Garmin | GMA™ 35 | Garmin GMA™ 35 AFMS, GTN 6XX/7XX Part 23 AML STC

Garmin GMA™ 35 AFMS, GTN 6XX/7XX Part 23 AML STC
LOG OF REVISIONS
Page
Number
Revision
Number
Date
1
03/18/11
2
12/18/12
See Revision 3
3
03/26/13
See Revision 4
4
11/24/14
All
Complete Supplement
7
Table 1
•
Added new functions
11
Section 1.4
• New section
16
Section 2.7
• Modified limitation
18
Section 2.12
• Added wire obstacles
20
Section 2.21
• Modified limitation
20 & 21
26
27
32
34
190-01007-A2 Rev. 8
Page ii
Description
FAA Approved
Robert Grove
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date: 03/18/2011
Michael Warren
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date: 12/18/2012
Michael Warren
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date: 04/12/2013
Michael Warren
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date : 11/25/2014
Section 2.22 & 2.23
• Added limitations
Section 3.2.10
• Added Flight Stream
210 to procedure
Section 4.1
• Removed telephone
audio deactivation
procedure
Section 7.5
• Added wire obstacles
Section 7.9
• Added Flight Stream
210
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
LOG OF REVISIONS
Revision
Number
Date
Page
Number
34
5
02/25/16
37
All
Description
FAA Approved
Section 7.10
• Added wire obstacles
Section 7.17
• Added section
All Sections
• Reformatted and
updated sections to
better coincide with the
VFR AFMS.
Michael Warren
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date : 02/25/2016
Section 2
• Added RF leg
description and
limitations
• Added QFE limitations
• Added Autopilot
limitations
• Added polar operation
limitation
• Added text regarding
new data units in the
GTN
• Added Fuel Range Ring
description and
limitations
• Added Flight Stream
210 limitation
Section 4
• Added autopilot
capability assessment
regarding RF legs
• Updated installer
descriptions of
configuration
checkboxes
• Added Search and
Rescue autopilot note
• Added RNP 1.0
installation options
Section 7
• Added GMA 35c
information
• Removed references to
GDL 88 and replaced
with generic ADS-B
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page iii
LOG OF REVISIONS
Revision
Number
6
Date
Page
Number
09/09/16
1
• Added GWX 70
turbulence detection
note
• Added GTN crossfill
information
Table 1
• Added Flight Stream
510 data
5
Section 1.2
• Removed text
6-8
Section 1.5
• Added definitions
9
Section 2.1
• Updated CRG Revisions
12
Table 3
• Added Flight Stream
510 line
12
Section 2.7
• MMC additions
12
18
18
190-01007-A2 Rev. 8
Page iv
Description
FAA Approved
Michael Warren
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date : 09/09/2016
Section 2.8
• Added reference to
section 2.29
Section 2.28
• Fixed error
Sections 2.29-2.31
• New Sections
22
Section 3.2.8
• Reworded and added
additional text
23
Sections 3.2.9-3.2.13
• New Sections
• Renumbered sections
27
Section 4.7
• New section
29
Section 7.1
• New revision numbers
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
LOG OF REVISIONS
Revision
Number
Date
Page
Number
32
Section 7.9
• Added Flight Stream
510
33
Section 7.10
• Reworded
34
Table 4
• Added PTC
38
Section 7.19
• Flight Stream 510
content added
41-42
7
10/17/17
6-8
08/08/18
Sections 7.25-7.26
• New sections
Sections 1.5
• New definitions
9
Section 2.1
• Updated CRG Revisions
10
Section 2.4
• Updated FDE
compliance text
12
Section 2.6
• Updated software grid
13
Section 2.10
• Renamed section
19-20
Section 2.32-2.33
• New sections
22
Section 3.2.1-2
• Updated text
32
Section 7.27
• Updated PG Revisions
45
8
Description
6-9
10
Section 7.27
• New section
Section 1.5
New abbreviation added
FAA Approved
Erik Frisk
ODA STC Unit
Administrator
Garmin International, Inc.
ODA-240087-CE
Date : 11-01-2017
See Page i
Section 2.1
• Updated CRG Revisions
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page v
LOG OF REVISIONS
Revision
Number
Date
Page
Number
13
Section 2.6
• Updated software grid
14
Section 2.9
• Changed approach
requirements for VOR
or ADF approaches
15
Section 2.11
• All text updated
16
FAA Approved
Section 2.14
• Title change
Section 2.15
• User airport text added
19
Section 2.30
• Updated charts text
20
Section 2.32
• Added new text
25
190-01007-A2 Rev. 8
Page vi
Description
Section 3.2.11
• New text
Section 3.2.14
• New section added
26
Section 3.2.15
• New section added
30
Section 4.6
• New section added
31
Section 4.9
• New section added
33
Section 7.1
• Updated PG versions
34
Section 7.5
• Additional options
40
Section 7.14
• Text updated
44
Section 7.23
• Updated text add bullet
46-48
Section 7.28 – 7.31
• New sections added
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
Table of Contents
SECTION
Section 1. General
1.1 Garmin GTN Navigators
1.2 System Capabilities
1.3 Electronic Flight Bag
1.4 Electronic Checklists
1.5 Definitions
Section 2. LIMITATIONS
2.1 Cockpit Reference Guide
2.2 Kinds of Operation
2.3 Minimum Equipment
2.4 Flight Planning
2.5 System Use
2.6 Applicable System Software
2.7 MMC / SD Database Cards
2.8 Navigation Database
2.9 Ground Operations
2.10 Instrument Approaches
2.11 QFE Barometric Setting
2.12 RF Legs
2.13 Autopilot Coupling
2.14 Terrain Alerting Function (All Units)
2.15 TAWS Function (Optional)
2.16 Polar Operations
2.17 Datalink Weather Display (Optional)
2.18 Traffic Display (Optional)
2.19 StormScope® Display (Optional)
2.20 Flight Planner/Calculator Functions
2.21 Fuel Range Rings
2.22 Glove Use / Covered Fingers
2.23 Demo Mode
2.24 Active Weather Radar
2.25 Telephone Audio
2.26 Multi Crew Aircraft (GMA 35 Only)
2.27 Wire Obstacle Database
2.28 Portable Electronic Devices
2.29 Database Updates
2.30 Charts Database (Dual GTN7XX and TXi GDU)
2.31 Automatic Speech Recognition
2.32 OBS Mode
2.33 Advisory Visual Approaches
Section 3. EMERGENCY PROCEDURES
3.1 Emergency Procedures
3.2 Abnormal Procedures
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
PAGE
1
1
3
6
6
6
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10
10
10
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12
13
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14
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15
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190-01007-A2 Rev. 8
Page vii
Section 4. NORMAL PROCEDURES
4.1 Unit Power On
4.2 Before Takeoff
4.3 HSI and EHSI Operation
4.4 Autopilot Operation
4.5 Coupling the Autopilot during approaches
4.6 Coupling the Autopilot for Descent VNAV
4.7 Coupling the Autopilot during Search and Rescue Operations
4.8 Database Conflict Resolution
4.9 Cold Weather Compensation
Section 5. PERFORMANCE
Section 6. WEIGHT AND BALANCE
Section 7. SYSTEM DESCRIPTIONS
7.1 Pilot’s Guide
7.2 Leg Sequencing
7.3 Auto ILS CDI Capture
7.4 Activate GPS Missed Approach
7.5 Terrain Proximity, Terrain Alerting, and TAWS
7.6 GMA 35/35c Audio Panel (Optional)
7.7 Traffic System (Optional)
7.8 StormScope® (Optional)
7.9 Power
7.10 Databases and Flight Plan Waypoints/Procedures
7.11 External Switches
7.12 Airspace Depiction and Alerts
7.13 Garmin ADS-B Traffic System Interface (Optional)
7.14 GWX 70/75 Weather Radar (Optional)
7.15 Charts (Optional)
7.16 Transponder Control (Optional)
7.17 Telephone Audio (Optional)
7.18 Depiction of Obstacles and Wires
7.19 Flight Stream 210/510 (Optional)
7.20 Map Page
7.21 User Defined Waypoints
7.22 Times and Distances
7.23 GTN-GTN Crossfill
7.24 Direct-To Operations
7.25 Automatic Speech Recognition (ASR)
7.26 European Visual Reporting Points
7.27 Advisory Visual Approaches
7.28 Descent VNAV
7.29 Along Track Waypoints
7.30 Database Provided Altitudes
7.31 Database Sync with G500/600 or G500/600/700TXi GDUs
190-01007-A2 Rev. 8
Page viii
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48
48
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
Section 1. General
GTN 750
GTN 725
GTN 650
GTN 635
GTN 625
1.1 Garmin GTN Navigators
The Garmin GTN navigation system is a GPS system with a Satellite Based
Augmentation System (SBAS), comprised of one or more Garmin TSO-C146c
GTN 625, 635, 650, 725, or 750 navigator(s) and one or more Garmin approved
GPS/SBAS antenna(s). The GTN navigation system is installed in accordance
with AC 20-138A.
GPS SBAS Navigation:
•
Oceanic, enroute, terminal, and non-precision
X
X
X
X
X
approach guidance
•
Precision approach guidance (LP, LPV)
VHF Com Radio, 118.00 to 136.990, MHz, 8.33 or 25
X
X
X
kHz increments
VHF Nav Radio, 108.00 to 117.95 MHz, 50 kHz
X
X
increments
LOC and Glideslope non-precision and precision
approach guidance for Cat 1 minimums, 328.6 to 335.4
X
X
MHz tuning range
Moving map including topographic, terrain, aviation, and
X
X
X
X
X
geopolitical data
Display of datalink weather products, SiriusXM, FIS-B,
X
X
X
X
X
Connext (all optional)
Control and display of airborne weather radar (optional)
X
X
Display of terminal procedures data (optional)
X
X
Display of traffic data, including ADS-B (optional)
X
X
X
X
X
Display of StormScope® data (optional)
X
X
X
X
X
Display of marker beacon annunciators (optional)
X*
X*
X*
X
X
Remote audio panel control (optional)
X
X
Remote transponder control (optional)
X
X
X
X
X
Remote audio entertainment datalink control (optional)
X
X
X
X
X
TSO-C151c Class B TAWS (optional)
X
X
X
X
X
Supplemental calculators and timers
X
X
X
X
X
Control of GSR 56 Iridium Satellite Phone and SMS Text
X
X
X
X
X
Control of Flight Stream 210 (optional)
X
X
X
X
X
Control of Flight Stream 510 (optional)
X
X
X
X
X
* Display of marker beacon annunciations on the GTN 6XX is only possible when installed with a
Garmin GMA 350 audio panel.
Table 1 – GTN Functions
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page 1
The GPS navigation functions and optional VHF communication and navigation
radio functions are operated by dedicated hard keys, a dual concentric rotary
knob, or the touchscreen.
Figure 1 - GTN 750 Control and Display Layout
Figure 2 - GTN 635/650 Control and Display Layout
190-01007-A2 Rev. 8
Page 2
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
1.2 System Capabilities
This Flight Manual Supplement documents the installed capabilities of the GTN
specific to the aircraft for which this manual is created.
NOTE
In sections which contain a square checkbox (□) the installer
will have placed an “X” in the boxes next to the capabilities
applicable to the installation.
The GTN system and associated navigation interface in this aircraft have the
following capabilities, in addition to the core multifunction display capability:
 VHF Communication Radio
 Primary VHF Navigation
 Primary GPS Navigation (Enroute) and Approach Capability (LP/LNAV) –
See below
 Primary GPS Approach Capability with Vertical Guidance (LNAV/VNAV,
LPV) – See below
 TSO-C151c Terrain Awareness and Warning System – See section 2.15
 Enroute Baro-VNAV
GPS/SBAS TSO-C146c Class 3 Operation
The GTN complies with AC 20-138A and has airworthiness approval for
navigation using GPS and SBAS (within the coverage of a Satellite Based
Augmentation System complying with ICAO Annex 10) for IFR enroute,
terminal area, and non-precision approach operations (including those
approaches titled “GPS”, “or GPS”, and “RNAV (GPS)” approaches). The
Garmin GNSS navigation system is composed of the GTN navigator and
antenna, and is approved for approach procedures with vertical guidance
including “LPV” and “LNAV/VNAV” and without vertical guidance including
“LP” and “LNAV”.
The Garmin GNSS navigation system 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 including procedures with RF legs
subject to the limitations herein. Part 91 subpart K, 121, 125, 129, and 135
operators require operational approval from the FAA.
The Garmin GNSS navigation system 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 operational approval from the FAA.
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page 3
Applicable to dual installations consisting of two Garmin
GNSS units: The Garmin GNSS navigation system has been
found to comply with the requirements for GPS Class II
oceanic and remote navigation (RNP-10) without time
limitations in accordance with AC 20-138A and FAA Order
8400.12A. The Garmin GNSS navigation system can be
used without reliance on other long-range navigation
systems. This does not constitute an operational approval.
The Garmin GNSS navigation system has been found to
comply with the navigation requirements for GPS Class II
oceanic and remote navigation (RNP-4) in accordance with
AC 20-138A and FAA Order 8400.33. The Garmin GNSS
navigation system 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 GNSS navigation system complies with the accuracy, integrity, and
continuity of function, and contains the minimum system functions required for
P-RNAV 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 consists of one or more
TSO-C146c Class 3 approved Garmin GTN Navigation Systems. The Garmin
GNSS navigation system complies with the accuracy, integrity, and continuity
of function, and contains the minimum system functions required for B-RNAV
operations in accordance with EASA AMC 20-4. The Garmin GNSS navigation
system complies with the equipment requirements for P-RNAV and BRNAV/RNAV-5 operations in accordance with AC 90-96A CHG 1. This does
not constitute an operational approval.
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. Flight crew and operators can
view the LOA status at FlyGarmin.com then select “Type 2 LOA Status.”
Navigation information is referenced to the WGS-84 reference system.
Note that for some types of aircraft operation and for operation in non-U.S.
airspace, separate operational approval(s) may be required in addition to
equipment installation and airworthiness approval.
190-01007-A2 Rev. 8
Page 4
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
Advanced RNP Capabilities
The GTN includes 3 out of 6 of the features required for operations in airspace
requiring Advance RNP based on the ICAO document 9613 Performance Based
Navigation (PBN) Manual, fourth edition, 2013 and is therefore not approved
for Advanced RNP operations. The following table describes the six Advanced
RNP capabilities and the GTN capabilities.
Advanced RNP Feature
RF legs
Parallel offsets
Scalable RNP
RNAV holding
Fixed radius transitions
Time of arrival control (TOAC)
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
GTN Capability
Available if enabled for
installation. See Section 2.12
for limitations.
Available.
GTN provides CDI
scalability in compliance
with TSO-C146c. RNP
scalability is not available.
Available.
Not available in GTN.
Not available in GTN.
190-01007-A2 Rev. 8
Page 5
1.3 Electronic Flight Bag
The GTN 750/725 are operationally suitable as Class 3 Hardware, Type B
Software in accordance with AC 120-76B EFB electronic aeronautical
information when using current FliteChart or ChartView data.
Use of the Flight Stream interface and data for the purpose of Electronic Flight
Bag applications is not approved as part of this STC. Additional approval may
be required to obtain operational approval for use of the Flight Stream and
supplied data to supplement EFB systems.
1.4 Electronic Checklists
The GTN checklist functions are designed to DO-178B software design
assurance level B and support a minor failure classification. While this STC
does not grant operational approval for operators requiring such approval, there
are no limitations precluding operators from obtaining their own operational
approval for the checklist function.
1.5 Definitions
The following terminology is used within this document:
ADF:
Automatic Direction Finder
ADS-B:
Automatic Dependent Surveillance Broadcast
AEG:
Aircraft Evaluation Group (FAA)
APR:
Approach
ASR:
Automated Speech Recognition
ATK:
Along TracK
CDI:
Course Deviation Indicator
DME:
Distance Measuring Equipment
ECAC:
European Civil Aviation Conference
EFB:
Electronic Flight Bag
EGNOS: European Geostationary Navigation Overlay Service
EHSI:
Electronic Horizontal Situation Indicator
FPA:
Flight Path Angle
FIS-B:
Flight Information Services Broadcast
GAGAN: GPS Aided GEO Augmented Navigation
GDU:
Garmin Display Unit
GMA:
Garmin Multimedia Audio
GNSS:
Global Navigation Satellite System
GPA:
Glidepath Angle
GPS:
Global Positioning System
GPSS:
GPS Roll Steering
GTN:
Garmin Touchscreen Navigator
190-01007-A2 Rev. 8
Page 6
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
HOT:
Hazardous Obstacle Transmission wires
HSI:
Horizontal Situation Indicator
IAP:
Instrument Approach Procedure
IFR:
Instrument Flight Rules
ILS:
Instrument Landing System
IMC:
Instrument Meteorological Conditions
LDA:
Localizer Directional Aid
LNAV:
Lateral Navigation
LNAV +V: Lateral Navigation with advisory Vertical Guidance
L/VNAV: Lateral/Vertical Navigation
LOC:
Localizer
LOC-BC: Localizer Backcourse
LP:
Localizer Performance
LPV:
Localizer Performance with Vertical Guidance
LP +V:
Localizer Performance with Advisory Vertical Guidance
MLS:
Microwave Landing System
MMC:
Multi-Media Card
NOTAM: Notice to Airmen
OBS:
Omni Bearing Selector
PED:
Portable Electronic Device
PTC:
Push-To-Command
RAIM:
Receiver Autonomous Integrity Monitoring
RF Leg: Radius-To-Fix Leg of a Charted Instrument Procedure
RFL:
Reverse Frequency Lookup
RMT:
Remote
RNAV:
Area Navigation
RNP:
Required Navigational Performance
SAR:
Search and Rescue
SBAS:
Satellite Based Augmentation System
SD:
Secure Digital
SDF:
Simplified Directional Facility
SUSP:
Suspend
TACAN: Tactical Air Navigation System
TAS:
Traffic Awareness System
TAWS:
Terrain Awareness and Warning System
TCAS:
Traffic Collision Avoidance System
TCH:
Threshold Crossing Height
TFR:
Temporary Flight Restriction
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page 7
TIS:
VHF:
VFR:
VGSI:
VLOC:
VMC:
Traffic Information Service
Very High Frequency
Visual Flight Rules
Visual Glide-Slope Indicator
VOR/Localizer
Visual Meteorological Conditions
190-01007-A2 Rev. 8
Page 8
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
VNAV:
VOR:
VRP:
WAAS:
WFDE:
XFR:
Vertical Navigation
VHF Omnidirectional Range
Visual Reporting Point
Wide Area Augmentation System
WAAS Fault Data Exclusion
Transfer
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page 9
Section 2. LIMITATIONS
2.1 Cockpit Reference Guide
The Garmin GTN 6XX or GTN 7XX Cockpit Reference Guide, part number
and revision listed below (or later revisions), must be immediately available to
the flight crew whenever navigation is predicated on the use of the GTN.
 GTN 6XX Cockpit Reference Guide
 GTN 7XX Cockpit Reference Guide
P/N 190-01004-04 Rev M
P/N 190-01007-04 Rev L
2.2 Kinds of Operation
This AFM supplement does not grant approval for IFR operations to aircraft
limited to VFR operations.
2.3 Minimum Equipment
The GTN must have the following system interfaces fully functional in order to
be used for primary navigation during IFR operations:
Interfaced Equipment
Number
installed
External HSI/CDI/EHSI
1 or more
External GPS Annunciator
See Note 1
Table 2 – Required Equipment
Number
Required for
IFR
1
1
Note 1: Certain installations require an external GPS annunciator panel. If installed, this annunciator
must be fully functional to use the GTN GPS navigation for IFR operations.
Single engine piston aircraft under 6,000 lbs. maximum takeoff weight:
Required Equipment for IFR operations utilizing GPS navigation: Single GTN
Navigator
All other aircraft:
Required Equipment for IFR operations utilizing GPS navigation: Single GTN
Navigator plus a second source of GPS navigation or a separate source of VHF
navigation. The separate source of VHF navigation must not be the primary
GTN, but it may be a secondary GTN.
Operation in remote or oceanic operation requires two sources of GPS
navigation.
190-01007-A2 Rev. 8
Page 10
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
2.4 Flight Planning
For flight planning purposes, in areas where SBAS coverage is not available, the
flight crew must check RAIM availability. An acceptable means of compliance
for FDE prediction programs is to use a certified service which meets the
requirements of FAA AC 20-138 and FAA AC 90-105A for prediction.
The following table describes some of the available RAIM prediction programs.
Prediction Program
Internet address or program details
Coverage Area
Garmin RAIM
Prediction Tool
https://fly.garmin.com/flygarmin/support/raim/
Worldwide
Garmin WFDE
Prediction program
PC-based program included in GTN
trainer v3.00 – 6.30. Instructions
provided via Garmin part number 19000643-01
Worldwide
FAA Service
Availability Prediction
Tool
http://sapt.faa.gov
US Only
Flight Service Station
1-800-WXBRIEF
https://www.1800wxbrief.com
US Only
AUGER GPS RAIM
Prediction Tool
http://augur.ecacnav.com/augur/app/home
ECAC Airspace
Only
This RAIM availability requirement is not necessary if SBAS coverage is
confirmed to be available along the entire route of flight.
For flight planning purposes, for operations within the U.S. National Airspace
System on RNP and RNAV procedures when SBAS signals are not available,
the availability of GPS 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 shall be delayed, canceled,
or rerouted on a track where RAIM requirements can be met. The flight may
also be re-planned using non-GPS based navigational capabilities.
For flight planning purposes for operations within European B-RNAV/RNAV-5
and P-RNAV airspace, if more than one satellite is scheduled to be out of
service, then the availability of GPS 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 shall be
delayed, canceled, or rerouted on a track where RAIM requirements can be met.
Applicable to dual installations consisting of two Garmin GNSS units:
For flight planning purposes, for 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
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
190-01007-A2 Rev. 8
Page 11
outages on the specified route that would prevent the Garmin GNSS
navigation system to provide GPS 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)
will be unavailable for more than 34 minutes in accordance with FAA
Order 8400.12A 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 Garmin GPS navigation receivers must be operating and
providing GPS navigation guidance for operations requiring RNP-4
performance.
North Atlantic (NAT) Minimum Navigational Performance
Specifications (MNPS) Airspace operations per AC 91-49 and AC 12033 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 its internal GPS receiver.
Whenever possible, RNP and RNAV routes including Standard Instrument
Departures (SIDs), 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.
It is not acceptable to flight plan a required alternate airport based on
RNAV(GPS) LP/LPV or LNAV/VNAV approach minimums. The required
alternate airport must be flight planned using an LNAV approach minimums or
available ground-based approach aid.
Navigation information is referenced to the 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.
2.5 System Use
In installations with two GTNs and an external GPS annunciator (See Table 2)
the GTN connected to the external GPS annunciator must be used as the
navigation source for all IFR operations.
The only approved sources of course guidance are on the external CDI, HSI, or
EHSI display. The moving map and CDI depiction on the GTN display are for
situational awareness only and are not approved for course guidance.
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2.6 Applicable System Software
This AFMS/AFM is applicable to the software versions shown in Table 3.
The Main and GPS software versions are displayed on the start-up page
immediately after power-on. All software versions displayed in Table 3 can be
viewed on the System – System Status or Connext Setup pages.
Software Item
Main SW Version
GPS SW Version
Com SW Version
Nav SW Version
Flight Stream 210
Flight Stream 510
Software Version
(or later FAA Approved versions for this STC)
6.50
5.2
2.30
6.03
2.90
2.40
Table 3 - Software Versions
2.7 MMC / SD Database Cards
It is required that the SD database card or Flight Stream 510 (MMC) be present
in the GTN at all times. The SD or MMC device must not be removed or
inserted during flight or while the GTN is powered on.
NOTE
Removal of the SD or MMC device will result in certain
features and databases not being available and may slow
system performance.
2.8 Navigation Database
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited
unless the flight crew verifies and uses a valid, compatible, and current
navigation database or verifies each waypoint for accuracy by reference to
current approved data.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the
Garmin navigation system are prohibited unless the flight crew 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.
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. Navigation
database discrepancies can be reported at FlyGarmin.com by selecting “Aviation
Data Error Report.” Flight crew and operators can view navigation database
alerts at FlyGarmin.com then select “NavData Alerts.”
AFMS, Garmin GTN GPS/SBAS System
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If the navigation database cycle will change during flight, the flight crew 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.
See Section 2.29 for limitations regarding database update procedures.
2.9 Ground Operations
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 flight crew
situational awareness during ground operations.
2.10 Instrument Approaches
a) Instrument approaches using GPS guidance may only be conducted when the
GTN is operating in the approach mode. (LNAV, LNAV +V, L/VNAV,
LPV, LP, or LP +V)
b) When conducting instrument approaches referenced to true North, the NAV
Angle on the System -Units page must be set to True.
c) The navigation equipment required to join and fly an instrument approach
procedure is indicated by the title of the procedure and notes on the IAP
chart. Navigating the final approach segment (that segment from the final
approach fix to the missed approach point) of an ILS, LOC, LOC-BC, LDA,
SDF, MLS, VOR, TACAN approach, or any other type of approach not
approved for GPS, is not authorized with GPS navigation guidance. GPS
guidance can only be used for approach procedures with GPS or RNAV in
the procedure title. When using the Garmin LOC/GS receivers to fly the final
approach segment, LOC/GS navigation data must be selected and presented
on the CDI of the pilot flying. When using the VOR or ADF receiver to fly
the final approach segment of a VOR or NDB approach, GPS may be the
selected navigation source so long as the VOR or NDB station is operational
and the signal is monitored for final approach segment alignment.
d) Advisory vertical guidance deviation is provided when the GTN annunciates
LNAV + V or LP +V. Vertical guidance information displayed on the VDI in
this mode is only an aid to help flight crews comply with altitude restrictions.
When using advisory vertical guidance, the flight crew must use the primary
barometric altimeter to ensure compliance with all altitude restrictions.
e) Not all published Instrument Approach Procedures (IAP) are in the
navigation database. Flight crews planning to fly 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 GTN system flight plan by its
name. Pilots are prohibited from flying any approach path that contains
manually entered waypoints.
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f) IFR approaches are prohibited whenever any physical or visual obstruction
(such as a throw-over yoke) restricts pilot view or access to the GTN and/or
the CDI.
2.11 QFE Barometric Setting
When flying procedures requiring the use of QFE barometric settings, the pilot
must ensure that the barometric setting for the source interfaced with the GTN is
set to QFE as appropriate. GTN does not support barometric VNAV for QFE
operations.
2.12 RF Legs
This STC does not grant operational approval for RF leg navigation for those
operators requiring operational approval. Additional FAA approval may be
required for those aircraft intending to use the GTN as a means to provide RNP
1 navigation in accordance with FAA Advisory Circular AC 90-105.
The following limitations apply to procedures with RF legs:
•
•
•
•
•
Aircraft is limited to 180 KIAS while on the RF leg
RF legs are limited to RNP 1 procedures. RNP AR and RNP <1 are not
approved
Primary navigation guidance on RF legs must be shown on an EHSI
indicator with auto-slew capability turned ON
GTN Moving Map, EHSI Map, or Distance to Next Waypoint
information must be displayed to the pilot during the RF leg when
flying without the aid of the autopilot or flight director.
The active waypoint must be displayed in the pilot’s primary field of
view.
2.13 Autopilot Coupling
The flight crew may fly all phases of flight based on the navigation information
presented to the flight crew; however, not all modes may be coupled to the
autopilot. All autopilots may be coupled in Oceanic (OCN), Enroute (ENR), and
Terminal (TERM) modes.
This installation is limited to:
 Lateral coupling only for GPS approaches. Coupling to the vertical path for
GPS approaches is not authorized.
It is possible to create flight plan waypoint sequences, including Search and
Rescue patterns, which exceed the autopilot’s bank angle capabilities. The pilot
shall monitor autopilot performance with regard to flight path deviation.
2.13.1 RNP 1.0 RF Leg Types
AC 90-105 states that procedures with RF legs must be flown using either a
flight director or coupled to the autopilot.
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
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This STC has demonstrated acceptable crew workload and Flight Technical
Error for hand flown procedures with RF legs when the GTN installation
complies with limitation set forth in Section 2.12 of this document. It is
recommended to couple the autopilot for RF procedures, if available, but it is
not required to do so. See section 4.5 of this manual to determine if this
capability is supported in this installation.
2.14 Terrain Alerting Function (All Units)
Terrain, point obstacle, and wire obstacle information appears on the map and
terrain display pages as red and amber terrain, obstacles, or wires and is depicted
for advisory use only. Aircraft maneuvers and navigation must not be predicated
upon the use of the terrain display. Terrain, obstacle and wire information is
advisory only and is not equivalent to warnings provided by TAWS.
The terrain display is intended to serve as a situational awareness tool only. By
itself, it may not provide either the accuracy or the fidelity on which to base
decisions and plan maneuvers to avoid terrain or obstacles.
NOTE
Terrain and TAWS are separate features and mutually
exclusive. If “TAWS B” is shown on the bottom right of the
dedicated terrain page, then TAWS is installed.
2.15 TAWS Function (Optional)
Flight crews are authorized to deviate from their current ATC clearance to the
extent necessary to comply with TAWS warnings. Navigation must not be
predicated upon the use of TAWS.
TAWS shall be inhibited when landing at an airport that is not included in the
airport database, or is not designated as a User Airport in the GTN.
If an external TAWS annunciator panel is installed in the aircraft, this
annunciator panel must be fully functional in order to use the TAWS system.
NOTE
Terrain and TAWS are separate features and mutually
exclusive. If “TAWS B” is shown on the bottom right of the
dedicated terrain page, then TAWS is installed.
2.16 Polar Operations
Use of the GTN for primary navigation for latitudes above 89.00° N and below
89.00° S is prohibited.
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2.17 Datalink Weather Display (Optional)
This limitation applies to datalink weather products from SiriusXM via a GDL
69/69A, FIS-B via a GDL 88 or GTX 345, and Connext via a GSR 56.
Do not use data link weather information for maneuvering in, near, or around
areas of hazardous weather. Information provided by data link weather products
may not accurately depict current weather conditions.
Do not use the indicated data link weather product age to determine the age of
the weather information shown by the data link weather product. Due to time
delays inherent in gathering and processing weather data for data link
transmission, the weather information shown by the data link weather product
may be significantly older than the indicated weather product age.
Do not rely solely upon data link services to provide Temporary Flight
Restriction (TFR) or Notice to Airmen (NOTAM) information. Not all TFRs
and NOTAMS can be depicted on the GTN.
Datalink text weather is decoded for the convenience of the pilot, however it is
possible that the decoding may be affected by anomalies in the data or
differences in the units of measure between the decoding system and the text
weather source. All text weather displayed on the GTN also includes the raw
weather text for pilot review.
2.18 Traffic Display (Optional)
Traffic may be displayed on the GTN when connected to an approved optional
TCAS I, TAS, TIS, or ADS-B traffic device. These systems are capable of
providing traffic monitoring and alerting to the flight crew. Traffic shown on the
display may or may not have traffic alerting available. The display of traffic is
an aid to visual acquisition and may not be utilized for aircraft maneuvering.
Traffic is displayed in feet regardless of the unit settings for altitude. If the units
for altitude are different than feet, a “FT” label will appear on the traffic icon on
and main map page, and the dedicated traffic page will include an “ALT IN FT”
notification.
2.19 StormScope® Display (Optional)
StormScope® lightning information displayed by the GTN is limited to
supplemental use only. The use of the StormScope® lightning data on the
display for hazardous weather (thunderstorm) penetration is prohibited.
StormScope® lightning data on the display is intended only as an aid to enhance
situational awareness of hazardous weather, not penetration. It is the flight
crew’s responsibility to avoid hazardous weather using official weather data
sources.
When the GTN StormScope® page is operating without a heading source, as
indicated by the “HDG N/A” label at the upper right corner of the StormScope ®
page, strikes must be cleared after each heading change.
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
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2.20 Flight Planner/Calculator Functions
The Fuel Planning page uses Fuel on Board or Fuel Flow as received from an on
board fuel totalizer, as entered by the pilot at system startup, or as entered by the
pilot when on the Fuel Planning page. This is not a direct indication of actual
aircraft fuel flow or fuel on board and those values are only used for the Fuel
Planning page. The fuel required to destination is only a calculated and
predicted value based on the data entered into the planner. It is not a direct
indication of how much fuel the aircraft will have upon reaching the destination.
2.21 Fuel Range Rings
The fuel range rings displayed on the moving map are intended for situational
awareness and do not represent a direct indication of endurance or fuel
remaining. The distance between the segmented green reserve ring and the
yellow zero fuel ring is 45 minutes by default. The reserve value can be changed
from the GTN map setup menu.
Fuel range data is derived by the interfaced fuel totalizer data. Data entered in
the Fuel Planning pages will not update the fuel range ring.
2.22 Glove Use / Covered Fingers
No device may be used to cover fingers used to operate the GTN unless the
Glove Qualification Procedure located in the Pilot’s Guide/Cockpit Reference
Guide has been successfully completed. The Glove Qualification Procedure is
specific to a pilot / glove / GTN 725, 750 or GTN 625, 635, 650 combinations.
2.23 Demo Mode
Demo mode may not be used in flight under any circumstances.
2.24 Active Weather Radar
Radar is broadcasting energy while in Weather or Ground mapping modes. If
the GTN 750/725 system is configured to control an airborne weather radar unit,
observe all safety precautions, including:
•
Do not operate in the vicinity of refueling operations.
•
Do not operate while personnel are in the vicinity (approximately
20 feet) of the radar sweep area.
CAUTION
If a radar system is installed, it generates microwave radiation
and improper use, or exposure, may cause serious bodily
injury. Do not operate the radar equipment until you have read
and carefully followed the safety precautions and instructions
in the weather radar user manual and/or pilot’s guide.
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2.25 Telephone Audio
Telephone audio must not be distributed to the pilot or co-pilot unless a phone
call is active.
CAUTION
Failure to turn off telephone audio when the telephone is not
in use may result in telephone ringer or text message aural
notifications being received during critical phases of flight.
2.26 Multi Crew Aircraft (GMA 35 Only)*
For aircraft type certified with more than one required pilot, or operations
requiring more than one pilot, the “Group Co-Pilot with Passenger” audio panel
option shall not be activated. This option is found in the Intercom Setup Menu
when a Garmin GMA 35 audio panel is installed.
2.27 Wire Obstacle Database
Only the “Obstacle/HOT Line” database may be used. Use of the
“Obstacle/Wire” database is prohibited. The database version can be viewed on
the start-up database verification or System- System Status pages.
2.28 Portable Electronic Devices
This STC does not relieve the operator from complying with the requirements of
91.21 or any other operational regulation regarding portable electronic devices.
The Flight Stream interface and data provided to a portable electronic device is
not approved to replace any aircraft display equipment, including navigation or
traffic/weather display equipment.
2.29 Database Updates
Database updates via MMC / SD card or Flight Stream wireless transfers must
be done while the aircraft is on the ground and stationary. In-flight database
transfers or updates are prohibited in flight unless part of the Database SYNC
function that occurs in the background to move databases from one LRU to
another.
2.30 Charts Database (Dual GTN7XX and TXi GDU)
When the aircraft installation includes 2 GTNs capable of displaying charts
(GTN 700, 725 or 750) and crossfill is enabled between the GTNs, the GTNs
must have identical charts types (ChartView or FliteCharts) and charts cycles
installed. Failure to have identical charts could affect the chart lookup features
and automatic chart selection.
Additionally, when the GTN and TXi are installed in the same cockpit, it is
required that the GTN and TXi have the same chart types and cycles to ensure
appropriate lookup and chart syncing/streaming functionality. If Chart
Streaming or Database Sync functions are disabled, this limitation does not
apply.
* Includes GMA 35 and GMA 35c Audio Panels
AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
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2.31 Automatic Speech Recognition
Pilots may not use the ASR function to operate the GTN/GMA unless they have
completed the ASR Qualification Procedure located in the GTN Cockpit
Reference Guide successfully. The ASR Qualification Procedure is specific to
each pilot / headset / aircraft combination.
2.32 OBS Mode
Use of OBS mode for flight plan segments greater than 250 NM is prohibited.
OBS Mode is not available between the FAF and MAP of any instrument
approach.
2.33 Advisory Visual Approaches
All advisory visual approaches shall be conducted in VMC. Advisory visual
approaches are intended to be used as an aid to situational awareness and do not
guarantee terrain or obstruction clearance along the approach path. Use of
advisory visual approaches in IMC is prohibited.
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Section 3. EMERGENCY PROCEDURES
3.1
Emergency Procedures
3.1.1 TAWS WARNING
Red annunciator and aural “PULL UP”:
Autopilot ...................................................................................... DISCONNECT
Aircraft Controls ............................. INITIATE MAXIMUM POWER CLIMB
Airspeed ......................................................BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
Altitude ..................................... CLIMB AND MAINTAIN SAFE ALTITUDE
Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either
operating in visual meteorological conditions (VMC), or the
flight crew determines, based on all available information,
that turning in addition to the vertical escape maneuver is the
safest course of action, or both.
NOTE
TAWS annunciators external to the GTN may not indicate the
exact threat causing the alert. Example: WIRE alerts may be
annunciated as TERR or OBSTACLE on external devices.
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3.2
Abnormal Procedures
3.2.1 LOSS OF GPS/SBAS NAVIGATION DATA
When the GPS/SBAS receiver is inoperative or GPS navigation information is
not available or invalid, the GTN will enter one of two modes: Dead Reckoning
mode (DR) or Loss Of Integrity mode (LOI). The mode is indicated on the GTN
by an amber “DR” and/or “LOI”.
If the LOI annunciation is displayed, revert to an alternate means of navigation
appropriate to the route and phase of flight. If LOI occurs while the GTN is in
the ENR or OCN phase of flight, it may also display DR.
If the DR annunciation is displayed, the map will continue to be displayed with
an amber “DR” overwriting the ownship icon. Course guidance will be removed
on the CDI. Aircraft position will be based upon the last valid GPS position,
then estimated by Dead Reckoning methods. Changes in true airspeed, altitude,
heading, or winds aloft can affect the estimated position substantially.
If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are
Available:
Navigation ......................................................... USE ALTERNATE SOURCES
If No Alternate Navigation Sources Are Available:
DEAD RECKONING (DR) MODE:
Navigation ............................................................................................. USE GTN
NOTE
All information normally derived from GPS will become less
accurate over time.
LOSS OF INTEGRITY (LOI) MODE (no DR annunciated on the GTN):
Navigation ..................... FLY TOWARDS KNOWN VISUAL CONDITIONS
NOTE
All information derived from GPS will be removed.
NOTE
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.
3.2.2 GPS APPROACH DOWNGRADE
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During a LPV, LP +V, LNAV/VNAV, or LNAV +V approach, if GPS accuracy
requirements cannot be met by the GPS receiver, the GTN will downgrade the
approach. The downgrade will remove vertical deviation indication from the
VDI and change the approach annunciation to LNAV. The approach may be
continued using the LNAV only minimums. If the VISUAL approach is
downgraded, the GTN will remove the vertical deviation indication from the
VDI, but continue to annunciate VISUAL in amber.
During a GPS approach in which GPS accuracy requirements cannot be met by
the GPS receiver for any GPS approach type, the GTN will flag all CDI
guidance and display a system message “ABORT APPROACH-GPS approach
no longer available”. 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.
3.2.3 LOSS OF COM RADIO TUNING FUNCTIONS
If alternate COM is available:
Communications ........................................................ USE ALTERNATE COM
If no alternate COM is available:
COM RMT XFR key (if installed)....... PRESS AND HOLD FOR 2 SECONDS
NOTE
This procedure will tune the active COM radio the emergency
frequency 121.5, regardless of what frequency is displayed on
the GTN. Certain failures of the tuning system will
automatically tune 121.5 without flight crew action.
3.2.4 LOSS OF AUDIO PANEL FUNCTIONS (GMA 35 Only)†
Audio Panel Circuit Breaker ........................................................................ PULL
NOTE
This procedure will force the audio panel into fail safe mode
which provides only the pilot with communications and only
on a single COM radio. If any non GTN 750 COM is installed,
communication will be only on that radio. If only a GTN 750
is installed in the aircraft, then the pilot will have only the
GTN 750 COM available. No other audio panel functions
including aural alerting and the crew and passenger intercom
will function.
† Includes GMA 35 and GMA 35c Audio Panels
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FAA APPROVED
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3.2.5 TAWS CAUTION (Terrain or Obstacle Ahead, Sink Rate, Don’t
Sink)
When a TAWS CAUTION occurs, take 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.
NOTE
TAWS annunciators external to the GTN may not indicate the
exact threat causing the alert. Example: WIRE alerts may be
annunciated as TERR or OBSTACLE on external devices.
3.2.6 TAWS INHIBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature
Descent Alerts (PDA) functions may be inhibited to prevent alerting, if desired.
Refer to GTN Cockpit Reference Guide for additional information.
To Inhibit TAWS:
Home Hardkey ........................................................................................... PRESS
Terrain Button ............................................................................................ PRESS
Menu Button .............................................................................................. PRESS
TAWS Inhibit Button .................................................... PRESS TO ACTIVATE
3.2.7 TER N/A and TER FAIL
If the amber TER N/A or TER FAIL status annunciator is displayed, 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.
3.2.8 DATA SOURCE - HEADING SOURCE INOPERATIVE OR
CONNECTION TO GTN LOST MESSAGE
Without a heading source to the GTN, the following limitations apply:
 Roll steering will not be provided to the autopilot for heading legs. The
autopilot must be placed in HDG mode for heading legs.
 Map cannot be oriented to Heading Up.
 Overlaying traffic data from a TAS/TCAS I or Garmin ADS-B-IN unit
interfaced to an on board traffic system will not be displayed on the main
map display. The flight crew must use the dedicated traffic page on the
GTN system to display TAS/TCAS I or Garmin ADS-B-IN traffic data.
 All overlaying StormScope® data on the main map display will be
removed. The flight crew must use the dedicated StormScope® page on the
GTN system to display StormScope® data.
 Onboard weather radar overlay on the main map will not be displayed. The
flight crew must utilize the dedicated weather radar page on the GTN
system to view weather radar data from the onboard weather radar.
StormScope® must be operated in accordance with Section 7.8 when no heading
is available.
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3.2.9 ASR (VOICE COMMAND) SYSTEM FAILURES
In the event the ASR system fails and there is a need to disable the voice
command inputs to the GTN:
To Disable ASR:
Home Hardkey ........................................................................................... PRESS
System Button ............................................................................................ PRESS
Voice Commands Button ........................................................................... PRESS
Voice Commands Enable Button ................................................. TOGGLE OFF
3.2.10 LOSS OF GTN TOUCH CONTROL
In the event the GTN becomes unusable due to uncommanded page changes, the
ASR function may be the source.
To Disable ASR:
Audio Panel Circuit Breaker ........................................................................ PULL
Home Hardkey ........................................................................................... PRESS
System Button ............................................................................................ PRESS
Voice Commands Button ........................................................................... PRESS
Voice Commands Enable Button ................................................. TOGGLE OFF
Audio Panel Circuit Breaker ........................................................................ PUSH
3.2.11 DATA SOURCE – PRESSURE ALTITUDE SOURCE
INOPERATIVE OR CONNECTION TO GTN LOST MESSAGE
If the GTN is being used to forward pressure altitude to a transponder, the
transponder will not be receiving pressure altitude from the GTN while that
message is present.
3.2.12 UNRECOVERABLE LOSS OF ALL ELECTRICAL
GENERATORS OR ALTERNATORS
Remove power from all equipment which is not necessary for flight, including
GTN #2 (NAV/GPS 2, COM 2) and the Flight Stream 210 (BT LINK), if
installed.
3.2.13 IN-AIR RESTART OF GTN
In the event of a GTN restart in the air, the crew should utilize the CANCEL
button if presented with the database update screen after the GTN is restarted.
This will ensure restoration of the navigation functions as soon as possible.
3.2.14 BARO-ALT INPUT FAILURE
Barometric altitude is required for descent VNAV functionality and automatic
sequencing of altitude terminated legs. If the BARO altitude input to the GTN
has failed, enroute barometric VNAV will not be available. The pilot will also
be required to manually sequence any altitude terminated legs.
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FAA APPROVED
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3.2.15 TEMPERATURE INPUT FAILURE
Temperature input is required for the VNAV Transition to Approach
functionality. In the event of a temperature input failure, VNAV transition to
approach should be disregarded. The crew must ensure that vertical guidance
from descent VNAV to approach guidance is appropriate and that if an autopilot
is in use, the crew intercepts the approach vertical guidance from below.
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Section 4. NORMAL PROCEDURES
Refer to the GTN Cockpit Reference Guide defined in Section 2.1 of this
document or the Pilot’s Guide defined in Section 7.1 for normal operating
procedures and a complete list of system messages and associated flight crew
actions. This includes all GPS operations, VHF communication and navigation,
traffic, data linked weather, StormScope®, TAWS, and Multi-Function Display
information.
The GTN requires a reasonable degree of familiarity to avoid becoming too
engrossed at the expense of basic instrument flying in IMC and basic see-andavoid in VMC. Garmin provides training tools with the Pilot’s Guide and PC
based simulator. Pilots should take full advantage of these training tools to
enhance system familiarization.
4.1 Unit Power On
Databases ................................................................................ REVIEW DATES
Self-Test.................................... VERIFY OUTPUTS TO NAV INDICATORS
Self-Test - TAWS Remote Annunciator:
PULL UP ............................................................................ ILLUMINATED
TERR .................................................................................. ILLUMINATED
TERR N/A .......................................................................... ILLUMINATED
TERR INHB .......................................................................ILLUMINATED
Self-Test - GPS Remote Annunciator:
VLOC ................................................................................. ILLUMINATED
GPS ..................................................................................... ILLUMINATED
LOI or INTG.......................................................................ILLUMINATED
TERM ................................................................................. ILLUMINATED
WPT.................................................................................... ILLUMINATED
APR .................................................................................... ILLUMINATED
MSG ................................................................................... ILLUMINATED
SUSP or OBS .....................................................................ILLUMINATED
4.2 Before Takeoff
System Messages and Annunciators ............................................ CONSIDERED
AFMS, Garmin GTN GPS/SBAS System
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4.3 HSI and EHSI Operation
If an HSI is used to display navigation data from the GTN the pilot should rotate
the course pointer as prompted on the GTN.
If an EHSI is used to display navigation data from the GTN the course pointer
may autoslew to the correct course when using GPS navigation. When using
VLOC navigation the course pointer will not autoslew and must be rotated to the
correct course by the pilot. For detailed information about the functionality of
the EHSI system, refer to the FAA approved Flight Manual or Flight Manual
Supplement for that system.
CAUTION
The pilot must verify the active course and waypoint for each
flight plan leg. The pilot must verify proper course selection
each time the CDI source is changed from GPS to VLOC.
See Section 4.5 for RF leg capabilities related to EHSI.
4.4 Autopilot Operation
The GTN may be coupled to an optional autopilot, if installed in the aircraft,
when operating as prescribed in the LIMITATIONS section of this manual.
Autopilots coupled to the GTN system in an analog (NAV) mode will follow
GPS or VHF navigation guidance as they would with existing VOR receivers.
Autopilots that support GPSS or GPS Roll Steering in addition to the analog
course guidance will lead course changes, fly arcing procedures, procedure
turns, and holding patterns if coupled in a roll steering mode.
The GTN supports autopilot roll steering for heading legs when an approved
heading source is interfaced to the GTN. This heading interface can also provide
map orientation, traffic and StormScope heading data and wind calculations.
CAUTION
The GTN does not provide course deviation to the autopilot
for heading legs. Some autopilots do not allow the use of roll
steering when course deviation is not provided.
 This installation has a heading source. The GTN will provide roll steering
on heading legs for the autopilot.
 This installation does not have a heading source. The crew cannot use the
GTN roll steering to fly heading legs with the autopilot.
For autopilot operating instructions, refer to the FAA approved Flight Manual or
Flight Manual Supplement for the autopilot.
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AFMS, Garmin GTN GPS/SBAS System
FAA APPROVED
4.5
Coupling the Autopilot during approaches
CAUTION
When the CDI source is changed on the GTN, autopilot mode
may change. Confirm autopilot mode selection after CDI
source change on the GTN. Refer to the FAA approved Flight
Manual or Flight Manual Supplement for the autopilot.
Analog only autopilots should use APR mode for coupling to LNAV
approaches. Autopilots which support digital roll steering commands (GPSS)
may utilize NAV mode and take advantage of the digital tracking during LNAV
only approaches.
 This installation prompts the flight crew and requires the pilot to enable the
approach outputs just prior to engaging the autopilot in APR mode.
To couple an approach:
Once established on the final approach course with the final approach
fix as the active waypoint, the GTN will issue a flashing message
indication.
Flashing Message Button ............................................................ PRESS
“Enable APR Output” Button ...................................................... PRESS
If coupled, Autopilot will revert to ROL mode at this time.
Autopilot............................................ ENGAGE APPROACH MODE
 This installation supports coupling to the autopilot in approach mode once
vertical guidance is available.
To couple an approach:
Once established on the final approach course with the final approach
fix as the active waypoint, the GTN will enable vertical guidance.
Vertical Guidance .........................................CONFIRM AVAILABLE
Autopilot............................................ ENGAGE APPROACH MODE
 The installation does not support any vertical capture or vertical tracking.
AFMS, Garmin GTN GPS/SBAS System
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The GTN allows for the utilization of IFR procedures that include RF
(Radius to Fix) legs as part of RNP 1.0 capabilities.
 This installation is equipped to support coupled RF leg navigation up to
RNP 1.0.
 This installation is equipped to support un-coupled RF leg navigation up to
RNP 1.0.
 This installation does not support RF leg navigation.
4.6 Coupling the Autopilot for Descent VNAV
The GTN outputs VNAV deviations to properly configured Garmin G500/600
GDU, G500/600/700TXi GDU, or G5 displays. In order to provide autopilot
coupling to the baro VNAV guidance, the interface must also include either a
Garmin GFC500 or GFC600 with VNAV capability. If VNAV is enabled on the
GTN in these installations, VNAV guidance may be coupled to the autopilot
using the VNAV function of the GFC.
 This installation is equipped and configured to provide VNAV display and
autopilot coupling.
 This installation is equipped and configured to provide VNAV display only.
 This installation does not support VNAV display or coupling.
 This installation is configured with VNAV Transition to Approach.
4.7 Coupling the Autopilot during Search and Rescue Operations
Search and Rescue (SAR) patterns created in the GTN flight plan may include
turns that cannot be accomplished with standard autopilot turn rates. Monitor
autopilot performance relative to the desired path if coupled when using Search
and Rescue patterns.
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AFMS, Garmin GTN GPS/SBAS System
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4.8 Database Conflict Resolution
When a conflict occurs between databases on different GTNs that are utilizing
Database SYNC the pilot should resolve that conflict by pressing the “Resolve
Conflict” button on the GTN that has the desired databases. This would be the
GTN with the newest database on the SD card or Flight Stream 510. After
initiating the conflict resolution, the pilot can view the SYNC status of the
database on the other GTN by viewing the System -> Standby Database page.
Once the database SYNC is complete, the receiving GTN must be restarted to
install the new database and complete the conflict resolution process.
NOTE
The databases on the receiving LRU will be overwritten by
the databases from the LRU from which the “Resolve
Conflicts” action was initiated.
4.9 Cold Weather Compensation
The GTN can compute altitudes for cold weather compensation for applicable
IFR approaches. If the instrument approach chart requires temperature
compensation, the pilot should enter the destination airport temperature into the
GTN. Approach altitudes provided on the map and flight plan are adjusted based
on the pilot entered temperature and the altitudes on the flight plan page are
appended with a snowflake icon.
Pilots must coordinate with ATC when flying temperature compensated
procedures.
Pilots must manually adjust the approach minimums as applicable. The GTN
does not provide temperature compensated approach minimum values. Garmin
G500/600/700TXi systems can provide compensated minimum values when
interfaced with a GTN.
 This installation supports cold weather compensated intermediate approach
and minimums altitudes.
 This installation supports cold weather compensated intermediate approach
altitudes and missed approach altitudes only.
 This installation does not support cold weather compensation.
AFMS, Garmin GTN GPS/SBAS System
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Section 5. PERFORMANCE
No change.
Section 6. WEIGHT AND BALANCE
See current weight and balance data.
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AFMS, Garmin GTN GPS/SBAS System
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Section 7. SYSTEM DESCRIPTIONS
7.1 Pilot’s Guide
The Garmin GTN 6XX or GTN 7XX Pilot’s Guide, part number and revision
listed below, contain additional information regarding GTN system description,
control and function. The Pilot’s Guides do not need to be immediately available
to the flight crew.
 GTN 6XX Pilot’s Guide
 GTN 7XX Pilot’s Guide
P/N 190-01004-03 Rev M or later
P/N 190-01007-03 Rev O or later
7.2 Leg Sequencing
The GTN supports all ARINC 424 leg types. Certain leg types require altitude
input in order to sequence (course to altitude, for example). If a barometric
corrected altitude source is not interfaced to the GTN, a popup will appear
prompting the flight crew to manually sequence the leg once the altitude
prescribed in the procedure is reached.
 This installation has a barometric corrected altitude source. The GTN will
automatically sequence altitude legs.
 This installation does not have a barometric corrected altitude source. The
flight crew will be prompted to manually sequence altitude legs.
7.3 Auto ILS CDI Capture
Auto ILS CDI Capture will not automatically switch from GPS to VLOC for
LOC-BC or VOR approaches.
7.4
Activate GPS Missed Approach
 This installation will autoswitch from VLOC to GPS when the “Activate
GPS Missed Approach” button is pressed.
 This installation will not autoswitch from VLOC to GPS when the “Activate
GPS Missed Approach” button is pressed. The pilot must manually switch
from VLOC to GPS if GPS guidance is desired after the missed approach
point.
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7.5
Terrain Proximity, Terrain Alerting, and TAWS
CAUTION
Not all obstacles and wires are contained in the Obstacle/HOT
Line database. The system provides depiction (and alerts, if
TAWS is installed) only for obstacles and wires contained in
the database.
NOTE
The area of coverage may be modified as additional terrain
data sources become available.
 This installation supports Terrain Proximity. No aural or visual alerts for
terrain or obstacles are provided. Terrain Proximity does not satisfy the
TAWS requirement of 91.223.
 This installation supports Terrain Alerting. Aural and visual alerts are
provided. Terrain Alerting does not satisfy the TAWS requirement of
91.223.
 This installation supports TAWS B. Aural and visual alerts will be provided.
This installation does support the TAWS requirement of 91.223.
Terrain on the dedicated terrain page or main map overlay is depicted in the
following manner:
• Terrain more than 1,000 feet below the aircraft is not depicted or
depicted as black.
• Terrain between 1,000 feet and 100 feet below the aircraft is depicted
as amber.
• Terrain within 100 feet below the aircraft, or above the aircraft, is
depicted as red.
Obstacles and wires on the dedicated terrain page or main map are depicted in
the following manner:
• Obstacles and wires more than 2,000 feet below the aircraft are not
depicted.
• Obstacles and wires between 2,000 feet and 1,000 feet below the
aircraft are depicted as white.
• Obstacles and wires between 1,000 feet and 100 feet below the aircraft
are depicted as amber.
• Obstacles and wires within 100 feet below the aircraft, or above the
aircraft, are depicted as red.
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Multiple obstacles may be depicted using a single obstacle icon and an asterisk
to indicate obstacle grouping is occurring. The color of the asterisk indicates the
relative altitude of the tallest obstacle in the group. The asterisk does not
indicate any information about the relative altitude or number of obstacles not
being displayed in the obstacle group.
The Garmin GTN 6XX or GTN 7XX Cockpit Reference Guide or Garmin GTN
6XX or GTN 7XX Pilot’s Guide provides additional information regarding
terrain and obstacle colors and grouped obstacle icons.
7.6 GMA 35/35c Audio Panel (Optional)
The GTN 725 and 750 can interface to a GMA 35/35c remotely mounted audio
panel and marker beacon receiver. Controls for listening to various radios,
activating the cabin speaker, clearance playback control, and marker beacon are
accessed by pressing the “Audio Panel” button on the GTN display screen.
Optional Bluetooth pairing functionality can be accessed from the associated
System /Connext Setup page (GMA 35c only). Volume controls for the audio
panel are accessed by pressing the “Intercom” button on the GTN display
screen.
Aircraft alerting audio may be routed through the GMA 35/35c audio panel.
There are no pilot controls for alert audio volumes. In the event of a loss of
GMA35/35c function alert audio routed through the audio panel may not be
heard.
7.7 Traffic System (Optional)
This system is configured for the following type of traffic system. The Garmin
GTN 6XX or GTN 7XX Cockpit Reference Guide or Garmin GTN 6XX or
GTN 7XX Pilot’s Guide provides additional information regarding the
functionality of the traffic device.
 No traffic system is interfaced to the GTN.
 A TAS/TCAS I traffic system is interfaced to the GTN.
 A TIS traffic system is interfaced to the GTN.
 A TCAD traffic system is interfaced to the GTN.
 A Garmin ADS-B traffic system is interfaced to the GTN.
 A Garmin ADS-B traffic system is interfaced to the GTN. The ADS-B
traffic system is also interfaced to an on-board traffic system.
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7.8 StormScope® (Optional)
When optionally interfaced to a StormScope® weather detection system, the
GTN may be used to display the StormScope® information. Weather
information supplied by the StormScope® will be displayed on the StormScope®
page of the GTN system. For detailed information about the capabilities and
limitations of the StormScope ® system, refer to the documentation provided
with that system.
Heading Up mode:
If the GTN system is receiving valid heading information, the StormScope ®
page will operate in the heading up mode as indicated by the label “HDG UP”
presented at the upper right corner of the display. In this mode, information
provided by the StormScope® system is displayed relative to the nose of the
aircraft and is automatically rotated to the correct relative position as the aircraft
turns.
Heading Not Available mode:
If the GTN system is not receiving valid heading information, either because a
compatible heading system is not installed, or the interfaced heading system has
malfunctioned, the StormScope® page will continue to operate without a
heading source and indicate “HDG N/A” in the upper right corner of the GTN
display. In this mode, information provided by the StormScope ® system is
displayed relative to the nose of the aircraft but is not automatically rotated to
the correct relative position as the aircraft turns. When operating in this mode,
StormScope® strikes must be cleared after each turn the aircraft performs.
7.9 Power
 Power to the GTN is provided through a circuit breaker labeled NAV/GPS
(1/2).
 Power to the optional GTN COM is provided through a circuit breaker
labeled COM (1/2).
 Power to the optional GMA 35 is provided through a circuit breaker labeled
AUDIO.
 Power to the optional Flight Stream 210 is provided through a circuit
breaker labeled BT LINK.
 Power to the optional Flight Stream 510 is provided through the GTN
MMC/SD card slot and protected via the GTN circuit breaker.
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7.10 Databases and Flight Plan Waypoints/Procedures
Database versions (or cycles) and effective dates are displayed on the start-up
database verification page immediately after power-on for those databases with
an effective or expiration date. Databases with no effective or expiration date
(e.g. - terrain database) are considered effective upon installation in the GTN.
Database information can also be viewed on the System – System Status page.
The Obstacle Database has an area of coverage that includes the United States
and Europe and is updated as frequently as every 56 days. The HOT Line wire
database only includes the continental United States and portions of
Canada/Mexico.
Only the Obstacle/HOT Line wire database may be used in accordance with the
limitation found in Section 2.27.
If a stored flight plan contains a waypoint or procedure that does not correspond
to a waypoint or procedure in the navigation database in use, the waypoint or
procedure will become locked (depicted as “lockd”) in the flight plan. Flight
plans with locked waypoints may be placed in the active flight plan portion of
the system but no navigation will be provided. The locked waypoint/procedure
must be resolved by removing or replacing it with the correct
waypoint/procedures in the flight plan before the system will provide
navigation.
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7.11 External Switches
External switches may be installed and interfaced to the GTN. These switches
may be stand alone or integrated with a TAWS or GPS annunciator. Table 4 lists
the switches and function they perform:
Switch Label
CDI
COM CHAN DN
COM CHAN UP
COM RMT XFR
NAV RMT XFR
OBS
OBS/SUSP
TERR INHB
PTC
Function
Toggles between GPS / VLOC sources. This
switch may be part of an external annunciator
panel.
Toggles down through the preset com
frequencies.
Toggles up through the preset com frequencies.
Transfers the COM active / standby frequencies.
Transfers the NAV active / standby frequencies.
Performs an OBS or SUSP function. This switch
is part of an external annunciator panel and is
placarded with the following: “Green OBS
indicates OBS or SUSP mode – GTN
annunciator bar indicates which is active. Push
OBS button to change OBS or SUSP mode.”
Performs an OBS or SUSP function.
Toggles the TAWS Inhibit function on/off. This
switch is part of an external annunciator panel.
The terrain display is still presented if TAWS is
Inhibited.
Push-to-Command switch for Voice Command
input to the GMA and the GTN.
Table 4 – External Switches
7.12 Airspace Depiction and Alerts
The GTN aides the flight crew in avoiding certain airspaces with Smart Airspace
and airspace alerts. Smart Airspace de-emphasizes depicted airspace that is not
near the aircraft’s current altitude. Airspace Alerts provide a message indication
to the flight crew when the aircraft’s current ground track will intercept an
airspace type that has been selected for alerting.
NOTE
Smart Airspace and Airspace Alerts are separate features.
Turning on/off Smart Airspace does not affect Airspace
Alerts, and vice versa.
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7.13 Garmin ADS-B Traffic System Interface (Optional)
A Garmin ADS-B traffic system may be interfaced to the GTN. The nose of the
ownship symbol on both the GTN main map page and dedicated traffic page
serves as the actual location of your aircraft. The center of the traffic target icon
serves as the reported location for the target aircraft. Motion vectors for traffic
may be displayed in either absolute or relative motion. The location of the traffic
targets relative to the ownship are the same, regardless of the selected motion
vector.
Absolute motion vectors are colored either cyan or white, depending on unit
configuration. Absolute motion vectors depict the reported track of the traffic
target referenced to the ground. An absolute motion vector pointed towards your
ownship symbol does not necessarily mean the traffic target is getting closer to
your aircraft.
Relative motion vectors are always colored green and depict the motion of the
traffic target relative to your ownship symbol. The direction the traffic target is
pointed may vary greatly from the motion vector and a target may be getting
closer to your aircraft independent of the direction the target is pointed. A green
relative motion vector pointed towards your ownship indicates that the traffic
target is converging on your aircraft.
If more than one target is occupying the same area of the screen, the GTN will
combine the two or more traffic targets into one traffic group. The presence of
an asterisk to the left of a target indicates that traffic has been grouped. The
highest priority traffic target in the group is displayed to the pilot. When applied
to airborne targets the asterisk will be displayed in white or cyan depending on
the traffic depiction color used in the installation. The asterisk will be brown for
grouped ground targets. The asterisk will not turn amber, even if an alerted
target is included in the group.
An alerted target may be placed in the same group as non-alerted targets. In this
case, the alerted target will be displayed. Two alerted targets will not be placed
in the same group. All alerted targets will be displayed on the screen.
Traffic targets displayed on the dedicated traffic page may be selected in order
to obtain additional information about a traffic target or to view all targets in a
grouped target. When a grouped target is selected, the “Next” button on the
dedicated traffic page will cycle through all targets located in close proximity to
where the screen has been touched.
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7.14 GWX 70/75 Weather Radar (Optional)
The GWX 70/75 Weather Radar uses Doppler technology to optionally provide
advanced features to the flight crew such as turbulence detection and ground
clutter suppression. Turbulence detection can detect turbulence up to 40nm from
the aircraft and will be displayed at radar ranges of 160nm or less.
NOTE
Turbulence detection does not detect all turbulence especially
that which is occurring in clear air. The display of turbulence
indicates the possibility of severe or greater turbulence, as
defined in the Aeronautical Information Manual.
7.15 Charts (Optional)
The GTN 750/725 can display both procedure charts and weather data on the
main map page at the same time. When datalink NEXRAD or Precipitation is
overlaid on the main map page, the weather data is displayed below an overlaid
procedure chart. When airborne weather radar is overlaid on the main map page,
the radar data is displayed above an overlaid procedure chart.
7.16 Transponder Control (Optional)
The GTN can be interfaced to a Garmin transponder for control and display of
squawk code, mode, and additional transponder functions. The activation of the
“Enable ES” button on the transponder page does not indicate the aircraft is in
full compliance with an ADS-B Out solution in accordance with TSO-C166b
(1090ES). Consult your transponder documentation for additional information.
7.17 Telephone Audio (Optional)
Telephone audio distribution to the crew defaults to OFF on each power cycle of
the GTN. Prior to utilizing the telephone function, the crew must distribute
telephone audio to the desired recipients. If the crew is utilizing the telephone
function it is required that the telephone audio be turned off upon completing
telephone usage.
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AFMS, Garmin GTN GPS/SBAS System
7.18 Depiction of Obstacles and Wires
7.18.1 Dedicated Terrain Page
The dedicated Terrain page will always depict point obstacles at zoom scales of
10 nm or less and depict wire obstacles at zoom scales of 5 nm or less. The
obstacle or wire overlay icon (see Figure 3) will be shown near the bottom of the
display when the obstacle or wire depiction is active based on the zoom scale.
NOTE
Only obstacles and wires within 2,000 feet vertically of the
aircraft will be drawn on the Terrain page. It is therefore
possible to have an obstacle or wire overlay icon displayed
with no obstacles or wires being depicted on the display.
Figure 3 – Obstacle Overlay Icon (Left), Wire Overlay Icon (Right)
7.18.2 Map Page
The Map page may be configured to depict point obstacles and wire obstacles at
various zoom scales by the pilot by using the Map page menu. The obstacle or
wire overlay icon (see Figure 4) will be shown near the bottom of the display
when the obstacle or wire overlay is active based on the current zoom scale and
setting selected by the pilot.
The settings chosen by the pilot on the Map page menu (including obstacle and
wire display ranges) are saved over a power cycle.
NOTE
Only obstacles and wires within 2,000 feet vertically of the
aircraft will be drawn on the Map page. It is therefore possible
to have an obstacle or wire overlay icon displayed with no
obstacles or wires being depicted on the display.
NOTE
The Map page may be configured by the pilot to not show any
obstacles or wires at any zoom scale.
Figure 4 – Obstacle Overlay Icon (Left), Wire Overlay Icon (Right)
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7.19 Flight Stream 210/510 (Optional)
The Flight Stream product line uses a wireless transceiver to provide data to and
from a GTN to personal electronic devices (PEDs).
The Flight Stream 210 is a remotely mounted unit that provides the capability to
interface Portable Electronic Devices (PEDs) to the GTN via Bluetooth. The
Flight Stream 510 is mounted in the GTN SD card slot and includes a Bluetooth
and Wi-Fi transceiver.
Data such as traffic, flight plan, datalink weather, entertainment audio
information, and attitude information is sent from the Flight Stream to the PED.
The PED is capable of sending flight plans and databases (510 only) to the
Flight Stream which will then be available on the GTN. Limitations regarding
database operations are found in Section 2.29.
Garmin provides a list of tested and compatible devices that can be used with the
Flight Stream. Connection to the Flight Stream may be possible with devices
other than those on the supported device list, but Bluetooth® and/or Wi-Fi
stability and wireless data integrity cannot be guaranteed.
For details about the Garmin supported devices and apps for use with the Flight
Stream product line, please visit: http://garmin.com/connext/supported_devices
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7.20 Map Page
7.20.1 Configuration
The moving map and weather pages are capable of displaying a large quantity
and variety of data. Map data is layered to ensure that data which is typically
more critical is drawn above less critical data, however at some zoom scales and
configurations the map may be cluttered with large amounts of data. Controls
are provided on the Map and Weather pages for the pilot to select which data
displayed, the declutter level, and the zoom scales at which data is added to or
removed from the display. It is the responsibility of the pilot to select settings
for the map page that will provide the display of data most appropriate to the
operation being conducted.
7.20.2 Flight Plan Depiction
The map page depicts the current active flight plan. When an off-route Direct
To is active the flight plan will no longer be depicted on the map.
7.20.3 Fuel Range Ring
The distance between the segmented green reserve ring and the yellow zero fuel
ring is 45 minutes at the current aircraft groundspeed by default. The pilot may
change the fuel reserve time value on the map setup menu. Changes to the fuel
reserve time are persisted over GTN power cycles.
Visibility of the fuel range ring may be affected by the underlying map data
selectable by the pilot. The pilot may make changes to the topographic or terrain
data in order or more clearly observe the fuel range ring at any time.
Fuel range data is derived from the interfaced fuel totalizer data. Data entered in
the Fuel Planning pages will not update the fuel range ring.
7.21 User Defined Waypoints
When a User Defined Waypoint is created, a default name will automatically be
provided, and the pilot is given the option to enter a different name for the
waypoint. Pages which have the autofill function will prevent some waypoint
names from being used. If it is desired to name the waypoint with a subset of
the name of an existing waypoint in the database then this must be accomplished
on the Waypoint Info / User Waypoints page.
Waypoints which are created when a Search and Rescue pattern is created are
not considered User Waypoints and therefore functions associated with User
Waypoints are not provided for these waypoints.
7.22 Times and Distances
Time and Distance data to the next waypoint is always calculated from the
present position to that waypoint and does not account for the path which may
be flown (such as intercepting a course) to reach the waypoint.
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When navigating using GPS guidance most legs are TO type legs where distance
to the next waypoint decreases along the route. However, some procedures
include FROM type legs. When navigating on a leg that is a FROM leg
indications that it is a FROM leg include the TO/FROM flag indicating FROM
and distances increasing in distance fields.
7.23 GTN-GTN Crossfill
Specific data will sync between GTNs when installed in a dual GTN
configuration. If data is not included in this list, it is not crossfilled. The
following data will crossfill between the two GTNs with CROSSFILL ON or
OFF:
•
•
•
•
•
•
•
•
User Waypoints
FPL Catalog
Traffic Alerts
Missed Approach Popups
Altitude Leg Popups
Heading
Date/Time Conventions
CDI Scale
The following unit changes will crossfill:
•
•
•
Temperature
NAV Angle
Fuel
The following items are crossfilled only when the GTNs are set to
CROSSFILL ON:
•
•
•
•
•
User Holds
Approaches
Flight Plan Changes
Direct-To
Selected OBS Course Changes
7.24 Direct-To Operations
When conducting Direct-To operations the Flight Plan tab provides a list of
waypoints in the flight plan for which Direct-To is available. Some entries in
the flight plan such as Holds and Course Reversals are not eligible for Direct-To
and the pilot must instead select the associated waypoint if Direct-To operation
is desired.
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7.25 Automatic Speech Recognition (ASR)
ASR allows the pilot to interact with the GMA and GTN via voice commands.
Commands are constructed around the “Verb – Noun – (Suffix)” syntax for most
ASR commands.
•
•
•
“SHOW” Commands – Used to show pages or data fields on the GTN
“SAY” Commands – Used to instruct the ASR engine to say certain
phrases related to the flight
“TUNE” Commands – Used to tune certain frequencies into the
standby position of the ASR GTN (usually GTN #1)
The “Page” suffix is used in conjunction with the “Show” phrase to command
pages to be displayed on the GTN. (e.g.- “Show Main Map Page”)
Audio Panel commands are available to switch audio sources.
•
•
•
•
“SELECT” to choose which radio the MIC will be selected
“TOGGLE” to toggle the monitor of a specific NAV/COM radio
“DISTRIBUTE” to change the source of audio for the respective seat
positions
“MUTE” to mute audio inputs on the audio panel for the respective
seat positions
Supplemental commands that allow map zooming, and page navigation are also
available.
•
•
•
•
“BACK”
“CANCEL”
“ZOOM IN”
“ZOOM OUT”
Each command is initiated via the Push-to-Command (PTC) switch. Aural tones
will indicate to the pilot the status of the command. A positive tone (low to high)
will indicate the system executed a command. A negative tone (high to low) will
indicate the system did not understand the command or could not execute due to
system state or configuration. “SAY” commands do not provide aural tones as
feedback.
The pilot must maintain vigilance regarding ASR command information. Due to
the nature of voice recognition, there are times when ASR will interpret a
command differently than the pilot intended. The pilot should always cross
check the ASR response to the information contained within the GTN as
appropriate to ensure in-flight information is accurately understood. If a conflict
exists between information gathered via ASR and that available in the GTN
system, the pilot should defer to the GTN system information.
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Prior to using ASR, the pilot must complete the ASR Qualification Procedure
from the GTN Cockpit Reference Guide.
The Command History Page details the commands received by ASR for that
power cycle. A full list of commands and guidance for using ASR can be found
in the GTN 6XX/7XX Telligence Voice Command Guide, 190-01007-50.
When using ASR for “TUNE” commands, it is recommended that the pilot
enable Reverse Frequency Lookup (RFL) on the associated GTN.
7.26 European Visual Reporting Points
If the GTN is interfaced with a G500/600 PFD/MFD, and a flight plan in the
GTN contains a VRP, the G500/600 must have a database that contains the VRP
in order to appropriately display the VRP on the MFD map. If the database on
the PFD/MFD does not contain the VRP, the VRP will display on the MFD map
as an intersection.
7.27 Advisory Visual Approaches
The GTN will provide advisory visual approaches to many runways in the
aviation database. Lateral guidance for the visual approach is aligned with the
runway bearing. Vertical guidance is provided for those runways with VGSI
information for distances up to 4.0NM from the runway. If a terrain database is
installed in the GTN, the GTN provides vertical guidance up to 28NM from the
runway end unless the computed glideslope would impact terrain or obstacles
from the database. If the projected impact point is under 28NM and greater than
4NM, the flight plan line for the approach is shortened to indicate where vertical
guidance is active for the approach. If the terrain impact point is less than 4NM
from the runway and there is no VGSI data available, vertical guidance is not
provided for that approach. Lateral guidance is still available when vertical
guidance is removed.
CDI and VDI indications are equivalent to those of other GPS-based approaches
(e.g.- LPV or LNAV+V). The GTN annunciates “VISUAL” in the annunciator
bar to indicate a visual approach is active.
When loading, or activating the approach, the GPA and TCH information for
that approach will be displayed on a popup. If there is no vertical guidance
available, the popup will display “(NO VERTICAL GUIDANCE)”.
Visual approaches are intended to be used as an aid to situational awareness.
Visual approaches are advisory in nature and do not guarantee terrain and
obstacle clearance for the approach runway.
7.28 Descent VNAV
The GTN can provide multi-waypoint descent baro-VNAV guidance for the
enroute and initial approach phases of flight. Altitudes associated with
instrument procedures are retrieved from the navigation database when the
procedure is added to the flight plan.
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AFMS, Garmin GTN GPS/SBAS System
Altitudes in cyan on the GTN are valid VNAV guidance waypoints and the
GTN will provide vertical guidance based on the displayed altitude constraints
and default flight path angle (FPA). Altitude colored white are advisory only.
The following are recommendations for using descent VNAV:
•
•
•
It is recommended that the pilot ensure the default FPA is the same on
both installed GTNs. Failure to do so may result in different VNAV
paths on each unit.
The pilot should verify all altitudes for procedures after loading the
procedure into the flight plan.
When the GTN is installed with a multiple TXi PFDs, it is highly
recommended that GDU BARO SYNC be enabled and used during all
VNAV operations.
In aircraft where there are multiple GDUs and two GTNs, VNAV will use the
barometer setting from the pilot’s side GDU for both GTNs. In the event the
pilot’s side GDU has failed, the GTNs will use the co-pilot’s GDU barometer
setting.
Descent VNAV is limited to flight path angles (FPA) of -6° or less, and vertical
speed required of no less than -4000 fpm. If a flight plan change is made during
a VNAV descent, VNAV will be recalculated and could result in active VNAV
path changes. If the current VNAV FPA is less than -1°, a new VNAV path may
be computed during a flight plan change and result in a new Top of Descent
point. This can also occur during VNAV Direct-To operations.
VNAV constraints are not allowed inside the FAF. VNAV altitudes are not
saved in the flight plan catalog.
When VNAV is disabled by the pilot, it will be automatically re-enabled when
the pilot initiates a lateral Direct-To to a waypoint.
7.29 Along Track Waypoints
The GTN allows for the creation of flight plan waypoints that are based off an
offset distance from a waypoint in the flight and places the new along track
waypoint (ATK) in the flight plan. Once placed in the flight plan, the pilot may
navigate using that waypoint in the same manner as other flight plan waypoints.
Along track waypoints cannot be created on a Vectors to Final (VTF) approach
and are limited to the lateral constraints of the flight plan. This means that the
pilot cannot place an ATK before the first waypoint of a flight plan or after the
last waypoint of a flight plan.
ATKs are fixed once placed and will not move if the referenced waypoint is
changed or removed from the flight plan. ATKs are not saved in the flight plan
catalog. ATKs cannot reference another ATK in the flight plan.
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7.30 Database Provided Altitudes
When the GTN provides altitude data for waypoints included in IFR procedures,
the altitudes provided are those shown on the procedure chart for “Turbojet” or
“Jet” aircraft. If altitudes for other aircraft such as “Turboprop” or “Prop” are
required, the crew must manually edit the waypoint altitude.
7.31 Database Sync with G500/600 or G500/600/700TXi GDUs
When a GTN hosts a Flight Stream 510 for database syncing to GDUs, the GTN
and GDU must be configured for the same chart database type (FliteCharts or
ChartView). If the GDU and GTN are not configured for the same chart type,
charts database sync and Chart Streaming will not be available.
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