Garmin | G1000: Beechcraft Bonanza A36/G36 | Garmin G1000: Beechcraft Bonanza A36/G36 Approved Airplane Flight Manual Supplement G1000 Integrated Avionics Update with Options Including Synthetic Vision/Pathways

Garmin G1000: Beechcraft Bonanza A36/G36 Approved Airplane Flight Manual Supplement G1000 Integrated Avionics Update with Options Including Synthetic Vision/Pathways
LOG OF REVISIONS
FAA Approved Airplane Flight Manual Supplement
G1000 Integrated Avionics
on
Hawker Beechcraft G36
REV
NO.
PAGE
NO(S).
DESCRIPTION
DATE OF
REV
1
All
Initial Release
7/21/10
2
All
Add S/W version 0858.08
10/26/11
3
All
Add S/W version 0858.09
See Cover
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 2 of 13
CONTENTS
SECTION 1 – GENERAL ............................................................... 4
SECTION 2 – LIMITATIONS .......................................................... 7
SECTION 3 – EMERGENCY PROCEDURES ............................. 12
SECTION 3A – ABNORMAL PROCEDURES ............................. 12
SECTION 4 – NORMAL PROCEDURES ..................................... 12
SECTION 5 – PERFORMANCE................................................... 12
SECTION 6 – WEIGHT AND BALANCE/EQUIPMENT LIST ....... 12
SECTION 7 – SYSTEMS DESCRIPTION .................................... 13
SECTION 8 – HANDLING, SERVICING AND MAINTENANCE .. 13
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 3 of 13
SECTION 1 – GENERAL
This document is to be attached to the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual Part Number
36-590002-71 when the airplane is equipped with the Garmin
G1000 Airframe System Software Version 0858.07, 0858.08 or
0858.09.
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 within this document. Users of the
handbook are advised to always refer to the supplement for
possibly superseding information and placarding applicable to the
operation of the airplane.
G1000 GNSS (GPS/SBAS) Navigation system Equipment
approvals
The Garmin G1000 Integrated Avionics GNSS navigation system
installed in this aircraft is a GPS system with a Satellite Based
Augmentation System (SBAS) comprised of two TSO-C145a
Class 3 approved Garmin GIA 63Ws, TSO-C146a Class 3
approved Garmin GDU 104X Display Units, GARMIN GA36 and
GA37 antennas, and GPS software version 3.2 or later approved
version. The G1000 GNSS navigation system in this aircraft is
installed in accordance with AC 20-138A.
The Garmin G1000 Integrated Avionics GNSS navigation system
as installed in this aircraft complies with the requirements of
AC 20-138A and is approved for navigation using GPS and SBAS
(within the coverage of a Satellite Based Augmentation System
complying with ICAO Annex 10) for IFR en route, terminal area,
and non-precision approach operations (including those
approaches titled “GPS”, “or GPS”, and “RNAV (GPS)”
approaches). The G1000 Integrated Avionics GNSS navigation
system installed in this aircraft is approved for approach
procedures with vertical guidance including “LPV” and
“LNAV/VNAV”, within the U.S. National Airspace System.
The Garmin G1000 Integrated Avionics GNSS navigation system
as installed in this aircraft complies with the equipment
requirements of AC 90-105 and meets the equipment performance
and functional requirements to conduct RNP terminal departure
and arrival procedures and RNP approach procedures without RF
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 4 of 13
(radius to fix) legs. Part 91 subpart K, 121, 125, 129, and 135
operators require operational approval from the FAA.
The Garmin G1000 Integrated Avionics GNSS navigation system
as installed in this aircraft complies with the equipment
requirements of AC 90-100A for RNAV 2 and RNAV 1 operations.
In accordance with AC 90-100A, Part 91 operators (except subpart
K) following the aircraft and training guidance in AC 90-100A are
authorized to fly RNAV 2 and RNAV 1 procedures. Part 91
subpart K, 121, 125, 129, and 135 operators require operational
approval from the FAA.
The Garmin G1000 Integrated Avionics GNSS navigation system
as installed in this aircraft has been found to comply with the
requirements for primary means of Class II navigation in oceanic
and remote navigation (RNP-10) without time limitations in
accordance with AC 20-138A and FAA Order 8400.12A. The
G1000 can be used without reliance on other long-range
navigation systems. This does not constitute an operational
approval.
The Garmin G1000 Integrated Avionics GNSS navigation system
as installed in this aircraft has been found to comply with the
navigation requirements for primary means of Class II navigation in
oceanic and remote navigation (RNP-4) in accordance with
AC 20-138A and FAA Order 8400.33. The G1000 can be used
without reliance on other long-range navigation systems.
Additional equipment may be required to obtain operational
approval to utilize RNP-4 performance. This does not constitute
an operational approval.
The Garmin G1000 Integrated Avionics GNSS navigation system
as installed in this aircraft complies with the accuracy, integrity,
and continuity of function, and contains the minimum system
functions required for PRNAV operations in accordance with JAA
Administrative & Guidance Material Section One: General Part 3:
Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10 Rev 1).
The GNSS navigation system has two ETSO-145 / TSO-C145a
Class 3 approved Garmin GIA 63Ws, and ETSO-146 / TSO-C146a
Class 3 approved Garmin GDU 104X Display Units. The G1000
Integrated Avionics GNSS navigation system as installed in this
aircraft complies with the equipment requirements for PRNAV and
BRNAV operations in accordance with AC 90-96A and JAA TGL10 Rev 1. This does not constitute an operational approval.
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 5 of 13
Garmin International holds an FAA Type 2 Letter of Acceptance
(LOA) in accordance with AC 20-153 for database Integrity, quality,
and database management practices for the Navigation database.
Pilots and operators can view the LOA status at www.Garmin.com
> Aviation Databases > Type 2 LOA Status.
Navigation information is referenced to WGS-84 reference system.
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 6 of 13
SECTION 2 – LIMITATIONS
AVIONICS
When in flight, the appropriate Garmin G1000 Cockpit Reference
Guide for the Beechcraft Bonanza G36 must be immediately
available to the flight crew.
AIRFRAME SYSTEM
SOFTWARE VERSION
COCKPIT REFERENCE GUIDE
P/N
0858.07
190-00525-03 Revision A or Later
0858.08
190-00525-04 Revision A or Later
0858.09
190-00525-04 Revision A or Later
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
The pilot must confirm at system initialization that the Navigation
database is current.
Navigation database is expected to be current for the duration of
the flight. If the AIRAC cycle will change during flight, the pilot
must ensure the accuracy of navigation data, including suitability of
navigation facilities used to define the routes and procedures for
flight. If an amended chart affecting navigation data is published
for the procedure, the database must not be used to conduct the
procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is
prohibited unless the pilot verifies and uses a valid, compatible,
and current Navigation database or verifies each waypoint for
accuracy by reference to current approved data.
Discrepancies that invalidate a procedure 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. Contact information to report
Navigation database discrepancies can be found at
www.Garmin.com>Support>Contact Garmin Support>Aviation.
Pilots and operators can view navigation data base alerts at
www.Garmin.com > In the Air> NavData Alerts.
When operating under instrument flight rules requiring an alternate
airport, the required alternate airport must not be flight planned
HAWKER BEECHCRAFT
190-01258-00
MODEL G36 BONANZA
Rev. 3
FAA APPROVED
Page 7 of 13
based on an RNAV (GPS) LP/LPV or LNAV/VNAV approach. The
alternate airport must be flight planned based upon an LNAV
approach or available ground-based approach which the aircraft is
equipped to fly.
For flight planning purposes, in areas where SBAS coverage is not
available, the pilot must check RAIM availability. Within the United
States, RAIM availability can be determined using the Garmin
WFDE Prediction program, part number 006-A0154-01
(010-G1000-00) or later approved version with GARMIN GA36 and
GA37 antennas selected, or the FAA’s en route and terminal RAIM
prediction website: www.raimprediction.net, or by contacting a
Flight Service Station. Within Europe, RAIM availability can be
determined using the Garmin WFDE Prediction program or
Europe’s
AUGER
GPS
RAIM
Prediction
Tool
at
http://augur.ecacnav.com/augur/app/home. For other areas, use
the G1000 WFDE Prediction program. This requirement is not
necessary if SBAS coverage is confirmed to be available along the
entire route of flight. The route planning and WFDE prediction
program may be downloaded from the GARMIN G1000 website on
the internet. For information on using the WFDE Prediction
Program, refer to GARMIN WAAS FDE Prediction Program, part
number 190-00643-01, ‘WFDE Prediction Program Instructions’.
For flight planning purposes, operations within the U.S. National
Airspace System on RNP and RNAV procedures when SBAS
signals are not available, the availability of GPS integrity RAIM
shall be confirmed for the intended route of flight. In the event of a
predicted continuous loss of RAIM of more than five minutes for
any part of the intended route of flight, the flight must be delayed,
canceled, or re-routed on a track where RAIM requirements can be
met or a ground based navigation system can be used.
For flight planning purposes for operations within European
B-RNAV and P-RNAV airspace, if more than one satellite is
scheduled to be out of service, then the availability of GPS integrity
RAIM shall be confirmed for the intended flight (route and time). In
the event of a predicted continuous loss of RAIM of more than five
minutes for any part of the intended flight, the flight must be
delayed, canceled, or re-routed on a track where RAIM
requirements can be met or a ground based navigation system can
be used.
For flight planning purposes, operations where the route requires
Class II navigation the aircraft’s operator or pilot-in-command must
HAWKER BEECHCRAFT
190-01258-00
MODEL G36 BONANZA
Rev. 3
FAA APPROVED
Page 8 of 13
use the Garmin WFDE Prediction program to demonstrate that
there are no predicted outages on the specified route that would
prevent the G1000 from providing primary means of Class II
navigation in oceanic and remote areas of operation that requires
(RNP-10 or RNP-4) capability. If the Garmin WFDE Prediction
program indicates fault exclusion (FDE) is unavailable for more
than 34 minutes in accordance with FAA Order 8400.12B for
RNP-10 requirements, or 25 minutes in accordance with FAA
Order 8400.33 for RNP-4 requirements, then the operation must
be rescheduled when FDE is available.
Both GIA 63W GPS navigation receivers must be operating and
providing GPS navigation guidance to their respective PFD for
operations requiring RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance
Specifications (MNPS) Airspace operations per AC 91-49 and
AC 120-33 require both GPS/SBAS receivers to be operating and
receiving usable signals except for routes requiring only one Long
Range Navigation sensor. Each display computes an independent
navigation solution based on the on-side GPS sensor. However,
either display will automatically revert to the cross-side sensor if
the on-side sensor fails or if the cross-side sensor is determined to
be more accurate. A “BOTH ON GPS1” or “BOTH ON GPS2”
message does not necessarily mean that one GPS has failed.
Refer to the MFD AUX-GPS STATUS page to determine the state
of the unused GPS.
Whenever possible, RNP and RNAV routes including Standard
Instrument Departures (SIDs) and Obstacle Departure Procedures
(ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q”
and RNAV “T” routes should be loaded into the flight plan from the
database in their entirety, rather than loading route waypoints from
the database into the flight plan individually. Selecting and
inserting individual named fixes from the database is permitted,
provided all fixes along the published route to be flown are
inserted. Manual entry of waypoints using latitude/longitude or
place/bearing is prohibited.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using
the G1000 System are prohibited unless the pilot verifies and uses
the current Navigation database.
GPS based instrument
approaches must be flown in accordance with an approved
instrument approach procedure that is loaded from the Navigation
database.
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 9 of 13
Not all published Instrument Approach Procedures (IAP) are in the
Navigation database.
Pilots planning on flying an RNAV
instrument approach must ensure that the Navigation database
contains the planned RNAV Instrument Approach Procedure and
that approach procedure must be loaded from the Navigation
database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor
is limited to published approaches within the U.S. National
Airspace System. Approaches to airports in other airspace are not
approved unless authorized by the appropriate governing authority.
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. Use of the GARMIN G1000 GPS/SBAS
receivers to provide navigation guidance during the final approach
segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other
type of approach not approved for “or GPS” navigation is
prohibited. When using the G1000 VOR/LOC/GS receivers to fly
the final approach segment, VOR/LOC/GS navigation data is must
be selected and presented on the CDI of the pilot flying.
Navigation information is referenced to WGS-84 reference system,
and should only be used where the Aeronautical Information
Publication (including electronic data and aeronautical charts)
conform to WGS-84 or equivalent.
Do not use SafeTaxi or Chartview functions as the basis for ground
maneuvering. SafeTaxi and Chartview functions do not comply
with the requirements of AC 20-159 and are not qualified to be
used as an airport moving map display (AMMD). SafeTaxi and
Chartview are to be used by the flight crew to orient themselves on
the airport surface to improve pilot situational awareness during
ground operations.
TIS AND GTS 820 TAS SYSTEMS
Use of the MAP - TRAFFIC MAP to maneuver the airplane for
traffic avoidance without outside visual reference is prohibited. The
Traffic Information System (TIS) and GTS820 (TAS) systems are
intended as an aid for the pilot to visually locate traffic. It is the
responsibility of the pilot to see and maneuver the airplane to avoid
other traffic.
SYNTHETIC VISION
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 10 of 13
Use of the Synthetic Vision system display elements alone for
aircraft control without reference to the G1000 primary flight
instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, or
obstacle or terrain avoidance is prohibited.
Use of the Synthetic Vision system traffic display alone to avoid
other aircraft is prohibited.
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 11 of 13
SECTION 3 – EMERGENCY PROCEDURES
No Change
SECTION 3A – ABNORMAL PROCEDURES
SVS Displays information inconsistent with G1000 primary flight
instrumentation.
1.
2.
3.
4.
On the PFD:
PFD key.......................................................................... press
SYN VIS key................................................................... press
SYN TERR key............................................................... press
SVS is removed from both PFD displays ....................... Verify
Use G1000 primary displays for navigation and aircraft control.
G1000 operation in display backup mode is required
Select display backup mode on the G1000 system.
NOTE:
When display backup mode is selected, the MFD will
initially present a non-SVS (blue sky over solid brown
ground) display. SVS will be presented on the backup
display within 20 seconds if it was enabled on the
PFD when display backup was selected.
SECTION 4 – NORMAL PROCEDURES
For normal operating procedures, refer to the appropriate Cockpit
Reference Guide or the Garmin G1000 Pilots Guide for the
Beechcraft G36, 190-00595-03, Rev A or later.
SECTION 5 – PERFORMANCE
No Change
SECTION 6 – WEIGHT AND BALANCE/EQUIPMENT LIST
No Change
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 12 of 13
SECTION 7 – SYSTEMS DESCRIPTION
For systems descriptions, refer to the Garmin G1000 Pilots Guide
for the Beechcraft G36, 190-00595-03, Rev A or later.
SECTION 8 – HANDLING, SERVICING AND MAINTENANCE
No Change
HAWKER BEECHCRAFT
MODEL G36 BONANZA
FAA APPROVED
190-01258-00
Rev. 3
Page 13 of 13
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