGNS

Attitude and Heading Reference System

Aeronautical Information Regulation And Control

Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710 AFCS

Mode Controller

AFCS altitude capture using the altitude in the altitude preselect window

AFCS altitude capture using the altitude from the VNAV profile vertical constraint

Airport Moving Map Display

Autopilot

AFCS Approach mode, or APR button of GMC 710 AFCS mode controller

Airport Signs (SVS softkey on the PFD)

APV

ATC

Approach with Vertical Guidance

Air Traffic Control

AUX Auxiliary

BANK Low-bank mode of the AFCS

BARO Barometric Setting

BAT Battery

BC Back Course

BRNAV

BRT

Basic Area Navigation

Bright

CDI

CFR

CLR

COM

CRS

CWS

Course Deviation Indicator

Code of Federal Regulations

Clear

Communication radio

Course

Control Wheel Steering


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DA Decision Altitude

DL LTNG

DME

GFDS Data Link Lightning

Distance Measuring Equipment

DN Down

DR Dead Reckoning

GEA

GEN

GEO

GFC

GFDS

GIA

GMC

GP

GPS

GPWS

GRS

EFB

EIS

ELEC

ENT Enter

ESP Electronic Stability and Protection

FAF

FD

Final Approach Fix

Flight Director

FLC

Electronic Flight Bag

Engine Indication System

Electrical

FLTA

FMS

AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS mode controller

Forward Looking Terrain Avoidance

Flight Management System

FPM

FSB

Flight Path Marker or Feet Per Minute

Fasten Seat Belts ft Feet

ft/min Feet/Minute

GA

GCU

GDC

GDU

Go-around

Garmin Control Unit

Garmin Air Data Computer

Garmin Display Unit

Garmin Engine/Airframe Unit

Generator

Geographic

Garmin Flight Control

Garmin Flight Data Services

Garmin Integrated Avionics Unit

Garmin Mode Control Unit

GPS Glide Path

Global Positioning System

Ground Proximity Warning System

Garmin Reference System (AHRS)

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GS

GSA

GSR

HDG

Glide Slope

Garmin Servo Actuator

Garmin Iridium Satellite Radio

AFCS heading mode or the HDG button on the GMC 710 AFCS Mode

Controller

Highway in the Sky HITS

HPa Hectopascal

HSI Horizontal Situation Indicator

IAF

IAP

Initial Approach Fix

Instrument Approach Procedure

ICAO

IFR

ILS

International Civil Aviation Organization

Instrument Flight Rules

Instrument Landing System

in-Hg inches of mercury

INH Inhibit

ITT

KIAS

Interstage Turbine Temperature

Knots Indicated Airspeed

LDA

LNAV

LNAV + V

LNAV/VNAV

LOA

LOC

LOI

Localizer Type Directional Aid

Lateral Navigation

Lateral Navigation with Advisory Vertical Guidance

Lateral Navigation / Vertical Navigation

Letter of Acceptance

Localizer

Loss of Integrity (GPS)

LPV

LRU

Localizer Performance with Vertical Guidance

Line Replaceable Unit

LTNG Lightning (XM Weather Product)

M Mach

MAP

MAXSPD

Missed Approach Point

Maximum Speed, AFCS Overspeed Protection mode

MDA Barometric minimum descent altitude

MEL Minimum Equipment List

MFD

MLS

M

MO

Multi Function Display

Microwave Landing System

Maximum operation limit speed in Mach


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190-00716-03 Rev.1

FAA APPROVED

NPA

OAT

OBS

OVR

PDA

PFD

MNPS

MSL

NAT

NAV

NEXRAD

Minimum Navigational Performance Specifications

Mean Sea Level

North Atlantic Track

Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS

Mode Controller

Next Generation Radar (XM Weather Product)

Non-precision Approaches

Outside Air Temperature

Omni Bearing Selector

Override

Premature Descent Alert

Primary Flight Display

PIT

POH

PRNAV

PROC

PSI

PTCH

RA

AFCS pitch mode

Pilot’s Operating Handbook

Precision Area Navigation

Procedure button on the GDU or GCU 477

Pounds per Square Inch

Pitch

Radar Altimeter, or Radar Altitude, or traffic Resolution Advisory

RNAV

RNP

ROL

RPM

RVSM

SBAS

SDF

SID

SPD

Area Navigation

Required Navigation Performance

AFCS roll mode

Revolutions per Minute

Reduced Vertical Separation Minimums

Satellite Based Augmentation System

Simplified Directional Facility

Standard Instrument Departure

STAR

STBY

Speed button on the GMC 710 AFCS Mode Controller. Toggles the FLC speed between Mach and IAS references.

Standard Terminal Arrival Route

Standby

STC Supplemental Type Certificate

STD Standard

SUSP Suspend

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SVS

SYN TERR

SYN VIS

TA

TAWS

TCAS

Synthetic Vision System

Synthetic Terrain softkey

Synthetic Vision softkey

Traffic Advisory

Terrain Awareness and Warning System

Traffic Alert and Collision Avoidance System

TEMP

TIS

Temperature

Traffic Information System

TMR Timer

TO Take off

TOD

TSO

VAPP

VCO

Top of Descent

Technical Standard Order

AFCS VOR Approach Mode

Voice Call Out

VDP

VFR

VHF

VMC

V

MO

VNAV

VNV

Visual Descent Point

Visual Flight Rules

Very High Frequency

Visual Meteorological Conditions

Maximum operation limit speed in knots

Vertical Navigation

Vertical Navigation button on the GMC 710 AFCS Mode Controller

VOR

VPTH

VS

WAAS

VHF Omni-directional Range

Vertical path

Vertical Speed

Wide Area Augmentation System

WFDE

WGS-84

WAAS Fault Detection/Exclusion

World Geodetic System – 1984

WSHLD Windshield

XFR Transfer button on the GMC 710 AFCS Mode Controller

XM

XPDR

YD

XM satellite system

Transponder

Yaw Damper


Page 14 of 141

190-00716-03 Rev.1

FAA APPROVED

Section 2 - Limitations

INTRODUCTION

The G1000 Cockpit Reference Guide for Hawker Beechcraft King Air 300/B300 series, GARMIN part number 190-01344-00 Revision A or later, must be immediately available to the flight crew during all phases of flight.

AIRSPEED LIMITATIONS AND INDICATOR MARKINGS

No changes were made to the airplane’s airspeed limitations. The airspeed indicators on the Primary

Flight Displays (PFDs) and the standby airspeed indicator are marked in accordance with the airplane’s

POH/AFM.

A red low speed awareness band is marked on the PFDs in red from 20 – 81 KIAS. The low-speed awareness band is suppressed while the airplane is on the ground. The low-speed awareness band appears in flight two seconds after main gear liftoff.

The standby airspeed indicator is marked in accordance with the airspeed markings called out in the airplane’s AFM/POH. The standby airspeed indicator is not marked with a low speed awareness band.

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POWER PLANT LIMITATIONS AND INDICATOR MARKINGS

No changes were made to the airplane’s engine operating limits. The engine gauges are marked as shown in the following table. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight

Manual Supplement for engine and propeller limitations.

NOTE

The gauge indicator pointer and digital display will flash inverse red/white video for 5 seconds, then remain steady red, if the indicated engine parameter exceeds its established limit. The gauge indicator digital display will change to yellow for “caution” conditions.

OPERATING

PARAMETER

Torquemeter (%)

ITT (ºC)

Prop N

2

(RPM)

Gas Generator N

1

(%)

Oil Temperature. (ºC) (k)

Oil Pressure (psi) (j)

PT6A-60A ENGINES COLOR MARKINGS & RANGES

Red Arc/Radial

(Minimum Limit)

Green Arc

(Normal)

Yellow Arc

(Caution)

Red Arc/Radial

(Maximum Limit)

--

--

--

--

--

60

0 to 100 (a)

400 to 820 (d)

1050 to 1700 (g)

62 to 104

0 to 99

90 to 135

--

--

--

--

--

60 to 90

100 (b)(c)

820 (e)(f)

1700 (h)(i)

104

99

135

Footnotes:

(a) Torque limit applies within range of 1000 - 1700 propeller RPM (N

2

). Below 1000 RPM, torque is limited to 62%

(b) Torque indications between 100% and 156% are time limited to 20 seconds.

(c) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up to 102% is time limited to 7 minutes.

(d) Maximum ITT during idle is 750ºC. High ITT at ground idle may be corrected by reducing accessory load and/or increasing N

1

RPM.

(e) ITT indication between 820ºC and 850ºC is time limited to 20 seconds.

(f) ITT starting limit at 1000ºC (red triangle) is time limited to 5 seconds.

(g) Maximum reverse propeller operation is limited to 1650 RPM N

2

speed.

(h) Propeller (N

2

) speeds between 1735 RPM and 1870 RPM are time limited to 20 seconds.

(i) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM excursions up to 1735 RPM are time limited to 7 minutes.

(j) Normal oil pressure is 90 to 135 psi at gas generator speeds above 72%. With engine torque below

62%, minimum oil pressure is 60 psi at normal oil temperature (60 degrees to 70 degrees C).

Oil pressures under 90 psi are undesirable. Under emergency conditions, to complete a flight, a lower oil pressure limit of 60 psi is permissible at a reduced power, not to exceed 62% torque. Oil pressures below 60 psi are unsafe and require that either the engine be shut down or a landing be made at the nearest suitable airport, using the minimum power required to sustain flight.

Fluctuations of plus or minus 10 psi are acceptable.

During extremely cold starts, oil pressure may reach 200 psi (red triangle). In flight, oil pressures above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight.

(k) Oil temperature limits are -40ºC and +110 ºC. However, temperatures between 99ºC and 110 ºC are limited to a maximum of 10 minutes.


Page 16 of 141

190-00716-03 Rev.1

FAA APPROVED

MANEUVER LIMITS

No changes have been made to the aircraft’s maneuver limits. The Hawker Beechcraft Super King Air

B300 and B300C are Commuter Category airplanes. Acrobatic maneuvers, including spins, are prohibited.

OPERATIONS IN RVSM AIRSPACE

The airplane is not permitted to operate in RVSM airspace if the static ports are damaged, or if damage or surface irregularities are found within the RVSM critical region.

The pilot and copilot PFDs must display the on-side ADC information for operations in RVSM airspace.

G1000 INTEGRATED AVIONICS SYSTEM

The GARMIN G1000 Cockpit Reference Guide P/N 190-01344-00, Rev A, or later FAA accepted revision, must be immediately available to the flight crew during all phases of flight.

Tuning of the COM and NAV radios using the GCU477 controller must be done from the left seat pilot’s station and only referencing the pilot’s PFD.

Required flight crewmembers must wear and use headsets when the overhead cockpit speaker audio is selected OFF.

Do not take off unless all display units are installed and operational.

Do not take off with any display in reversionary mode.

Do not take off with any of the following messages displayed in the ALERTS window:

GPS1 FAIL and GPS2 FAIL simultaneously

GPS NAV LOST

GIA1 SERVICE

GIA2 SERVICE

MFD SERVICE

PFD1 SERVICE

PFD2 SERVICE

GMA1 SERVICE

GMA2 SERVICE

GEO LIMITS

Operation of the G1000 system is prohibited if the PFD1 FAN FAIL, PFD2 FAN FAIL or MFD FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 41°C (106°F) AND cabin air conditioning is inoperative.

Do not takeoff if GIA1 FAN FAIL or GIA2 FAN FAIL is displayed in the ALERTS window AND the Outside

Air Temperature is greater than 42°C (107°F).

Ground operation of the G1000 system is not allowed when the Outside Air Temperature is greater than

47°C (116°F) AND cabin air conditioning is inoperative.

The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground outside air temperature is -40°C (-40°F) or below.

Use of VNAV is prohibited during the intermediate segment of an approach that includes a teardrop course reversal. VNAV will become ‘Unavailable’ at the beginning of the teardrop segment of the course reversal.

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The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are supplemental information only and must be verified by the flight crew.

Do not use SafeTaxi or Chartview functions as the basis for ground maneuvering. SafeTaxi and

Chartview functions do not comply with the requirements of AC 20-159 and are not qualified to be used as an airport moving map display (AMMD). SafeTaxi and Chartview are to be used by the flight crew to orient themselves on the airport surface to improve pilot situational awareness during ground operations.

The use of the colors red and amber within the checklist function has not been evaluated or approved by this STC. Use of the colors red and/or amber within user created checklists may require separate evaluation and approval by the FAA.

G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS

NOTE

Limitations are in bolded text for this section only

The pilot must confirm at system initialization that the Navigation database is current.

Navigation database is expected to be current for the duration of the flight. If the AIRAC cycle will change during flight, the pilot must ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. If an amended chart affecting navigation data is published for the procedure, the database must not be used to

conduct the procedure.

GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the pilot verifies and uses a valid, compatible, and current Navigation database or verifies each waypoint for accuracy by reference to current approved data.

Discrepancies that invalidate a procedure should be reported to Garmin International. The affected procedure is prohibited from being flown using data from the Navigation database until a new

Navigation database is installed in the aircraft and verified that the discrepancy has been

corrected. Contact information to report Navigation database discrepancies can be found at www.Garmin.com>Support>Contact Garmin Support>Aviation. Pilots and operators can view navigation data base alerts at www.Garmin.com > In the Air> NavData Alerts.

For flight planning purposes, in areas where SBAS coverage is not available, the pilot must check

RAIM availability. Within the United States, RAIM availability can be determined using the G1000

WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later approved version with

GARMIN GA36 and GA37 antennas selected, or the FAA’s en route and terminal RAIM prediction website: www.raimprediction.net, or by contacting a Flight Service Station. Within Europe, RAIM availability can be determined using the G1000 WFDE Prediction program or Europe’s AUGER GPS

RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home. For other areas, use the G1000

WFDE Prediction program. This requirement is not necessary if SBAS coverage is confirmed to be available along the entire route of flight. The route planning and WFDE prediction program may be downloaded from the GARMIN G1000 website on the internet. For information on using the WFDE

Prediction Program, refer to GARMIN WAAS FDE Prediction Program, part number 190-00643-01,

‘WFDE Prediction Program Instructions’.

For flight planning purposes, operations within the U.S. National Airspace System on RNP and

RNAV procedures when SBAS signals are not available, the availability of GPS integrity RAIM

shall be confirmed for the intended route of flight. In the event of a predicted continuous loss of

RAIM of more than five minutes for any part of the intended route of flight, the flight should be delayed, canceled, or re-routed on a track where RAIM requirements can be met.


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For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if more than one satellite is scheduled to be out of service, then the availability of GPS integrity

RAIM shall be confirmed for the intended flight (route and time). In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended flight, the flight should be delayed, canceled, or re-routed on a track where RAIM requirements can be met.

For flight planning purposes, operations where the route requires Class II navigation the aircraft’s operator or flight crew must use the Garmin WFDE Prediction program to demonstrate that there are no outages on the specified route that would prevent the G1000 from providing primary means of Class II navigation in oceanic and remote areas of operation that requires (RNP-10 or RNP-4)

capability. If the Garmin WFDE Prediction program indicates fault exclusion (FDE) is unavailable for more than 34 minutes in accordance with FAA Order 8400.12B for RNP-10 requirements, or 25 minutes in accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled when FDE is available.

Both GIA 63Ws GPS navigation receivers must be operating and providing GPS navigation guidance to their respective PFD for operations requiring RNP-4 performance.

North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations per

AC 91-49 and AC 120-33 require both GPS/SBAS receivers to be operating and receiving usable signals except for routes requiring only one Long Range Navigation sensor. Each display computes an independent navigation solution based on the on-side GPS sensor. However, either display will automatically revert to the cross-side sensor if the on-side sensor fails or if the cross-side sensor is determined to be more accurate. A “BOTH ON GPS1” or “BOTH ON GPS2” message does not necessarily mean that one GPS has failed. Refer to the MFD AUX-GPS STATUS page to determine the state of the unused GPS.

Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDs) and

Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q” and

RNAV “T” routes should be loaded into the flight plan from the database in their entirety, rather than loading route waypoints from the database into the flight plan individually. Selecting and inserting individual named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted. Manual entry of waypoints using latitude/longitude or place/bearing is

prohibited.

“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the G1000 System are prohibited unless the pilot verifies and uses the current Navigation database. GPS based instrument approaches must be flown in accordance with an approved instrument approach procedure that is loaded from the Navigation database.

Not all published Instrument Approach Procedures (IAP) are in the Navigation database. Pilots planning on flying an RNAV instrument approach must ensure that the Navigation database contains the planned RNAV Instrument Approach Procedure and that approach procedure must

be loaded from the Navigation database into the FMS flight plan by its name.

IFR non-precision approach approval using the GPS/SBAS sensor is limited to published approaches within the U.S. National Airspace System. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority.

When operating under instrument flight rules, flight plan selection of any required alternate airport must not be based on an RNAV (GPS) LP/LPV or LNAV/VNAV approach. Alternate airport selection must be based upon an LNAV approach or an available ground-based approach for which the aircraft is equipped to fly.

The navigation equipment required to join and fly an instrument approach procedure is indicated by the

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FAA APPROVED


Page 19 of 141

title of the procedure and notes on the IAP chart. Use of the GARMIN G1000 GPS/SBAS receivers to provide navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA,

SDF, MLS or any other type of approach not approved for “or GPS” navigation is prohibited.

When using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS

navigation data is must be selected and presented on the CDI of the pilot flying.

Navigation information is referenced to WGS-84 reference system, and should only be used where the

Aeronautical Information Publication (including electronic data and aeronautical charts) conform to

WGS-84 or equivalent.


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AHRS AREAS OF OPERATION

The GARMIN G1000 system is not designed for use as a polar navigator. Operation outside the approved operating area is prohibited. Refer to Figure 1. Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to unsuitability of the Earth’s magnetic fields:

1. In the Northern hemisphere, North of the line beginning at:

N069°48'57.14" W180°00'00.00" to

N067°09'04.64" W180°00'00.00" to

N067°09'04.64" W151°00'00.00" to

N060°34'40.96" W123°00'00.00" to

N054°43'13.96" W123°00'00.00" to

N054°43'13.96" W094°30'00.00" to

N054°43'13.96" W065°30'00.00" to

N060°03'03.37" W065°30'00.00" to

N067°13'16.31" W038°00'00.00" to

N067°13'16.31" W007°00'00.00" to

N069°52'01.37" W007°00'00.00" to

N069°52'01.37" W007°00'00.00" to

N069°52'01.37" E026°30'00.00" to

N065°49'54.43" E026°30'00.00" to

N065°49'54.43" E057°00'00.00" to

N060°59'40.52" E057°00'00.00" to

N060°59'40.52" E086°30'00.00" to

N060°59'40.52" E118°00'00.00" to

N062°30'03.55" E118°00'00.00" to

N062°30'03.55" E147°00'00.00" to

N068°00'43.26" E147°00'00.00" to

N068°00'43.26" E180°00'00.00" to

N069°48'57.15" E180°00'00.00" to point of beginning;

2. In the Southern hemisphere, South of the line beginning at:

S070°00'00.00" W180°00'00.00" to

S070°00'00.00" E097°00'00.00" to

S047°00'00.00" E097°00'00.00" to

S047°00'00.00" E155°00'00.00" to

S053°00'00.00" E155°00'00.00" to

S053°00'00.00" E180°00'00.00" to point of beginning

190-00716-03 Rev. 1

FAA APPROVED


Page 21 of 141

80 N

40 N

Geographic Latitude

0

40 S

80 S

180 W 120 W 60 W

Geographic Longitude

60 120 180 W

Figure 1, GRS 77 Geographic Limits


Page 22 of 141

190-00716-03 Rev.1

FAA APPROVED

AUTOPILOT OPERATION LIMITS

One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations.

Do not use autopilot or yaw damper during takeoff and landing.

The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or manual electric trim.

The maximum fuel imbalance with the autopilot engaged is 300 pounds.

Minimum speed for autopilot operation is 100 KIAS.

Maximum speed limit for autopilot operation is unchanged from the airplane’s maximum airspeed limit

(V

MO

/M

MO

).

Autopilot coupled ILS, LOC, LPV, or LNAV/VNAV approaches with the yaw damper inoperative or not engaged is prohibited.

Do not use autopilot below the following altitudes:

1. On takeoff, do not engage the autopilot below ....................................................... 400 feet AGL

2. Cruise .................................................................................................................... 1000 feet AGL

3. Approach (GP or GS mode) .................................................................................... 200 feet AGL

4. Approach (FLC, VS, PIT or ALT mode) .................... Higher of 400 feet AGL or Approach MDA

5. Steep Approaches (GP or GS mode) ..................................................................... 286 feet AGL

SYNTHETIC VISION AND PATHWAYS LIMITS

Use of the Synthetic Vision system display elements alone for aircraft control without reference to the

G1000 primary flight instruments or the aircraft standby instruments is prohibited.

Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited.

Use of the SVS traffic display alone to avoid other aircraft is prohibited.

190-00716-03 Rev. 1

FAA APPROVED


Page 23 of 141

TAWS, GPWS, AND TERRAIN SYSTEM LIMITS

Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with

TAWS or GPWS warnings.

The TAWS databases have an area of coverage as detailed below:

1. The terrain database coverage area is from North 75° Latitude to South 60° Latitude in all longitudes.

2. The Airport Terrain Database coverage area includes airports from North 75° Latitude to

South 60° Latitude in all longitudes.

3. The Obstacle Database coverage area includes the United States and Europe.

Use of the TAWS or GPWS for navigation or terrain and/or obstacle avoidance is prohibited.

NOTE

The TAWS page and terrain display is intended to serve as a situational awareness tool only. It may not provide the accuracy, fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.

To avoid unwanted alerts, TAWS and/or GPWS should be inhibited when landing at an airport that is not included in the airport database.

TRAFFIC AVOIDANCE SYSTEM LIMITS

Use of the MAP - TRAFFIC MAP to maneuver the airplane for traffic avoidance without outside visual reference is prohibited. The Traffic Information System (TIS) or optional Skywatch HP, Skywatch TAS,

Honeywell KTA-870 TAS, Garmin GTS 820/850 TAS, or Collins TCAS-94 or TCAS-4000 Systems are intended as an aid for the pilot to visually locate traffic. It is the responsibility of the pilot to see and manually maneuver the airplane to avoid other traffic. Maneuvers based solely on a traffic advisory (TA) or on information displayed on a traffic display are not authorized.

DATALINK WEATHER (XM OR GFDS WEATHER)

Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM or

Garmin Flight Data Service (GFDS) weather data is not a source of official weather information. Use of the NEXRAD, PRECIP, XM LTNG and DL LTNG (Datalink Lightning) data on the MAP – NAVIGATION

MAP, MAP – XM WEATHER DATA LINK or MAP – GFDS WEATHER DATA LINK pages for hazardous weather, e.g., thunderstorm, penetration is prohibited.

NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP – NAVIGATION, MAP – XM

WEATHER DATA LINK, or MAP – GFDS WEATHER DATA LINK pages is intended only as an aid to enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous weather using official weather data sources and the airplane’s in-flight weather radar.


Page 24 of 141

190-00716-03 Rev.1

FAA APPROVED

OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE

Stormscope lightning information displayed by the G1000 system is limited to supplemental use only.

The use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP –

STORMSCOPE page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope lightning data on the MAP - NAVIGATION or MAP – STORMSCOPE page is intended only as an aid to enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous weather using official weather data sources and the airplane’s weather radar.

PLACARDS

On Instrument Panel above the Standby Attitude Indicator:

STANDBY ALT/AS

ALTITUDE – FEET V

MO

-KIAS

S.L TO 21,000

21,000 TO 25,000

25,000 TO 30,000

ABOVE 30,000

263

242

217

194

190-00716-03 Rev. 1

FAA APPROVED


Page 25 of 141

KINDS OF OPERATION LIMITS

The Hawker Beechcraft B300/B300C is approved for the following types of operations when the required equipment, as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the

Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the

Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and operable.

KINDS OF OPERATIONS EQUIPMENT LIST

This airplane may be operated in day or night VFR, day or night IFR, and icing conditions when the required systems and equipment are installed and operable.

The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicated. The system and equipment listed must be installed and operable for the particular kind of operation indicated unless:

The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL) issued by the FAA.

Or:

An alternate procedure is provided in the Pilots Operating Handbook and FAA Approved Flight Manual for the inoperative state of the listed system or equipment and all limitations are complied with.

Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the specified condition. The list does not include all equipment that may be required by specific operating rules. It also does not include components obviously required for the airplane to be airworthy such as wings, empennage, engines, etc.


Page 26 of 141

190-00716-03 Rev.1

FAA APPROVED

System and/or Equipment

COMMUNICATIONS

No Changes - Refer to Aircraft Flight

Manual

ELECTRICAL POWER

Inverter

VFR

Day

VFR

Night

IFR

Day

IFR

Night

Icing

Conditions

Remarks and/or Exceptions

ENGINE INDICATIONS


Manual

ENGINE OIL


Manual

ENVIRONMENTAL

No Changes – Refer to Aircraft Flight

Manual

EQUIPMENT/FURNISHINGS


Manual

FIRE PROTECTION


Manual

FLIGHT CONTROLS


Manual

FUEL


Manual

ICE AND RAIN PROTECTION


Manual

LANDING GEAR


Manual

LIGHTS


Manual

MISCELLANEOUS EQUIPMENT

(Single Pilot Operation Only)


Manual

0 1 1 1 1

190-00716-03 Rev. 1

FAA APPROVED


Page 27 of 141


NAVIGATION INSTRUMENTS

Magnetic Compass

Outside Air Temperature

G1000 Integrated Avionics

GARMIN G1000 Cockpit Reference

Guide

Autopilot

Electronic Stability & Protection

(ESP)

VFR

Day

VFR

Night

IFR

Day

IFR

Night

Icing

Conditions


1 1 1 1 1

1 1 1 1 1

1 1 1 1 1

Yaw Damper/Rudder Boost

0 0 0 0 0

1 1 1 1 1

Yaw damper is required for flight above a certain altitude. Refer to

Aircraft’s POH or AFMS for any installed modifications that affect this requirement. Rudder Boost is required for all flights.

Control Wheel Autopilot

Disconnect/Trim Interrupt Switches

VHF Communications System

Audio Control Panel

Primary Display

Multi Function Display

Attitude/Heading Reference System

(AHRS)

Standby Attitude Indicator

Standby Altimeter

Standby Airspeed Indicator

0 0 1 1 1

Or as required by operating regulation.

1 1 1 1 1

2 2 2 2 2

1 1 1 1 1

2 2 2 2 2

Pilot's audio panel required for single pilot operation. Both sides required for two-crew operation.

2 2 2 2 2

0 0 1 1 1

1 1 1 1 1

1 1 1 1 1

VHF Navigation Receiver

GPS/SBAS Receiver

Automatic Direction Finder (ADF)

Distance Measuring Equipment

(DME)

0

1

0

0

1

0

0

2

0

0

2

0

0

2

0





Page 28 of 141

190-00716-03 Rev.1

FAA APPROVED


VFR

Day

VFR

Night

IFR

Day

IFR

Night

Icing

Conditions


Terrain Awareness and Warning

System (TAWS)

Ground Proximity Warning System

(GPWS)

XM or GFDS Datalink Weather

GSR 56 Satellite Receiver

GDU Cooling Fans (3 total)

GIA Cooling Fans (2 total)

RNAV Operations Equipment and

Components

GPS/SBAS receiver with GPS Software

3.2 or later approved version **Note 1,

2

GDU 104X Display (PFD)

GDU 1500 Display (MFD)

GA36 antenna

GA37 antenna

2

1

1

1

0

0

2

0

1

Or as required by operating

0

0

2

0

1

2

1

1

1

0

0

2

0

2

2

1

1

1

0

0

2

0

2

2

1

1

1

0

0

2

0

All fans are required if OAT is above

41°C (106°F).

Both fans are required if OAT is above

42°C (107°F).

2

2

1

1

1

Equipment and components required for RNAV 2, RNAV 1, B-RNAV,

P-RNAV, Class II navigation, RNP and

RNAV routes including Standard

Instrument Departures (SIDs) and

Obstacle Departure Procedures

(ODPs), Standard Terminal Arrival

Routes (STARs), and enroute RNAV

“q” and RNAV “T” routes, and “GPS”,

“or GPS”, and “RNAV (GPS)”

Instrument approach operations

NOTE 1: Some approaches require two functioning GPS/SBAS receivers.

NOTE 2: If only one is required, and only one is operative, it must be #1.

OXYGEN


Manual

PROPELLER

No Changes -

VACUUM SYSTEM

Instrument Air System

0 0 0 0 1

0 0 0 0 1

Refer to Aircraft’s POH or AFMS for any installed modifications

190-00716-03 Rev. 1

FAA APPROVED


Page 29 of 141



Page 30 of 141

190-00716-03 Rev.1

FAA APPROVED

Section 3 - Emergency Procedures


AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 32

AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY ..................................................................... 32

UNSCHEDULED RUDDER BOOST ACTIVATION ............................................................................... 33

MANUAL AUTOPILOT DISCONNECT .................................................................................................. 34

AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 34

AUTOPILOT FAILURE ........................................................................................................................... 35

PITCH AXIS FAILURE ............................................................................................................................ 36

ROLL AXIS FAILURE ............................................................................................................................. 36

PITCH TRIM FAILURE ........................................................................................................................... 37

AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 37

AUTOPILOT OVERSPEED RECOVERY ............................................................................................... 38

AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESP-Equipped

Aircraft Only) .......................................................................................................................................... 38

ENGINE FAILURE (AUTOPILOT ENGAGED) ...................................................................................... 39

ELECTRICAL SYSTEM ................................................................................................ 39

DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN] .................................................................... 39

LOAD MANAGEMENT TABLE .............................................................................................................. 40

TAWS AND GPWS ....................................................................................................... 41

TAWS OR GPWS WARNING ................................................................................................................. 41

TCAS II ......................................................................................................................... 41

TCAS II RESOLUTION ADVISORY ....................................................................................................... 41

WINDSHEAR ENCOUNTER ........................................................................................ 42

ESP ENGAGEMENT .................................................................................................... 42

190-00716-03 Rev. 1

FAA APPROVED


Page 31 of 141

Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory action items. The pilot shall perform these items without reference to the checklist in this section.

AUTOMATIC FLIGHT CONTROL SYSTEM

AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY

These procedures supersede the airplane’s UNSCHEDULED ELECTRIC PITCH TRIM

ACTIVATION AFM checklist items.

If the airplane deviates unexpectedly from the planned flight path:

2. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD

(Be prepared for possible high elevator control forces) use standby attitude indicator if necessary

NOTE

Do not release the AP/YD DISC / TRIM INTRPT Button until after pulling the AFCS SERVOS

Circuit Breaker. The rudder boost will also be interrupted when the disconnect button is depressed.

5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL

(Right circuit breaker panel)

NOTE

Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost systems inoperative.

6. AP/YD DISC / TRIM INTRPT Button ................................................................................ RELEASE

WARNING

IN FLIGHT, DO NOT OVERPOWER THE AUTOPILOT. THE TRIM WILL OPERATE IN THE

DIRECTION OPPOSING THE OVERPOWER FORCE, WHICH WILL RESULT IN LARGE

OUT-OF-TRIM FORCES.

DO NOT ATTEMPT TO RE-ENGAGE THE AUTOPILOT OR USE MANUAL ELECTRIC PITCH

TRIM UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED.


Page 32 of 141

190-00716-03 Rev.1

FAA APPROVED

NOTE

The maximum altitude lost during malfunction tests was:

Cruise – 258 Feet

Descent – 755 Feet

Maneuvering – 130 Feet

Glideslope/Glidepath Approach – 68 Feet

Non-Precision Approach – 90 Feet

UNSCHEDULED RUDDER BOOST ACTIVATION

These procedures supersede the airplane’s UNSCHEDULED RUDDER BOOST ACTIVATION

AFM checklist items.

Rudder boost operation without a large variation of power between the engines indicates a failure of the system.

1. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD

If Condition Persists:

3. AFCS SERVOS Circuit Breaker ............................................................................................. PULL

NOTE

Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost systems inoperative.

190-00716-03 Rev. 1

FAA APPROVED


Page 33 of 141

MANUAL AUTOPILOT DISCONNECT

If necessary, the autopilot may be manually disconnected using any one of the following methods.

1. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE

(Pilot’s or Copilot’s control wheel)

2. AP Button (Autopilot mode control panel) .............................................................................. PRESS

(Yaw damper remains engaged)

3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel) .................................... ACTIVATE

(Yaw damper remains engaged)

4. Go-Around (GA) switch (For airplanes without ESP Installed) .............................................. PRESS

(Left power lever - yaw damper remains engaged)



AUTOPILOT ABNORMAL DISCONNECT

(Red ‘AP’ flashing on PFD, Continuous high-low aural tone)

1. A/P DISC/TRIM INTRPT Button ..................................................................PRESS AND RELEASE

(to cancel disconnect tone)

NOTE

The autopilot disconnect may be accompanied by a red boxed PTCH (pitch), ROLL, YAW or

AFCS on the PFD, indicating the axis which has failed, or that the automatic flight control system has failed. The autopilot cannot be re-engaged with any of these annunciations present.


Page 34 of 141

190-00716-03 Rev.1

FAA APPROVED

AUTOPILOT FAILURE

(Red annunciator on PFD, Red ‘AP’ flashing on PFD, Continuous high-low aural tone)

1. AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS

(to cancel disconnect tone)

If red ‘AFCS’ is displayed, the autopilot, yaw damper, and manual electric pitch trim will be inoperative.

2. Advise ATC of loss of autopilot system.

NOTE

A loss of the autopilot may also cause yaw damper and rudder boost to be inoperative. Many

King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate Airplane Flight Manual Supplement for further information.

3. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY

Record each altimeter reading for contingency procedure use

NOTE

The standby altimeter must be corrected for position error using the Altimeter Correction –

Standby System chart in the Performance section of this supplement.

4. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.

190-00716-03 Rev. 1

FAA APPROVED


Page 35 of 141

PITCH AXIS FAILURE

(Red annunciator on PFD)

1. Indicates a failure of the pitch axis of the autopilot. The autopilot will be inoperative. The yaw damper will be operative.

NOTE

If the red annunciator illuminates without the autopilot engaged, it may indicate a faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude indications.




NOTE




ROLL AXIS FAILURE


1. Indicates a failure of the roll axis of the autopilot. The autopilot will be inoperative. The yaw damper will be operative.

NOTE

If the red annunciator illuminates without the autopilot engaged, it may indicate a faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude indications.




NOTE





Page 36 of 141

190-00716-03 Rev.1

FAA APPROVED

PITCH TRIM FAILURE


1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot will be inoperative. The yaw damper will remain operative.

2. Control Wheel ............................................................................................................. GRIP FIRMLY


(Be prepared for possible high elevator control forces)

If Red Message Clears

5. Autopilot ....................................................................................................................... RE-ENGAGE

If Red Message Remains

In RVSM Airspace:


MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY


NOTE




AUTOPILOT PRE-FLIGHT TEST FAIL


1. Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, yaw damper and electric elevator trim are inoperative, and the rudder boost system may be inoperative. The

Flight Director may still function.

190-00716-03 Rev. 1

FAA APPROVED


Page 37 of 141

AUTOPILOT OVERSPEED RECOVERY

(Amber annunciation on PFD)

When overspeed condition is corrected:

NOTE

Overspeed recovery mode provides a pitch up command to decelerate the airplane at or below the maximum autopilot operating speed (263 KIAS / 0.58 M), or V

FE

(202 or 158 KIAS) if the flaps are extended. Overspeed recovery is not active in altitude hold (ALT), glideslope

(GS), or glidepath (GP) modes.

AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY

(ESP-Equipped Aircraft Only)

(Red Warning Annunciator on the PFDs on ESP-equipped aircraft. May also be accompanied by an amber annunciator above the airspeed tape display and aural

“AIRSPEED” alert)

After underspeed condition is corrected:

NOTE

Autopilot Underspeed Protection Mode provides a pitch down command to maintain 100 +/-2

KIAS, or 2 KIAS above stall warning airspeed, depending on the vertical mode selected.

Underspeed recovery is not available below 200 feet AGL, except in go-around (GA) mode.


Page 38 of 141

190-00716-03 Rev.1

FAA APPROVED

ENGINE FAILURE (AUTOPILOT ENGAGED)

1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE

2. Engine Failure Procedure in

EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE

POWER AND CONFIGURATION CHANGES

ELECTRICAL SYSTEM

DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN]

This procedure should be performed after completing the respective section of the AFM checklist.

If Neither Generator Will Reset:

1. Standby Battery Switch ............................................................................... INDICATES ARM or ON

2. The following equipment will be functional while the G1000 is powered from the aircraft’s battery power, Avionics Master Power Switch is ON, and the [L GEN TIE OPEN], [R GEN TIE OPEN],

[L DC GEN] and [R DC GEN] annunciators are illuminated.

Pilot’s Attitude, Heading, Air Data, and Nav CDI

Copilot’s Attitude, Heading, Air Data, and Nav CDI

MFD, Engine Gauges

Com 1, Pilot’s Audio Panel, GPS 1, GPS 2, VHF Nav 1, VHF Nav 2, Transponder 1

Autopilot, Flight Director, Yaw Damper/Rudder Boost

NOTE

Inoperative G1000 equipment items will be displayed in the ALERTS window on both PFDs.

NOTE

The aircraft’s battery will continue to power the G1000 equipment for at least 30 minutes following complete loss of normal electrical power generation. Once the aircraft’s battery can no longer power the G1000, the standby battery will automatically power the standby attitude indicator, altimeter vibrator, the instrument emergency lights, and the internal lighting of the three standby instruments and magnetic compass for an additional 30 minutes.

NOTE

The Copilot and Standby Altimeter and Airspeed indicators may be unreliable in visible moisture because the Right Pitot Heat is not powered by the aircraft battery. The Left Pitot Heat remains powered by the battery via the aircraft’s Triple Fed Bus.

190-00716-03 Rev. 1

FAA APPROVED


Page 39 of 141

LOAD MANAGEMENT TABLE

This table replaces the Load Management Table published in the AFM.

EQUIPMENT

Standby Altimeter

Standby Airspeed Indicator

Standby Attitude Indicator

Comm 1 Xmit

Pilot Audio

Nav 1

ADC 1

Pilot PFD

AHRS 1

Transponder 1

GEA 1

OPERATING TIME

(Minutes)

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

REDUCTION IN MAIN BATTERY

DURATION (Minutes)

None*

None*

None*

-----

-----

-----

-----

-----

-----

-----

-----

Copilot PFD

Nav 2

ADC 2

AHRS 2

GEA 2

Instrument Indirect /Emergency Lights

Cabin Lights

Ice Lights

Beacon Lights

Taxi Lights

Digital OAT

Fuel Quantity Indicators

Single Standby Fuel Pump

Left Bleed Air Valve

Pressurization Control

Cabin Temperature Control

Engine Ignition

Surface Deice

Left and Right Main Engine Anti-ice

Manual Prop Deice

Windshield Wiper

Left Pitot Heat

Landing Gear

* Powered by standby battery.


Page 40 of 141

Continuous

Continuous

Continuous

Continuous

Continuous

Continuous

5

5

Continuous

1

Continuous

Continuous

5

Continuous

Continuous

Continuous

0.5

5 cycles

Single Operation

3

1

Continuous

Single Operation

-----

0.3

-----

-----

1

-----

-----

-----

-----

-----

-----

-----

-----

None*

2

0.5

0.1

0.1

0.1

3

0.2

-----

0.5

190-00716-03 Rev.1

FAA APPROVED

TAWS AND GPWS

TAWS OR GPWS WARNING

(Red on PFD and aural “PULL UP” or “[Whoop, Whoop], PULL UP”

1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE

(To disconnect the autopilot)

After Warning Ceases:

7. Advise ATC of Altitude Deviation, if appropriate.

NOTE

Only vertical maneuvers are recommended, unless either operating in visual meteorological conditions (VMC), or the pilot determines, based on all available information, that turning in addition to the escape maneuver is the safest course of action, or both.

TCAS II

Refer to the GARMIN Pilot’s Guide, P/N 190-01343-00 Rev. A or later FAA approved revision for a detailed description of the TCAS II display and control elements as implemented in the G1000.

The following procedure should be performed in conjunction with the respective section of the TCAS-II

AFMS checklist.

TCAS II RESOLUTION ADVISORY

(Red on PFD and aural resolution advisory)

1. Perform Resolution Advisory Procedures in the NORMAL PROCEDURES Section of the

TCAS II AFMS.

2. Follow the green cues on the PFD VSI display as required to comply with the RA.

Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot considers it unsafe to do so, or unless the pilot has information about the cause of the RA and can maintain safe separation for example visual acquisition of, and safe separation from, a nearby aircraft on a parallel approach.

190-00716-03 Rev. 1

FAA APPROVED


Page 41 of 141

WINDSHEAR ENCOUNTER

For airplanes equipped with Electronic Stability and Protection (ESP):

1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD

(To prevent automatic autopilot engagement)

2. Perform established windshear escape procedures.

After Exiting Windshear:

3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE

NOTE

Refer to FAA Advisory Circular 00-54, Pilot Windshear Guide for additional information on windshear avoidance and escapement techniques.

ESP ENGAGEMENT

For airplanes equipped with Electronic Stability and Protection (ESP):

1. Use the flight controls and power levers as required to correct the abnormal flight condition.

NOTE

If the airplane remains within the ESP engagement envelope for more than approximately 10 seconds, the autopilot will automatically engage in LVL mode, and will be accompanied by an aural “ENGAGING AUTOPILOT” alert . Refer to Section 7 – Systems Description, “Electronic

Stability & Protection” (ESP) for further information.


Page 42 of 141

190-00716-03 Rev.1

FAA APPROVED

Section 3A - Abnormal Procedures


AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 45

AILERON MIS-TRIM ............................................................................................................................... 45

ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 46

ELEVATOR MIS-TRIM ............................................................................................................................ 47

RUDDER MIS-TRIM ................................................................................................................................ 48

FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 49

YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’) ................................................. 49

YAW AXIS FAILURE .............................................................................................................................. 50

ELECTRONIC STABILITY AND PROTECTION .......................................................... 50

MANUAL ESP DISENGAGEMENT ........................................................................................................ 50

G1000 INTEGRATED AVIONICS SYSTEM ................................................................. 51

ALTITUDE MISCOMPARE ..................................................................................................................... 51

AIRSPEED MISCOMPARE .................................................................................................................... 54

PITCH MISCOMPARE ............................................................................................................................ 55

ROLL MISCOMPARE ............................................................................................................................. 55

HEADING MISCOMPARE ...................................................................................................................... 56

LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE .................................................................... 56

LOSS OF ALTITUDE ERROR CORRECTION....................................................................................... 56

DISPLAY UNIT FAILURE ............................................................................................. 57

PFD FAILURE ......................................................................................................................................... 57

MFD FAILURE ........................................................................................................................................ 58

DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) ......................................................... 58

GPS APPROACH ALARM LIMITS EXCEEDED ................................................................................... 59

ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 60

LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 60

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED ............................................................ 61

FAILED ATTITUDE AND/OR HEADING ................................................................................................ 62

ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 64

LOSS OF NAVIGATION DATA .............................................................................................................. 64

INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 64

BOTH ON ADC1, BOTH ON ADC2 ........................................................................................................ 65

190-00716-03 Rev. 1

FAA APPROVED


Page 43 of 141

BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 65

BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 65

USING ADC1 or ADC2 ........................................................................................................................... 66

USING AHRS1 or AHRS2 ...................................................................................................................... 66

SYNTHETIC VISION ..................................................................................................... 66

TAWS AND GPWS ....................................................................................................... 67

TAWS or GPWS CAUTION .................................................................................................................... 67

TAWS INHIBIT ........................................................................................................................................ 67

GPWS INHIBIT (TAWS-A Only) ..................................................................................... 68

FLAP OVERRIDE (TAWS-A Only) ................................................................................ 68

GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) ...................................................... 69

TAWS N/A and TAWS FAIL ................................................................................................................... 69

GPWS FAIL (TAWS-A only) .................................................................................................................. 69


Page 44 of 141

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AUTOMATIC FLIGHT CONTROL SYSTEM

AILERON MIS-TRIM

(amber or annunciation on PFD)

Indicates a mis-trim of the ailerons while the autopilot is engaged. The autopilot cannot trim the airplane in roll. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high roll forces are possible. The following procedure should be followed:


2. Aileron Tab Knob ............................................ ROTATE SLOWLY IN DIRECTION OF INDICATED

MIS-TRIM UNTIL THE ANNUNCIATION EXTINGUISHES

If the annunciator stays extinguished and no other annunciations illuminate:

3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.

If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the previous trimmed condition:


4. Aileron Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED

MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES



6. Aileron Trim ................... USING AILERON TAB KNOB, MANUALLY RE-TRIM AIRPLANE

The autopilot should be considered inoperative until the cause of the mis-trim has been investigated and corrected. Yaw damper may be re-engaged and used normally.

In RVSM Airspace and Autopilot Inoperative:



NOTE



8. Advise ATC of loss of the autopilot system . Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.

190-00716-03 Rev. 1

FAA APPROVED


Page 45 of 141

ELECTRIC PITCH TRIM INOPERATIVE

This condition may be accompanied by a red

NOTE

or annunciation on the PFDs.

1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch.

2. AFCS SERVOS Circuit Breaker ............................................................................ PULL and RESET


The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVOS circuit breaker is reset.

If the autopilot successfully completes the Pre-Flight Test, re-engage the autopilot, reselect the desired autopilot modes, and continue to use normally. If the Pre-Flight Test fails, indicated by a red

on the PFDs, the autopilot, yaw damper, and electric pitch trim will be inoperative for the remainder of the flight.

If Operative:

If still inoperative:

(Using Elevator Tab Wheel)

NOTE

The autopilot, yaw damper and rudder boost may also be inoperative. Many King Air

B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate

Airplane Flight Manual Supplement for further information.




NOTE



5. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.


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ELEVATOR MIS-TRIM (amber

or annunciation on PFD)

Indicates a mis-trim of the elevator tab while the autopilot is engaged. The autopilot will normally trim the airplane as required. However, during rapid acceleration, deceleration, or configuration changes, momentary illumination of this message may occur accompanied by minor fluctuations in flight path. If the autopilot is disconnected while this message is displayed, high elevator control forces are possible. In the event of sustained illumination, the following procedure should be followed:










Autopilot should be considered inoperative until the cause of the mis-trim has been investigated and corrected. Yaw damper may be re-engaged and used normally.



NOTE




190-00716-03 Rev. 1

FAA APPROVED


Page 47 of 141

RUDDER MIS-TRIM (amber

or annunciation on PFD)

Indicates a mis-trim of the rudder while the autopilot is engaged. The autopilot cannot trim the airplane in yaw. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high rudder pedal forces and yawing motion are possible. The following procedure should be followed:






5. Autopilot ..................................................................................................................... DISCONNECT

NOTE

Yaw Damper should be considered inoperative until the cause of the mis-trim has been investigated and corrected. The rudder boost may also be inoperative. Many King Air

B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate Airplane Flight Manual Supplement for further information.

7. Autopilot .............................................................................................................................. ENGAGE




NOTE





Page 48 of 141

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FLASHING AMBER MODE ANNUNCIATION

NOTE

Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS) will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected mode, the system will revert to the default mode for the affected axis, either ROL or PIT.

After 10 seconds, the new mode (PIT or ROL) will be annunciated in green.

LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP)

1. Autopilot mode controls ....................................................... SELECT ANOTHER VERTICAL MODE

If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:


LOSS OF SELECTED LATERAL MODE (HDG, VOR, GPS, LOC, VAPP, BC)

1. Autopilot mode controls.................. ............................... ......SELECT ANOTHER LATERAL MODE

If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:


YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’)

Flashing amber ‘YD’ in flight indicates that yaw damper has disconnected. If the disconnect was not pilot initiated, the yaw servo has failed. The autopilot may be re-engaged after a yaw servo failure.

NOTE

Many King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate Airplane Flight Manual Supplement for further information.

190-00716-03 Rev. 1

FAA APPROVED


Page 49 of 141

YAW AXIS FAILURE (Amber annunciator on PFD)

1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The autopilot may be engaged and disengaged normally, but the yaw damper and rudder boost will be inoperative.

2. Autopilot .......................................................................................................... AS DESIRED

WARNING

DO NOT USE THE AUTOPILOT ON A COUPLED ILS APPROACH WITH A FAILED YAW

SERVO. THE AUTOPILOT MAY NOT BE ABLE TO MAINTAIN DIRECTIONAL CONTROL IN

THE EVENT OF AN ENGINE FAILURE.

NOTE

If the amber annunciator illuminates without the autopilot engaged, it may indicate a faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude indications.

NOTE

Many King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet

MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight

Manual, or appropriate Airplane Flight Manual Supplement for further information.

ELECTRONIC STABILITY AND PROTECTION

MANUAL ESP DISENGAGEMENT

If necessary, ESP may be manually disconnected using any one of the following methods.

1. AP/YD DISC / TRIM INTRPT Button ................................................................... PRESS and HOLD


2. CWS Button (Pilot’s or Copilot’s control wheel) ................................................... PRESS and HOLD



4. AUX – SYSTEM SETUP 2 Page on MFD ...................... DISABLE STABILITY AND PROTECTION


Page 50 of 141

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G1000 INTEGRATED AVIONICS SYSTEM

ALTITUDE MISCOMPARE

This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for additional information.

correct barometric altimeter setting.

2. Pilot’s and Copilot’s Altitude ........................................................ COMPARE with Standby Altimeter

WARNING

THE STANDBY ALTIMETER USES THE SAME STATIC SOURCE AS THE COPILOT’S SIDE

AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY ALTIMETER AS SOLE SOURCE

IN DETERMINING CORRECT ALTITUDE.

If Pilot and Standby Altimeter Agree (Copilot Altimeter Differs):

NOTE



annunciator is displayed on both PFDs.

• In RVSM Airspace:

............................................................... CROSS-CHECK USING STANDBY ALTIMETER


7. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for the loss of primary altimetry systems.

190-00716-03 Rev. 1

FAA APPROVED


Page 51 of 141

If Copilot and Standby Altimeter Agree (Pilot Altimeter Differs):

NOTE



3. Autopilot ALT Mode .................................................................................................... DISENGAGED

4. Pilot’s Static Air Source .................................................................................. SELECT ALTERNATE

A sudden sustained change in rate-of-climb indication accompanied by abnormal indicated airspeed and altitude changes beyond normal calibrated differences observed on the Pilot’s

PFD would indicate a blockage of the pilot’s static system.

• If Pilot’s and Copilot’s altimeters agree within normal calibrated differences with Pilot’s Alternate

Static Air Source in the ALTERNATE position:

Refer to Section 5, PERFORMANCE in the aircraft AFM for Airspeed Calibration-Alternate

System and Altimeter Correction–Alternate System for the Pilot’s Altimeter.




6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of primary altimetry systems.

If no change in rate-of-climb, airspeed, or altitude is observed:

8. Compare indicated altitude to GPS altitude on MFD AUX-GPS STATUS page to aid in determining which primary system is most accurate.

NOTE

When comparing indicated altitude to GPS altitude, deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude. Those errors are largest at high altitude. Below 10,000 feet with the correct local altimeter setting set, GPS altitude will usually be within 600 feet or better of the correct indicated altitude. Use the following guidelines to help estimate correct altitude from non-standard conditions:

•

Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated altitude.

•

Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated altitude.


Page 52 of 141

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If Able to Identify Accurate Altitude Source:


2. Use SENSOR softkey to select most accurate ADC on both PFD’s.

3. Confirm or annunciators are displayed on both PFDs

4. Autopilot ALT Mode ...................................................................................... ENGAGE AS DESIRED



NOTE




If Unable to Identify Accurate Altitude Source:

1. Avoid IFR conditions if possible; consider diversion to visual conditions and LAND AS SOON AS

PRACTICAL.

2. Maintain altitudes based on LOWEST indicated altitude.

3. Advise ATC of inability to verify correct altitude. If in RVSM airspace, perform appropriate

RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude reporting capability.

4. If unable to descend in visual conditions, plan an ILS, LPV, or RNAV (GPS) LNAV/VNAV approach with course intercept well outside the Final Approach Fix (FAF).

5. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing

FAF.

6. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most accurate altimeter based on FAF crossing.

WARNING

VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION INFORMATION.

TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC DATA. IF A TAWS

WARNING OR CAUTION IS RECEIVED, CONSIDER IT ACCURATE AND TAKE IMMEDIATE

AVOIDANCE ACTION.

190-00716-03 Rev. 1

FAA APPROVED


Page 53 of 141

AIRSPEED MISCOMPARE

This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or landing roll). Refer to the G1000 Cockpit Reference Guide for additional information.

1. Pilot’s and Copilot’s Airspeed ...................................... COMPARE with Standby Airspeed Indicator

WARNING

THE STANDBY AIRSPEED INDICATOR USES THE SAME PITOT-STATIC SOURCES AS THE

COPILOT’S SIDE AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY AIRSPEED

INDICATOR OR STANDBY ALTIMETER AS SOLE SOURCE IN DETERMINING CORRECT

AIR DATA INFORMATION.

If Pilot and Standby Airspeed Indicator Agree (Copilot Airspeed Differs):

NOTE

The standby altimeter must be corrected for position error using the Altimeter Correction – Standby

System chart in the Performance section of this supplement.

2. SENSOR Softkey (Copilot’s PFD) ......................................................................................... PRESS

annunciator is displayed on both PFDs

• In RVSM airspace:


NOTE




If Copilot and Standby Airspeed Indicator Agree (Pilot Airspeed Differs):

NOTE

The standby altimeter must be corrected for position error using the Altimeter Correction – Standby

System chart in the Performance section of this supplement.

2. Pilot and Copilot ALTITUDE .................................................................................................... NOTE


Page 54 of 141

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If Pilot’s and Copilot’s Altitude Agree:

3. Airspeed 120 KIAS MINIMUM on slowest indicator.

4. Monitor all three airspeed indicators during changes in power or altitude to determine which indicators are inaccurate. Indications of inaccurate airspeed include:

• No change in indicated airspeed when power change and altitude maintained.

• Indicated airspeed increases when climbing or decreases when descending.

5. Use SENSOR softkey to select most accurate ADC on the affected PFDs.

If Pilot’s and Copilot’s Altitude Do Not Agree:

3. Refer to Abnormal Procedures, ALT MISCOMP procedure to determine most accurate ADC.

PITCH MISCOMPARE

This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot’s and copilot’s pitch attitude of more than 5 degrees. Refer to

GARMIN G1000 Cockpit Reference Guide for additional information.

1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate data.

2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.

ROLL MISCOMPARE

This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot’s and copilot’s roll attitude of more than 6 degrees. Refer to the

GARMIN G1000 Cockpit Reference Guide for additional information.

1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate data.


190-00716-03 Rev. 1

FAA APPROVED


Page 55 of 141

HEADING MISCOMPARE

This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot’s and copilot’s heading information. Refer to the GARMIN G1000

Cockpit Reference Guide for additional information.

1. WSHLD ANTI-ICE Switches (PILOT and COPILOT) ................................................................. OFF

2. CABIN TEMP MODE selector ..................................................................................................... OFF

4. Refer to Magnetic Compass to determine which AHRS is providing the most accurate heading information.


6. WSHLD ANTI-ICE Switches ..................................................................................... AS REQUIRED

NOTE

The magnetic compass is affected by windshield anti-ice and/or air conditioner operation.

These items must be turned OFF prior to referencing magnetic compass heading, and then may be reselected ON. With windshield anti-ice OFF, fog or frost may form on the inside surface of the windshield. The windshield anti-ice should be turned off only long enough to reference magnetic compass or the pilot should descend to a warmer altitude if terrain, fuel, and endurance permit.

LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE

If ATC is not receiving altitude reporting information while in RVSM airspace:

2. Verify selected transponder is in ALT mode.

LOSS OF ALTITUDE ERROR CORRECTION

Loss of altitude (static source) error correction in the air data computers is indicated by an advisory message in the alerts window of the PFD. The static source error correction is effective only above

18,000 feet MSL. The following advisory messages will post:

ADC1 ALT EC - ADC1 altitude error correction is unavailable. and/or

ADC2 ALT EC - ADC2 altitude error correction is unavailable.


Page 56 of 141

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FAA APPROVED

If a loss of altitude error correction advisory is received:

• Above 18,000 feet MSL:

NOTE





2. Record each altimeter reading for RVSM contingency procedure use.

DISPLAY UNIT FAILURE

PFD FAILURE

PFD failure is indicated by a complete loss of image on a display. The pilot should use the cross side PFD and the standby flight instruments for information to fly the airplane. If only individual elements of the display are failed, refer to appropriate procedures for the individual failures.

To display composite primary flight information and the engine instruments on the MFD:

1. DISPLAY BACKUP Button (on audio panel of affected side) ................................................ PRESS

The DISPLAY BACKUP button may be pressed again to return the MFD to its normal presentation. With the MFD in its normal display presentation, the pilot has access to functions and pages unique to the MFD that are not accessible when the MFD is in the composite display.

NOTE

The CDI SYNC and BARO SYNC settings must be ON to allow the operating PFD controls to affect settings on the MFD when the MFD is in the Display Backup mode. These settings are accessible on the MFD when in the normal display presentation on the AUX – SYSTEM

SETUP page.

2. Autopilot Mode Panel ....................................................TRANSFER (XFR button) to operating PFD

NOTE

Use the operating PFD to control Com frequency selection, Com and Nav volume, and

Altimeter Barometric Pressure setting.

190-00716-03 Rev. 1

FAA APPROVED


Page 57 of 141

MFD FAILURE

MFD failure is indicated by a complete loss of image on the center display. A failed MFD will auto-revert to PFD 1 to display engine data on PFD 1. Engine data may be displayed on PFD 2 by pressing the Copilot’s Audio Panel DISPLAY BACKUP button.

If MFD auto-reversion does not occur, or to manually revert the PFD 2 display: if a secondary source of aeronautical information is not available in the airplane. a. Load approaches, arrivals, and departures into the Active Flight Plan using the PROC button on either PFD. The procedure’s course can be displayed on either PFD Inset Map window.

Navigate using the course pointer and CDI on the PFDs. b. For instrument approach procedures, obtain altitude information from ATC.

DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI)

LOSS OF GPS/SBAS NAVIGATION DATA

When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or invalid, the G1000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of

Integrity mode (LOI). The mode is indicated on the HSI by an amber “DR” or “LOI”. Which mode is active depends on the distance from the destination airport in the active flight plan.

If the LOI annunciation is displayed, revert to an alternate means of navigation appropriate to the route and phase of flight. In Dead Reckoning mode, the MAP – NAVIGATION MAP will continue to be displayed with a ghosted aircraft icon in the center and an amber ‘DR’ overwriting the icon.

Aircraft position will be based upon the last valid GPS position, then estimated by Dead

Reckoning methods. Changes in true airspeed, altitude, or winds aloft can affect the estimated position substantially. Dead Reckoning is only available in Enroute mode; Terminal and Approach modes do not support DR. Course deviation information will be displayed as an amber CDI on both PFDs and will remain for up to 20 minutes after GPS position data has been lost. The autopilot and/or flight director may be coupled in GPS mode while the system is in Dead

Reckoning mode. Refer to the G1000 Cockpit Reference Guide for further information. Revert to an alternate means of navigation appropriate to the route and phase of flight.

If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are Available:

1. Navigation


Page 58 of 141

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FAA APPROVED

If No Alternate Navigation Sources Are Available:

DEAD RECKONING (DR) MODE - ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM FROM

THE DESTINATION AIRPORT:

1. Navigation - Use the airplane symbol, magenta course line on the map display and the amber

CDI for course information.

NOTE

• ALL INFORMATION NORMALLY DERIVED FROM GPS TURNS AMBER. ALL OF THIS

INFORMATION WILL BECOME LESS ACCURATE OVER TIME.

• TAWS is inoperative.

• DR mode uses heading, true airspeed, last known wind data, and the last known GPS position to estimate the airplane’s current position. DR information will be available for a maximum of 20 minutes.

• MAP – TRAFFIC MAP display is not dependent on GPS information. The position of displayed traffic relative to the airplane symbol on the map is still accurate.

LOSS OF INTEGRITY (LOI) MODE - ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE

DESTINATION OR DEPARTURE AIRPORT (AS CALCULATED FROM THE PREVIOUS GPS OR DR

POSITION):

1. Navigation - Fly toward known visual conditions. Use ATC or other information sources as available.

NOTE

• All information derived from GPS or DR will be removed from the displays.

• TAWS is inoperative.

• The airplane symbol is removed from all maps. The map will remain centered at the last known position. “NO GPS POSITION” will be annunciated in the center of the map.

GPS APPROACH ALARM LIMITS EXCEEDED

During a GPS LPV, LNAV/VNAV, or LNAV+V approach, if the Horizontal or Vertical alarm limits are exceeded, the G1000 System will downgrade the approach. This will be annunciated in the

ALERTS window and by an annunciation change on the HSI from LPV, L/VNAV, or LNAV+V to

LNAV. GPS glide path vertical guidance will be removed from the PFD. The approach may be continued using the LNAV only minimums.

During any GPS approach in which both precision and non-precision alarm limits are exceeded, the G1000 System will flag the lateral guidance and display a system message “ABORT

APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to

Terminal navigation mode alarm limits. If the position integrity is within these limits lateral guidance will be restored and the GPS may be used to execute the missed approach, otherwise alternate means of navigation must be utilized.

190-00716-03 Rev. 1

FAA APPROVED


Page 59 of 141

ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH

In some rare instances, the actual course and/or frequency for an ILS localizer may not match the course or frequency stored in the G1000 database. This occurs most often when an ILS course or frequency change is made by the FAA in between Jeppesen database update cycles. Manual course or frequency changes can be made to override the auto-loaded values in the G1000 database whenever an ILS approach is loaded into the G1000 via the FMS. ADVISORY messages will post in the ALERTS window on the PFDs prompting the pilot verify course and/or frequency information.

Use the latest published instrument approach procedure information to verify all course and frequency information.

While flying ILS approaches with manually overridden course or frequency information:

•

For airplanes with TAWS-A installed, the Glideslope Deviation Alerting (GSD) will be function normally.

•

If SVS Pathways are turned on for display, they must be turned off prior to turning inbound onto the final approach course to prevent possible confusion. This is because the pathway display is also dependent on accurate database information to display proper guidance.

If SVS Pathways are Displayed While Flying a Manually Overriden Frequency or Course on an ILS

Approach:

Prior to Turning Inbound on the Final Approach Course:

1. PFD Softkey on PFD1 and/or PFD2 .................................................................................... PRESS

2. SYN VIS Softkey .................................................................................................................... PRESS

LOSS OF RADIO TUNING FUNCTIONS

NOTE

The above procedure will tune the active COM field to the emergency frequency 121.5.

Certain failures of the tuning system will automatically tune 121.5 without pilot action.

If the EMERG FREQ switch is installed, the following alternate procedure may be used:

1. EMERG FREQ switch ............................................................................. LIFT COVER AND PRESS

NOTE

The above procedure will tune the active COM 1 field to the emergency frequency 121.5.

COM 2 operation is not controlled by the EMERG FREQ switch.


Page 60 of 141

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FAA APPROVED

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED

(RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED

INDICATORS)

This indicates a loss of valid air data computer information to the respective system.

If Both Sides:

1. Airspeed, Altitude and Attitude ................................................ MONITOR using standby indicators

NOTE


Standby System chart in the Performance Section of this Supplement.

2. Autopilot ALT Mode ................................................................................................... DIS-ENGAGED

3. Advise ATC of loss of all primary altimetry systems and if in RVSM airspace perform the appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude reporting capability outlined in the operator’s RVSM procedures manual.

4. Land as soon as practical.

If One Side Only:


2. Affected PFD SENSOR Softkey ............................................................................................ PRESS

“BOTH ON ADC2” annunciated on both PFDs

5. Autopilot ALT Mode .................................................................................. RESELECT AS DESIRED




NOTE



7. Perform appropriate RVSM contingency procedures for loss of redundancy of primary altimetry systems, outlined in the operator’s RVSM procedures manual.

LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE

1. Autopilot ALT Mode .......................................................................................................... ENGAGED

........................................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE

3. Perform appropriate RVSM contingency procedures for the loss of altitude alerting, outlined in the operator’s RVSM procedures manual.

190-00716-03 Rev. 1

FAA APPROVED


Page 61 of 141

FAILED ATTITUDE AND/OR HEADING

(ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD)

This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to GARMIN

G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. Interference from

GPS repeaters operating inside nearby hangars or magnetic anomalies caused by nearby structures can cause an intermittent loss of attitude and heading displays while the aircraft is on the ground. This is usually accompanied by a BOTH ON GPS 1, BOTH ON GPS 2, or LOI annunciation. Moving the aircraft more than 100 yards away from the source of the interference should alleviate the condition.

Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or heading display to indicate a failed condition. As soon as the aircraft acquires a valid GPS position, attitude and heading should return to normal.

WARNING

DO NOT TAKE OFF WITHOUT VALID, NORMAL ATTITUDE AND HEADING DISPLAYS

In Flight, If Both Sides:

2. WSHLD ANTI-ICE Switches (Pilot and Copilot).......................................................................... OFF

NOTE

The magnetic compass is erratic during windshield anti-ice and/or air conditioner operation.

With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The windshield anti-ice should be turned off only long enough to reference magnetic compass or the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit.

If in RVSM airspace:



NOTE



7. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.

8. Land as soon as practical.


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NOTE

•

The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.

•

Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will continue to display correct GPS based map, position, and track.

•

Magnetic compass is influenced by windshield anti-ice and/or air conditioner operation.

These items must be turned OFF prior to referencing magnetic compass heading. Leave these items OFF when maneuvering the aircraft by reference to the magnetic compass.

In Flight, If One Side Only:

2. Affected PFD SENSOR softkey ............................................................................................. PRESS

CONFIRM “BOTH ON AHRS1” or

“BOTH ON AHRS2” annunciated on both PFDs

NOTE

The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.

If in RVSM airspace and autopilot inoperative:



NOTE



6. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.

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ENGINE INDICATION SYSTEM (EIS) FAILURE

(RED 'X' ON ENGINE DISPLAY)

If All Engine Gauges on One Engine Red ‘X’:

Indicates failure of the GEA for that engine

1. Check GEA circuit breakers ........................................................................... RESET once if tripped

If unable to restore engine gauges:

2. Move both power levers together using the engine with operating engine gauges to set power.

If One or More Engine Parameter Indications Are Flagged On Only One Engine:

1. Adjust power using the remaining indications and comparing to the opposite engine.

LOSS OF NAVIGATION DATA

(LATERAL DEVIATION BAR NOT PRESENT AND/OR GLIDESLOPE INDEX

CLEARS)

This indicates a loss of data from the selected NAV source. Refer to GARMIN G1000 Cockpit

Reference Guide for additional information.

2. CONFIRM a valid navigation source is displayed giving valid navigation guidance.

INACCURATE FLIGHT DIRECTOR DISPLAY

Indicated by one or both flight directors commanding attitude contrary to intended flight path:

1. AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS


3. Flight Director Modes ............................................................................... RESELECT AS DESIRED

NOTE

If continued use of the flight director is desired, it is recommended that only basic modes (i.e.,

ROL and PIT) be selected initially. If this proves satisfactory, HDG and ALT may then be selected. Ensure navigation systems are set up correctly prior to attempting to engage NAV mode.

If unable to restore Flight Director:

5. FD Button .................................................................... PRESS to remove Flight Director from PFDs


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BOTH ON ADC1, BOTH ON ADC2

This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying data from the same Air Data Computer. Normally the pilot’s side displays ADC 1 information and the copilot’s side displays ADC 2 information. Refer to GARMIN G1000 Cockpit

Reference Guide and Pilot’s Guide for additional information.

1. PFD (displaying data from opposite ADC) SENSOR softkey ................................................ PRESS

2. ADC1 or ADC 2 softkey .................................................................................. SELECT on-side ADC

(ADC1 for Pilot PFD, ADC2 for copilot PFD)

message clears on both PFDs

4. If message does not clear, refer to Abnormal Procedures - FAILED AIRSPEED, ALTITUDE,

AND/OR VERTICAL SPEED.

BOTH ON AHRS 1, BOTH ON AHRS 2

This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying data from the same Attitude Heading Reference System. Normally the pilot’s side displays AHRS 1 information and the copilot’s side displays AHRS 2 information. Refer to GARMIN

G1000 Cockpit Reference Guide for additional information.

1. PFD (displaying data from opposite AHRS) SENSOR softkey .............................................. PRESS

2. AHRS1 or AHRS2 softkey ............................................................................... Select on-side AHRS

(AHRS1 for Pilot PFD, AHRS2 for copilot PFD) message clears on both PFDs

4. If message does not clear, refer to Abnormal Procedures - FAILED ATTITUDE AND/OR

HEADING

BOTH ON GPS 1, BOTH ON GPS 2

This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying data from the same GPS/SBAS receiver. Normally the pilot’s side displays GPS 1 and the copilot’s side displays GPS 2 and is not pilot selectable. This may be caused by operation outside of SBAS satellite coverage in which case the non-selected GPS is still available in the event the active GPS fails. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. a. Select AUX - GPS STATUS page on MFD. b. Select GPS1 then GPS2 softkeys and verify sufficient satellite reception.

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USING ADC1 or ADC2

This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Air Data Computer. Normally the pilot’s side displays ADC 1 and the copilot’s side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.

1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS

2. PILOT’S PFD ADC1 Softkey .................................................................................................. PRESS

USING AHRS1 or AHRS2

This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Attitude Heading Reference System. Normally the pilot’s side displays AHRS 1 and the copilot’s side displays AHRS 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.

1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS

2. PILOT’S PFD AHRS1 Softkey ............................................................................................... PRESS

SYNTHETIC VISION

If SVS displays information inconsistent with G1000 primary flight instrumentation:

On the PFD:

2. SYN VIS softkey ..................................................................................................................... PRESS

4. SVS is removed from both PFD displays .............................................................................. VERIFY

Use G1000 primary displays for navigation and aircraft control.

If G1000 operation in display backup mode is required:

Select display backup mode on the G1000 system. When display backup mode is selected, the

MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be presented on the backup display within 20 seconds if it was enabled on the PFD when display backup was selected.


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TAWS AND GPWS

TAWS or GPWS CAUTION

When a TAWS or GPWS CAUTION occurs, take positive corrective action until the alert ceases. Stop descending or initiate either a climb or a turn, or both as necessary, based on analysis of all available instruments and information.

GPWS CAUTION advisories may also be generated when the aircraft’s flaps and landing gear are not in the landing position at low altitudes at groundspeeds less than 157 knots. Ensure the aircraft’s landing gear and flaps are in the desired configuration.

TAWS INHIBIT

The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference

Guide for additional information.

To Inhibit TAWS:

1. Display the MAP – TAWS-A or MAP – TAWS-B page.

2. TAWS INH or INHIBIT Softkey .............................................................................................. PRESS annunciation displays on both PFDs and in the lower right corner of the

MFD.

To Enable TAWS If Inhibited:

1. Display the MAP – TAWS-A or MAP – TAWS-B page.

2. TAWS INH or INHIBIT Softkey .............................................................................................. PRESS annunciations are removed from both PFDs and the MFD.

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GPWS INHIBIT (TAWS-A Only)

For airplanes equipped with TAWS-A, some GPWS functions may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.

To Inhibit GPWS:

1. Display the MAP – TAWS A page

3. Verify

MFD.

To Enable GPWS if Inhibited: annunciation displays on both PFDs and in the lower right corner of the


INH Softkey ................................................................................................................ PRESS annunciation is removed from both PFDs and the MFD.

NOTE

The GPWS INHIBIT feature will not inhibit altitude voice callouts or Glideslope/Glidepath deviation alerting.

FLAP OVERRIDE (TAWS-A Only)

For airplanes equipped with TAWS-A, the GPWS flap configuration alerting function may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.

To Override Flap Altering:


3. Verify

MFD. annunciation displays on both PFDs and in the lower right corner of the

To Enable Flap Alerting if Overridden:


Softkey ................................................................................................................ PRESS annunciation is removed from both PFDs and the MFD.


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GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) or

For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.

To Inhibit Glideslope or Glidepath Alerting:


2. GS INH or GP INH Softkey .................................................................................................... PRESS

3. Verify of the MFD. or a annunciation displays on both PFDs and in the lower right corner

To Enable Glideslope or Glidepath Alerting if Inhibited:


2. GS INH or GP INH Softkey .................................................................................................... PRESS or annunciation is removed from both PFDs and the MFD.

NOTE

The GS INH or GP INH softkeys are only available for selection below 1000’ radar altitude with the landing gear DOWN and the aircraft sufficiently below the Glideslope or Glidepath to generate a deviation alert.

TAWS N/A and TAWS FAIL

status annunciator is displayed on the PFDs and MFD, the system will no longer provide TAWS alerting or display relative terrain and obstacle elevations. The crew must maintain compliance with procedures that ensure minimum terrain and obstacle separation.

2. If the amber status annunciator is displayed on the PFDs and MFD, the system will no longer provide TAWS alerting or display relative terrain and obstacle elevations. The crew must maintain compliance with procedures that ensure minimum terrain and obstacle separation.

NOTE

The GPWS functions will continue to function if GPWS is available on a Class A TAWS system.

Forward Looking Terrain Awareness alerts and Premature Descent Alerts will be unavailable.

GPWS FAIL (TAWS-A only)

(Yellow on PFD and MFD)

If the amber status annunciator is displayed on the PFDs and MFD, the G1000 will no longer provide GPWS alerting. The crew must maintain compliance with procedures that ensure minimum terrain separation as well proper aircraft landing gear and flap configuration.

NOTE

Forward Looking Terrain Awareness alerts, Premature Descent Alerts, and Altitude Voice

Callouts will continue to function if TAWS is available.

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Section 4 - Normal Procedures


COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES ........................... 73

PREFLIGHT INSPECTION ........................................................................................... 73

BEFORE ENGINE STARTING ..................................................................................... 75

BEFORE TAXI .............................................................................................................. 76

TAXI .............................................................................................................................. 76

BEFORE TAKEOFF (RUNUP) ..................................................................................... 77

BEFORE TAKEOFF (FINAL ITEMS) ............................................................................ 78

TAKEOFF ..................................................................................................................... 78

CRUISE WITHIN RVSM AIRSPACE ............................................................................ 78

CLIMB, CRUISE, AND DESCENT................................................................................ 79

ICING FLIGHT .............................................................................................................. 79

SHUTDOWN AND SECURING .................................................................................... 79

OTHER PROCEDURES ............................................................................................... 79

AUTOPILOT OPERATION ........................................................................................... 79

VERTICAL MODES ................................................................................................................................ 80

VERTICAL SPEED (VS) MODE .......................................................................................................... 80

FLIGHT LEVEL CHANGE (FLC) MODE ............................................................................................. 80

ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ....................................................................... 80

VERTICAL NAVIGATION (VNAV) ....................................................................................................... 81

LATERAL MODES .................................................................................................................................. 82

HEADING MODE (HDG) ..................................................................................................................... 82

NAVIGATION (VOR) ............................................................................................................................ 82

NAVIGATION (GPS DIRECT TO) ....................................................................................................... 82

NAVIGATION (GPS OBS Mode) ......................................................................................................... 82

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APPROACHES ....................................................................................................................................... 83

ILS ........................................................................................................................................................ 83

ILS GLIDE SLOPE INOPERATIVE ..................................................................................................... 84

RNAV (GPS) (LPV or LNAV/VNAV) .................................................................................................... 86

RNAV (GPS) (LNAV, LNAV + V) ......................................................................................................... 88

VOR APPROACH ................................................................................................................................ 89

BACK COURSE (BC) .......................................................................................................................... 91

GO AROUND (GA) ................................................................................................................................. 92

AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) ............................... 94


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COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES

To obtain an ATC clearance before starting the engines:

1. BAT Switch (Master Switch) ......................................................................................................... ON

Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then:

2. BAT Switch (Master Switch) ....................................................................................................... OFF

PREFLIGHT INSPECTION

The following procedure is in addition to the AFM PREFLIGHT INSPECTION procedure and required only if the airplane is RVSM compliant and will be operated in an RVSM environment.

RIGHT AFT FUSELAGE

1. Right Side Fuselage Skin and Static Ports ...................................................................... CHECKED

2. Verify that the static port openings are smooth and round, and that there is no foreign material in the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined by markings in the vicinity of the static ports) to verify the absence of skin defects, physical damage, or large gaps and steps in the skin surface caused by improperly seated access panels or hatches. Refer to Figure 2 – Right side mirrors the Left.

LEFT AFT FUSELAGE

1. Left Side Fuselage Skin and Static Ports ......................................................................... CHECKED

2. Verify that the static port openings are smooth and round, and that there is no foreign material in the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined by markings in the vicinity of the static ports) to verify the absence of skin defects, physical damage, or large gaps and steps in the skin surface caused by improperly seated access panels or hatches. Refer to Figure 2.

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FWD

12 INCHES

STATIC PORTS

12 INCHES

14 INCHES 10 INCHES

Figure 2, RVSM Critical Region


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BEFORE ENGINE STARTING

These procedures should be conducted during the airplane’s AFM BEFORE ENGINE STARTING checklist items, after the battery has been turned on and both AHRS have aligned.

NOTE

Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test begins when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has successfully completed when the white PFT message extinguishes and the autopilot disconnect tone sounds.

CAUTION

A red PFT or AFCS annunciator indicates a malfunction within the autopilot system. The autopilot, yaw damper, and electric elevator trim will be inoperative. The rudder boost may be inoperative. a. Red AFCS Annunciator......................................... ILLUMINATED DURING AHRS ALIGNMENT b. Red AFCS Annunciator.......................... EXTINGUISHES When Autopilot Preflight Test Begins d. White PFT Annunciator ........................................ EXTINGUISHES when preflight test complete

These procedures should be conducted after completing the airplane’s AFM BEFORE ENGINE

STARTING checklist items.

[ON] illuminated if Aircraft Battery is OFF,

[ARM] illuminated if Aircraft Battery is ON

2. Standby Attitude Gyro Fail Flag ............................................................................ NOT DISPLAYED

(listen for standby altimeter vibrator operation)

3. Database ................................ REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER

4. ENT key on the MFD Control Panel ........................................... PRESS to acknowledge the G1000 database information and activate the selected pilot profile.

5. AUX – Weight Planning ...................................................................................... INPUT LOAD DATA

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BEFORE TAXI

These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI checklist items before brake release. b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE c. PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK

PFD 1, PFD 2, Standby Altimeter

If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0.03 in-Hg

(1 HPa), the baro display on both PFDs will be amber. a. RA TEST Softkey .............................................................................................................. PRESS

(MFD AUX – SYSTEM STATUS Page)

PFD 1 and PFD 2 Altimeter displays e. RA TEST Softkey ................................................................................... PRESS TO STOP TEST f. PFD1 and PFD2 Radar Altimeter Displays ......................................................................... 0 Feet

PFD 1 and PFD 2 Altimeter displays h. RA TEST Annunciation ........................................................... REMOVED from PFD1 and PFD2

TAXI

The following procedure should be accomplished while the aircraft is taxiing and prior to conducting the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist.

NOTE

Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or heading display to indicate a failed condition. Interference from GPS repeaters or magnetic anomalies can cause an intermittent loss of attitude and heading displays while the aircraft in on the ground. a. Compare attitude displayed by PFD1, PFD2, and Standby Attitude Indicator. b. Verify the correct barometric pressure is set in the PFD1, PFD2, and Standby Altimeters. c. Compare altitude displayed by PFD1, PFD2, and Standby Altimeter. Cross-check and verify the altitudes agree within 75 feet. d. Compare heading displayed by PFD1, PFD2, and Magnetic Compass.


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NOTE

The standby compass is erratic during windshield anti-ice and/or air conditioner operation.

Windshield anti-ice and air conditioner must be OFF for heading verification check. e. Verify turn rate and slip indicator display appropriately.

BEFORE TAKEOFF (RUNUP)

The following procedures supersede the same procedures in the airplane’s AFM BEFORE

TAKEOFF (RUNUP) checklist items. d. [RUD BOOST OFF] ............................................................................................. ILLUMINATES f. Repeat Items a through c for copilot’s side

[RUD BOOST OFF] - ILLUMINATED h. Rudder Boost Switch ...................................................................................... RUDDER BOOST

[RUD BOOST OFF] - EXTINGUISHED a. Pilot’s Control Wheel

• Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY

(Verify there is no elevator tab wheel movement)

• Left and Right Segments ................................................................... ACTUATE TOGETHER

(Verify proper elevator tab wheel movement)

• With Elevator Tab Wheel in Motion,

AP/YD DISC / TRIM INTRPT Button ....................................................... PRESS AND HOLD

(verify elevator tab wheel motion stops)

• Manually Operate Elevator Tab Wheel ... VERIFY Pitch Trim Servo is Not Engaged b. Copilot’s Control Wheel (If Installed)

• Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY

(Verify there is no elevator tab wheel movement)

• Left and Right Segments ................................................................... ACTUATE TOGETHER

(Verify proper elevator tab wheel movement)

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• With Elevator Tab Wheel in Motion,

AP/YD DISC / TRIM INTRPT Button ....................................................... PRESS AND HOLD

(verify elevator tab wheel motion stops)

• Pilot’s Trim Override ................................................................................................. CHECK

Activate the copilot’s Pitch Trim Switches nose down. Verify elevator tab wheel is moving nose down. While the tab wheel is moving in the DN direction, activate the pilot’s Pitch Trim Switches nose up. Verify the elevator tab wheel begins to move in the

UP direction. Release both pilot’s and copilot’s Pitch Trim switches and reset elevator tab as required.

• Manually Operate Elevator Tab Wheel .................VERIFY Pitch Trim Servo is Not Engaged c. Press GA Button on Left power lever ........ VERIFY FD Command Bars show Takeoff Attitude

‘TO / / TO’ is Annunciated in Mode Window on Both PFDs

3. V

1

, V

R

, V

2

, Static Takeoff Power ......................................................................... SET OR CONFIRM

BEFORE TAKEOFF (FINAL ITEMS)

These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF

(FINAL ITEMS) checklist.

3. Standby Attitude Indicator .......................................... ERECT and NORMAL, Fail Flag not in view

TAKEOFF

This procedure should be conducted after brake release during the takeoff roll but before becoming airborne.

1. Verify correspondence of PFD airspeed display and standby airspeed.

CRUISE WITHIN RVSM AIRSPACE

1. Altimeters ................................................................................................................ CROSS-CHECK

Maximum Difference: 200 Feet

Ensure Matched barometric pressure settings (29.92 inHg, STD BARO, or 1013 mb).

Record pilot, copilot and standby altimeter readings upon entering RVSM airspace and as required thereafter while in RVSM airspace for contingency situations.

3. Autopilot ALT Mode ............................................................ Maximum Altitude Deviation: +/- 65 Feet

During normal operations, the ADC coupled to the autopilot will supply altitude data to the active transponder.


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CLIMB, CRUISE, AND DESCENT

Disengage autopilot and yaw damper and re-trim the airplane in roll and/or yaw, if slight dutch roll activity is observed. Re-engage the autopilot and yaw damper after trimming the airplane.

ICING FLIGHT

IN FLIGHT

WARNING

DUE TO DISTORTION OF THE WING AIRFOIL, ICE ACCUMULATION ON THE LEADING EDGES

CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN SPEED PERFORMANCE, AS

WELL AS INCREASES IN STALL SPEED. EVEN AFTER CYCLING THE DEICE BOOTS, THE

ICE ACCUMULATION REMAINING ON THE BOOTS AND UNPROTECTED AREAS OF THE

AIRPLANE CAN CAUSE LARGE PERFORMANCE LOSSES. FOR THE SAME REASON, THE

AURAL STALL WARNING SYSTEM MAY NOT BE ACCURATE AND SHOULD NOT BE RELIED

UPON. UNDER THESE CONDITIONS, ESP AND AUTOPILOT UNDERSPEED PROTECTION

MAY ALSO NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON.

SHUTDOWN AND SECURING

These procedures should be conducted after the Battery and Generator Switches have been turned OFF in the AFM Shutdown and Securing checklist, and before the flight crew vacates the cockpit. a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED c. Standby altimeter vibrator should not be heard (BAT – MASTER SWITCH OFF).

OTHER PROCEDURES

AUTOPILOT OPERATION

Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active autopilot/flight director modes. Annunciations displayed in white indicate armed autopilot/flight director modes. Normal mode transitions will flash inverse video green/black for 10 seconds before becoming steady green. Abnormal mode transitions will flash amber for 10 seconds before the default mode is annunciated as the active mode.

Default autopilot/flight director modes are Pitch (PIT) and Roll (ROL) modes.

The XFR button on the mode control panel selects the navigation, attitude, and air data inputs the autopilot / flight director uses. Pressing the XFR button transfers these selections to the opposite side and causes the autopilot / flight director to drop selected lateral and vertical modes and engage the default PIT and ROL modes. The pilot must re-select the desired modes.

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VERTICAL MODES

VERTICAL SPEED (VS) MODE

2. Press VS Button ............................................. GREEN ‘VS’, White ‘ALTS’ annunciated on PFD

3. Vertical Speed Reference ........................................................... ADJUST using UP / DN Wheel

FLIGHT LEVEL CHANGE (FLC) MODE

2. Press FLC Button ......................................... GREEN ‘FLC’, White ‘ALTS’ annunciated on PFD

3. AIRSPEED Reference ................................................................ ADJUST using UP / DN Wheel

NOTE

If the altitude preselect is not changed before selecting FLC, the autopilot may re-capture the current altitude immediately after entering FLC mode. Always ensure that the altitude preselect is adjusted prior to selecting FLC.

Pressing the SPD button while in FLC Mode toggles the airspeed reference between

KIAS and Mach. FLC will automatically transition from Mach to KIAS reference during a descent when the current Mach reference equals 260 KIAS. FLC will not automatically transition from KIAS to a Mach reference during a climb.

ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE

1. At the desired altitude ................................................... PRESS ALT Button on Mode Controller

If climbing or descending when the ALT button is pressed, the aircraft will overshoot the reference altitude and then return to it. The amount of overshoot will depend on the vertical speed when the ALT button is pressed.


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VERTICAL NAVIGATION (VNAV)

VNAV Descent

Vertical navigation will only function when the navigation source is GPS navigation. VNAV will not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must be within 75° of the desired GPS course and within 10 NM cross track error in order for VNAV to function.

VNAV functions only for enroute and terminal descents. Vertical navigation is not available during climbs or descents between the final approach fix (FAF) and the missed approach point (MAP). Refer to the G1000 Cockpit Reference Guide and Pilot’s Guide for additional information.

1. Once clearance from ATC has been received ................................... RESET Altitude Preselect to the vertical clearance limit.

NOTE

If the VNV button is pressed more than 5 minutes before the TOD or the altitude preselect is not reset to a lower altitude, VPTH will begin to flash inverse video, white/black, when the aural alert ‘Vertical Track’ annunciation sounds.

Pressing the VNV button and/or resetting the altitude preselect to a lower altitude cancels the flashing and the AFCS will capture and track the vertical profile.

If VNV button is not pressed, or the altitude preselect is not reset to a lower altitude, VPTH stops flashing at the TOD and the airplane will remain in ALT mode and not descend.

ALTV will be the armed vertical mode during the descent if the altitude preselect is set to a lower altitude than the VNAV reference altitude. This indicates the autopilot / flight director will capture the VNAV altitude reference. ALTS will be the armed mode during the descent if the altitude preselect is set at or above the VNAV reference altitude indicating that the autopilot / flight director will capture the altitude preselect altitude reference.

Vertical DIRECT TO

To descend from the present position to a waypoint:

3. Waypoint SELECT desired waypoint

4. VNV D Softkey (MFD Flight Plan Page) ................................................................... PRESS

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LATERAL MODES

HEADING MODE (HDG)

NAVIGATION (VOR)

5. VOR will be annunciated in WHITE if the mode is armed or in GREEN if the VOR is the active lateral mode.

NOTE

If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the NAV mode and indicate VOR in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the NAV button is pressed and annunciate VOR in green on the PFD.

NAVIGATION (GPS DIRECT TO)

NAVIGATION (GPS OBS Mode)

From the DIRECT TO page, activate DIRECT TO a waypoint.

GPS will be annunciated in GREEN on the PFDs

From the DIRECT TO page, activate DIRECT TO a waypoint.

7. GPS will be annunciated in WHITE if the mode is armed or in GREEN if the GPS is the active lateral mode.


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NOTE

If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the NAV mode and indicate GPS in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the NAV button is pressed and annunciate GPS in green on the PFD.

APPROACHES

The G1000 is capable of performing many tasks for the pilot to reduce pilot workload during the approach and landing phases of flight. The G1000 system references the

Flight Plan to predict the pilot’s intended actions. Time permitting, the pilot should keep the Flight Plan updated with the destination airport and the instrument approach to be flown. This will keep the G1000 from performing tasks associated with the approach procedures entered in the flight plan if the approach plan changes.

ILS

1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper ILS frequency

If Flying Vectors-To-Final:

3. Airplane on Vectors-To-Final b. PROC button on PFDs or MFD .......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

NOTE

SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.

CDI VERIFY CDI automatically changes to LOC

Course pointer slews to the front course d. Pathways ......................................................................................................... AS DESIRED

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If Flying Full Approach Including Transition:

3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page,

Or

ACTIVATE a DIRECT TO ( D ) the IAF

NOTE

The airplane will navigate in GPS mode throughout the intermediate portion of the approach procedure. When the airplane is inbound towards the final approach course, the CDI will automatically switch from GPS navigation to LOC navigation. e. Pathways ......................................................................................................... AS DESIRED

4. Established inbound on Final Approach Course ........................ SET Missed Approach Altitude

In Altitude Preselect

7. At Decision Altitude (DA), a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS

Continue visually for a normal landing

Or b. GO AROUND button

(on left power lever) ............................................... PRESS, Execute Go Around Procedure

NOTE

For TAWS-A equipped aircraft: When executing a missed approach from an ILS approach, occasional Glideslope Deviation cautions may be received while establishing the missed approach climb, even if the aircraft is not below the ILS glideslope. This is caused by transitioning through ILS glideslope side lobe signals. If the Glideslope Deviation alert annunciates during the initial portion of the go-around, continue to execute the go-around procedure and fly the appropriate missed approach procedure.

ILS GLIDE SLOPE INOPERATIVE

1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper ILS frequency


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3. Airplane on Vectors-To-Final b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

NOTE


CDI VERIFY CDI automatically changes to LOC

Course pointer slews to the front course d. Pathways ......................................................................................................... AS DESIRED

Pressing the NAV button will arm the autopilot / flight director to capture Localizer and prevent Glideslope from arming or capturing if the glideslope is inoperative or out of service.



Or


NOTE

The airplane will navigate in GPS mode throughout the intermediate portion of the approach procedure. When the airplane is inbound towards the final approach course, the CDI will automatically switch from GPS navigation to LOC navigation. d. Pathways ......................................................................................................... AS DESIRED

4. Established inbound on Final Approach Course (FAF Active Waypoint) a. VERIFY ................................................

............................................................................. LOC is annunciated on the HSI

6. At the FAF ..................................Use desired vertical mode to fly the approach’s vertical profile

Use Altitude Preselect to level off at intermediate altitudes and at the MDA

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Page 85 of 141

NOTE

It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS

WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.

7. After Leveling at MDA ................................ SET Missed Approach Altitude In Altitude Preselect

RNAV (GPS) (LPV or LNAV/VNAV)

1. Load the approach into the Active Flight Plan.



NOTE

SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish. d. Pathways ......................................................................................................... AS DESIRED


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Or

ACTIVATE a DIRECT TO ( D ) the IAF d. Pathways ......................................................................................................... AS DESIRED

4. Established inbound on Final Approach Course

................................................ Pointer is set to the final approach course b. VERIFY ............................................................ LPV or L/VNAV is annunciated on the HSI c. VERIFY ............................................................................................ d. VERIFY ............................................................................... e. SET ...........................................................

7. At Decision Altitude (DA): a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS

Continue visually for a normal landing

Or b. GO AROUND button

(on left power lever) ............................................... PRESS, Execute Go Around Procedure

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Page 87 of 141

RNAV (GPS) (LNAV, LNAV + V)

1. Load the approach into the Active Flight Plan.



NOTE

SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish. d. Pathways ......................................................................................................... AS DESIRED

GPS will be the active lateral mode,

GP will ARM if the procedure provides a glidepath



Or


GPS will be the active lateral mode,

GP will ARM if the procedure provides a glidepath d. Pathways ......................................................................................................... AS DESIRED

4. Established inbound on Final Approach Course (FAF Active Waypoint) a. VERIFY ................................................ b. VERIFY ........................................................ LNAV+V or LNAV is annunciated on the HSI c. VERIFY ...........................................................GP Deviation Scale Displays (if applicable) d. PRESELECT Minimum Descent Altitude (MDA)


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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.

6. At the FAF ........................................................................ Descend via GP if LNAV+V approach

Use desired vertical mode to fly the approach’s vertical profile if LNAV approach


NOTE



CAUTION

The autopilot/flight director will not capture ALT if descending in GP mode.

7. Level airplane in ALT mode at MDA .............................. PRESS NAV button 200 ft above MDA

If airplane is descending via GP, GP will extinguish and PIT mode will be active and airplane will capture MDA.

8. AFTER LEVELING AT MDA ...................... SET Missed Approach Altitude In Altitude Preselect

VOR APPROACH

1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper VOR frequency


3. Airplane on Vectors-To-Final b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’

NOTE


To be used for the approach displays

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Page 89 of 141


3. Airplane cleared to an initial approach fix: a. ACTIVATE THE APPROACH from the PROC page,

Or

ACTIVATE a DIRECT TO ( D ) the IAF d. Pathways ......................................................................................................... AS DESIRED e. When Established Inbound to the FAF ................................................. PRESS CDI softkey until VOR navigation source to be used for the approach displays

(Autopilot / Flight Director Mode will automatically change to ROL)

4. Established Inbound on Final Approach Course: a. VERIFY Course Pointer is set to the inbound course b. VERIFY VOR is annunciated on the HSI

NOTE

If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the VAPP mode and indicate VAPP in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the APR button is pressed and annunciate VAPP in green on the PFD.



NOTE



.



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BACK COURSE (BC)

1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper LOC frequency



NOTE

SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish. to be used for the Approach Displays d. VERIFY Course Pointer is Set to the Front Course

Verify BC mode is armed

IF Flying Full Approach Including Transition:

3. Airplane cleared to an initial approach fix: a. ACTIVATE THE APPROACH from the PROC page,

Or

ACTIVATE a DIRECT TO ( D ) the IAF d. Pathways ......................................................................................................... AS DESIRED e. When Established Inbound to the FAF ................................................. PRESS CDI softkey until LOC navigation source to be used for the approach displays

(Autopilot / Flight Director Mode will automatically change to ROL)

Verify BC mode is armed or active

4. Established inbound on Final Approach Course: b. VERIFY .............................................................................

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Page 91 of 141

NOTE

If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the APR button is pressed and annunciate BC in green on the PFD.



NOTE




GO AROUND (GA)

2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD in lateral and vertical mode fields

3. Rotate to Go Around attitude ........................................... Follow Flight Director Command Bars

PRESS HDG to Fly ATC Assigned Missed Approach Heading

NOTE

The pilot is responsible for initial missed approach guidance in accordance with published procedure. The G1000 may not provide correct guidance until the aircraft is established on a defined leg of the procedure.

At An Appropriate Safe Altitude:


Page 92 of 141

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NOTE

When the GA button is pressed, the Flight Director command bars will command 8

°

nose up and wings level, the HSI nav source automatically switches to GPS, the flight plan sequences to the first published missed approach leg, and automatic leg sequencing resumes. The autopilot will disconnect if the ESP option is not installed. If ESP is installed, the autopilot will not disconnect with a GA button press. The AFCS will fly the published missed approach procedure once the aircraft is established on a segment of the missed approach procedure, the autopilot is engaged, and NAV mode is selected.

The flight plan can only contain one approach procedure at a time. If the pilot attempts to load another instrument approach at this time, the airplane will depart from the missed approach procedure and turn directly towards the first waypoint in the new approach.

Do not attempt to load or activate a new approach while flying the missed approach procedure until ready to fly the new approach.

Recommended Procedures Following a Missed Approach:

1. To repeat the instrument approach procedure currently loaded into the flight plan: a. Activate Vectors-To-Final if being radar vectored by ATC,

Or b. If flying the entire instrument approach procedure, activate a DIRECT TO the desired initial waypoint. Follow the appropriate procedure for the instrument approach being flown.

2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the alternate before leaving the missed approach holding fix): a. Highlight the first enroute waypoint in the flight plan b. Begin entering waypoints in the desired route order. Do not attempt to load a new approach at this time. c. CLR all waypoints after the last waypoint in the route to the alternate and the currently loaded instrument approach header. d. When ready to proceed to the alternate, highlight the first enroute waypoint in the route to the alternate airport. ACTIVATE a DIRECT TO that waypoint. e. When enroute to the alternate, a new instrument approach may be loaded into the flight plan.

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Page 93 of 141

AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only)

2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD in lateral and vertical mode fields, autopilot will not disengage.

PRESS HDG to Fly ATC Assigned Missed Approach Heading

NOTE

The pilot is responsible for initial missed approach guidance in accordance with published procedure. The G1000 may not provide correct guidance until the airplane is established on a defined leg of the procedure.

NOTE

In ESP equipped airplanes, when the GA button is pressed the Flight Director command bars will command 8

°

nose up and wings level, the HSI nav source automatically switches to GPS, the flight plan sequences to the first published missed approach leg, and automatic leg sequencing resumes. The autopilot will remain engaged, and fly the published missed approach procedure once the airplane is established on a segment of the missed approach procedure and NAV mode is selected.

The flight plan can only contain one approach procedure at a time. If the pilot attempts to load another instrument approach at this time, the airplane will depart from the missed approach procedure and turn directly towards the first waypoint in the new approach.

Do not attempt to load or activate a new approach while flying the missed approach procedure until ready to fly the new approach.

Recommended Procedures Following a Missed Approach:

1. To repeat the instrument approach procedure currently loaded into the flight plan: a. Activate Vectors-To-Final if being radar vectored by ATC,

Or b. If flying the entire instrument approach procedure, activate a DIRECT TO the desired initial waypoint. Follow the appropriate procedure for the instrument approach being flown.

2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the alternate before leaving the missed approach holding fix): a. Highlight the first enroute waypoint in the flight plan b. Begin entering waypoints in the desired route order. Do not attempt to load a new approach at this time. c. CLR all waypoints after the last waypoint in the route to the alternate and the currently loaded instrument approach header. d. When ready to proceed to the alternate, highlight the first enroute waypoint in the route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.


Page 94 of 141 e. When enroute to the alternate, a new instrument approach may be loaded into the flight plan.

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Use of Pathways

If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of the programmed lateral and vertical navigation path. The following sections describe the basic use of the Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.

Departure

Prior to departure, load and activate the desired flight plan into the G1000 FMS, set the initial altitude on the G1000 altitude selector and select GPS on the HSI display just as you would without the SVS system.

The programmed flight path will be displayed as a series of magenta boxes along the path at the flight plan altitude subject to the following conditions;

• If the first segment of the flight plan is a heading to altitude leg, the Pathway will not be displayed for that segment. The first Pathway segment displayed will be the first GPS course leg.

• The Pathway must be within the SVS field of view of 30 degrees left and 35 degrees right. If the programmed path is outside that field of view, the Pathways will not be visible on the display until the aircraft has turned toward the course.

• The Pathway will be displayed at either the altitude selected on the G1000 selector OR the altitude published for the procedure (e.g. SID) WHICHEVER IS HIGHER.

After departure, the primary aircraft control must be by reference to the primary aircraft instruments. The

SVS and Pathway displays should be used to aid in awareness of the terrain and programmed flight path.

Prior to intercepting the programmed course, the Pathway will be displayed as a series of magenta

“boxes” with pointers at each corner that point in the direction of the programmed course. The Pathway boxes will not be displayed on portions of the course line that would lead the pilot to intercept the course in the wrong direction.

As the aircraft approaches the center of the programmed course and altitude, the number of Pathway boxes will decrease to a minimum of four.

Enroute

When enroute, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude selected on the G1000 altitude selector.

Flight plan changes in altitude that require a climb will be indicated by the Pathway being displayed as a level path at the altitude entered for the current flight plan leg. Because the G1000 system does not have information available to it about aircraft performance, climb profiles are not displayed by the

Pathway.

If the programmed flight plan includes one or more defined VNAV descent segments, the descent path(s) will be displayed by the Pathway as prompted by the G1000 FMS.

If the flight plan includes a significant change in course at a waypoint, the Pathway boxes toward the currently active waypoint will be magenta in color. The boxes defining the next flight plan segment may be visible, but will be displayed in a white color.

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Page 95 of 141

Leg 2

Leg 3

TOD

Leg 1

VPTH displayed by Pathway

Climb NOT displayed by Pathway

Enroute Pathway Altitude Display

Approach

During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude selected on the G1000 altitude selector. Pathway will be displayed at least up to the Final Approach Fix on all instrument approach procedures.

For ILS, LNAV/VNAV, LNAV+V and LPV approaches, the Pathway will display the lateral and vertical descent segments from the glideslope or glidepath intercept altitude, down to the Decision Altitude. For all other non-precision approaches, Pathway will not display beyond the Final Approach Fix until the missed approach segment become active.

In all cases, the pilot must still ensure that the aircraft complies with the requirements of the published instrument approach procedure.

Missed approach

When the missed approach is selected on the G1000 FMS, the Pathway to the Missed Approach Holding

Point will be displayed just as described for the departure segment.

The pilot must assure that the aircraft path will, at all times, comply with the requirements of the published missed approach procedure.

If the initial missed approach leg is heading-to-altitude or a leg defined by other than a GPS course, the

Pathway will not be displayed for that segment.

If the course to the Missed Approach Holding Point is out of the SVS field of view during the initial missed approach climb, the Pathway will not be visible on the PFD until the aircraft is turned toward the course.

The Pathway will be displayed at the published missed approach altitude OR the altitude set on the

G1000 altitude selector WHICHEVER IS HIGHER. If the G1000 altitude selector is set to MDA on the final approach segment and not reset during the initial missed approach, the Pathway will still be displayed at the published missed approach altitude.


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FAF MAP

Heading

ALTITUDE

Pathway NOT displayed on heading and turn segments

MAHP

Missed Approach Pathway Display

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FAA APPROVED


Page 97 of 141



Page 98 of 141

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Section 5 – Performance

190-00716-03 Rev. 1

FAA APPROVED t F de) tu n -

Alti tio ted rrec ca r Co ndi ete im Alt

(Add to I


Page 99 of 141

) t tude n - F lti tio d A ec te orr ca Indi ter C me dd to (A

Alti


Page 100 of 141

190-00716-03 Rev. 1

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Section 6 - Weight and Balance

No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.

190-00716-03 Rev. 1

FAA APPROVED


Page 101 of 141



Page 102 of 141

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Section 7 - Systems Description


GENERAL ................................................................................................................... 104

G1000 INTEGRATED AVIONICS ............................................................................... 104

SYSTEM OVERVIEW ........................................................................................................................... 104

INSTRUMENT PANEL .......................................................................................................................... 104

FLIGHT CONTROLS .................................................................................................. 118

AFCS, AUTOPILOT AND FLIGHT DIRECTOR ................................................................................... 118

ELECTRIC ELEVATOR TRIM .............................................................................................................. 122

ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 123

FLIGHT INSTRUMENTS ............................................................................................ 127

G1000 FLIGHT INSTRUMENTS ........................................................................................................... 127

STANDBY FLIGHT INSTRUMENTS .................................................................................................... 127

ENGINE INSTRUMENTATION ................................................................................... 128

PROPELLER SYNCHROPHASER ...................................................................................................... 129

ELECTRICAL SYSTEM .............................................................................................. 129

INVERTERS .......................................................................................................................................... 129

POWER DISTRIBUTION ...................................................................................................................... 129

STANDBY BATTERY POWER SUPPLY ............................................................................................. 133

LIGHTING SYSTEMS ................................................................................................. 134

COCKPIT .............................................................................................................................................. 134

PITOT AND STATIC SYSTEM ................................................................................... 134

PITOT .................................................................................................................................................... 134

STATIC .................................................................................................................................................. 135

GROUND COMMUNICATIONS .................................................................................. 135

SYNTHETIC VISION ................................................................................................... 136

TAWS AND GPWS ..................................................................................................... 140


Page 103 of 141

GENERAL

This section supplements the Systems Description chapter in the aircraft’s original Pilot’s Operating

Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the chapter in the original manual. Only topics changed by the installation of the G1000 integrated avionics system will be addressed in this supplement.

The G1000 system is an integrated system that presents flight instrumentation, navigation, communication, weather avoidance, engine instrumentation, and supplemental flight information to the pilot for enhanced situational awareness through large-format displays. The G1000 also incorporates an automatic flight control system that includes autopilot and flight director functions, as well as an optional

Electronic Stability & Protection (ESP) system. Refer to the GARMIN Pilot’s Guide and Cockpit

Reference Guide, P/N 190-01343-00 and 190-01344-00 Rev. A or later FAA accepted revision for detailed descriptions of the GARMIN G1000 system including its components, detailed descriptions of functions, and operating instructions.

G1000 INTEGRATED AVIONICS

SYSTEM OVERVIEW

The main components of the G1000 Integrated Avionics system consists of 14 Line Replaceable Units

(LRU)s. Seven of those LRUs are mounted in the cockpit and interface the pilot to the G1000 system.

There are two Primary Flight Displays (PFDs) that display primary flight information to the pilot, including attitude, airspeed, altitude, heading, vertical speed, navigation information, system information, and pilot situational awareness information. In the center of the cockpit, a 15 inch Multi-Function Display (MFD) displays engine gauges, flight plan data, various map displays, and access to aviation and weather information. Information access and data entry through the MFD is via the GCU 477 MFD controller mounted in the pedestal between the pilot and copilot seats.

Communications are interfaced through the PFDs and two audio panels mounted outside each PFD.

Radio tuning controlled through both PFDs and the GCU 477 controller. Audio levels for the Com and

Nav radios, ADF, intercom, and XM music are controlled by the two audio panels.

The G1000 incorporates a fully digital integrated autopilot and flight director. Pilot interface to the AFCS is through the GMC 710 Autopilot Mode controller mounted in the center of the cockpit just below the airplane’s glareshield.

In addition to dual Primary Flight Displays, the system incorporates dual Air Data Computers (GDC), Dual

AHRS (GRS), and Dual Integrated Avionics (GIA) units for system redundancy. Each GIA contains a

VHF Com radio, a VHF Nav radio, Glide Slope receiver, Marker Beacon receiver, and a SBAS augmented GPS receiver.

Finally, the G1000 system includes weather radar and satellite down-linked weather information for weather avoidance and situational awareness.

INSTRUMENT PANEL

The G1000 Instrument Panel consists of two 10 inch LCD Primary Flight Displays, one 15 inch LCD

Multi-Function Display, two audio panels, autopilot / flight director mode control panel, an MFD controller, and three 2 ¼ inch standby instruments. The ADF control head was relocated from the radio stack location on the instrument panel to the pedestal.


Page 104 of 141

190-00716-03 Rev. 1

190-00716-03 Rev. 1

Figure 3, Instrument Panel


Page 105 of 141

Figure 4, Pilot's Control Wheel


Page 106 of 141

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190-00716-03 Rev. 1

Figure 5, Copilot's Control Wheel With Trim Switches


Page 107 of 141

Figure 6, Copilot's Control Wheel Without Trim Switches


Page 108 of 141

O F

O N

F U R N

D I

190-00716-03 Rev. 1

Figure 7, Overhead Panel


Page 109 of 141

Figure 8, Left Side Circuit Breaker Panel (Airplanes FL-1Thru FL-119, FL-121, FN-1,

FM-1 Thru FM-8)


Page 110 of 141

Figure 9, Left Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380,

FL-382, FM-9 Thru FM-11


Page 111 of 141

Figure 10, Left Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12 and After)


Page 112 of 141

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Figure 11, Right Side Circuit Breaker Panel (Airplanes FL-1 Thru FL-119, FL-121, FN-1,

FM-1 Thru FM-8)


Page 113 of 141

Figure 12, Right Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380,

FL-382, FM-9 Thru FM-11)


Page 114 of 141

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Figure 13, Right Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12 and After)


Page 115 of 141

Figure 14, Pedestal Configuration


Page 116 of 141

190-00716-03 Rev. 1

GDU 1040A

PFD1

GMC 710

AFCS Mode Controller

GDU 1500

Multi-Function Display

GDU 1040A

PFD2

No. 1

GIA 63W

AFCS Mode

Logic

Flight Director

Servo Mgt

GSA 80

Roll Servo

GSA 80

Pitch Servo

GSA 9000

Yaw Servo

GSA 80

High-Speed

Pitch Trim

Servo

Pilot’s

Control Wheel

Figure 15, GFC 700 System Interface

190-00716-03 Rev. 1

No. 2

GIA 63W

AFCS Mode

Logic

Flight Director

Servo Mgt

Copilot’s

Control Wheel


Page 117 of 141

FLIGHT CONTROLS

AFCS, AUTOPILOT, FLIGHT DIRECTOR AND RUDDER BOOST

The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000

System avionics architecture. The GFC 700 is a three-axis autopilot and flight director system which provides the pilot with the following features:

Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos. It also provides servo monitoring and automatic flight control in response to flight director steering commands, AHRS attitude and rate information, and airspeed.

Flight Director (FD) - Two flight directors, each operating independently within their respective GIA and referred to as pilot-side and copilot-side. Commands for the selected flight director are displayed on both

PFDs.

The flight director provides:

•

Command Bars showing pitch/roll guidance

•

Vertical/lateral mode selection and processing

Yaw Damper (YD) — The yaw servo is self-monitoring and provides Dutch Roll damping and turn coordination in response to yaw rate, roll angle, vertical acceleration, and airspeed.

Rudder Boost — The GFC 700 incorporates the rudder boost capabilities. The rudder boost is enabled by setting the pedestal mounted control switch, placarded RUDDER BOOST – OFF, to the RUDDER

BOOST position. The system senses engine torque from both engines. When the difference in these torques exceeds a preset level, the yaw servo is activated and deflects the rudder to assist pilot effort in maintaining directional control. The servo contribution is proportional to the engine torque differential.

Trimming of the rudder must be accomplished by the pilot. The rudder boost system is disabled if the

RUDDER BOOST switch is OFF and is interrupted when the AP/YD DISC/TRIM INTRPT button is pressed.

The amber caution annunciator, [RUD BOOST OFF], is retained from the original caution/advisory/status annunciator panel to indicate that the rudder boost system is unavailable due to the rudder boost control switch being in the OFF position, the AP/YD DISC/TRIM INTRPT has been pressed on either yoke, or if a fault in the rudder boost system has rendered it inoperative.

Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the autopilot is not engaged.

Pilot commands to the AFCS are entered through the GMC 710 Autopilot Mode Controller mounted in the center of the cockpit under the airplane’s glareshield. The GMC 710 controller also controls the heading bug, navigation course selector on each PFD, and the altitude preselect.

Other components of the autopilot include four servos that also contain autopilot processor, control wheel-mounted elevator trim switches (copilot’s side optional), control wheel-mounted autopilot/yaw damper disconnect and trim interrupt switch (AP/YD DISC/TRIM INTRPT), control wheel-mounted CWS

(Control Wheel Steering) switch, and a Go-Around switch mounted in the left power lever knob.


Page 118 of 141

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The following conditions will cause the autopilot to disconnect:

•

Electrical power failure, including pulling the AFCS SERVOS circuit breaker

•

Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL circuit breaker

•

Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function)

•

Failure of the on-side PFD

• Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilot’s (if installed) control wheel

•

Actuating the left section of the manual electric trim split switch, pilot’s and copilot’s control wheel

•

Pushing the AP button on the autopilot mode controller when the autopilot is engaged

•

Pushing the GO AROUND button on the left power lever (non-ESP equipped airplanes)

NOTE

Pressing and holding the CWS (control wheel steering) switch on the left grip of the pilot’s control wheel will disconnect the autopilot servos from the airplane flight controls as long as the CWS switch is depressed. Upon release of the CWS switch, the system will synchronize to the existing pitch and roll modes selected. Review the Cockpit Reference Guide for more information.


Page 119 of 141

The following tables list the available AFCS vertical and lateral 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/DN Wheel 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/DN Wheel are also listed in the table.

AFCS VERTICAL MODES

Vertical Mode Control Annunciation Reference Range

20

O

Nose up

Pitch Hold (default) PIT

20

O

Nose Down

Level *** LVL 0 fpm

Selected Altitude

Capture

Altitude Hold

Vertical Speed

* ALTS

ALT Key ALT nnnnn FT

VS Key VS nnnn FPM -4000 to +4000 fpm

Flight Level

Change, IAS Hold

Flight Level

Change, Mach

Hold

FLC Key

FLC nnn KT

FLC M 0.nn

100 to 263 kt

M 0.25 to 0.58

Vertical Path

Tracking (VNAV)

VNV Target

Altitude Capture

VNV Key VPTH

** ALTV

Glidepath GP

APR Key

Glideslope GS

Takeoff (on ground)

Go Around (in air)

GA Switch

TO

GA

Reference Change

Increment

0.5

O

100 fpm

1 kt

M0.01

* ALTS arms automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected

Altitude is to be captured instead of the VNV Target Altitude.

** ALTV arms automatically under VPTH when the VNV Target Altitude is to be captured instead of the

Selected Altitude.

*** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due to the aircraft remaining outside of the normal flight envelope for an extended amount of time.


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190-00716-03 Rev. 1

Roll Mode

Level

Low Bank

Heading Select

Lateral Mode

Navigation, GPS Arm/Capture/Track

AFCS LATERAL MODES

Navigation, VOR Enroute Arm/Capture/Track

Navigation, LOC Arm/Capture/Track (No

Glideslope)

Backcourse Arm/Capture/Track

Approach, GPS Arm/Capture/Track (Glidepath

Mode Automatically Armed, if available)

Approach, VOR Arm/Capture/Track

Approach, ILS Arm/Capture/Track (Glideslope

Mode Automatically Armed)

Takeoff (on ground)

Go Around (in air)

Maximum Roll

Control Annunciation

Command Limit

25° Left Bank

(default) ROL

25° Right Bank

**

BANK Key

HDG Key

NAV Key

BC Key

APR Key

*

HDG

GPS

VOR

LOC

BC

GPS

VAPP

LOC

15° Left Bank

15° Right Bank

25° Left Bank

25° Right Bank

30° Left Bank

30° Right Bank

25° Left Bank

25° Right Bank

25° Left Bank

25° Right Bank

25° Left Bank

25° Right Bank

30° Left Bank

30° Right Bank

25° Left Bank

25° Right Bank

25° Left Bank

25° Right Bank

GA Switch

* No annunciation appears in the AFCS Status Box. The commandable bank angle range is indicated by a green band along the Roll Scale of the Attitude Indicator.

** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due to the aircraft remaining outside of the normal flight envelope for an extended amount of time.

The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or

Approach modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release of the CWS Button.

The autopilot may be engaged within the following ranges:

Pitch 50° nose up to 50° nose down

Roll ±75°

If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.

Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft in the following ranges:


Roll ±25°, or ±30° while using a GPS lateral mode


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The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the following range:


Roll ±75°

If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the flight director will be removed (decluttered) from the display until the aircraft is within display limits.

ELECTRIC ELEVATOR TRIM

Electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel. If pitch trim switches are installed on the copilot’s control wheel, the pilot’s pitch trim inputs override those made by the copilot

The ON/OFF toggle switch on the pedestal has been removed. Electric elevator trim will function if the

AFCS SERVOS circuit breaker (right side circuit breaker panel) is set and the autopilot has satisfactorily completed a preflight test.

Pitch trim rocker switches on the pilot’s control wheel manually control the electric elevator trim system.

NOSE DN at the top of the rocker switch, when depressed causes the elevator pitch trim servo to move the trim tab in the upward direction resulting in the nose of the airplane pitching downward. The control column will move in the forward direction and the pitch trim wheel will move forward in the nose down direction. Depressing NOSE UP at the bottom of the rocker switch results in the opposite of the previous motions with the airplane nose pitching up.

Runaway or malfunctioning trim can be interrupted by pressing and holding the red A/P Y/D DISC TRIM

INTRPT switch on either control wheel. Pulling the AFCS SERVOS circuit breaker on the right side circuit breaker panel will disable the electric elevator trim so it will not move when the TRIM INTRPT switch is released.

Figure 16, Electric Trim Switches, Pilot's Control Wheel


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190-00716-03 Rev. 1

ELECTRONIC STABILITY & PROTECTION (ESP)

Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the aircraft’s normal pitch, roll and airspeed envelopes.

Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more conditions beyond normal flight defined below:

• Pitch attitude beyond normal flight (+20°, -17°)

• Roll attitude beyond normal flight (45°)

• High airspeed beyond normal flight (Above 263 KIAS or .58M)

The conditions that are required for ESP to be available are:

• Pitch and Roll servos available

• Autopilot not engaged

• The Global Positioning System (GPS) altitude above ground (based on TAWS terrain data base) is more than 200 feet

• Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll)

Protection for excessive pitch, roll, and high airspeed is provided when the limit thresholds are first exceeded, which engages the appropriate servo in ESP mode at a nominal torque level to bring the airplane back within the normal flight envelope. If the airplane deviates further from the normal flight envelope, the servo torque will increase until the maximum torque level is reached in an attempt to return the aircraft into the normal flight envelope. Once the aircraft returns to within the normal flight envelope,

ESP will deactivate the autopilot servos.

When the normal flight envelope thresholds have been exceeded for more than approximately 10 seconds, ESP Autolevel Mode is activated. Autolevel Mode engages the AFCS to bring the airplane back into straight and level flight based on 0° roll angle and 0 fpm vertical speed. An aural “ENGAGING

AUTOPILOT” alert sounds and the Flight Director mode annunciation will indicate LVL for the pitch and roll modes.

Anytime an ESP mode is active, the pilot can interrupt ESP by using either the Control Wheel Steering

(CWS) or Autopilot Disconnect (AP DISC) switch, or simply override ESP by overpowering the AFCS servos. The pilot may also disable ESP by accessing the Multi-Function Display (MFD) AUX – SYSTEM

SETUP 2 page on the MFD and manually disabling ESP. Once the flight has ended and power is removed from the G1000 system, ESP will default to “Enabled” on the next power-up.


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PFD display symbology implemented for ESP is illustrated in Figures 17 through 19. All other indications on the GDU displayed in the examples are to provide position reference for the ESP system symbology.

The values indicated are not representative of a condition required to activate ESP.

• When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will not display ESP indications.

• When the GDU receives information from the GIA indicating that ESP is armed, the GDU will display the ESP roll limit indices.

• The engagement and disengagement attitude limits are displayed with double hash marks on the roll indicator depending on the aircraft attitude and whether or not ESP is active in roll. When

ESP is inactive (roll attitude within nominal limits) only the engagement limit indications are displayed in order to reduce clutter on the roll indicator. See Figure 17 for an example of the

ESP engagement limit indications.

Engagement Limit

Indication at 45°

Figure 17 – Nominal Roll Attitude ESP Engagement Limit Indications


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190-00716-03 Rev. 1

Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit remains at the engagement limit. Figure 18 shows the engagement limit indication just prior to ESP activation (left image) and just after ESP activation (right image 1 second after ESP activation).

Engagement Limit Indication still at

45° just prior to activation

Lower Disengagement Limit

Indication depicted at 30° after ESP activation

Figure 18 – Engagement Limit Indications Upon ESP Activation

If an attitude becomes extreme enough for the upper disengagement limit indication to be shown it will be drawn in a similar fashion to the engagement limit indication. See Figure 19 for an example of the ESP roll indication when ESP is active with an extreme roll attitude. In this case, the left roll limit is the engagement limit and the two right roll ESP limits are the lower and upper disengagement limit indications.

Upper Disengagement

Limit Indication depicted at 75°.

Figure 19 – Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications


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The ESP roll limit indications are not de-cluttered when the aircraft is in an extreme attitude. ESP roll limit indications are not shown when ESP is not configured for a given installation, ESP is not available as determined by the active GIA, or the autopilot is engaged.

Autopilot Underspeed Protection

For aircraft that have ESP installed, the AFCS is able to detect and protect against underspeed situations while the autopilot is engaged.

When the AFCS is engaged in a non-altitude critical mode (LVL, PIT, FLC, VS, VNV) and airspeed falls below the minimum threshold of 100 KIAS, the AFCS automatically enters minimum airspeed mode. A

MINSPD annunciation appears above the airspeed tape, and the AFCS causes the airplane to pitch down to maintain 100 KIAS. An aural “AIRSPEED” alert will sound once when entering non-altitude critical

Underspeed Protection.

If the AFCS is engaged in an altitude critical mode ( ALT, GS, GP and GA) and the aural stall warning is played for more than 1 second, the AFCS will maintain a wings-level roll attitude and pitch the aircraft down at ~1kt/sec to maintain an airspeed that will cause the aural stall warning to stop playing, plus 2

KIAS. Also, an aural “AIRSPEED” alert will sound every 5 seconds.

All Underspeed Protection modes are exited automatically when there is enough aircraft performance to follow the originally selected flight director mode and reference.

Coupled Go-Around

ESP equipped aircraft are capable of flying fully coupled go-around maneuvers. Pressing the GA button on the left power lever will not disengage the autopilot. Instead, the AP will attempt to capture and track the flight director command bars. If insufficient aircraft performance is available to follow the commands, the AFCS will enter altitude-critical Underspeed Protection mode after approximately 10 seconds. GA mode is the only ESP-associated mode that can be engaged below 200’ AGL GPS altitude.


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190-00716-03 Rev. 1

FLIGHT INSTRUMENTS

G1000 FLIGHT INSTRUMENTS

Flight instruments are an integrated part of the G1000 system. For system descriptions, operating instructions, and abnormal failure indication refer to the Cockpit Reference and Pilot’s Guides.

STANDBY FLIGHT INSTRUMENTS

There are three 2 ¼ inch standby instruments that are arranged vertically directly to the right of the pilot’s Primary Flight Display:

• Standby attitude indicator

• Standby airspeed indicator

The standby attitude indicator located at the top of the stack is normally powered by the Triple Fed Bus. In the event of total loss of aircraft electrical power, there is a standby battery that will power the standby attitude indicator for at least 30 minutes.

The second instrument in the stack is a standby altimeter. It is a mechanical instrument that requires no electrical power to display altitude. Electrical power is used for internal instrument lighting, and for an internal vibrator that is used to minimize indicator pointer sticking.

The vibrator is normally powered from the Triple Fed Bus. In the event of total loss of normal aircraft electrical power, the vibrator and internal lighting are powered by the standby battery. The standby altimeter uses the copilot’s static system for its source of static air pressure.

The bottom instrument is a mechanical airspeed indicator. It is a mechanical instrument that requires no electrical power to operate.

Electrical power is used for internal lighting. In normal operation, power for standby instrument lighting comes from the Triple Fed Bus. In the event of a total loss of aircraft electrical power, the standby battery will power the instrument’s internal lighting. The standby airspeed indicator uses the copilot’s static system for its source of static air pressure, and the copilot’s pitot system for its source of impact air pressure.

8 OFF

VIB

1 0 13 hPa

ALT

7

1 0 0 0

6

5

IN HG

2992

3

250

300 40

AIRSPEED

60

80

200

KNOTS

100

150

Figure 20, Standby Flight Instruments


Page 127 of 141

ENGINE INSTRUMENTATION

Engine instruments, located in a window on the left side of the MFD, are grouped according to their function. The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off power. Climb and cruise power are established using the torquemeters and propeller tachometers while observing ITT limits. Gas generator (N

1

) operation is monitored by the gas generator tachometers. The lower grouping consists of the fuel flow indicators and the oil pressure/temperature indicators.

The engine transducers send their signals to the GARMIN GEAs (Engine and Airframe LRU) which process the signals and allow the engine parameters to be displayed on the MFD. There are two GEAs; one for each engine. Operating on 28vdc power, both GEAs receive power from the Triple Fed Bus.

The GEAs are protected by circuit breakers located on the left side circuit breaker panel labeled GEA.

The ITT indicator gives a reading of engine gas temperature between the compressor turbine and the power turbines. A digital indication combined with the pointer gives a resolution of 1

O

C.

The torquemeters give an indication in percent (%) torque being applied to the propeller. A digital indication combined with the pointer gives a resolution of 0.2%.

Propeller Autofeather annunciations are located adjacent the torquemeters, to the upper right of each indicator. When the autofeather system is armed, the green ‘AFX’ annunciations will be posted.

The propeller tachometer reads directly in revolutions per minute. A digital indication combined with the pointer gives a resolution of 10 RPM.

The N

1

or gas generator tachometer is in percent of RPM, based on a figure of 37,500 RPM at 100%.

Maximum continuous gas generator speed is limited to 39,000 RPM or 104.0% N

1

. A digital indication combined with the pointer gives a resolution of 0.1% RPM.

The fuel flow indicators give an indication of fuel consumption in pounds of fuel per hour. A digital indication combined with the pointer gives a resolution of 1 lb/hr.

The oil pressure indicator displays oil pressure (in PSI). A digital indication combined with the pointer gives oil pressure a resolution of 1 psi.

The oil temperature indicator displays oil temperature (in Degrees Celsius). A digital indication combined with the pointer gives oil temperature a resolution of 1°C

A propeller synchroscope, located above and between the propeller tachometers, indicates propeller synchronization. When the propellers are operating at the same RPM, the display will show stationary diamond symbols. As one propeller begins to turn faster than the other propeller, the diamonds will begin to move towards the faster turning propeller and transition into an arrowhead pointing towards the faster turning propeller. The transition to a full arrowhead is complete when the propeller speed difference is equal to 50 RPM. This instrument aids the pilot in obtaining synchronization of the propellers.


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190-00716-03 Rev. 1

PROPELLER SYNCHROPHASER

A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that turns the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON, push the PROP SYNC switch. A green ON annunciator will illuminate when the system is on.

To turn the propeller synchrophaser OFF, push the PROP SYNC switch.

Refer to the Systems Description section in the airplane’s original Pilot’s Operating Handbook and FAA

Approved Airplane Flight Manual for a description of the synchrophaser and its operation.

ELECTRICAL SYSTEM

INVERTERS

The two solid-state inverters are not needed with the G1000 system and have been removed.

POWER DISTRIBUTION

There are no changes to the electrical power generation, power feeders, control, or fault protection.

LEFT GENERATOR BUS

(GEN No. 1)

No. 2 Avionics Bus

COM 2

AUDIO 2

RADAR

DME

ADF

Radio Altimeter

AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION

WX-500 Stormscope (OPT)

Bleed Air Control, R

Blower, Vent

Bus Tie Power, L Gen

Chip Detector, L

Cigar Lighter

Engine Anti-Ice, L Standby

Flap Indicator & Control

Flap Motor

Flight Inst (Pilot) & Side Panel

Lights

CENTER BUS

AHRS 1 Secondary Power

ADC 1 Secondary Power

Beacon Lights

Condenser Blower

Electric Heat (Aft)

Electric Heat (Fwd)

GIA 1 Secondary Power

Ice Lights

Landing Gear Motor

PFD 1 Secondary Power

Prop Deice Power (Manual),

L & R

Taxi Lights

RIGHT GENERATOR BUS

(GEN No. 2)

No. 3 Avionics Bus

Datalink

Traffic

WIFI

IRIDIUM

IRIDIUM Heater

Air Cond Clutch

Blower, Aft Evaporator

Brake Deice (OPT)

Bus Tie Power, R Gen

Bus Tie Control

Bus Tie Indicator

Chip Detector, R

Copilot PFD & Clock Lights

Engine Anti-Ice, R Standby

Fuel Vent Heat, R

Landing Light, R


Page 129 of 141

LEFT GENERATOR BUS

(GEN No. 1)

Fuel Vent Heat, L

Fuel Pressure Warning, L

Fuel Qty, L

Fuel Qty Warning, L

Fuel Transfer, L

Firewall Valve, L

Landing Light, L

MFD Standby Lights

Navigation Lights

No Smoking, FSB & Baggage

Lights

Prop Deice, Auto

Tail Flood Lights

Standby Pump, L

Windshield Anti-Ice Control, Pilots

Windshield Anti-Ice Power, Pilots

CENTER BUS

RIGHT GENERATOR BUS

(GEN No. 2)

Pitot Heat, R

PROP GOV TEST

Prop Sync

Fuel Pressure Warning, R

Fuel Qty, R

Fuel Qty Warning, R

Fuel Transfer, R

Firewall Valve, R

Reading Lights

Stall Warning Heat

Strobe Lights

Sub Panel, Overhead, Console

Lights

Standby Pump, R

Toilet

Windshield Anti-Ice, Copilot

TRIPLE FED BUS BATTERY BUS

Avionics No. 1 Bus

XPDR 1

ADC 1 Primary Power

ADC 2

AFCS Servos

AHRS 1 Primary Power

AHRS 2

Battery Relay

Battery Bus Tie

Voltmeter

Annunciator Indicator

Annunciator Power

Audio 1

DUAL FED BUS

Cabin Entry Lights

Digital Clocks

Door Lock Lights

Audio, Cabin

Engine Fire Extinguisher,

L & R

Aural Warning

Autofeather

Aux Fuel Transfer & Warning,

L & R

Avionics Annunciator (Opt)

Avionics Master

Bleed Air Control, L

Bleed Air Warning, L & R

STANDBY BATTERY

Compass Light

Instrument Indirect Lights

Standby Altimeter Vibrator

Standby Attitude

Standby Instrument Backlighting

Standby Battery Indicator


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190-00716-03 Rev. 1

TRIPLE FED BUS

Bus Tie Power, TPL FED

Bus Tie Control

Bus Tie Indicator

CABIN ALT HIGH

CABIN DIFF HIGH

Cabin Lights

Cabin Pressurization Control

Cabin Temperature Control

COM 1

Crossfeed

Eng Anti-Ice, L & R Main

Fan – PFD/GIA, L & R

Fire Detection L & R

FMS Control

GEA, L & R

Generator Reset

GIA 1 Primary Power

GIA 2

GSD

Ignitor Power L & R

Instrument Indirect Lights

Landing Gear Control

Landing Gear Indication

Landing Gear Warning

MFD

MFD Fan

Mode Control

Oil Pressure Warning, L & R

Outside Air Temperature (OAT)

Oxygen Control

PFD 1 Primary Power

PFD 2

Pitot Heat, L

Prop Deice Control

Rudder Boost

Signal Conditioner, L & R

Start Control, L & R

Stall Warning

Standby Attitude

Standby Altimeter Vibrator


Page 131 of 141

Standby Auxiliary Battery

Surface Deice

Torquemeter, L & R

Voice Recorder

WSHLD Wiper


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190-00716-03 Rev. 1

STANDBY BATTERY POWER SUPPLY

The G1000 installation incorporates a 24 vdc, 5 Ah L-3 Avionics model PS-835 Standby

Battery that provides electrical power for the standby attitude gyro, standby altimeter vibrator, and internal lighting for the three standby instruments and magnetic compass for a minimum of 30 minutes following a total loss of aircraft power including the aircraft’s battery.

A push button switch located directly below the standby airspeed indicator controls the standby battery power system. The switch is a push ON (switch latches in), push OFF (switch pops out) type of switch.

The system has three modes: OFF, ON, and ARM.

OFF The system is OFF when the Standby Battery switch is not depressed. There are no internal switch annunciators illuminated in the switch when the system is OFF.

ON (Amber) Illuminates when the standby battery is powering the standby instruments. The Standby

Battery switch must be latched ‘IN’ and the airplane has no source of normal electrical

power for the standby battery to power the standby instruments. When the ON

annunciator is illuminated, the standby battery will provide electrical power for the three

standby instruments for at least 30 minutes.

ARM (Green) The system is armed for automatic operation when the Standby Battery switch is latched

‘IN’ and the airplane is being powered by a normal source of electrical power. Normal power sources include the airplane’s battery, at least one generator, or external power.

During normal operations, the standby battery remains in a fully charged state by its own trickle charger, which is powered from the electrical system through the STBY AUX BAT circuit breaker located on the right side circuit breaker panel.


Page 133 of 141

LIGHTING SYSTEMS

COCKPIT

An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER

PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STANDBY INSTRUMENT

LIGHTS, MFD, OVERHEAD PED & SUBPANEL LIGHTS, SIDE PANEL, CLOCKS, and COPILOT PFD.

PILOT PFD – Controls the brightness of the pilot’s PFD.

STANDBY INSTRUMENT LIGHTS - Controls the brightness of the internal lighting for the standby attitude indicator, standby altimeter, and standby airspeed indicator.

MFD – Controls the brightness of the Multi-Function Display (MFD).

OVERHEAD PED & SUBPANEL LIGHTS - Controls the brightness of the backlighting of the overhead light control panel and internal lighting of the overhead electrical gauges, throttle quadrant backlighting, internal lighting for pedestal-mounted gauges, and the MFD Controller panel backlighting, and the subpanel backlighting.

SIDE PANEL - Controls the brightness of the backlighting of the right side circuit breaker panel, the left side circuit breaker panel and the fuel gauge panel.

CLOCKS – Controls the brightness of the clocks mounted in the pilot’s and copilot’s control wheels.

COPILOT PFD – Controls the brightness of the copilot’s PFD.

Separate rheostat switches individually control the instrument indirect lights in the glareshield and overhead map lights.

PITOT AND STATIC SYSTEM

PITOT

The pitot heads are the sources of impact air for the operation of the flight instruments.

A heated pitot mast is located on each side of the lower portion of the nose. Tubing from the left pitot mast is connected to the pilot’s air data computer (ADC1), and tubing from the right pitot mast is connected to the copilot’s air data computer (ADC2) and the standby airspeed indicator. The switch for the PITOT – LEFT – RIGHT – OFF is located in the ICE PROTECTION group on the pilot’s right subpanel.


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190-00716-03 Rev. 1

STATIC

The normal static system has two separate sources of static air. One source is connected to the pilot’s air data computer (ADC1), and the other is connected to the copilot’s air data computer (ADC2) and the standby instruments. Each of the normal static air lines opens to the atmosphere through two static air ports—one on each side of the aft fuselage, four ports total.

An alternate static air line is also provided for the pilot’s air data computer (ADC1). In the event of a failure of the pilot’s normal static air source (e.g., if ice accumulations should obstruct the static air ports), the alternate source can be selected by lifting the spring-clip retainer off the PILOT’S EMERGENCY

STATIC AIR SOURCE valve handle, located on the right side panel, and moving the handle aft to the

ALTERNATE position. This will connect the alternate static air line to the pilot’s air data computer

(ADC1). The alternate line is open to the unpressurized area just aft of the rear pressure bulkhead.

When the alternate static air source is not needed, ensure that PILOT’S EMERGENCY STATIC AIR

SOURCE valve handle is held in the forward (NORMAL) position by the spring-clip retainer.

WARNING

THE PILOT’S AIRSPEED AND ALTIMETER INDICATIONS CHANGE WHEN THE

ALTERNATE STATIC AIR SOURCE IS IN USE. REFER TO THE AIRSPEED

CALIBRATION – ALTERNATE SYSTEM, AND THE ALTIMETER CORRECTION –

ALTERNATE SYSTEM GRAPHS IN SECTION 5, PERFORMANCE, OF THE

AIRPLANE’S ORIGINAL PILOT’S OPERATION HANDBOOK AND FAA

APPROVED AIRPLANE FLIGHT MANUAL FOR OPERATION WHEN THE

ALTERNATE STATIC AIR SOURCE IS IN USE.

There are three drain petcocks for draining the static air lines located below the side panel on the right sidewall behind an access cover. These drain petcocks should be opened to release any trapped moisture at each inspection interval or after exposure to visible moisture on the ground, and must be closed after draining.

For RVSM compliant aircraft that operate in RVSM airspace, special care must be taken when inspecting the static ports and surrounding regions during preflight inspection. The static port openings should be smooth and round, and free of foreign material. The fuselage skin in the RVSM critical region, which is defined by markings in the vicinity of the static ports, should have no skin defects, physical damage, or large gaps and steps in the skin surface caused by improperly seated access panels or hatches.

GROUND COMMUNICATIONS

Ground communication is provided by the G1000 system by turning ON the airplane’s battery. COM 1 and the pilot’s audio panel will be powered. The pilot may use the airplane’s speaker and hand microphone or a headset for communication.


Page 135 of 141


General

The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for some reason, the terrain data is not available from the G1000, all of the components of the SVS system will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features are selected or de-selected using the PFD softkeys on the SVS menu.

Synthetic Terrain

The synthetic (3D) terrain display on the PFD provides a perspective view of the terrain ahead of the aircraft showing ground features up to 30 degrees left and 35 degrees right of the airplane heading. The terrain display is derived from the same terrain data contained in the G1000 system that is optionally used to display terrain on the MFD map display. The terrain data has a resolution of 9 arc-seconds, this means that the terrain elevation contours in the database are stored broken down into squares

9 arc-seconds on each side. That data is processed and smoothed by the G1000 system to provide the synthetic terrain display. In some instances, terrain features such as lakes in mountainous areas may be presented by the SVS system as if the lake water extends somewhat up the mountainside. This is due to the limitations of the terrain database resolution but is not significant for the approved uses of the SVS system.

The SVS terrain display will show land contours; large water features; and, towers and other obstacles over 200 ft AGL (including buildings), that are included in the G1000 obstacle database. In order to provide a clean, uncluttered PFD display, cultural features on the ground such as; roads and highways, railroad tracks, cities, and political boundaries (state / county lines) are not displayed on the PFD even if those features are selected for display on the MFD. The colors used to display the terrain elevation contours are similar to those used on the MFD map. The terrain display also includes a north-south, east-west grid to assist in orientation relative to the terrain.

The terrain display is intended to serve as an awareness tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.

Navigation must not be predicated solely upon the use of the TAWS, Terrain or Obstacle data displayed


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190-00716-03 Rev. 1

by the G1000 SVS system.

The Terrain/Obstacle/Airport databases have an area of coverage as detailed below:

• The Terrain Database has an area of coverage from North 75° Latitude to South 60° Latitude in all longitudes.

• The Airport Terrain Database has an area of coverage that includes the United States, Canada,

Mexico, Latin America, and South America.

• The Obstacle Database has an area of coverage that includes the United States.

NOTE

The area of coverage may be modified, as additional terrain data sources become available.

Obstacle and Terrain Alerts and Warnings

Obstacles and terrain displayed on the SVS system may be highlighted if an alert or warning is generated by the G1000 Terrain or TAWS system. If an obstacle alert is presented for an obstacle that is in the

SVS field of view, the obstacle symbol on the PFD will turn yellow in color. If an obstacle warning is generated by the G1000 system, the obstacle symbol on the PFD will turn red.

If the G1000 Terrain or TAWS system generates a terrain alert or warning, the terrain feature displayed on the PFD will be colored yellow for an alert or red for a warning for as long as the alert remains valid.

Because the area monitored by the Terrain or TAWS system can be wider than the field of view that can be displayed by the SVS system, it is possible to receive an obstacle or terrain audible alert for an obstacle or terrain that is not shown on the SVS display. In those cases, the object generating the alert will be left or right of the aircraft. Refer to the other displays in the aircraft to determine the cause of the message.

Flight Path Marker

The SVS display includes a green circular barbed symbol called the Flight Path Marker (FPM) that represents the current path of the airplane relative to the terrain display. The FPM is always displayed when synthetic terrain is displayed and the aircraft ground speed exceeds 30 kt. The FPM indicates the current lateral and vertical path of the airplane as determined by the GPS sensor. If the FPM is above the horizon line, the airplane is climbing, and similarly if the FPM is below the horizon line, the airplane is descending. If the airplane is flying in a crosswind, the FPM will be offset from the center of the display.

In that case, the center of the PFD airplane reference symbol indicates the airplane heading and the FPM indicates the direction that the airplane is actually moving, taking into account the crosswind.

The FPM indicates the current path of the airplane but does not predict the future path. If aircraft attitude, power setting, airspeed, crosswind, etc. are changed, the FPM will move to indicate the new path resulting from those changes.

If the FPM is below the terrain or obstacle displayed behind it on the PFD, the current aircraft path will not clear that terrain or obstacle. If the FPM is above that terrain or obstacle, the aircraft will clear the terrain or obstacle IF, AND ONLY IF, THE CURRENT AIRCRAFT CONFIGURATION IS MAINTAINED, AND


Page 137 of 141

THE AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL

(CLIMB) GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE.

Pathway

If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS.

The pathway is a perspective representation of the programmed flight path. When the aircraft is well off course, the pathway will be displayed as a number boxes floating in the sky along the programmed lateral and vertical path. As the aircraft intercepts the programmed flight path, the number of boxes displayed will be reduced to a maximum of four to avoid cluttering the PFD display. The pathway is only displayed for navigation paths that are fully defined by the sensor in use. Because a fully defined lateral and vertical path through space is not defined by them, a Pathway is not displayed for heading legs, VOR,

LOC, BC or ADF segments. When the Pathway is displayed, the color of the boxes indicates the sensor generating the path. If the GPS sensor is in use, the boxes will be magenta colored. If the LOC sensor is defining the path in use, the boxes will be green.

The Pathway boxes are +- 100 ft in vertical dimension and approximately +-380 ft horizontally from the center of the box. The Pathway presentation is intended only to aid the pilot in awareness of the programmed flight path location relative to the airplane’s current position. The pathway is not intended for use as a primary reference in tracking the navigation path.

If a GPS based descent profile has been programmed either on the G1000 flight plan page or as part of an approach or STAR, the descent will be displayed by the Pathway. Climb paths are never displayed by the Pathway. If a profile requires a climb, the Pathway will be displayed as a level segment at the higher of the altitude defined by the programmed path or the G1000 altitude selector.

Traffic

If traffic that is within the SVS field of view is detected by the G1000 system, a symbol will be displayed on the PFD indicating the direction and relative altitude of the traffic. The traffic will be displayed as a white diamond unless it generates a traffic alert. Traffic that causes an alert will be displayed as a solid yellow circle accompanied by a yellow TRAFFIC annunciator to the right of top of the airspeed display tape.

Horizon line

The SVS display includes an always visible white horizon line that represents the true horizon. Terrain will be presented behind the horizon line, and terrain shown above the horizon line is above the current aircraft altitude. Terrain that is shown below the horizon line is below the aircraft altitude.


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190-00716-03 Rev. 1

Horizon Heading

A heading scale may be displayed on the PFD horizon line, if selected by the pilot. The heading marks are spaced in even 30 degree increments and are presented just above the horizon line with tic marks that intersect the horizon line. The horizon heading will correspond to that presented by the HSI.

Because the horizon heading is only displayed in 30 degree increments, it should only be used for general heading awareness and not be used to establish the aircraft heading.

Airport Signs and runway highlight

If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the

SVS display for nearby airports that are contained in the G1000 airport database. The signpost will become visible when you are within approximately 15nm of the airport. The text identifier for the airport will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport.

Once the aircraft reaches approximately 4.5 nm from the airport, the airport sign will be removed but the runways presentation will remain. If an approach to a specific runway has been loaded and activated, that runway will be highlighted on the SVS display.

When on an approach, the highlight for the approach runway will be considerably larger than “normal” to assist in visually acquiring the runway. The oversized highlight will automatically shrink around the runway depiction so that the runway is proportionally displayed when the aircraft is within approximately

½ nm of the threshold. Runway highlighting is displayed even if APTSIGNS are turned off.


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TAWS AND GPWS

Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-001 and 190-01344-00

Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 TAWS and GPWS system functions and operating instructions.

Most of the G1000 Class A TAWS and GPWS functions depend upon either GPS or radar (radio) altitude to function properly. The Altitude Voice Callout (VCO) GPWS function is one of the few that may use both altitudes for normal operation. Because of the unique functional nature of the VCO function, its description is contained in this section.

VCO Description

The advisory aural Voice Callouts (VCO) are part of the TAWS GPWS functionality. In Class A TAWS configurations, aural altitude callouts “Five Hundred,” “Four Hundred,” “Three Hundred,” “Two Hundred,” and “One Hundred” are generated based on inputs from the radar altimeter and GPS altitude. When the aircraft is more than 5 NM from an airport, the VCO messages are triggered solely on radar altitude and will not function if radar altitude is unavailable.

Inside of 5 NM to an airport, the callouts are based on the aircraft’s GPS altitude above the runway threshold as obtained from the G1000 aviation database. Loss of GPS altitude will cause TAWS to become unavailable. If TAWS is not available, and radar altitude is available, VCO messages will be derived strictly from radar altitude. If TAWS and radar altitude are both unavailable, VCO is inoperative.

In Class B TAWS configurations, VCO issues the “Five Hundred” aural message only . The messages are based only on GPS altitude, even if the aircraft has an operable radar altimeter. VCO messages are not available when the system status annunciations shown below are posted.

System Status

Type

TAWS System Test in Progress

TAWS System Failure

Visual

Annunciation

Aural

Annunciation

None

“TAWS System Failure”

“TAWS Not Available”

TAWS Not Available

VCO callouts are inactive at the initialization of the TAWS-A or TAWS-B system. When the aircraft’s height above terrain exceeds 675 feet, the function becomes enabled and is provided during all flight phases. Alerts are issued, one time only, when the height above terrain becomes less than 500 feet down to 100 feet (TAWS-A), at which time the VCO is disabled until the aircraft climbs at least 175 above the altitude associated with the last VCO callout that was issued. VCO alerts cannot be inhibited in any

TAWS configuration.


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190-00716-03 Rev. 1

Section 8 – Handling, Service, and Maintenance

Refer to the G1000/GFC 700 System Maintenance Manual (contains Instructions for Continued

Airworthiness) P/N 190-00716-01 Rev. 1 or later FAA approved revision for maintenance requirements for the G1000 system and components.


Page 141 of 141

Garmin SA01535Wi_D FAA Approved Airplane Flight Manual Supplement

GARMIN International, Inc

Log of Revisions

Table of Contents

Section 1 - General

OPERATIONAL APPROVALS

G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT

APPROVALS

Section 2 - Limitations

G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS

Figure 1, GRS 77 Geographic Limits

Section 3 - Emergency Procedures

Table of Contents

Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory action items. The pilot shall perform these items without reference to the checklist in this section.

AUTOMATIC FLIGHT CONTROL SYSTEM

ELECTRICAL SYSTEM

TAWS AND GPWS

TCAS II

WINDSHEAR ENCOUNTER

ESP ENGAGEMENT

Section 3A - Abnormal Procedures

Table of Contents

AUTOMATIC FLIGHT CONTROL SYSTEM

(amber or annunciation on PFD)

or annunciation on PFD)

or annunciation on PFD)

ELECTRONIC STABILITY AND PROTECTION

G1000 INTEGRATED AVIONICS SYSTEM

DISPLAY UNIT FAILURE

•

•

(RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED

INDICATORS)

(ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD)

(RED 'X' ON ENGINE DISPLAY)

(LATERAL DEVIATION BAR NOT PRESENT AND/OR GLIDESLOPE INDEX

CLEARS)

SYNTHETIC VISION

TAWS AND GPWS

Section 4 - Normal Procedures

RIGHT AFT FUSELAGE

LEFT AFT FUSELAGE

Figure 2, RVSM Critical Region

OTHER PROCEDURES

AUTOPILOT OPERATION

Section 5 – Performance

Section 6 - Weight and Balance

Section 7 - Systems Description

Figure 3, Instrument Panel

Figure 4, Pilot's Control Wheel

Figure 5, Copilot's Control Wheel With Trim Switches

Figure 6, Copilot's Control Wheel Without Trim Switches

Figure 7, Overhead Panel

Figure 8, Left Side Circuit Breaker Panel (Airplanes FL-1Thru FL-119, FL-121, FN-1,

FM-1 Thru FM-8)

Figure 9, Left Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380,

FL-382, FM-9 Thru FM-11

Figure 10, Left Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12 and After)

Figure 11, Right Side Circuit Breaker Panel (Airplanes FL-1 Thru FL-119, FL-121, FN-1,

FM-1 Thru FM-8)

Figure 12, Right Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380,

FL-382, FM-9 Thru FM-11)

Figure 13, Right Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12 and After)

Figure 14, Pedestal Configuration

Figure 15, GFC 700 System Interface

Figure 16, Electric Trim Switches, Pilot's Control Wheel

Figure 17 – Nominal Roll Attitude ESP Engagement Limit Indications

Figure 18 – Engagement Limit Indications Upon ESP Activation

Figure 19 – Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications

Figure 20, Standby Flight Instruments

VCO Description

Section 8 – Handling, Service, and Maintenance

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