Garmin | G1000 NXi: Cessna 206H/T206H Nav III | Garmin G1000 NXi: Cessna 206H/T206H Nav III FAA Approved Airplane Flight Manual Supplement, G1000 NXi System for Textron Nav III Series Aircraft

Garmin G1000 NXi: Cessna 206H/T206H Nav III FAA Approved Airplane Flight Manual Supplement, G1000 NXi System for Textron Nav III Series Aircraft
© Copyright 2019
GARMIN Ltd. or its subsidiaries
All Rights Reserved
Except as expressly provided herein, no part of this manual may be
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of GARMIN. GARMIN hereby grants permission to download a single copy
of this manual and of any revision to this manual onto a hard drive or other
electronic storage medium to be viewed and to print one copy of this manual
or of any revision hereto, provided that such electronic or printed copy of this
manual or revision must contain the complete text of this copyright notice
and provided further that any unauthorized commercial distribution of this
manual or any revision hereto is strictly prohibited.
GARMIN International, Inc.
1200 E. 151st Street
Olathe, KS 66062 USA
Telephone: 913-397-8200
www.garmin.com
Textron NAV III G1000 NXi
Page 2 of 61
190-02128-02 Rev. 3
FAA APPROVED
GARMIN International, Inc.
Log of Revisions
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
Supplement for
G1000 NXi Integrated Avionics System and GFC 700 AFCS for Textron NAV III
REV
NO.
1
2
3
PAGE
NO(S)
DATE OF
APPROVAL
FAA APPROVED
12/20/2016
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
All
Added Enhanced
AFCS, TAWS, ADSB and QFE
Procedures
9/24/18
Paul Mast,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
All
Added Baro-VNAV
and Performancebased Navigation
information. Clarified
optionally equipped
features. Added
ESP/USP
references.
See Cover
See Cover
ALL
190-02128-02 Rev. 3
FAA APPROVED
DESCRIPTION
Original Issue
Textron NAV III G1000 NXi
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Textron NAV III G1000 NXi
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190-02128-02 Rev. 3
FAA APPROVED
Table of Contents
General ...................................................................................................... 7
Limitations .............................................................................................. 27
Introduction ............................................................................................. 27
Emergency Procedures .......................................................................... 34
Abnormal Procedures ............................................................................ 41
Normal Procedures ................................................................................. 46
Performance ............................................................................................ 47
Weight and Balance/Equipment List ..................................................... 47
Airplane and Systems Descriptions ...................................................... 47
Handling, Service, and Maintenance ..................................................... 57
Other Procedures ................................................................................... 58
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
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Textron NAV III G1000 NXi
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190-02128-02 Rev. 3
FAA APPROVED
GENERAL
The information in this supplement is FAA-approved material and must be
attached to the Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual (POH/AFM) when the airplane has been modified by
installation of the GARMIN G1000 NXi Integrated Avionics System and GFC
700 Digital Automatic Flight Guidance System in accordance with GARMIN
International, Inc. approved data, STC SA01830WI
The information in this supplement supersedes or adds to the basic Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual only as set
forth below. Users of the manual are advised to always refer to the
supplement for possibly superseding information and placarding applicable
to operation of the airplane.
The GARMIN G1000 NXi system installed in this aircraft provides a fully
integrated Display, Communications, Navigation and Flight Control System.
Functions provided by the G1000 NXi system include: Primary Flight
Information, Powerplant Monitoring, Navigation, Communication, Traffic
Surveillance, TAWS Class B, Weather Avoidance, and a two-axis automatic
flight control / flight director system.
Use of this supplement requires the installation of Garmin G1000 NXi
hardware and system software version 2501.08, or later, in the aircraft.
Pilots are advised to carefully review the contents of this revision before
operating the airplane.
The installed ADS-B OUT system has been shown to meet the equipment
performance requirements of 14 CFR 91.227.
The Electronic Stability and Protection System (Garmin ESP™) enables
several enhancements to the Garmin GFC 700 Automatic Flight Control
System (AFCS):
•Electronic Stability & Protection (ESP™)
•Automatic Level Mode (LVL LVL)
•Underspeed Protection (USP)
•Coupled Go-Around
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 7 of 61
Refer to the Garmin G1000 Cockpit Reference Guide and Garmin G1000
Pilot’s Guide for a detailed description of each feature listed above.
G1000 NXi GNSS (GPS/SBAS) NAVIGATION SYSTEM
EQUIPMENT APPROVALS
The Garmin G1000 NXi Integrated Avionics GNSS navigation system
installed in this aircraft is a GPS system with a Satellite Based Augmentation
System (SBAS) comprised of two TSO-C145a Class 3 approved Garmin
GIAs, TSO-C146d Class 3 approved Garmin GDU 1054B or 1050 Display
Units, Comant CI2580-200 antennas, and GPS software version 5.1 or later
approved version. The G1000 NXi GNSS navigation system in this airplane
is installed in accordance with AC 20-138D. When all the equipment is
operative, the Garmin G1000 NXi system has two independent GNSS longrange navigation systems. Failure of any of the above equipment or the
posting indicates only one operational GNSS system.
The Garmin G1000 NXi Integrated Avionics GNSS navigation system as
installed in this airplane complies with the requirements of AC 20-138D and
is approved for navigation using GPS and GPS/SBAS (within the coverage
of a Satellite Based Augmentation System complying with ICAO Annex 10)
for IFR en-route, terminal area, non-precision approach, and approach
procedures with vertical guidance operations.
The Garmin G1000 NXi Integrated Avionics GNSS navigation system as
installed in this aircraft complies with the equipment, performance, and
functional requirements to conduct RNAV and RNP operations in
accordance with the applicable requirements of the reference documents
listed in the following table. This table is accurate at the time it was published.
However, changes to operational rules, FAA advisory circulars, flight plan
formats, etc., are possible. The pilot is responsible to ensure compliance with
current operational requirements.
Textron NAV III G1000 NXi
Page 8 of 61
190-02128-02 Rev. 3
FAA APPROVED
Operational
Requirements/
Authorization
Navigation
Specification
RNAV 10
RNP 10
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation)
GNSS FDE
availability must be
verified prior to
flight. Maximum
predicted FDE
unavailability is 34
minutes 1.
Two GNSS
systems required to
be operational,
(one GNSS system
for those routes
requiring only one
long range
navigation system).
Reference
Documents
FAA AC 20138D CHG
2
ICAO Flight
Plan Code
Item
Item
10a
18
Code PBN/
R
A1
R
B2
FAA AC
90-105A
FAA AC
91-70A
EASA AMC
20-12
Notes
The GPS equipment as
installed complies with
the requirements for
GPS primary means of
Class II navigation in
oceanic and remote
airspace without
reliance on other longrange navigation
systems, when used in
conjunction with an
FDE prediction tool that
satisfies the guidance
of FAA AC 20-138D
and AC 90-105A (or
later revision).1
No time limit using
GNSS as the
primary navigation
sensor.
Part 91, Part 91
subpart K, 121,
125, and 135
operators require
operational
approval.
B-RNAV /
RNAV 5
(Europe)
This does not
constitute an
operational
approval.
FAA AC
90-96A
CHG 1
EASA AMC
20-4A
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 9 of 61
RNP 4
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation)
GNSS FDE
availability must be
verified prior to
flight. Maximum
predicted FDE
unavailability is 25
minutes. 1
FAA AC 20138D CHG
2
R
L1
FAA AC
90-105A
FAA AC
91-70A
Two operational
long-range nav
systems required,
(or one navigation
system and one
GNSS sensor for
those routes
requiring only one
long-range
navigation sensor).
The GPS equipment as
installed complies with
the requirements for
GPS primary means of
Class II navigation in
oceanic and remote
airspace without
reliance on other longrange navigation
systems, when used in
conjunction with an
FDE prediction tool that
satisfies the guidance
of FAA AC 20-138D
and AC 90-105A (or
later revision).1
Additional equipment
may be required to
obtain operational
approval to utilize RNP4 performance.
No time limit using
GNSS as the
primary navigation
sensor.
Part 91, Part 91
subpart K, 121,
125, and 135
operators require
operational
approval.
RNP-2
(Oceanic/
Remote)
GNSS FDE
availability must be
verified prior to
oceanic or remote
continental flight.
Maximum predicted
FDE unavailability
is 5 minutes.
Textron NAV III G1000 NXi
Page 10 of 61
FAA AC 20138D CHG
2
FAA AC 90105A
R
TBD
The GPS equipment as
installed complies with
the requirements for
GPS primary means of
Class II navigation in
oceanic and remote
airspace without
reliance on other longrange navigation
systems, when used in
conjunction with an
190-02128-02 Rev. 3
FAA APPROVED
(continued)
(continued)
Two operational
long-range nav
systems required,
(or one navigation
system and one
GNSS sensor for
those routes
requiring only one
long-range
navigation sensor).
FDE prediction tool that
satisfies the guidance
of FAA AC 20-138D
and AC 90-105A (or
later revision).1
Additional equipment
may be required to
obtain operational
approval to utilize RNP2 performance.
No time limit using
GNSS as the
primary navigation
sensor.
Item 18 PBN flight plan
code is still to-bedetermined at time of
publication of this
AFMS.
Part 91, Part 91
subpart K, 121,
125, and 135
operators require
operational
approval.
RNP -2
(Domestic /
Offshore
En route)
In accordance with
AC 90-105A, Part
91 operators
(except subpart K)
following the
aircraft and training
guidance in AC 90105A are
authorized to fly
RNP-2 domestic
and offshore
routes.
FAA AC 20138D CHG
2
FAA AC 90105A
R
TBD
Includes RNP-2
domestic and offshore
routes.
Item 18 PBN flight plan
code is still to-bedetermined at time of
publication of this
AFMS.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 11 of 61
RNAV 2
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC 20138D CHG
2
R
C2
Includes RNAV Q and
T routes.
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, CHG
2,
Part 91 operators
(except subpart K)
following the
aircraft and training
guidance in AC 90100A are
authorized to fly
RNAV 2
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
Textron NAV III G1000 NXi
Page 12 of 61
190-02128-02 Rev. 3
FAA APPROVED
RNAV 1
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC 20138D CHG
2
R
D2
Includes RNAV terminal
departure and arrival
procedures.
R
D2
ICAO flight plan code
for P-RNAV no longer
exist. P-RNAV utilizes
RNAV 1 flight plan
codes.
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, Part
91 operators
(except subpart K)
following the
aircraft and training
guidance in AC 90100A are
authorized to fly
RNAV 1
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
P-RNAV
(Europe)
This does not
constitute an
operational
approval.
FAA AC
90-96A
CHG 1
JAA TGL
10 Rev 1
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 13 of 61
RNP 1
When flying a RNP
procedure
containing a radiusto-fix (RF) leg, the
AFCS must be
operational.
FAA AC 20138D CHG
2
R
O2
Includes RNP terminal
departure and arrival
procedures. This
includes procedures
with radius-to-fix (RF)
legs.
R
S1
Includes non-precision
approaches based on
conventional navigation
aids with “or GPS” in
the title and area
navigation approaches
FAA AC
90-105A
At a minimum, the
flight director must
be displayed and
utilized when
conducting
procedures
containing RF legs.
In accordance with
AC 90-105, Part 91
operators (except
subpart K),
following
the aircraft and
training guidance in
AC 90-105A are
authorized to fly
RNP 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
RNP APCH
LNAV minima
When flying a RNP
procedure with a
radius-to-fix (RF)
leg, the AFCS must
be operational. At
a minimum, the
FAA AC 20138D CHG
2
FAA AC
90-105A
EASA AMC
20-27
Textron NAV III G1000 NXi
Page 14 of 61
190-02128-02 Rev. 3
FAA APPROVED
(continued)
(continued)
flight director must
be displayed and
utilized when
conducting
procedures
containing RF legs.
titled “GPS”, “RNAV
(GPS)”, and
“RNAV (GNSS)”. This
includes procedures
with radius-to-fix (RF)
legs.
In accordance with
AC 90-105A, Part
91 operators
(except subpart K),
following the
aircraft and training
guidance in AC 90105A are
authorized to fly
RNP APCH LNAV
minima
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
RNP APCH
LNAV/VNAV
minima
When flying a RNP
procedure with a
radius-to-fix (RF)
leg, the AFCS must
be operational.
At a minimum, the
flight director must
be displayed and
utilized when
conducting
procedures
containing RF legs.
190-02128-02 Rev. 3
FAA APPROVED
FAA AC 20138D CHG
2
FAA AC
90-105A
EASA AMC
20-27 with
CM-AS-002
R
S2
Includes area
navigation approaches
titled “RNAV (GPS)”
and “RNAV (GNSS).”
This includes
procedures with radiusto-fix (RF) legs.
Vertical guidance is
based on GPS/SBAS
when within SBAS
coverage and on baro
Textron NAV III G1000 NXi
Page 15 of 61
(continued)
(continued)
In accordance with
AC 90-105A, Part
91 operators
(except subpart K),
following the
aircraft and training
guidance in AC 90105A are
authorized to fly
RNP APCH
LNAV/VNAV
minima
procedures.
VNAV when outside
SBAS coverage, when
SBAS has been
disabled by pilot
selection, or for
approaches with
‘WAAS VNAV NA’.
The aircraft complies
with the criteria of AMC
20-27 for RNP
approaches to
LNAV/VNAV minima,
with the exception that
VNAV is based on
SBAS/GNSS geometric
altitude when
SBAS/GNSS is
available and
authorized.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
RNP APCH
LP minima
When flying a RNP
procedure with a
radius-to-fix (RF)
leg, the AFCS must
be operational. At
a minimum, the
flight director must
be displayed and
utilized when
conducting
procedures
containing RF legs.
Textron NAV III G1000 NXi
Page 16 of 61
FAA AC 20138D CHG
2
FAA AC
90-107
N/A
N/A
This includes area
navigation approaches
titled “RNAV (GPS)”
and “RNAV (GNSS)”
including procedures
with radius-to-fix (RF)
legs.
LP minima are
available only when
within SBAS coverage.
190-02128-02 Rev. 3
FAA APPROVED
(continued)
In accordance with
AC 90-107, Part 91
operators (except
subpart K)
following the
operational
considerations and
training guidance in
AC 90-107 are
authorized to fly
RNP APCH LP
minima
procedures.
Part 91 subpart K,
121, 125, 133, 135,
and 137 operators
require operational
approval.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 17 of 61
RNP APCH
LPV minima
When flying a RNP
procedure
containing a radiusto-fix (RF) leg, the
AFCS must be
operational. At a
minimum, the flight
director must be
displayed and
utilized when
conducting
procedures
containing RF
segments.
FAA AC 20138D CHG
2
FAA AC
90-107
EASA
AMC 20-28
B
N/A
Includes area
navigation approaches
titled “RNAV (GPS)”
and “RNAV (GNSS).”
This includes
procedures with radiusto-fix (RF) legs. LPV
minima are available
only when within SBAS
coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K),
following the
aircraft and training
guidance in AC 90107 are authorized
to fly RNP APCH
LPV minima
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators
require operational
approval.
Textron NAV III G1000 NXi
Page 18 of 61
190-02128-02 Rev. 3
FAA APPROVED
Advanced
RNP
See Notes for
specific
Advanced
RNP
functions.
This does not
constitute an
operational
approval.
FAA AC 20138D
CHG 2
N/A
N/A
•
RNAV Holding:
Supported.
•
Radius-to-Fix (RF)
Legs:
Supported.
•
Parallel Offsets:
RNP-4 parallel
offsets as defined
by AC 20-138D
Chapter 10 are
supported.
However, Advanced
RNP parallel offsets
as defined by AC
20-138D Appendix
3 are not supported.
•
Higher Continuity:
Supported when
both GIA
GPS/SBAS
receivers are
operating and
providing GPS
navigation guidance
to their respective
PFD.
•
Scalable RNP:
Not supported.
•
Fixed Radius
Transitions (FRT):
Not supported.
•
Time of Arrival
Control (TOAC):
Not supported.
Table 1 - G1000 NXi GNSS Operational Requirements
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 19 of 61
1. FDE/RAIM availability worldwide can be determined via the following:
An FDE prediction tool that satisfies the guidance of FAA AC 20-138D
and AC 90-105A (or later revision), such as the Garmin WFDE
Prediction program, part number 006-A0154-01 (010-G1000-00) or later
approved version with Comant CI2580-200 antennas selected.
Also, within the United States:
Via the FAA’s RAIM Service Availability Prediction Tool (SAPT) website:
http://sapt.faa.gov.
Contacting a Flight Service Station (not DUATS) to obtain non-precision
approach RAIM.
Also, within Europe,
Via Europe’s AUGER GPS RAIM Prediction Tool at
http://augur.ecacnav.com/augur/app/home.
This requirement is not necessary if SBAS coverage is confirmed to be
available along the entire route of flight. The route planning and WFDE
prediction program may be downloaded from the Garmin G1000 website on
the internet. For information on using the WFDE Prediction Program, refer
to Garmin WAAS FDE Prediction Program, part number 190-00643-01,
‘WFDE Prediction Program Instructions’.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in
accordance with RTCA/DO-200A and AC 20-153B for database integrity,
quality, and database management processes for many of its aviation
databases. LOA status and RTCA/DO-200A List of Applicable Avionics (19001999-00) can be viewed at FlyGarmin.com.
Navigation information is referenced to the WGS-84 reference system.
Textron NAV III G1000 NXi
Page 20 of 61
190-02128-02 Rev. 3
FAA APPROVED
USE OF THE AFMS
The following definitions apply to WARNINGS, CAUTIONS and NOTES
found throughout the AFMS:
WARNING
OPERATING PROCEDURES, TECHNIQUES, ETC.,
WHICH COULD RESULT IN PERSONAL INJURY OR
LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.
CAUTION
OPERATING PROCEDURES, TECHNIQUES, ETC.,
WHICH COULD RESULT IN DAMAGE TO
EQUIPMENT IF NOT CAREFULLY FOLLOWED.
NOTE
Operating procedures, techniques, etc., which is considered
essential to emphasize.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 21 of 61
ELECTRONIC FLIGHT BAG
Electronic aeronautical charts displayed on this system have been shown to
meet the guidance in AC 120-76D as a Type B Electronic Flight Bag (EFB)
for FliteCharts and ChartView. Additional requirements may make a
secondary source of aeronautical charts necessary on the aircraft and
available to the pilot, such as traditional paper charts or an additional
portable electronic device. If the secondary source of aeronautical charts is
a Portable Electronic Device (PED), its use must be consistent with the
guidance in AC 120-76D.
For operations under 14 CFR Part 91, it is suggested that a secondary or
back up source of aeronautical information necessary for the flight be
available to the pilot in the airplane. If the source of aeronautical information
is in electronic format, operators must determine non-interference with the
G1000 NXi system and existing aircraft systems for all flight phases.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in
accordance with RTCA/DO-200A and AC 20-153B for database integrity,
quality, and database management processes for many of its aviation
databases. LOA status and RTCA/DO-200A List of Applicable Avionics (19001999-00) can be viewed at FlyGarmin.com.
Textron NAV III G1000 NXi
Page 22 of 61
190-02128-02 Rev. 3
FAA APPROVED
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following glossary is applicable within the airplane flight manual
supplement
AC
Advisory Circular
ADC
Air Data Computer
ADF
Automatic Direction Finder
ADS-B
Automatic Dependent Surveillance - Broadcast
AFCS
Automatic Flight Control System
AFM
Airplane Flight Manual
AFMS
Airplane Flight Manual Supplement
AHRS
Attitude and Heading Reference System
ALT
Altitude, or AFCS altitude hold mode, or ALT button on
the GDU.
AMMD
Airport Moving Map Display
AP
Autopilot
ATC
Air Traffic Control
AUX
Auxiliary
BARO
Barometric Setting
BC
Back Course
CDI
Course Deviation Indicator
COM
Communication radio
CWS
Control Wheel Steering
DME
Distance Measuring Equipment
DR
Dead Reckoning
EIS
Engine Indication System
ESP
Electronic Stability and Protection
FD
Flight Director
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 23 of 61
FIS-B
Flight Information Service-Broadcast
FLC
AFCS Flight Level Change mode, or FLC button on the
GDU.
FLTA
Forward Looking Terrain Awareness
FMS
Flight Management System
FPL
Flight Plan
GA
Go-around or Garmin Antenna
GDU
Garmin Display Unit
GEA
Garmin Engine/Airframe Unit
GFC
Garmin Flight Control
GNSS
Global Navigation Satellite System
GP
GPS Glide Path
GPS
Global Positioning System
GPWS
Ground Proximity Warning System
GS
Glide Slope
HDG
AFCS heading mode or the HDG button on the GDU.
HSI
Horizontal Situation Indicator
IFR
Instrument Flight Rules
ILS
Instrument Landing System
INH
Inhibit
LNAV
Lateral Navigation
LNAV + V
Lateral Navigation with Advisory Vertical Guidance
LNAV/VNAV
Lateral Navigation / Vertical Navigation
LOC
Localizer
LOI
Loss of Integrity (GPS)
LP
Localizer Performance
LPV
Localizer Performance with Vertical Guidance
MAXSPD
Maximum Speed, AFCS Overspeed Protection mode
Textron NAV III G1000 NXi
Page 24 of 61
190-02128-02 Rev. 3
FAA APPROVED
MFD
Multi Function Display
MPS
Meters per second
MSL
Mean Sea Level
MT
Meters
NAV
Navigation, or AFCS navigation mode, or NAV button
on the GDU.
NEXRAD
Next Generation Radar (XM/FIS-B Weather Product)
NM
Nautical Mile
OAT
Outside Air Temperature
ODA
Organization Designation Authorization
OPT
Option
PDA
Premature Descent Alert
PFD
Primary Flight Display
PFT
Pre-Flight Test
PIT
AFCS Pitch Mode
POH
Pilot’s Operating Handbook
PROC
Procedure Button on the GDU
PTCH
Pitch
QFE
Atmospheric pressure at airport elevation (field
elevation equals zero feet)
ROL
AFCS roll mode
SBAS
Satellite Based Augmentation System
STC
Supplemental Type Certificate
SVT
Synthetic Vision Technology
TAWS
Terrain Awareness and Warning System
TWY
Taxiway
USP
Autopilot Underspeed Protection
VAPP
AFCS VOR Approach Mode
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 25 of 61
VFR
Visual Flight Rules
VMC
Visual Meteorological Conditions
VNAV
Vertical Navigation
VNV
Vertical Navigation Button on the GDU
VOR
VHF Omni-directional Range
VPTH
Vertical Path
VS
Vertical Speed
WAAS
Wide Area Augmentation System
WFDE
WAAS Fault Detection/Exclusion
WGS-84
World Geodetic System – 1984
XM LTNG
XM Satellite System Lighting
Textron NAV III G1000 NXi
Page 26 of 61
190-02128-02 Rev. 3
FAA APPROVED
LIMITATIONS
INTRODUCTION
This AFMS is applicable to the System Software Version 2501.08. The
System Software Version number is displayed at the top right side of the
MFD Power-up page.
COCKPIT REFERENCE GUIDE
The G1000 NXi Cockpit Reference Guide, GARMIN part number
190-02178-01, for Textron NAVIII series aircraft must be immediately
available to the pilot during all phases of flight. Use the G1000 NXi Cockpit
Reference Guide, GARMIN part number 190-02178-01, Revision A or later
revision when system software 2501.08, or later, is installed.
G1000 NXI LIMITATIONS
GROUND MANEUVERING
Do not use SafeTaxi, FliteCharts, ChartView, or SurfaceWatch functions as
the basis for ground maneuvering. These 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). These functions are to be used by the flight
crew to orient themselves on the airport surface to improve pilot situational
awareness during ground operations
IFR/VFR CHARTS
Do not use the IFR/VFR CHARTS page for pilotage navigation. The
IFR/VFR CHARTS are intended only to improve pilot situational
awareness.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 27 of 61
TAWS, GPWS, AND TERRAIN SYSTEM LIMITS
Pilots are authorized to deviate from their current ATC clearance to the
extent necessary to comply with TAWS or GPWS warnings.
The TAWS databases have an area of coverage as detailed below:
a) The terrain database has an area of coverage from North 90°
Latitude to South 90° Latitude in all Longitudes.
b) The obstacle database has an area of coverage that includes the
United States and Europe.
Use of the TAWS for navigation or terrain and/or obstacle avoidance is
prohibited.
NOTE
The area of coverage may be modified, as additional terrain data
sources become available.
NOTE
The TAWS page and terrain display is intended to serve as a
situational awareness tool only. It may not provide the accuracy,
fidelity, or both, on which to solely base decisions and plan
maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, inhibit TAWS and/or GPWS when landing at an
airport that is not included in the airport database.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in
accordance with AC 20-153B for database integrity, quality, and database
management practices for the Terrain and Obstacle databases. Flight crews
and operators can view the LOA statuses and areas of degraded terrain
performance by selecting the Type 2 LOA status quick link at
www.FlyGarmin.com.
When responding to a TAWS “Pull Up” warning, the autopilot must be
immediately disconnected and the evasive maneuver hand flown by the pilot.
Textron NAV III G1000 NXi
Page 28 of 61
190-02128-02 Rev. 3
FAA APPROVED
TRAFFIC AVOIDANCE SYSTEM LIMITS
Use of the MAP - TRAFFIC MAP, Inset Map traffic display, or the SVT display
to maneuver the airplane for traffic avoidance without outside visual
reference is prohibited. The Traffic Information System (TIS) or optional
Skywatch TAS, Skywatch HP, Honeywell KTA-870, and Garmin GTS
820/850/800 Traffic Systems are intended as an aid for the pilot to visually
locate traffic. It is the responsibility of the pilot to see and manually maneuver
the airplane to avoid other traffic.
Maneuvers based solely on a traffic advisory (TA) or on information
displayed on a traffic display are not authorized. Pilots are authorized to
deviate from their current ATC clearance to comply with a TCAS II resolution
advisory (RA). When responding to a TCAS RA warning, the autopilot must
be immediately disconnected and the evasive maneuver hand flown by the
pilot.
DATA LINK WEATHER (XM, CONNEXT, OR FIS-B WEATHER)
Datalink weather information displayed by the G1000 NXi system is limited
to supplemental use only. XM, Garmin Connext, or FIS-B weather data is
not a source of official weather information. Use of the NEXRAD, PRECIP,
XM LTNG and DL LTNG (Datalink Lightning) data on the MAP –
NAVIGATION MAP, MAP – WEATHER DATA LINK (XM), MAP –
WEATHER DATA LINK (CNXT), and MAP – WEATHER DATA LINK (FISB) pages for hazardous weather, e.g., thunderstorm penetration, is
prohibited.
NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP –
NAVIGATION MAP, MAP – WEATHER DATA LINK (XM), MAP –
WEATHER DATA LINK (CNXT), and MAP – WEATHER DATA LINK (FISB) pages is intended only as an aid to enhance situational awareness of
hazardous weather, not penetration. It is the pilot’s responsibility to avoid
hazardous weather using official weather data sources and the airplane’s inflight weather radar.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 29 of 61
FMS FLIGHT PLAN
Do not delete the arrival airport or runway waypoint within a loaded arrival
procedure. Arrival procedures loaded into the G1000 NXi FMS must be
associated with the destination airport.
BARO VNAV
The barometric altimeter must be used as the primary altitude reference for
all baro VNAV operations, including instrument approach procedure stepdown fixes. Use of baro VNAV to a DA is not authorized with a remote
altimeter setting. A current altimeter setting for the landing airport is
required. When using remote altimeter minima, the baro VNAV function
may be used to the published LNAV MDA.
RNP APPROACHES
When a flight is predicated on flying a RNP approach with an RF leg at the
destination and/or alternate, the pilot must determine that the AFCS is
operational. At a minimum, the flight director must be displayed and
utilized when conducting procedures containing Radius-to-Fix (RF)
segments.
G1000 NXI GNSS (GPS/SBAS) NAVIGATION SYSTEM
The flight crew must confirm at system initialization that the Navigation
database is current.
If the navigation database AIRAC cycle will change during flight, the pilot
must ensure the accuracy of navigation data, including suitability of
navigation facilities used to define the routes and procedures for flight. If an
amended chart affecting navigation data is published for the procedure, the
database must not be used to conduct the procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is
prohibited unless the flight crew verifies and uses a valid, compatible, and
current Navigation database or verifies each waypoint for accuracy by
reference to current approved data.
Textron NAV III G1000 NXi
Page 30 of 61
190-02128-02 Rev. 3
FAA APPROVED
Discrepancies that invalidate a procedure must 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.
For flight planning purposes:
• In areas where SBAS coverage is not available, the pilot must check
RAIM availability.
• Operations within the U.S. National Airspace System on RNP and
RNAV procedures when SBAS signals are not available, the
availability of GPS integrity RAIM must be confirmed for the intended
route of flight. In the event of a predicted continuous loss of RAIM of
more than five minutes for any part of the intended route of flight, the
flight should be delayed, canceled, or re-routed on a track where RAIM
requirements can be met.
• For operations within European B-RNAV and P-RNAV airspace, if
more than one satellite is scheduled to be out of service, then the
availability of GPS integrity RAIM must be confirmed for the intended
flight (route and time). In the event of a predicted continuous loss of
RAIM of more than five minutes for any part of the intended flight, the
flight should be delayed, canceled, or re-routed on a track where RAIM
requirements can be met.
• For operations where the route requires Class II navigation, the
aircraft’s operator or flight crew must use an FDE Prediction program
that satisfies the guidance of AC 20-138D and AC 90-105A (or later
revision) to demonstrate that there are no outages on the specified
route that would prevent the G1000 NXi from providing primary means
of Class II navigation in oceanic and remote areas of operation that
requires RNP-2 oceanic/remote, RNP-4, or RNP-10 capability. In
accordance with FAA AC 90-105A requirements, if the Garmin WFDE
Prediction program indicates fault exclusion (FDE) will be unavailable
for more than 5 minutes for RNP-2 oceanic/remote, 25 minutes for
RNP-4, or 34 minutes for RNP-10, then the operation must be
rescheduled when FDE is available.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 31 of 61
The GIA GPS navigation receiver must be operating and providing GPS
navigation guidance to the PFD for operations requiring RNP-2
oceanic/remote, RNP-4, and RNP-10 performance.
Manual entry of waypoints using latitude/longitude or place/bearing is
prohibited for published RNP and RNAV routes.
“GPS”, “or GPS”, “RNAV (GPS)”, and “RNAV (GNSS)” instrument
approaches using the G1000 NXi System are prohibited unless the pilot
verifies and uses the current Navigation database. GPS based instrument
approaches must be flown in accordance with an approved instrument
approach procedure that is loaded from the Navigation database.
When conducting instrument approaches referenced to true North, the NAV
Angle on the AUX-Units/Position (AUX - System Status) page must be set
to True (To).
Pilots 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 FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is limited
to published approaches within the U.S. National Airspace System.
Approaches to airports in other airspace are not approved unless authorized
by the appropriate governing authority.
It is prohibited to flight plan to an alternate airport based on minima for which
SBAS is required (RNAV(GPS) LP/LPV).
Use of the Garmin G1000 NXi GPS/SBAS receivers to provide navigation
guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA,
SDF, MLS or any other type of approach not approved for “or GPS”
navigation is prohibited. When using the G1000 NXi VOR/LOC/GS receivers
to fly the final approach segment, VOR/LOC/GS navigation data must be
selected and presented on the CDI of the pilot flying.
Navigation information is referenced to WGS-84 reference system, and
should only be used where the Aeronautical Information Publication
(including electronic data and aeronautical charts) conform to WGS-84 or
equivalent.
Textron NAV III G1000 NXi
Page 32 of 61
190-02128-02 Rev. 3
FAA APPROVED
Do not delete the arrival airport or runway waypoint within a loaded arrival
procedure. Arrival procedures loaded into the G1000 NXi FMS must be
associated with the destination airport.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 33 of 61
EMERGENCY PROCEDURES
UNDERSPEED PROTECTION ACTIVATION AND RECOVERY
(IF EQUIPPED)
(Red
equipped aircraft)
Warning Annunciator on the PFD on ESP-
May also be accompanied by an amber
annunciator above the
airspeed tape display and aural “AIRSPEED” alert)
1. Throttle Control.................. INCREASE POWER AS REQUIRED TO
CORRECT UNDERSPEED CONDITION
2. Aircraft Attitude and Altitude ........................................... MONITOR
After underspeed condition is corrected:
3. Autopilot .............. RESELECT VERTICAL AND LATERAL MODES (if
necessary)
4. Throttle Control .......................................... ADJUST AS NECESSARY
WARNING
AN
ABRUPT
POWER
INCREASE
WITH
UNDERSPEED PROTECTION ACTIVE MAY RESULT
IN A NOSE-UP MISTRIM CONDITION.
NOTE
Autopilot Underspeed Protection mode provides a pitch
down command to maintain sufficient airspeed. When
power is applied to correct the underspeed condition the
resulting nose up attitude may be high to climb back to the
programmed vertical path. Underspeed Protection Mode
recovery is not available below 200 feet AGL (61 meters),
except in go-around (GA) mode.
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Page 34 of 61
190-02128-02 Rev. 3
FAA APPROVED
ESP ACTIVATION (IF EQUIPPED)
1. Power......................................................................... AS REQUIRED
2. Aircraft Attitude ................................................. MAINTAIN/REGAIN
NOTE
If ESP is active for at least 50% of the last 20 seconds, the
autopilot will automatically engage in LVL mode, an aural
‘ENGAGING AUTOPILOT’ alert will be played, and the
autopilot will roll the wings level and fly at zero-vertical speed.
3. Autopilot Modes........................................................... AS DESIRED
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 35 of 61
TAWS (IF EQUIPPED)
(Red
PULL UP”)
on PFD and aural “PULL UP” or “[Whoop, Whoop],
1. AP/ TRIM DISC Button ......................... PRESS and RELEASE
(To disconnect the
autopilot)
2. Aircraft Attitude ............. PULL BACK ON CONTROL WHEEL
3. Power................................................ MAXIMUM ALLOWABLE
4. Airspeed .............................. BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
1. Power ............................................... MAXIMUM CONTINUOUS
2. Altitude ..................... CLIMB AND MAINTAIN SAFE ALTITUDE
3. Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either
operating in visual meteorological conditions (VMC), or the pilot
determines, based on all available information, that turning in
addition to the escape maneuver is the safest course of action,
or both.
Textron NAV III G1000 NXi
Page 36 of 61
190-02128-02 Rev. 3
FAA APPROVED
WIRE OBSTACLE (IF EQUIPPED)
(Red WIRE AHEAD – PULL UP annunciator Is Displayed and Aural
“WIRE AHEAD PULL UP” Message)
1. AP/TRIM DISC Button .......................... PRESS and RELEASE
(To disconnect the autopilot)
2. Aircraft Attitude ............. PULL BACK ON CONTROL WHEEL
3. Power................................................ MAXIMUM ALLOWABLE
4. Airspeed .............................. BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
1. Power ............................................... MAXIMUM CONTINUOUS
2. Altitude ..................... CLIMB AND MAINTAIN SAFE ALTITUDE
3. Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either
operating in visual meteorological conditions (VMC), or the pilot
determines, based on all available information, that turning in
addition to the escape maneuver is the safest course of action,
or both.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 37 of 61
SURFACEWATCH WARNING (IF EQUIPPED)
TAXIWAY TAKEOFF
(Red
Message)
1.
2.
3.
4.
annunciator Is Displayed and Aural “Taxiway”
Takeoff ................................................................................... ABORT
Throttle Control.......................................................................... IDLE
Brakes .................................................................................... APPLY
Aircraft Position and Runway Assignment .......................... CONFIRM
If Aircraft Position and Runway Assignment are Correct:
1. SurfaceWatch Alerts ..................................................................... OFF
• From the MFD AUX – System Setup page, set
SurfaceWatch alerts OFF
NOTE
SurfaceWatch Alerts should be turned ON as soon as
practical after takeoff to restore functionality for remainder
of flight.
Textron NAV III G1000 NXi
Page 38 of 61
190-02128-02 Rev. 3
FAA APPROVED
TAXIWAY LANDING
(Red
Message)
annunciator Is Displayed and Aural “Taxiway”
1. BALKED LANDING Procedure ......................................... EXECUTE
2. Aircraft Position and Runway Assignment .......................... CONFIRM
If Aircraft Position and Runway Assignment are Correct:
1. SurfaceWatch Alerts ..................................................................... OFF
•
From the MFD AUX – System Setup page, set
SurfaceWatch alerts OFF
NOTE
SurfaceWatch Alerts should be turned ON as soon as
practical after landing to restore functionality for ground
operations.
RUNWAY TOO SHORT DURING TAKEOFF
(Red
Short” Message)
1.
2.
3.
4.
5.
annunciator Is Displayed and Aural “Runway Too
Takeoff ................................................................................... ABORT
Throttle Control.......................................................................... IDLE
Brakes .................................................................................... APPLY
Aircraft Position and Runway Assignment ...............................Confirm
Ensure correct origin, runway, and required takeoff distance have
been entered into the G1000 system from the FPL – SurfaceWatch
Setup page.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 39 of 61
RUNWAY TOO SHORT DURING LANDING
(Red
Short” Message)
annunciator Is Displayed and Aural “Runway Too
1. BALKED LANDING Procedure ......................................... EXECUTE
2. Aircraft Position and Runway Assignment .......................... CONFIRM
3. Ensure correct destination, runway, and required landing distance
have been entered into the G1000 NXi system from the FPL –
SurfaceWatch Setup page.
Textron NAV III G1000 NXi
Page 40 of 61
190-02128-02 Rev. 3
FAA APPROVED
ABNORMAL PROCEDURES
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS) OR
WIRE OBSTACLE CAUTION (IF EQUIPPED)
(Amber TERRAIN or CAUTION - WIRE annunciator Is displayed with aural
message)
1. When a TAWS or WIRE OBSTACLE CAUTION occurs, take positive
corrective action until the alert ceases. Stop descending or initiate either
a climb or a turn, or both, as necessary, based on analysis of all available
instruments and information.
ESP FUNCTION WITH LOSS OF GPS NAVIGATION (DR OR
GPS LOI ANNUNCIATION IS DISPLAYED)
1. Stability & Protection ...............................VERIFY DISABLED PRIOR TO
TAKEOFF OR LANDING
LOSS OF TEMPERATURE INPUT ON BARO VNAV
APPROACHES
Airplanes that have system software 2501.07 or later installed have the
capability of flying an automatically generated and temperature
compensated glidepath on certain GPS approaches when SBAS is not
available. This automatically generated glidepath depends upon
temperature input from the air data computer to function properly. In the
event that the temperature input fails during an approach, the following
will be observed:
• If the AFCS is coupled in APR mode, “GP” will be displayed in
flashing black text over amber background for 5 seconds, then
revert to PIT mode. The AFCS will remain coupled in GPS Mode
(lateral).
• The VDI is flagged with “NO GP” displayed in the VDI.
• The “L/VNAV” indication on the CDI remains.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 41 of 61
If the air data temperature inputs are failed, the VDI will be flagged and
no glidepath will be generated. The approach may be continued to
LNAV minima.
If Air Data Temperature Input has Failed:
1. AFCS Vertical Mode ................................. RE-SELECT AS DESIRED
2. Continue the approach using LNAV only minima.
GPS APPROACH INTEGRITY LIMITS EXCEEDED
During a GPS LP, LPV, LNAV/VNAV, or LNAV+V approach using SBAS, if
the Horizontal or Vertical integrity limits are exceeded, the G1000 System
will downgrade the approach. This will be annunciated in the ALERTS
window and may also be accompanied by a change in the indicated
approach type on the HSI. GPS glide path vertical guidance will be
removed from the PFD unless the minimum can still be supported using
Baro VNAV. The approach may be continued as annunciated.
During any GPS approach in which both precision and non-precision
integrity limits are exceeded, the G1000 System will flag the lateral
guidance and display a system message “ABORT APPROACH loss of
navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode integrity 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.
SURFACEWATCH CAUTION MESSAGES (IF
EQUIPPED)
CHECK RUNWAY DURING TAKEOFF
(Amber
RUNWAY”)
annunciator displayed on PFD and aural “CHECK
This caution alert is issued when the aircraft is taking off from a runway
different than that entered in the FPL – SurfaceWatch Setup Page on the
MFD.
Textron NAV III G1000 NXi
Page 42 of 61
190-02128-02 Rev. 3
FAA APPROVED
1. Aircraft Position/Runway Assignment ................................. CONFIRM
If Aircraft Position and Runway Assignment are Correct:
1. Takeoff ....................................................... CONTINUE AS DESIRED
If Aircraft Position and Runway Assignment are Not Correct or Cannot
be Determined:
1. Takeoff .................................................................................... ABORT
2. Throttle Control … ............................................... …IDLE (pull full out)
3. Brakes …………………… ........................................ …………. APPLY
4. Enter correct origin, runway, and required takeoff distance into the
G1000 NXi system from the FPL – SurfaceWatch Setup page on the
MFD
CHECK RUNWAY DURING LANDING
(Amber
RUNWAY”)
annunciator displayed on PFD and aural “CHECK
This caution alert is issued when the aircraft is landing on a runway
different than that entered on the MFD FPL – SurfaceWatch Setup Page.
1. Aircraft Position/Runway Assignment ................................. CONFIRM
If Aircraft Position and Runway Assignment are Correct:
2. Approach and Landing ................................ CONTINUE AS DESIRED
If Aircraft Position and Runway Assignment are Not Correct or
Cannot be Determined:
3. BALKED LANDING Procedure ........................................... EXECUTE
4. Enter correct destination, runway, and required landing distance into
the G1000 NXi system from the FPL – SurfaceWatch Setup page on
the MFD.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 43 of 61
SURFACEWATCH SYSTEM MESSAGES (IF
EQUIPPED)
SURFACEWATCH INHIBITED
During certain flight operations, there may be a desire by the crew to inhibit
the SurfaceWatch system, although it is considered abnormal to do so. Use
the following procedures to inhibit the SurfaceWatch system:
1. MFD AUX – System Setup Page ................................................ VIEW
2. SurfaceWatch Alerts ...................................................... SELECT OFF
NOTE
After inhibiting SurfaceWatch, the following will post as an
alert on the PFD, in the Alerts window:
“SURFACEWATCH INHIBITED SurfaceWatch Inhibited.”
SurfaceWatch Alerts will remain inhibited until manually uninhibited by the pilot, or a power-cycle of the system. After
a shutdown of the G1000 NXi system, SurfaceWatch will
return to its normal state of operation and will not be
inhibited.
Textron NAV III G1000 NXi
Page 44 of 61
190-02128-02 Rev. 3
FAA APPROVED
SURFACEWATCH FAIL
If any of the required inputs for SurfaceWatch operation are failed, invalid, or
unavailable (such as GPS position), SurfaceWatch will be inoperative until
the required parameters are restored. If SurfaceWatch has failed, the
following will post as a message on the PFD, in the Alerts window:
“SURFACEWATCH FAIL One or more inputs invalid.”
SurfaceWatch will automatically return to its normal state of operation
without crew action once the required inputs are restored.
NO SURFACEWATCH RUNWAY POSITION DATA
There are certain runways at various worldwide airports that do not have
valid position data for the SurfaceWatch system to use. If such a runway is
entered into the system for either takeoff or landing via the FPL –
SurfaceWatch Setup Page on the MFD, the following will post as a message
on the PFD, in the alerts window:
“NO RUNWAY POSITION DATA Inhibit SurfaceWatch. No
runway position data.”
SurfaceWatch should then be inhibited according to the SURFACEWATCH
INHIBIT procedures outlined above. Failure to do so will result in nuisance
TWY TAKEOFF or TWY LANDING warnings as applicable. After performing
the takeoff or landing with SurfaceWatch inhibited, the system should be uninhibited as soon as practical so that functionality will be restored for the
remainder of the flight.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 45 of 61
NORMAL PROCEDURES
DISABLING ESP (IF EQUIPPED)
( ESP OFF message on PFD)
ESP may be disabled in the Aux – System Setup 2 page on the MFD. In the
Stability & Protection group, highlight Enabled. Change Enabled to Disabled.
COUPLED GO-AROUND (IF EQUIPPED)
1. GO AROUND button .................... PRESS - Verify GA/GA in AP mode
selection window on PFD
autopilot will not disengage
2. Power .......................................................... APPLY Go Around power
3. MFD Bezel ........ PRESS NAV to couple to selected navigation source
OR;
PRESS HDG to Fly ATC Assigned Missed Approach Heading
4. Altitude Preselect ........................... VERIFY Set to appropriate altitude
5. Aircraft Attitude ................................................................... MONITOR
NOTE
The pilot is responsible for initial missed approach guidance
in accordance with published procedure. When the GA
button is pressed the Flight Director command bars will
command go-around pitch attitude and wings-level. The
pilot must select the CDI to the appropriate navigation
source and select the desired lateral and vertical flight
director modes.
Textron NAV III G1000 NXi
Page 46 of 61
190-02128-02 Rev. 3
FAA APPROVED
PERFORMANCE
No Change. Refer to Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual or appropriate supplement.
WEIGHT AND BALANCE/EQUIPMENT LIST
No Change. Refer to Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual or appropriate supplement.
AIRPLANE AND SYSTEMS DESCRIPTIONS
Refer to the Garmin G1000 Cockpit Reference Guide and Garmin G1000
Pilots Guide for further information regarding Electronic Stability &
Protection (ESP™), Automatic Level Mode (LVL LVL), Underspeed
Protection (USP) and Coupled Go-Around.
APPROACH BARO VNAV
General
All G1000 NXi equipped NAV III aircraft have enroute and terminal VNAV capability. Airplanes that have
system software 2501.07 or later installed have additional ability to conduct barometric based VNAV
operations while conducting certain GPS approaches using an automatically generated temperature
compensated glidepath. It should be noted that the Approach Baro VNAV functionality is separate and
distinct from enroute and terminal descent VNAV functions.
For GPS-based LPV, LNAV/VNAV, LNAV+V, and RNP approaches, glidepath vertical guidance is normally
provided via the Satellite Based Augmentation System (SBAS) system. If SBAS is unavailable or disabled,
the G1000 NXi will provide automatic temperature compensated glidepath vertical guidance on approaches
that have LNAV/VNAV minima published, or on some approaches that are not authorized for SBAS. No
pilot action is required to receive the temperature compensated glidepath when SBAS is not available or
allowed.
Refer to the applicable G1000 NXi Pilot’s Guide and Cockpit Reference Guide (see Table 1 in Section 1)
for complete detailed descriptions of the Garmin G1000 NXi Approach Baro VNAV function and operating
instructions.
Temperature Compensation
Final Approach Segment (FAS)
Altimeter systems assume an ISA temperature model of 15°C at sea level and a standard lapse rate of
−6.5°C/km (1.98°C/1000 ft). When actual atmosphere deviates from the ISA model it results in altitude
errors. For example, if the KICT RNAV (GPS) Y RWY 19R approach shown in Figure were flown with baroVNAV on a non-standard day, the guidance would be relative to a glide path angle other than the 3.00°
published glide path angle.
190-02128-02 Rev. 3
FAA APPROVED
Textron NAV III G1000 NXi
Page 47 of 61
Figure 1, Actual Descent Path on a Hot or Cold Day
In Figure below, the approach plate notes for the same approach indicate it was designed to allow the
approach to be safely flown within a temperature range of 2°F to 114°F. Outside of this temperature range,
LNAV/VNAV minimums could not be used with uncompensated baro-VNAV systems.
Figure 2, Approach Plate Notes
The Garmin G1000 NXi Approach Baro VNAV system is automatically temperature compensated to
produce a glidepath position in space such that Baro VNAV approaches are always flown at the published
glide path angle when the actual temperature deviates from the ISA model. This produces results similar
to ILS glideslopes and LPV glidepaths that remain in the same position in space without respect to
temperature.
To produce the correct geometric glide path angle on the final approach segment, temperature
compensation is applied to the barometric altitude and used to determine the displayed vertical deviation.
However, the altimeter continues to display uncompensated barometric altitude. The temperature
compensation required depends on the temperature profile over the altitude range between the point at
which the barometric setting is measured (presumed to be the approach airport) and the present altitude of
the aircraft. This temperature profile is estimated by using the air data system static air temperature (SAT)
and applying the standard temperature lapse rate to determine the temperature over the rest of the range.
When using barometric altitude for vertical guidance along the final approach segment, temperature
compensation is applied whether the temperature is above or below standard temperature. The actual
compensated altitude is not displayed to the pilot during an approach.
Compensating Waypoint Altitudes
Textron NAV III G1000 NXi
Page 48 of 61
190-02128-02 Rev. 3
FAA APPROVED
In some locales, temperature compensation is required for waypoints in the approach prior to the final
approach segment due to terrain and/or obstacle clearance requirements. US operations requiring use of
temperature compensated waypoint altitudes are indicated by a snowflake icon and associated cold
temperature limit on the approach plate. An example is shown in Figure 3. Pilots operating in US airspace
must advise ATC of the amount of altitude correction applied when correcting on any segment of the
approach other than the final segment prior to using temperature compensated waypoint altitudes since it
may result in reduced vertical separation between aircraft. Other countries (e.g. Canada) may require use
of temperature compensation on certain procedures.
Figure 3, Approach Plate Notes – Temperature compensation
For the G1000 NXi system, temperature compensation of waypoint altitudes on the active flight plan page
is pilot-enabled by a menu option on the FPL – ACTIVE FLIGHT PLAN MFD page. Selecting the menu
option displays a pop-up window to allow the pilot to enter the temperature at the destination that is crossfilled to the GDU so that a consistent temperature is used for temperature compensation of published
approach waypoint altitudes and the approach minimum altitude. Refer to Figure . Enabling temperature
compensation of published approach waypoint altitudes on one display enables it on all displays in the
system. If compensation is already active, and the temperature matches the temperature being used for
compensation of waypoint altitudes, the field at the bottom of this pop-up page reads “CANCEL
COMPENSATION?”
Displayed waypoint altitudes should remain constant. Because the compensation may originally be
computed when the aircraft is at a much higher altitude than the approach waypoint altitudes, compensation
of published waypoint altitudes on the active flight plan page is based on the temperature reported at the
field elevation (rather than using the measured static air temperature at the aircraft altitude).
Rather than adjusting the measured altitude (displayed as uncompensated barometric altitude on the
altimeter), temperature compensation is applied to each published approach waypoint altitude shown in the
active flight plan. This includes approach waypoints in the initial, intermediate, final, and missed approach
segments. When the altimeter reaches the barometric altitude displayed in the active flight plan for the
waypoint, this geopotential altitude is the original published MSL altitude for the waypoint.
NOTE
Only published approach waypoint altitudes shown on the active flight plan are temperature
compensated. No altitude outside a published approach procedure, no user entered
altitude, and no altitude shown as a flight level is temperature compensated.
Temperature compensation of published waypoint altitudes on the active flight plan page is not dependent
on use of barometric altitude for vertical guidance on the final approach segment, and is therefore available
for any type of approach. Use of temperature compensation to adjust the vertical deviation along the final
approach segment and display of temperature compensated waypoint altitudes on the active flight plan
page are two separate features. Enabling the display of temperature compensated altitudes on the active
flight plan page for published approach waypoints is independent of using temperature compensated
altitude to compute vertical deviation along the final approach segment.
190-02128-02 Rev. 3
FAA APPROVED
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Figure 4, Temperature Compensation Pop-Up Page
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190-02128-02 Rev. 3
FAA APPROVED
Display of Compensated Altitudes
To differentiate altitude values that have been adjusted for temperature compensation from uncompensated
altitudes and user-entered altitudes, a snowflake icon is shown next to the compensated altitude on the
G1000 NXi system (Figure ) on altitude constraints that have temperature compensation applied.
Temperature-compensated altitudes may be white, cyan, or crossed out, to indicate reference altitudes,
altitudes used for vertical guidance, and invalid altitudes respectively. Altitudes shown as a flight level (e.g.
FL350) and user-entered altitudes are never temperature compensated by the system.
Figure 5, Display of Temperature-Compensated Altitudes
190-02128-02 Rev. 3
FAA APPROVED
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Temperature Compensation of Approach Minimums
To enable temperature compensation of the minimum altitude, select the “TEMP COMP”, option for the
minimum altitude reference type (in addition to “OFF”, “BARO”, and “RAD ALT”). The temperature at the
destination airport is used for this purpose. The compensated value is displayed below the entered,
uncompensated value (Figure ). If a temperature has been entered for compensating waypoint altitudes
on the active flight plan page, it is used as the default here, and vice-versa. Similar functionality exists in
the minimums selection field on the approach selection pages (Figure ).
The temperature at the destination airport is invalidated when a different approach is loaded into the active
flight plan or when the system powers up. This disables temperature compensation of both the published
approach waypoint altitudes on the active flight plan page and the minimum altitude. The minimum altitude
selection type changes to “BARO” if it was previously set to “TEMP COMP”. Temperature compensation
of the minimum altitude is not dependent on use of barometric altitude for vertical guidance on the Final
Approach Segment (FAS), and is therefore available for any type of approach; in fact, only the destination
airport and temperature are required. Compensating the approach minimums bug simply determines where
the minimums reference is displayed on the altimeter. No adjustment to the barometric altitude is made as
a result of temperature compensating the minimums reference.
Figure 6, Temperature Compensation of Minimum Altitude
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190-02128-02 Rev. 3
FAA APPROVED
Figure 7, Approach Window Temperature Compensated Minimum Altitude
190-02128-02 Rev. 3
FAA APPROVED
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Vertical Deviation Display
The vertical deviation for baro-VNAV approaches is displayed using a solid magenta
symbol and “V”
label (Figure ), compared to the magenta diamond and “G” label used for SBAS approaches.
Figure 8, Vertical Deviation Display With Barometric Approach Vertical Guidance
The full-scale deflection (FSD) for the vertical deviation indicator (VDI) used for approach baro-VNAV is the
same as the full-scale used for an SBAS LNAV/VNAV approach and is shown in Figure . In order to assist
flight crews in determining when vertical deviation exceeds ±75 feet (23 m), yellow bands have been added
to the VDI display as depicted in Figure . The yellow deviation bands are displayed for LNAV/VNAV and
RNP approaches only, and only between the FAF and MAP. The indication is displayed regardless of
whether SBAS or baro altitude is the vertical guidance source.
Figure 9, VDI Scale For Baro-Altitude Based LNAV/VNAV Approach
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190-02128-02 Rev. 3
FAA APPROVED
Figure 10, Display Of VDI Range Exceeding ±75 Feet
190-02128-02 Rev. 3
FAA APPROVED
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Autopilot Interface
The GFC 700 autopilot uses the GP mode via the APR button to follow approach baro-VNAV guidance as
opposed to the VNAV mode via the VNV button. When coupled in GP mode, the autopilot will not capture
a preselected altitude while tracking a baro-VNAV glidepath.
Approach Downgrades
For approaches with minimums that support both SBAS and baro altitude vertical guidance, downgrading
or reverting to barometric altitude guidance is allowed prior to one minute before the FAF. If SBAS becomes
unavailable after the approach is active but prior to 60 seconds before the FAF, an approach downgrade
may be performed (e.g. LPV to LNAV/VNAV) or a vertical source reversion to baro altitude may be
performed (e.g. SBAS LNAV/VNAV to baro LNAV/VNAV).
If a loss of SBAS occurs prior to 60 seconds before the FAF, the system will determine whether or not the
approach mode can be supported using baro VNAV. If baro VNAV can be supported, the “APR ADVISORY
- SBAS VNAV not available. Using Baro VNAV.” message will be displayed on the PFD and the VDI will be
flagged. If SBAS is required for the approach, the approach mode (e.g. LPV) will be shown in amber but
the GPS/SBAS VDI will be displayed until one minute prior to the FAF. If the SBAS integrity has not been
restored at one minute prior to the FAF, the system will display the “APR DWNGRADE - Apr downgraded.
Baro VNAV.” message and flag the VDI.
Once the pilot acknowledges either message by viewing it on the PFD, the VDI will be restored using baro
altitude vertical guidance instead of SBAS. There is no downgrade from SBAS to barometric altitude after
the FAF or within one minute of the FAF; “LNAV” is the only downgrade option in those cases. For
approaches using barometric vertical guidance, downgrade is not allowed; if altitude or temperature data
becomes invalid, the vertical deviation will be flagged.
Sensor Failures
Outside Air Temperature (OAT) Probe
If the OAT becomes invalid the VDI will be flagged as invalid.
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190-02128-02 Rev. 3
FAA APPROVED
STANDARD AVIONICS
GSU 75 AIRDATA, ATTITUDE AND HEADING REFERENCE
SYSTEM (ADAHRS) AND MAGNETOMETER (GMU)
If installed, the optional GSU 75 ADAHRS combines information from the
airplane’s pitot/static system, as well as the aircraft’s attitude, to provide the
following indications on the G1000 NXi displays: attitude, altitude, airspeed,
true airspeed, vertical speed, OAT, and heading information. The ADAHRS
is located in the tailcone of the airplane, and contains both an Air Data
Computer (ADC), as well as an Attitude and Heading Reference System
(AHRS). The magnetometer, located in the left wing panel, provides
heading information to the ADAHRS unit.
HANDLING, SERVICE, AND MAINTENANCE
No Change. Refer to Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual or appropriate supplement.
190-02128-02 Rev. 3
FAA APPROVED
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OTHER PROCEDURES
ADS-B OUT
The installed ADS-B OUT system has been shown to meet the equipment
performance requirements of 14 CFR 91.227.
The ADS-B OUT system should be operational during all phases of flight,
including airport surface movement operations.
The ADS-B OUT system is operational when the transponder is in the ON or
ALT mode. This will be indicated in the transponder window in the lower right
corner of the PFD.
If the G1000 NXi system is unable to transmit ADS-B OUT messages, the
following message will post on the PFD in the alerts window:
XPDR1 ADS-B NO POS – Transponder: ADS-B is not transmitting position.
If the above message is received, verify valid GPS position is available.
1. MFD AUX – GPS Status Page .......................... VERIFY GPS Position
PRESSURE ALTITUDE BROADCAST INHIBIT
While conducting operations within airspace that requires ADS-B Out
transmissions, operate the transponder in ALT mode unless requested
otherwise by ATC. If ATC requests the inhibit of pressure altitude
transmissions, select the transponder to ON mode:
1. XPDR Softkey on PFD ............................................................. PRESS
2. ON Softkey .............................................................................. PRESS
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190-02128-02 Rev. 3
FAA APPROVED
QFE (IF EQUIPPED)
On ground, if QFE operations are required:
1. BARO setting ............................ Set to appropriate QFE BARO setting
2. View the MFD Aux – System Setup 1 page.
3. BARO QFE REF ....................................... Set (Manual or FMS ORIG)
4. BARO QFE ELEV ............Set if Manual REF, verify if FMS ORIG REF
5. BARO QFE Off/On.................................................................... Set On
This will make QFE mode active, as indicated by black QFE text on
green box in upper right corner of the PFD attitude display.
In Flight, before QFE operations are required:
1. BARO setting .................................. STD BARO or QFE BARO setting
2. View the MFD Aux – System Setup 1 page.
3. BARO QFE REF ....................................... Set (Manual or FMS DEST)
4. BARO QFE ELEV ........... Set if Manual REF, verify if FMS DEST REF
5. BARO QFE Off/On.................................................................... Set On
If STD BARO is set then this will Arm QFE, as indicated by black
QFE text on white box in upper right corner of the PFD attitude
display. QFE mode will not yet be active if baro setting is STD
BARO. Changing the baro setting to a numerical value will activate
QFE. If STD BARO is not set, this will activate QFE as indicated by
black QFE text on a green box in upper right corner of the PFD
attitude display.
NOTE
Changing the baro setting to STD BARO while QFE is active disables
QFE. Selecting QFE On while the baro setting is STD BARO arms
QFE which is indicated by black QFE text on a white box. When QFE
is armed, changing the baro setting to a number activates QFE,
which is indicated by green QFE text on a green box.
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FAA APPROVED
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NOTE
Changing the BARO setting while in Autopilot ALT mode will result in
the AFCS slowly climbing or descending to eventually recover to the
original indicated altitude.
Indicated Altitude on Aux – Trip Planning page will always display
MSL altitude, which may not match indicated altitude if QFE is
enabled.
When QFE is toggled on or off, the following altitude displays will be
converted by the system: Flight Plan altitude constraints, active VNV
Profile altitude, ESA and MSA, BARO Transition Alert Altitude,
and VSD altitude constraints. These will be displayed with
parentheses to indicate QFE altitudes, and without parentheses to
indicate MSL altitudes. Flight Levels will NOT be converted.
The following will not be converted by the system, and will not be
displayed with parentheses: PFD indicated altitude, PFD selected
altitude, and approach minimums altitude.
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190-02128-02 Rev. 3
FAA APPROVED
METRIC ALT / VS UNITS (IF EQUIPPED)
If operation with Metric Altitude and Vertical Speed units is desired or
required:
1. View the MFD Aux – System Setup 1 page.
2. Display Units – ALT,VS..................................... Set to Meters(MT,MPS)
If Metric Altitude and Vertical Speed units are displayed and English units
display is desired or required:
1. View the MFD Aux – System Setup 1 page.
2. Display Units – ALT,VS......................................... Set to Feet(FT,FPM)
190-02128-02 Rev. 3
FAA APPROVED
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