Garmin | G1000: Cessna 172R/172S Nav III | Garmin G1000: Cessna 172R/172S Nav III G1000 Pilot's Guide for the Cessna Nav III

Garmin G1000: Cessna 172R/172S Nav III G1000 Pilot's Guide for the Cessna Nav III
Cessna
Nav III
Copyright © 2004-2007 Garmin Ltd. or its subsidiaries. All rights reserved.
This manual reflects the operation of System Software version 0563.05 or later for Cessna 172R, 172S, 182T, T182T, 206H, and T206H
aircraft. Some differences in operation may be observed when comparing the information in this manual to earlier or later software
versions.
NOTE: Cessna Nav III aircraft include the Cessna 172R, the Cessna 172S, the normally aspirated Cessna 182 (182),
the turbocharged Cessna 182 (T182), the normally aspirated Cessna 206 (206), and the turbocharged Cessna 206
(T206). Unless otherwise indicated, information in the G1000 Cockpit Reference Guide pertains to all Cessna Nav
III aircraft.
Garmin International, Inc., 1200 East 151st Street, Olathe, Kansas 66062, U.S.A.
Tel: 913/397.8200
Fax: 913/397.8282
Garmin AT, Inc., 2345 Turner Road SE, Salem, OR 97302, U.S.A.
Tel: 503/391.3411
Fax 503/364.2138
Garmin (Europe) Ltd, Liberty House, Bulls Copse Road, Hounsdown Business Park, Southampton, SO40 9RB, U.K.
Tel: 44/0870.8501241
Fax: 44/0870.8501251
Garmin Corporation, No. 68, Jangshu 2nd Road, Shijr, Taipei County, Taiwan
Tel: 886/02.2642.9199
Fax: 886/02.2642.9099
Web Site Address: www.garmin.com
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored
in any storage medium, for any purpose without the express written permission of Garmin. Garmin hereby grants permission to download
a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for
personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice
and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited.
Garmin® and G1000® are registered trademarks of Garmin Ltd. or its subsidiaries. FliteCharts™, and SafeTaxi™ are trademarks of Garmin
Ltd. or its subsidiaries. These trademarks may not be used without the express permission of Garmin.
NavData® is a registered trademark of Jeppesen, Inc.; Stormscope® is a registered trademark of L-3 Communications; and XM® is a
registered trademark of XM Satellite Radio, Inc.; Honeywell® and Bendix/King® are registered trademarks of Honeywell International,
Inc.; CO Guardian is a trademark of CO Guardian, Inc.
November, 2007
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
Printed in the U.S.A.
190-00498-03 Rev. A
LIMITED WARRANTY
LIMITED WARRANTY
This Garmin product is warranted to be free from defects in materials or workmanship for two years from the date of purchase. Within this
period, Garmin will, at its sole option, repair or replace any components that fail in normal use. Such repairs or replacement will be made
at no charge to the customer for parts and labor, provided that the customer shall be responsible for any transportation cost. This warranty
does not cover failures due to abuse, misuse, accident, or unauthorized alterations or repairs.
THE WARRANTIES AND REMEDIES CONTAINED HEREIN ARE EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES EXPRESS OR IMPLIED
OR STATUTORY, INCLUDING ANY LIABILITY ARISING UNDER ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR
PURPOSE, STATUTORY OR OTHERWISE. THIS WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS, WHICH MAY VARY FROM STATE TO
STATE.
IN NO EVENT SHALL GARMIN BE LIABLE FOR ANY INCIDENTAL, SPECIAL, INDIRECT OR CONSEQUENTIAL DAMAGES, WHETHER
RESULTING FROM THE USE, MISUSE, OR INABILITY TO USE THIS PRODUCT OR FROM DEFECTS IN THE PRODUCT. Some states do not
allow the exclusion of incidental or consequential damages, so the above limitations may not apply to you.
Garmin retains the exclusive right to repair or replace the unit or software, or to offer a full refund of the purchase price, at its sole
discretion. SUCH REMEDY SHALL BE YOUR SOLE AND EXCLUSIVE REMEDY FOR ANY BREACH OF WARRANTY.
To obtain warranty service, contact your local Garmin Authorized Service Center. For assistance in locating a Service Center near you, visit
the Garmin Web site at “http://www.garmin.com” or contact Garmin Customer Service at 800-800-1020.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
i
WARNINGS, CAUTIONS, AND NOTES
WARNING: Navigation and terrain separation must NOT be predicated upon the use of the terrain function.
The G1000 Terrain Proximity feature is NOT intended to be used as a primary reference for terrain avoidance
and does not relieve the pilot from the responsibility of being aware of surroundings during flight. The
Terrain Proximity feature is only to be used as an aid for terrain avoidance and is not certified for use
in applications requiring a certified terrain awareness system. Terrain data is obtained from third party
sources. Garmin is not able to independently verify the accuracy of the terrain data.
WARNING: The displayed minimum safe altitudes (MSAs) are only advisory in nature and should not be
relied upon as the sole source of obstacle and terrain avoidance information. Always refer to current
aeronautical charts for appropriate minimum clearance altitudes.
WARNING: The altitude calculated by G1000 GPS receivers is geometric height above Mean Sea Level and
could vary significantly from the altitude displayed by pressure altimeters, such as the GDC 74A Air Data
Computer, or other altimeters in aircraft. GPS altitude should never be used for vertical navigation. Always
use pressure altitude displayed by the G1000 PFD or other pressure altimeters in aircraft.
WARNING: Do not use outdated database information. Databases used in the G1000 system must be updated
regularly in order to ensure that the information remains current. Pilots using any outdated database do so
entirely at their own risk.
WARNING: Do not use basemap (land and water data) information for primary navigation. Basemap data is
intended only to supplement other approved navigation data sources and should be considered as an aid to
enhance situational awareness.
WARNING: Traffic information shown on the G1000 Multi Function Display is provided as an aid in visually
acquiring traffic. Pilots must maneuver the aircraft based only upon ATC guidance or positive visual
acquisition of conflicting traffic.
WARNING: Use of the Stormscope is not intended for hazardous weather penetration (thunderstorm
penetration). Stormscope information, as displayed on the G1000 MFD, is to be used only for weather
avoidance, not penetration.
WARNING: GDL 69 Weather should not be used for hazardous weather penetration. Weather information
provided by the GDL 69 is approved only for weather avoidance, not penetration.
WARNING: NEXRAD weather data is to be used for long-range planning purposes only. Due to inherent
delays in data transmission and the relative age of the data, NEXRAD weather data should not be used for
short-range weather avoidance.
ii
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
WARNINGS, CAUTIONS, AND NOTES
WARNING: For safety reasons, G1000 operational procedures must be learned on the ground.
WARNING: The Garmin G1000, as installed in Cessna Nav III aircraft, has a very high degree of functional
integrity. However, the pilot must recognize that providing monitoring and/or self-test capability for all
conceivable system failures is not practical. Although unlikely, it may be possible for erroneous operation
to occur without a fault indication shown by the G1000. It is thus the responsibility of the pilot to detect
such an occurrence by means of cross-checking with all redundant or correlated information available in the
cockpit.
WARNING: The United States government operates the Global Positioning System and is solely responsible
for its accuracy and maintenance. The GPS system is subject to changes which could affect the accuracy
and performance of all GPS equipment. Portions of the Garmin G1000 utilize GPS as a precision electronic
NAVigation AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the G1000 can be
misused or misinterpreted and, therefore, become unsafe.
WARNING: To reduce the risk of unsafe operation, carefully review and understand all aspects of the
G1000 Pilot’s Guide documentation. Thoroughly practice basic operation prior to actual use. During flight
operations, carefully compare indications from the G1000 to all available navigation sources, including
the information from other NAVAIDs, visual sightings, charts, etc. For safety purposes, always resolve any
discrepancies before continuing navigation.
WARNING: The illustrations in this guide are only examples. Never use the G1000 to attempt to penetrate
a thunderstorm. Both the FAA Advisory Circular, Subject: Thunderstorms, and the Airman’s Information
Manual (AIM) recommend avoiding “by at least 20 miles any thunderstorm identified as severe or giving an
intense radar echo.”
WARNING: Because of anomalies in the earth’s magnetic field, operating the G1000 within the following
areas could result in loss of reliable attitude and heading indications. North of 70° North latitude and south
of 70° South latitude. An area north of 65° North latitude between longitude 75º West and 120º West. An
area south of 55° South latitude between longitude 120º East and 165º East.
CAUTION: The PFD and MFD displays use a lens coated with a special anti-reflective coating that is very
sensitive to skin oils, waxes, and abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE
ANTI-REFLECTIVE COATING. It is very important to clean the lens using a clean, lint-free cloth and an
eyeglass lens cleaner that is specified as safe for anti-reflective coatings.
CAUTION: The Garmin G1000 does not contain any user-serviceable parts. Repairs should only be made by an
authorized Garmin service center. Unauthorized repairs or modifications could void both the warranty and the
pilot’s authority to operate this device under FAA/FCC regulations.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
iii
WARNINGS, CAUTIONS, AND NOTES
NOTE: When using Stormscope, there are several atmospheric phenomena in addition to nearby thunderstorms
that can cause isolated discharge points in the strike display mode. However, clusters of two or more discharge
points in the strike display mode do indicate thunderstorm activity if these points reappear after the screen has
been cleared.
NOTE: All visual depictions contained within this document, including screen images of the G1000 panel and displays,
are subject to change and may not reflect the most current G1000 system and aviation databases. Depictions of
equipment may differ slightly from the actual equipment.
NOTE: This device complies with part 15 of the FCC Rules. Operation is subject to the following two conditions: (1)
this device may not cause harmful interference, and (2) this device must accept any interference received, including
interference that may cause undesired operation.
NOTE: The GDU 1040 PFD/MFD may require a warm-up time of up to 30 minutes when exposed to -40˚C for an
extended period. A warm-up time of up to 15 minutes may be required when exposed to -30˚C for an extended
period.
NOTE: This product, its packaging, and its components contain chemicals known to the State of California to cause
cancer, birth defects, or reproductive harm. This notice is being provided in accordance with California’s Proposition
65. If you have any questions or would like additional information, please refer to our web site at www.garmin.
com/prop65.
NOTE: Use of polarized eyewear may cause the flight displays to appear dim or blank.
iv
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
REVISION INFORMATION
Record of Revisions
Part Number
190-00498-00
Revision
A
Date
10/27/05
Page Range
i - I-4
190-00498-01
A
9/11/06
i - I-6
Added GFC 700 AFCS
Added WAAS and VNAV
Added Chartview, Flitecharts, and SafeTaxi
Added GDU 7.00 parameters
Change manual to larger format
190-00498-02
A
3/8/07
i - I-6
190-00498-03
A
11/6/07
i - I-6
Added Airways
Added ADS-B
Added GDU 8.02 parameters
Various clerical changes
Added GDU 8.20 parameters, including gradient background on the
PFD and GFC 700 for the C172.
190-00498-03 Rev. A
Description
Reformatted for single part number (all previous part numbers
incorporated into this part number)
Added TAWS-B
Added CO Guardian
Added new fuel totalizer
Garmin G1000 Pilot’s Guide for Cessna Nav III
v
REVISION INFORMATION
BLANK PAGE
vi
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
TABLE OF CONTENTS
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
SECTION 1 SYSTEM OVERVIEW
System Description ..............................................1-1
Line Replaceable Units (LRU) ..............................1-2
G1000 Controls.....................................................1-7
PFD/MFD Controls .....................................................1-7
Audio Panel Controls ...............................................1-10
Secure Digital (SD) Cards ..................................1-12
System Power-up ................................................1-13
System Operation...............................................1-14
Normal Display Operation ........................................1-14
Reversionary Display Operation ................................1-14
AHRS Operation ......................................................1-15
G1000 System Annunciations ...................................1-17
Softkey Function ......................................................1-17
GPS Receiver Operation ...........................................1-23
Accessing G1000 Functionality ........................1-27
Menus ....................................................................1-27
MFD Page Groups ....................................................1-28
MFD System Pages ..................................................1-32
Display Backlighting ..........................................1-40
Automatic Adjustment .............................................1-40
Manual Adjustment .................................................1-40
SECTION 2 FLIGHT INSTRUMENTS
2.1 Flight Instruments ................................................2-4
Airspeed Indicator .....................................................2-4
Attitude Indicator ......................................................2-6
Altimeter ..................................................................2-7
Vertical Speed Indicator (VSI) ......................................2-8
Vertical Deviation ......................................................2-9
Horizontal Situation Indicator (HSI) ...........................2-10
Course Deviation Indicator (CDI) ...............................2-15
2.2 Supplemental Flight Data .................................2-22
Outside Air Temperature ...........................................2-22
Wind Data ..............................................................2-23
Vertical Navigation (VNV) Indications ........................2-24
2.3 PFD Annunciations and Alerting Functions .....2-25
G1000 System Alerting.............................................2-25
Marker Beacon Annunciations ..................................2-26
Traffic Annunciation .................................................2-26
TAWS Annunciations ................................................2-27
Altitude Alerting ......................................................2-27
190-00498-03 Rev. A
Low Altitude Annunciation .......................................2-28
Minimum Descent Altitude/Decision Height Alerting ...2-28
2.4 Abnormal Operations ........................................2-30
Abnormal GPS Conditions ........................................2-30
Unusual Attitudes ....................................................2-31
SECTION 3 ENGINE INDICATION SYSTEM (EIS)
3.1 Engine Display ......................................................3-3
3.2 Lean Display ..........................................................3-6
Normally-aspirated Aircraft.........................................3-8
Turbocharged Aircraft.................................................3-9
3.3 System Display ...................................................3-10
SECTION 4 AUDIO PANEL AND CNS
4.1 Overview ...............................................................4-1
MFD/PFD Controls and Frequency Display ....................4-2
Audio Panel Controls .................................................4-4
4.2 COM Operation .....................................................4-6
COM Transceiver Selection and Activation ....................4-6
COM Transceiver Manual Tuning .................................4-7
Quick-Tuning and Activating 121.500 MHz...................4-8
Auto-tuning the COM Frequency .................................4-9
Frequency Spacing ...................................................4-13
Automatic Squelch...................................................4-14
Volume ...................................................................4-14
4.3 NAV Operation ....................................................4-15
NAV Radio Selection and Activation ..........................4-15
NAV Receiver Manual Tuning ....................................4-16
Auto-tuning a NAV Frequency from the MFD ..............4-18
Marker Beacon Receiver ...........................................4-23
DME Tuning (Optional) .............................................4-24
4.4 GTX 33 Mode S Transponder .............................4-25
Transponder Controls ...............................................4-25
Transponder Mode Selection .....................................4-26
Entering a Transponder Code ....................................4-29
IDENT Function .......................................................4-30
Flight ID Reporting ..................................................4-31
4.5 Additional Audio Panel Functions ....................4-32
Power-Up ................................................................4-32
Mono/Stereo Headsets .............................................4-32
Speaker ..................................................................4-32
Intercom .................................................................4-33
Passenger Address (PA) System .................................4-35
Garmin G1000 Pilot’s Guide for Cessna Nav III
vii
TABLE OF CONTENTS
Clearance Recorder and Player..................................4-35
Entertainment Inputs ...............................................4-36
4.6 Audio Panel Preflight Procedure ......................4-37
4.7 Abnormal Operation ..........................................4-38
Stuck Microphone....................................................4-38
COM Tuning Failure..................................................4-38
Audio Panel Fail-Safe Operation ................................4-38
Reversionary Mode ..................................................4-38
5.1
5.2
5.3
5.4
5.5
5.6
viii
SECTION 5 FLIGHT MANAGEMENT
Introduction ..........................................................5-1
Navigation Status Box................................................5-3
Using Map Displays ..............................................5-4
Map Orientation ........................................................5-4
Map Range ...............................................................5-6
Map Panning.............................................................5-9
Measuring Bearing and Distance ...............................5-13
Topography .............................................................5-14
Map Symbols ..........................................................5-17
Airways ..................................................................5-23
Track Vector ............................................................5-25
Wind Vector ............................................................5-26
Nav Range Ring ......................................................5-27
Fuel Range Ring ......................................................5-28
Waypoints............................................................5-29
Airports ..................................................................5-30
Intersections ...........................................................5-36
NDBs ......................................................................5-38
VORs ......................................................................5-40
User Waypoints .......................................................5-42
Airspaces .............................................................5-46
Direct-to-Navigation .........................................5-50
Flight Planning....................................................5-55
Flight Plan Creation .................................................5-56
Adding Waypoints To An Existing Flight Plan ..............5-59
Adding Airways to a Flight Plan ................................5-61
Adding Procedures To A Stored Flight Plan .................5-63
Flight Plan Storage ..................................................5-69
Flight Plan Editing ...................................................5-72
Along Track Offsets ..................................................5-75
Parallel Track ...........................................................5-77
Activating a Flight Plan Leg ......................................5-80
Inverting a Flight Plan ..............................................5-81
Flight Plan Views .....................................................5-82
Closest Point of FPL .................................................5-84
5.7 Vertical Navigation ............................................5-85
Altitude Constraints .................................................5-87
5.8 Procedures ..........................................................5-91
Departures ..............................................................5-91
Arrivals ..................................................................5-94
Approaches ............................................................5-96
5.9 Trip Planning .....................................................5-102
Trip Planning .........................................................5-102
5.10 RAIM Prediction ...............................................5-106
5.11 Navigating a Flight Plan ..................................5-109
5.12 Abnormal Operation ........................................5-136
6.1
6.2
6.3
6.4
6.5
6.6
SECTION 6 HAZARD AVOIDANCE
XM Satellite Weather ...........................................6-1
Activating Services.....................................................6-2
Using XM Satellite Weather Products...........................6-3
WX-500 Stormscope (Optional) ........................6-26
Setting Up Stormscope on the Navigation Map ..........6-26
Selecting the Stormscope Page .................................6-30
Terrain Proximity ................................................6-31
Displaying Terrain Proximity Data ..............................6-32
Terrain Proximity Page..............................................6-34
TAWs (Optional) ..................................................6-36
Displaying TAWS Data ..............................................6-37
TAWS Page .............................................................6-39
TAWS Alerts ............................................................6-41
System Status..........................................................6-47
Traffic Information Service (TIS) .......................6-48
Displaying TRAFFIC Data ..........................................6-49
Traffic Map Page......................................................6-51
TIS Alerts ................................................................6-52
System Status..........................................................6-53
Traffic Advisory System (TAS) (Optional) .........6-56
TAS Symbology........................................................6-56
Operation ...............................................................6-57
Altitude Display .......................................................6-60
Traffic Map Page Display Range ................................6-60
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
TABLE OF CONTENTS
TAS Alerts ...............................................................6-62
System Status..........................................................6-62
6.7 ADS-B Traffic (Optional).....................................6-64
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
7.2 Flight Director Operation ....................................7-4
Activating the Flight Director ......................................7-4
AFCS Status Box ........................................................7-5
Command Bars..........................................................7-6
Flight Director Modes.................................................7-6
7.3 Vertical Modes ......................................................7-7
Pitch Hold Mode (PIT) ................................................7-8
Selected Altitude capture Mode (ALTs) .........................7-9
Altitude hold mode (alt) ...........................................7-10
Vertical Speed Mode (VS) .........................................7-11
Flight Level Change Mode (FLC) ................................7-12
Vertical Navigation Modes (VPTH, ALTV) ....................7-14
Glidepath Mode (GP) (waas only)..............................7-19
Glideslope Mode (GS) ..............................................7-20
Go Around (GA) Mode .............................................7-21
7.4 Lateral Modes .....................................................7-22
Roll Hold Mode (ROL) ..............................................7-23
Heading Select Mode (HDG) .....................................7-24
Navigation mode (GPS, VOR, LOC) .............................7-25
Approach mode (GPS, VAPP, LOC) ..............................7-27
Backcourse Mode (BC) .............................................7-29
7.5 Autopilot Operation...........................................7-30
Engaging the Autopilot ............................................7-30
Control Wheel Steering ............................................7-31
Disengaging the Autopilot ........................................7-31
7.6 Example Procedures...........................................7-32
Departure ...............................................................7-33
Intercepting a VOR Radial.........................................7-35
Flying a Flight Plan/GPS Course ................................7-36
Descent ..................................................................7-37
Approach ................................................................7-41
Go Around/Missed Approach ....................................7-43
7.7 AFCS Annunciations and Alerts ........................7-45
AFCS Status Alerts ...................................................7-45
Overspeed Protection ...............................................7-46
190-00498-03 Rev. A
8.1
8.2
8.3
8.4
8.5
8.5
SECTION 8 ADDITIONAL FEATURES
SafeTaxi .................................................................8-1
SafeTaxi Cycle Number and Revision ...........................8-4
ChartView..............................................................8-7
ChartView Softkeys ....................................................8-7
Terminal Procedures Charts ........................................8-8
Chart Options..........................................................8-18
Day/Night View .......................................................8-24
ChartView Cycle Number and Expiration Date ............8-26
FliteCharts ...........................................................8-30
FliteCharts Softkeys .................................................8-30
Terminal Procedures Charts ......................................8-31
Chart Options..........................................................8-39
Day/Night View .......................................................8-43
FliteCharts Cycle Number and Expiration Date............8-45
XM Radio Entertainment (Optional) ................8-49
Activating XM Satellite Radio Services .......................8-49
Using XM Radio ......................................................8-51
Automatic Audio Muting ..........................................8-55
Scheduler.............................................................8-56
Abnormal Operation ..........................................8-58
APPENDICES
Annunciations and Alerts ..............................................A-1
Alert Level Definitions ................................................A-2
Nav III Aircraft Alerts ..................................................A-2
CO Guardian Messages ..............................................A-3
G1000 System Annunciations .....................................A-3
Other G1000 Aural Alerts ...........................................A-6
G1000 System Message Advisories..............................A-6
AFCS Alerts .............................................................A-17
TAWS ALERTS ..........................................................A-18
TAWS System Status Annunciations ...........................A-19
SD Card Use ....................................................................B-1
Jeppesen Databases...................................................B-1
Garmin Databases .....................................................B-2
Glossary...........................................................................C-1
Frequently Asked Questions .........................................D-1
General TIS Information ................................................ E-1
Introduction .............................................................. E-1
Garmin G1000 Pilot’s Guide for Cessna Nav III
ix
TABLE OF CONTENTS
TIS vs. TAS/TCAS ........................................................ E-1
TIS Limitations .......................................................... E-1
Map Symbols .................................................................. F-1
INDEX
Index ................................................................................I-1
x
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
SYSTEM OVERVIEW
SECTION 1 SYSTEM OVERVIEW
1.1 SYSTEM DESCRIPTION
This section is designed to provide an overview of the G1000 Integrated Flight Deck as installed in Cessna
Nav III aircraft, which include the Cessna 172R, the Cessna 172S, the normally aspirated Cessna 182 (182), the
turbocharged Cessna 182 (T182), the normally aspirated Cessna 206 (206), and the turbocharged Cessna 206
(T206).
The G1000 system is an integrated flight control system that presents flight instrumentation, position, navigation,
communication, and identification information to the pilot through large-format displays. The system consists of
the following Line Replaceable Units (LRUs):
• GDU 1040/1044B Primary Flight Display (PFD)
• GDU 1044B Multi Function Display (MFD)
• GMA 1347 Audio System with Integrated Marker
Beacon Receiver
• GIA 63/63W Integrated Avionics Unit (IAU)
• GTX 33 Mode S Transponder
• GDC 74A Air Data Computer (ADC)
• GDL 69A Satellite Data Link Receiver
• GEA 71 Engine/Airframe Unit
• GDL 90 ADS-B Data Link Transceiver
• GRS 77 Attitude and Heading Reference System
(AHRS)
• GSA 81 AFCS Servos
• GSM 85 Servo Mounts
• GMU 44 Magnetometer
A top-level G1000 system block diagram is shown in Figure 1-1. See Figure 1-2 for optional/additional
equipment.
NOTE: Refer to the AFCS section for details on the GFC 700 AFCS.
The GFC 700 Automated Flight Control System (AFCS) provides the flight director (FD) and autopilot (AP)
functions of the G1000 system.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
1-1
SYSTEM OVERVIEW
1.2 LINE REPLACEABLE UNITS (LRU)
• GDU 1040/1044B – The GDU 1044B features a 10.4-inch LCD display with 1024 x 768 resolution. The left
display is configured as a PFD and the right display is configured as an MFD. Both GDU 1044Bs link and
display all functions of the G1000 system during flight. The displays communicate with each other through a
High-Speed Data Bus (HSDB) Ethernet connection. Each display is also paired via an Ethernet connection with
a GIA 63 or 63W Integrated Avionics Unit. Systems using the Honeywell KAP 140 Autopilot System use the
GDU 1040, which employs the same features as the GDU 1044B without the controls for the Garmin GFC 700
Automatic Flight Control System (AFCS)
• GIA 63/63W (2) – Functions as the main communication hub, linking all LRUs with the PFD. Each GIA 63/
63W contains a GPS receiver, VHF COM/NAV/GS receivers, a flight director (FD) and system integration
microprocessors. The GIA 63W contains a GPS WAAS receiver. Each GIA is paired with a respective GDU
1040/1044B display through Ethernet. The GIAs are not paired together and do not communicate with each
other directly.
• GDC 74A (1) – Processes data from the pitot/static system as well as the OAT probe. This unit provides
pressure altitude, airspeed, vertical speed and OAT information to the G1000 system, and it communicates with
the GIA 63/63W, GDU 1040/1044B, and GRS 77, using an ARINC 429 digital interface. The GDC 74A also
interfaces directly with the GTP 59.
1-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
SYSTEM OVERVIEW
• GEA 71 (1) – Receives and processes signals from the engine and airframe sensors. This unit communicates
with both GIA 63/63Ws using an RS-485 digital interface.
• GRS 77 (1) – Provides aircraft attitude and heading information via ARINC 429 to both the GDU 1040/1044B
and the GIA 63/63W. The GRS 77 contains advanced sensors (including accelerometers and rate sensors)
and interfaces with the on-side GMU 44 to obtain magnetic field information, with the GDC 74A to obtain
air data, and with both GIAs to obtain GPS information. AHRS modes of operation are discussed later in this
document.
• GMU 44 (1) – Measures local magnetic field. Data is sent to the GRS 77 for processing to determine aircraft
magnetic heading. This unit receives power directly from the GRS 77 and communicates with the GRS 77,
using an RS-485 digital interface.
• GMA 1347 – The GMA 1347 Audio Panel integrates NAV/COM digital audio, intercom system and marker
beacon controls. The GMA 1347 also controls manual display reversionary mode (red DISPLAY BACKUP
button) and is installed between the MFD and the PFD. The GMA 1347 communicates with both GIA 63/
63Ws using an RS-232 digital interface.
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SYSTEM OVERVIEW
• GTX 33 (1) – The GTX 33 is a solid-state, Mode-S transponder that provides Modes A, C and S operation. The
GTX 33 is controlled through the PFD and communicates with both GIA 63/63Ws through an RS-232 digital
interface.
• GDL 69A (1) – A satellite radio receiver that provides real-time weather information to the G1000 MFD (and,
indirectly, to the inset map of the PFD) as well as digital audio entertainment. The GDL 69A communicates
with the MFD via HSDB connection. A subscription to the XM Satellite Radio service is required to enable the
GDL 69A capability.
• GDL 90 (1) – A digital data link transceiver designed to transmit, receive and decode ADS-B messages. It
broadcasts aircraft position, velocity, projected track, altitude, and flight identification to other equipped aircraft
in the vicinity, as well as to FAA ground stations.
• GSA 81 (3), and GSM 85 (3) – The GSA 81 servos are used for the automatic control of roll, pitch, and pitch
trim. These units interface with each GIA 63/63W.
The GSM 85 servo mount is responsible for transferring the output torque of the GSA 81 servo actuator to the
mechanical flight-control surface linkage.
1-4
Garmin G1000 Pilot’s Guide for Cessna Nav III
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SYSTEM OVERVIEW
PFD
GDU 1040 or
GDU 1044B*
MFD
GDU 1040 or
GDU 1044B*
GMA 1347
Audio Panel
Reversionary
Control
Reversionary
Control
GDC 74A
Air Data
Computer
OAT
Airspeed
Altitude
Vertical Speed
No. 1 GIA 63/63W
Integrated Avionics Unit
System Inegration Processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS/WAAS
Glideslope
GFC 700 Flight Director
(172S, 182, & 206)
GPS Output
No. 2 GIA 63/63W
Integrated Avionics Unit
System Integration Processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS/WAAS
Glideslope
GRS 77
AHRS
Attitude
Rate of Turn
Slip/Skid
GPS Output
GMU 44
Magnetometer
Heading
Honeywell
KAP 140
Autopilot
GTX 33
Transponder
GEA 71
Engine/Airframe
Unit
GSA 81
Pitch Servo
GSA 81
Pitch Trim
Autopilot Calculations
(172S, 182, & 206)
Autopilot Calculations
(172S, 182, & 206)
GSA 81
Roll Servo
Autopilot Calculations
(172S, 182, & 206)
* The GDU 1040 is available in systems using the Honeywell KAP 140 Autopilot.
The GDU 1044B is
available in systems using the Garmin GFC 700 Automatic Flight Control System.
Figure 1-1 Basic G1000 System
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SYSTEM OVERVIEW
No. 1 GIA 63/63W
Integrated Avionics Unit
System Integration Processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS
Glideslope
GFC 700 Flight Director
ELT
Emergency Locator
Transmitter
No. 2 GIA 63/63W
Integrated Avionics Unit
System Integration Processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS
Glideslope
L3
Stormscope
Lightning Strike and
Thunderstorm Detection
Honeywell
KR 87
ADF Receiver
GDL 69/69A
GDL 90
Data Link
Data Link
Weather Data
Digital Audio Entertainment
Honeywell
KN 63
DME
ADS-B Traffic Data
CO Guardian
Carbon Monoxide
Detection
Honeywell
KTA 870
Traffic Avoidance
System
Figure 1-2 G1000 Optional/Additional Equipment
1-6
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SYSTEM OVERVIEW
1.3 G1000 CONTROLS
NOTE: The Audio Panel (GMA 1347) and AFCS controls are described in the CNS & Audio Panel and AFCS
sections respectively.
The G1000 system controls are located on the PFD and MFD bezels and audio panel. The controls for the PFD
and MFD are discussed within the following pages of this section.
PFD/MFD CONTROLS
1
2
4
3
5
6
7
8
9
17
18
24
19
25
20
26
21
27
22
28
23
29
GFC 700 AFCS Only
190-00498-03 Rev. A
10
14
11
15
12
16
13
Figure 1-3 PFD/MFD Controls
Garmin G1000 Pilot’s Guide for Cessna Nav III
1-7
SYSTEM OVERVIEW
PFD and MFD controls function the same.
1-8
1
NAV VOL/ID Knob – Controls the NAV audio level. Press to toggle the Morse code identifier ON and OFF.
Volume level is shown in the field as a percentage.
2
NAV Frequency Transfer Key – Transfers the standby and active NAV frequencies.
3
Dual NAV Knob – Tunes the MHz (large knob) and kHz (small knob) standby frequencies for the NAV
receiver. Press to toggle the tuning cursor (light blue box) between the NAV1 and NAV2 fields.
4
Heading Knob – Turn to manually select a heading on the HSI. When pressed, it synchronizes the heading
bug with the compass lubber line. Selected Heading provides the heading reference to the Flight Director
while operating in Heading Select mode.
5
Joystick – Changes the map range (distance top to bottom of map display) when rotated. Activates the map
pointer when pressed.
6
CRS/BARO Knob – The large knob sets the altimeter barometric pressure and the small knob adjusts the
course. The course is only adjustable when the HSI is in VOR1, VOR2, or OBS/SUSP mode. Pressing this
knob centers the CDI on the currently selected VOR. Selected Course provides course reference to the Flight
Director when operating in Navigation and Approach modes.
7
Dual COM Knob – Tunes the MHz (large knob) and kHz (small knob) standby frequencies for the COM
transceiver. Pressing this knob toggles the tuning cursor (light blue box) between the COM1 and COM2
fields.
8
COM Frequency Transfer Key – Transfers the standby and active COM frequencies. Pressing and holding
this key for two seconds automatically tunes the emergency frequency (121.5 MHz) in the active frequency
field.
9
COM VOL/SQ Knob – Controls COM audio level. Audio volume level is shown in the field as a percentage.
Pressing this knob turns the COM automatic squelch ON and OFF.
10
Direct-to Key – Allows the user to enter a destination waypoint and establish a direct course to the selected
destination (specified by the identifier, chosen from the active route, or taken from the map pointer
position).
11
FPL Key – Displays the active Flight Plan Page for creating and editing the active flight plan, or for accessing
stored flight plans.
12
CLR Key (DFLT MAP) – Erases information, cancels an entry, or removes page menus. To display the
Navigation Map Page immediately, press and hold CLR (MFD only).
13
Dual FMS Knob – Used to select the page to be viewed (only on the MFD). The large knob selects a page
group (MAP, WPT, AUX, NRST), while the small knob selects a specific page within the page group. Pressing
the small knob turns the selection cursor ON and OFF. When the cursor is ON, data may be entered in the
different windows using the small and large knobs. The large knob is used to move the cursor on the page,
while the small knob is used to select individual characters for the highlighted cursor location. When the
G1000 displays a list that is too long for the display screen, a scroll bar appears along the right side of the
display, indicating the availability of additional items within the selected category. Press the small FMS Knob
to activate the cursor and turn the large FMS Knob to scroll through the list.
Garmin G1000 Pilot’s Guide for Cessna Nav III
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SYSTEM OVERVIEW
14
MENU Key – Displays a context-sensitive list of options. This list allows the user to access additional
features, or to make setting changes that relate to certain pages.
15
PROC Key – Selects approaches, departures and arrivals from the flight plan. If a flight plan is used, available
procedures for the departure and/or arrival airport are automatically suggested. If a flight plan is not used,
the desired airport and the desired procedure may be selected. This key selects IFR departure procedures
(DPs), arrival procedures (STARs) and approaches (IAPs) from the database and loads them into the active
flight plan.
16
ENT Key – Accepts a menu selection or data entry. This key is used to approve an operation or complete
data entry. It is also used to confirm selections and information entries.
17
Dual ALT Knob – Sets the selected altitude in the box located above the Altimeter. The large knob selects
the thousands, while the small knob selects the hundreds. Altitude Select is used by the Automatic Flight
Control System in certain modes, in addition to the standard G1000 Altitude Alerter function.
The following are only available with the GFC 700 AFCS.
18
AP Key – Engages/disengages the autopilot and flight director. Pressing the AP Key activates the flight
director and engages the autopilot in the default pitch axis and roll axis modes. Pressing the AP Key again
disengages the autopilot and deactivates the flight director.
19
HDG Key – Selects/deselects Heading Select Mode.
20
NAV Key – Selects/deselects Navigation Mode.
21
APR Key – Selects/deselects Approach Mode.
22
VS Key – Selects/deselects Vertical Speed Mode.
23 FLC Key – Selects/deselects Flight Level Change Mode.
24
FD Key – Activates/deactivates the flight director only. Pressing the FD Key turns on the flight director in the
default pitch axis and roll axis modes. Pressing the FD Key again deactivates the flight director and removes
the command bars, unless the autopilot is engaged. If the autopilot is engaged, the FD Key is disabled.
25
ALT Key – Selects/deselects Altitude Hold Mode.
26
VNV Key – Selects/deselects Vertical Navigation Mode.
27
BC Key – Selects/deselects Back Course Mode.
– Controls the active pitch reference for the Pitch Hold, Vertical Speed, and
Flight Level Change modes.
28 29 NOSE UP/NOSE DN Keys
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1-9
SYSTEM OVERVIEW
AUDIO PANEL CONTROLS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Figure 1-4 Audio Panel Controls (GMA 1347)
NOTE: When a key is selected, a triangular annunciator above the key is illuminated.
1-10
1
COM1 MIC – Selects the #1 transmitter for transmitting. COM1 receive is simultaneously selected when
this key is pressed allowing received audio from the #1 COM receiver to be heard. COM2 receiver audio
can be added by pressing the COM2 Key.
2
COM1 – When selected, audio from the #1 COM receiver can be heard.
3
COM2 MIC – Selects the #2 transmitter for transmitting. COM2 is simultaneously selected when this key
is pressed allowing received audio from the #2 COM receiver to be heard. COM2 can be deselected by
pressing the COM2 Key, or COM1 can be added by pressing the COM1 Key.
4
COM2 – When selected, audio from the #2 COM receiver can be heard.
5
COM3 MIC – Not used on Cessna Nav III aircraft.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
SYSTEM OVERVIEW
6
COM3 – Not used on Cessna Nav III aircraft.
7
COM 1/2 – Split COM is disabled on Cessna Nav III aircraft.
8
TEL – Not used on Cessna Nav III aircraft.
9
PA – Selects the Passenger Address system. The selected COM transmitter is deselected when the PA Key
is pressed. The Passenger Address system is disabled on the Cessna 172R/S.
10
SPKR – Selects and deselects the cabin speaker. COM and NAV receiver audio can be heard on the
speaker.
11
MKR/MUTE – Mutes the currently received marker beacon receiver audio. Unmutes when new marker
beacon audio is received. Also, stops play of the clearance recorder.
12
HI SENS – Press to increase marker beacon receiver sensitivity. Press again to return to normal.
13
DME – Pressing turns DME audio on or off.
14
NAV1 – When selected, audio from the #1 NAV receiver can be heard.
15
ADF – Pressing turns on or off the audio from the ADF receiver.
16
NAV2 – When selected, audio from the #2 NAV receiver can be heard.
17
AUX – Not used on Cessna Nav III aircraft.
18
MAN SQ – Press to enable manual squelch for the intercom. When active, press the PILOT Knob to
illuminate ‘SQ’. Turn the PILOT/PASS Knobs to adjust squelch.
19
PLAY – Press once to play the last recorded audio. Pressing the PLAY Key during play begins playing the
previously recorded memory block. Each subsequent press of the PLAY Key begins playing the next previously
recorded block. Press the MKR/MUTE Key to stop play.
20
PILOT – Pressing selects the pilot intercom isolation. Press again to deselect pilot isolation.
21
COPLT – Pressing selects the copilot intercom isolation. Press again to deselect copilot isolation.
22
PILOT Knob – Press to switch between volume and squelch control as indicated by the ‘VOL’ or ‘SQ’ being
illuminated. Turn to adjust intercom volume or squelch. The MAN SQ Key must be selected to allow
squelch adjustment.
23
PASS Knob – Turn to adjust Copilot/Passenger intercom volume or squelch. The MAN SQ Key must be
selected to allow squelch adjustment.
24
Reversionary Mode Button – Pressing manually selects Reversionary Mode.
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SYSTEM OVERVIEW
1.4 SECURE DIGITAL (SD) CARDS
NOTE: Ensure the G1000 System is powered off before inserting an SD card.
NOTE: Refer to Appendix B for instructions on updating databases.
The PFD and MFD data card slots use Secure Digital (SD) cards and are located on the upper right side of the
display bezels. Each display bezel is equipped with two SD card slots. SD cards are used for aviation database
and system software updates as well as terrain database storage.
Installing an SD card:
1) Insert the SD card in the SD card slot, pushing the card in until the spring latch engages. The front of the card
should remain flush with the face of the display bezel.
2) To eject the card, gently press on the SD card to release the spring latch.
SD Card Slots
Figure 1-5 Display Bezel SD Card Slots
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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SYSTEM OVERVIEW
1.5 SYSTEM POWER-UP
NOTE: See the Aircraft Flight Manual (AFM) for specific procedures concerning avionics power application
and emergency power supply operation.
NOTE: Refer to Appendix A for system-specific annunciations and alerts.
The G1000 System is integrated with the aircraft electrical system and receives power directly from electrical
busses. The G1000 PFD, MFD, and supporting sub-systems include both power-on and continuous built-in test
features that exercise the processor, RAM, ROM, external inputs, and outputs to provide safe operation.
During system initialization, test annunciations are displayed, as shown in Figure 1-6. All system annunciations
should disappear typically within the first minute of power-up. Upon power-up, key annunciator lights also
become momentarily illuminated on the Audio Panel.
On the PFD, the AHRS begins to initialize and displays “AHRS ALIGN: Keep Wings Level”. The AHRS should
display valid attitude and heading fields typically within the first minute of power-up. The AHRS can align itself
both while taxiing and during level flight.
When the MFD powers up, the splash screen (Figure 1-7) displays the following information:
• System version
• Copyright
• Land database name and version
• Obstacle database name and version
• Terrain database name and version
• Aviation database name, version, and effective dates
• SafeTaxi database version and effective dates
• Chartview or FliteCharts database version and
effective dates
Current database information includes valid operating dates, cycle number, and database type. When this
information has been reviewed for currency (to ensure that no databases have expired), the pilot is prompted to
continue.
Pressing the ENT Key (or right-most softkey) acknowledges this information, and the Navigation Map Page is
displayed upon pressing the key a second time. When the system has acquired a sufficient number of satellites to
determine a position, the aircraft’s current position is shown on the Navigation Map Page.
Figure 1-6 PFD Initialization
190-00498-03 Rev. A
Figure 1-7 MFD Power-Up Splash Screen (172R shown)
Garmin G1000 Pilot’s Guide for Cessna Nav III
1-13
SYSTEM OVERVIEW
1.6 SYSTEM OPERATION
NOTE: In normal operating mode, backlighting can only be adjusted from the PFD. In reversionary mode, it
can be adjusted from the remaining display.
The displays are connected together via a single Ethernet bus for high-speed communication. Each IAU is
connected to a single display, as shown in Figure 1-1. This allows the units to share information, enabling true system
integration.. This section discusses normal and reversionary G1000 display operation, as well as the various AHRS
modes and G1000 System Annunciations.
NORMAL DISPLAY OPERATION
In normal operating mode, the PFD presents graphical flight instrumentation (attitude, heading, airspeed,
altitude, vertical speed), replacing the traditional flight instrument cluster (see the Flight Instruments Section
for more information).
The MFD normally displays a full-color moving map with navigation information (see the Flight Management
Section), while the left portion of the MFD is dedicated to the Engine Indication System (EIS; see the EIS
Section).
Both displays offer control for COM and NAV frequency selection.
Figure 1-8 Normal Mode
REVERSIONARY DISPLAY OPERATION
NOTE: The G1000 System alerts the pilot when backup paths are utilized by the LRUs. Refer to Appendix A
for further information regarding system-specific alerts.
In the event of a display failure, the G1000 System automatically switches to reversionary (backup) mode. In
reversionary mode, all important flight information is presented on the remaining display in the same format
as in normal operating mode.
If a display fails, the appropriate IAU Ethernet interface to the display is cut off. Thus, the IAU can no longer
communicate with the remaining display (refer to Figure 1-1), and the NAV and COM functions provided to
the failed display by the IAU are flagged as invalid on the remaining display. The system reverts to backup
paths for the AHRS, ADC, Engine/Airframe Unit, and Transponder, as required. The change to backup paths is
completely automated for all LRUs and no pilot action is required.
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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SYSTEM OVERVIEW
Figure 1-9 Reversionary Mode (Failed PFD)
If the system fails to detect a display problem, reversionary mode may be manually activated by pressing
the Audio Panel’s red DISPLAY BACKUP button (refer to the Audio Panel and CNS Section for further details).
Pressing this button again deactivates reversionary mode.
Pressing the DISPLAY BACKUP
button activates/deactivates
reversionary mode
Figure 1-10 DISPLAY BACKUP Button
AHRS OPERATION
NOTE: Refer to Appendix A for specific AHRS alert information.
NOTE: Aggressive maneuvering while AHRS is not operating normally may degrade AHRS accuracy.
The Attitude and Heading Reference System (AHRS) performs attitude, heading, and vertical acceleration
calculations for the G1000 System, utilizing GPS, magnetometer, and air data in addition to information
from its internal sensors. Attitude and heading information are updated on the PFD while the AHRS receives
appropriate combinations of information from the external sensor inputs.
Loss of GPS, magnetometer, or air data inputs is communicated to the pilot by message advisory alerts. Any
failure of the internal AHRS inertial sensors results in loss of attitude and heading information (indicated by red
‘X’ flags over the corresponding flight instruments).
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
1-15
SYSTEM OVERVIEW
available
available
unavailable
Magnetometer
AHRS no- AHRS no-Mag/
Mag Mode
no-Air Mode
Heading Invalid
available
unavailable
available
Airspeed Data
AHRS Normal
Operation
unavailable
available
unavailable
GPS
AHRS
no-GPS
Mode
un
av
ail
ab
le
Attitude/Heading Invalid
Figure 1-11 AHRS Operation
GPS INPUT FAILURE
NOTE: In-flight initialization of AHRS, when operating without any valid source of GPS data and at true
air speed values greater than approximately 200 knots, is not guaranteed. Under these rare conditions, it
is possible for in-flight AHRS initialization to take an indefinite amount of time which would result in an
extended period of time where valid AHRS outputs are unavailable.
Two GPS inputs are provided to the AHRS. If GPS information from one of the inputs fails, the AHRS uses
the remaining GPS input and an alert message is issued to inform the pilot. If both GPS inputs fail, the AHRS
can continue to provide attitude and heading information to the PFD as long as magnetometer and airspeed
data are available and valid.
MAGNETOMETER FAILURE
If the magnetometer input fails, the AHRS continues to output valid attitude information; however, the
heading output on the PFD is flagged as invalid with a red ‘X’.
AIR DATA INPUT FAILURE
Failure of the air data input has no affect on the AHRS output while AHRS is receiving valid GPS
information. Invalid/unavailable airspeed data in addition to GPS failure results in loss of all attitude and
heading information.
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SYSTEM OVERVIEW
G1000 SYSTEM ANNUNCIATIONS
NOTE: For a detailed description of all annunciations and alerts, refer to Appendix A. Refer to the Pilot’s
Operating Handbook (POH) for additional information regarding pilot responses to these annunciations.
When an LRU or an LRU function fails, a large red “X” is typically displayed on windows associated with
the failed data (Figure 1-12 displays all possible flags and responsible LRUs). Upon G1000 power-up, certain
windows remain invalid as equipment begins to initialize. All windows should be operational within one
minute of power-up. If any window remains flagged, the G1000 system should be serviced by a Garminauthorized repair facility.
GIA 63/W
Integrated
Avionics Units
GIA 63/W
Integrated
Avionics Units
GDC 74A Air
Data Computer
GRS 77 AHRS
OR
GMU 44
Magnetometer
GEA 71 Engine
Airframe Unit
OR
GIA 63/W
Integrated
Avionics Unit
GIA 63/W Integrated
Avionics Units
GDC 74A Air
Data Computer
Figure 1-12 G1000 System Failure Annunciations
GTX 33 Transponder
OR
GIA 63/W Integrated
Avionics Units
SOFTKEY FUNCTION
The softkeys are located along the bottoms of the displays. The softkeys shown depend on the softkey level
or page being displayed. The bezel keys below the softkeys can be used to select the appropriate softkey. When
a softkey is selected, its color changes to black text on gray background and remains this way until it is turned
off, at which time it reverts to white text on black background.
Softkey
On
Bezel-Mounted
Softkeys (Press)
Softkey Names
(Displayed)
Figure 1-13 Softkeys (Second-Level PFD Configuration)
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SYSTEM OVERVIEW
PFD SOFTKEYS
The CDI, IDENT, TMR/REF, NRST, and ALERTS softkeys undergo a momentary change to black text on
gray background and automatically switch back to white text on black background when selected.
The PFD softkeys provide control over flight management functions, including GPS, NAV, terrain, traffic,
and lightning (optional). Each softkey sublevel has a BACK Softkey which can be selected to return to the
previous level. The ALERTS Softkey is visible at all softkey levels (label changes if messages are issued).
Displays Inset Map in PFD lower left corner
Removes Inset Map
Selects desired amount of map detail; cycles through declutter levels:
INSET
OFF
DCLTR (3)
DCLTR (No Declutter): All map features visible
DCLTR-1: Declutters land data
DCLTR-2: Declutters land and SUA data
DCLTR-3: Removes everything except for the active flight plan
Displays traffic information on Inset Map
Displays topographical data (e.g., coastlines, terrain, rivers, lakes) and
elevation scale on Inset Map
Displays terrain information on Inset Map
Displays Stormscope® information on Inset Map
Displays NEXRAD weather and coverage information on Inset Map (optional
feature)
Displays XM lightning information on Inset Map (optional feature)
Displays second-level softkeys for additional PFD configurations
Resets PFD to default settings, including changing units to standard
TRAFFIC
TOPO
TERRAIN
STRMSCP
NEXRAD
XM LTNG
PFD
DFLTS
WIND
OPTN 1
OPTN 2
OPTN 3
OFF
DME
Displays softkeys to select wind data parameters
Wind direction arrows with headwind and crosswind components
Wind direction arrow and speed
Wind direction arrow with direction and speed
Information not displayed
Displays the DME Information Window
Cycles the Bearing 1 Information Window through NAV1, GPS/ waypoint
identifier and GPS-derived distance information, and ADF/frequency
Provides access to the HSI formatting softkeys
BRG1
HSI FRMT
360 HSI
Displays the HSI in a 360 degree view
ARC HSI Displays the HSI as an arc
BRG2
1-18
Cycles the Bearing 2 Information Window through NAV2 or GPS waypoint
identifier and GPS-derived distance information, and ADF/frequency.
Garmin G1000 Pilot’s Guide for Cessna Nav III
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SYSTEM OVERVIEW
Displays softkeys for setting the altimeter and BARO settings to
metric units
METERS When enabled, displays altimeter in meters
Press to display the BARO setting as inches of mercury
IN
Press to display the BARO setting as hectopacals
HPA
Sets barometric pressure to 29.92 in Hg (1013 hPa if METRIC softkey is
STD BARO
selected)
Selects OBS mode on the CDI when navigating by GPS (only available with
OBS
active leg)
Cycles through GPS, VOR1, and VOR2 navigation modes on the CDI
CDI
Displays the DME Tuning Window, allowing selection of the DME
DME
Displays transponder mode selection softkeys
XPDR
Selects standby mode (transponder does not reply to any interrogations)
STBY
Selects Mode A (transponder replies to interrogations)
ON
Selects Mode C – altitude reporting mode (transponder replies to identification
ALT
and altitude interrogations)
Allows manual selection of ground mode in certain conditions
GND
Automatically enters the VFR code (1200 in the U.S.A. only)
VFR
Displays transponder code selection softkeys 0-7
CODE
Use numbers to enter code
0—7
Activates the Special Position Identification (SPI) pulse for 18 seconds,
IDENT
identifying the transponder return on the ATC screen
Removes numbers entered, one at a time
BKSP
Activates the Special Position Identification (SPI) pulse for 18 seconds,
IDENT
identifying the transponder return on the ATC screen
Displays Timer/References Window
TMR/REF
Displays Nearest Airports Window
NRST
Displays Alerts Window
ALERTS
ALT UNIT
Figure 1-14 Top Level PFD Softkeys
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SYSTEM OVERVIEW
DME
ALERTS
STRMSCP
ALERTS
Press the BACK or OFF Softkey
to return to the top-level softkeys.
Figure 1-15 INSET Softkeys
DME
DME
ALERTS
HSI FRMT
ALT UNIT
BRG1 (NAV1)
BRG2 (NAV2)
BRG1 (GPS)
BRG2 (GPS)
BRG1 (ADF)
BRG2 (ADF)
BRG1 (OFF)
BRG2 (OFF)
360 HSI
ALERTS
Press the STD BARO or
BACK Softkey to return to
the top-level softkeys
ARC HSI
ALERTS
ALERTS
METERS
IN
HPA
ALERTS
Figure 1-16 PFD Configuration Softkeys
DME
ALERTS
ALERTS
Press the BACK Softkey to return
to the top-level softkeys.
ALERTS
Press the IDENT or BACK Softkey to return
to the top-level softkeys.
Figure 1-17 XPDR (Transponder) Softkeys
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SYSTEM OVERVIEW
MFD SOFTKEYS
ENGINE
MAP
190-00498-03 Rev. A
Pressing this softkey makes available the LEAN and SYSTEM
Softkeys
LEAN
Pressing makes available the CYL SLCT and ASSIST
Softkeys to facilitate engine leaning
The Cylinder Select Softkey cycles through selection of each
CYL SLCT
cylinder indicated by changing the cylinder display to light
blue
ASSIST
Pressing the ASSIST Softkey causes the first cylinder that
peaks to become highlighted and information for that
cylinder to be displayed
Returns to the previous level softkeys
BACK
SYSTEM
Press this softkey to make available the RST FUEL and GAL
REM Softkeys
Pressing the Rest Fuel Softkey resets fuel used and gallons
RST FUEL
remaining to zero
Press this softkey (Gallons Remaining) to display the quantity
GAL REM
adjustment softkeys
-10 GAL Pressing decreases the fuel remaining quantity in 10 gallon
increments
-1 GAL Pressing decreases the fuel remaining quantity in 1 gallon
increments
+1GAL Pressing increases the fuel remaining quantity in 10 gallon
increments
+10 GAL Pressing decreases the fuel remaining quantity in 10 gallon
increments
XX GAL Pressing this softkey sets the fuel remaining to the quantity
at the filler neck tab where XX is an airframe specific
quantity
XX GAL Pressing this softkey sets the fuel remaining to the full tank
quantity where XX as an airframe specific quantity
Enables second-level Navigation Map softkeys
Displays traffic information on Navigation Map
TRAFFIC
Displays topographical data (e.g., coastlines, terrain, rivers,
TOPO
lakes) and elevation scale on Navigation Map
Displays terrain information on Navigation Map
TERRAIN
Displays airways on the map; cycles through the
AIRWAYS
following:
(Default label
AIRWAYS: No airways are displayed
is dependant
AIRWY ON: All airways are displayed
on map
AIRWY LO: Only low altitude airways are displayed
setup option
AIRWY HI: Only high altitude airways are displayed
selected)
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SYSTEM OVERVIEW
STRMSCP
NEXRAD
XM LTNG
BACK
DCLTR (3)
Pressing this softkey displays/removes Stormscope lightning
data on the Navigation Map.
Displays NEXRAD weather and coverage information on
Navigation Map (optional feature)
Displays XM lightning information on Navigation Map
(optional feature)
Returns to top-level softkeys
Selects desired amount of map detail; cycles through declutter
levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Declutters land data
DCLTR-2: Declutters land and SUA data
SHW CHRT
CHKLIST
ENGINE
DONE
EXIT
EMERGCY
1-22
DCLTR-3: Removes everything except for the active flight
plan
Displays the appropriate chart
Displays the Checklist Page
Displays the engine checklist
Pressing this softkey checks off a checklist item. If an item is
already checked, an UNDO Softkey is displayed.
Press to exit the checklist
Displays the emergency checklist
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SYSTEM OVERVIEW
ENGINE
DCLTR
MAP
SHW CHRT
CHKLIST
(optional)
(optional)
DCLTR-1
LEAN
ENGINE
SYSTEM
BACK
DCLTR-2
DCLTR-3
ENGINE
LEAN
SYSTEM
RST FUEL
GAL REM
(Default softkey
is dependant on
the selection made
in the map setup
options)
BACK
TRAFFIC
TOPO
TERRAIN
AIRWAYS
Press the BACK Softkey on this
level to return to the top softkey level.
(optional)
(optional)
(optional)
STRMSCP
NEXRAD
XM LTNG
BACK
AIRWY ON
AIRWY LO
AIRWAY HI
Press the BACK Softkey to return
to the previous softkey level.
Press the ENGINE Softkey to
the default Engine Page level.
ENGINE
LEAN
SYSTEM
-10 GAL
-1 GAL
+1 GAL
+10 GAL
XX GAL
XX GAL
BACK
X = airframe specific values
Press the ENGINE or BACK Softkey to
return to the default Engine Page level.
ENGINE
LEAN
SYSTEM
CYL SLCT
ASSIST
The DONE Softkey changes to UNDO when the checklist
item is already checked.
BACK
ENGINE
DONE
EXIT
EMERGCY
Figure 1-18 MFD Softkeys
GPS RECEIVER OPERATION
Each GIA 63/63W Integrated Avionics Unit (IAU) contains a GPS receiver. Information collected by the
specified receiver (GPS1 for the #1 IAU or GPS2 for the #2 IAU) may be viewed on the AUX - GPS Status
Page.
These GPS sensor annunciations are most often seen after system power-up when one GPS receiver has
acquired satellites before the other, or in WAAS capable systems, one of the GPS receivers has not yet acquired
a WAAS signal. While the aircraft is on the ground, the WAAS signal may be blocked by obstructions causing
one GPS receiver to have difficulty acquiring a good signal. Also, while airborne, turning the aircraft may result
in one of the GPS receivers temporarily losing the WAAS signal.
If the sensor annunciation persists, check for a system failure message in the Messages Window on the PFD.
If no failure message exists, check the GPS Status Page and compare the information for GPS1 and GPS2.
Discrepancies may indicate a problem.
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SYSTEM OVERVIEW
Viewing GPS receiver status information
1) Use the large FMS Knob on the MFD to select the Auxiliary Page Group (see Section 1.7 for information on
navigating MFD page groups).
2) Use the small FMS Knob to select GPS Status Page.
Selecting the GPS receiver for which data may be reviewed
1) Use the FMS Knob to select the AUX - GPS Status Page.
2) To change the selected GPS receiver:
a) Press the desired GPS Softkey.
Or:
a) Press the MENU Key.
b) Use the FMS Knob to highlight the receiver which is not selected and press the ENT Key.
Satellite Constellation
Diagram
Satellite Signal
Information Status
GPS Receiver
Status
RAIM
Availability
Prediction
SBAS
Selected
Satellite Signal
Strength Bars
RAIM Softkey
Selected
Figure 1-19 GPS Status Page (RAIM or SBAS Selected)
SBAS Softkey
Selected
The GPS Status Page provides the following information:
• Satellite constellation diagram
Satellites currently in view are shown at their respective positions on a sky view diagram. The sky view is
always in a north-up orientation, with the outer circle representing the horizon, the inner circle representing
45° above the horizon, and the center point showing the position directly overhead.
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SYSTEM OVERVIEW
Each satellite is represented by an oval containing the Pseudo-random noise (PRN) number (i.e., satellite
identification number). Satellites whose signals are currently being used are represented by solid ovals.
• Satellite signal information status
The accuracy of the aircraft’s GPS fix is calculated using Estimated Position Uncertainty (EPU), Dilution
of Precision (DOP), and horizontal and vertical figures of merit (HFOM and VFOM). EPU is the radius of a
circle centered on an estimated horizontal position in which actual position has 95% probability of laying.
EPU is a statistical error indication and not an actual error measurement.
DOP measures satellite geometry quality (i.e., number of satellites received and where they are relative to
each other) on a range from 0.0 to 9.9, with lower numbers denoting better accuracy. HFOM and VFOM,
measures of horizontal and vertical position uncertainty, are the current 95% confidence horizontal and
vertical accuracy values reported by the GPS receiver.
The current calculated GPS position, time, altitude, ground speed, and track for the aircraft are displayed
below the satellite signal accuracy measurements.
• GPS receiver status
The GPS solution type (ACQUIRING, 2D NAV, 2D DIFF NAV, 3D NAV, 3D DIFF NAV) for the active
GPS receiver (GPS1 or GPS2) is shown in the upper right of the GPS Status Page. When the receiver is
in the process of acquiring enough satellite signals for navigation, the receiver uses satellite orbital data
(collected continuously from the satellites) and last known position to determine the satellites that should be
in view. ACQUIRING is indicated as the solution until a sufficient number of satellites have been acquired
for computing a solution.
When the receiver is in the process of acquiring a 3D navigational GPS solution, 3D NAV is indicated as the
solution until the 3D differential fix has finished acquisition. SBAS (Satellite-Based Augmentation System)
indicates INACTIVE. When acquisition is complete, the solution status indicates 3D DIFF NAV and SBAS
indicates ACTIVE.
• RAIM (Receiver Autonomous Integrity Monitoring) Prediction (RAIM Softkey is selected)
In most cases performing a RAIM prediction is not necessary. However, in some cases, the selected approach
may be outside the WAAS coverage area and it may be necessary to perform a RAIM prediction for the
intended approach.
Receiver Autonomous Integrity Monitoring (RAIM) is a GPS receiver function that performs a consistency
check on all tracked satellites. RAIM ensures that the available satellite geometry allows the receiver to
calculate a position within a specified RAIM protection limit (2.0 nautical miles for oceanic and enroute, 1.0
nm for terminal, and 0.3 nm for non-precision approaches). During oceanic, enroute, and terminal phases of
flight, RAIM is available nearly 100% of the time.
The RAIM prediction function also indicates whether RAIM is available at a specified date and time. RAIM
computations predict satellite coverage within ±15 min of the specified arrival date and time.
Because of the tighter protection limit on approaches, there may be times when RAIM is not available. The
G1000 automatically monitors RAIM and warns with an alert message when it is not available. If RAIM is not
predicted to be available for the final approach course, the approach does not become active, as indicated by
the messages “Approach is not active” and “RAIM not available from FAF to MAP”. If RAIM is not available
when crossing the FAF, the missed approach procedure must be flown.
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SYSTEM OVERVIEW
Predicting RAIM availability
1) Select the GPS Status Page.
2) If necessary, select the RAIM Softkey.
3) Press the FMS Knob. The ‘WAYPOINT’ field is highlighted.
4) Turn the small FMS Knob to display the Waypoint Information Window.
5) Enter the desired waypoint:
a) Use the FMS Knob to enter the desired waypoint by identifier, facility, or city name and press the ENT Key. Refer
to Section 1.7 for instructions on entering alphanumeric data into the G1000.
Or:
a) Use the large FMS Knob to scroll to the Most Recent Waypoints List.
b) Use the small FMS Knob to highlight the desired waypoint in the list and press the ENT Key. The G1000
automatically fills in the identifier, facility, and city fields with the information for the selected waypoint.
c) Press the ENT Key to accept the waypoint entry.
Or:
a) To use the present position, press the MENU Key.
b) With ‘Set WPT to Present Position’ highlighted, press the ENT Key.
c) Press the ENT Key to accept the waypoint entry.
6) Use the FMS Knob to enter an arrival time and press the ENT Key.
7) Use the FMS Knob to enter an arrival date and press the ENT Key.
8) With the cursor highlighting ‘COMPUTE RAIM?’, press the ENT Key. Once RAIM availability is computed, one
of the following is displayed:
• ‘COMPUTE RAIM?’—RAIM has not been computed for the current waypoint, time, and date combination
• ‘COMPUTING AVAILABILITY’—RAIM calculation in progress
• ‘RAIM AVAILABLE’—RAIM is predicted to be available for the specified waypoint, time, and date
• ‘RAIM NOT AVAILABLE’—RAIM is predicted to be unavailable for the specified waypoint, time, and date
• SBAS Selection (SBAS Softkey is selected)(WAAS capable systems only)
In certain situations, such as when the aircraft is outside or on the fringe of the WAAS coverage area, it may
be desireable to disable WAAS (although it is not recommended). When disabled, the SBAS field in the GPS
Status box indicates DISABLED.
Disabling WAAS
1) Select the GPS Status Page.
2) If necessary, select the SBAS Softkey.
3) Press the FMS Knob. ‘WAAS’ is highlighted.
4) Press the ENT Key to uncheck the box.
5) Press the FMS Knob to remove the cursor.
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SYSTEM OVERVIEW
• GPS Satellite Signal Strengths
The GPS Status Page can be helpful in troubleshooting weak (or missing) signal levels due to poor satellite
coverage or installation problems. As the GPS receiver locks onto satellites, a signal strength bar is displayed
for each satellite in view, with the appropriate satellite PRN number (01-32 or 120-138 for WAAS) below each
bar. The progress of satellite acquisition is shown in three stages, as indicated by signal bar appearance:
- No bar—Receiver is looking for the indicated satellite
- Hollow bar—Receiver has found the satellite and is collecting data
- Light blue bar—Receiver has collected the necessary data and the satellite signal can be used
- Green bar—Satellite is being used for the GPS solution
- Checkered bar—Receiver has excluded the satellite (Fault Detection and Exclusion)
- “D” indication—Denotes the satellite is being used as part of the differential computations
Each satellite has a 30-second data transmission that must be collected (signal strength bar is hollow) before
the satellite may be used for navigation (signal strength bar becomes solid).
1.7 ACCESSING G1000 FUNCTIONALITY
MENUS
The G1000 has a MENU Key that, when pressed, displays a context-sensitive list of options. This options list
allows the user to access additional features or make settings changes which specifically relate to the currently
displayed window/page. There is no all-encompassing menu. Some menus provide access to additional
submenus that are used to view, edit, select, and review options. Menus display ‘NO OPTIONS’ when there are
no options for the window/page selected. The main controls used in association with all window/page group
operations are described in section 1.3. Softkey selection does not display menus or submenus.
Navigating the Page Menu Window:
1) Press the MENU Key to display the Page Menu Window.
2) Turn the FMS Knob to scroll through a list of available options (a scroll bar appears to the right of the window
when the option list is longer than the window).
3) Press the ENT Key to select the desired option.
4) The CLR Key may be pressed to remove the menu and cancel the operation. Pressing the FMS Knob also
removes the displayed menu.
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SYSTEM OVERVIEW
No Options with
NRST Window
Displayed on the
PFD
Options
with FPL
Window
Displayed
Figure 1-20 Page Menu Examples
MFD PAGE GROUPS
NOTE: Refer to the Flight Management, Hazard Avoidance, and Additional Features sections for details on
specific pages.
The page group and active page title box are displayed in the upper center of the screen, below the Navigation
Status Box.
Page Group
Active Page Title
Figure 1-21 Page Title Box
In the bottom right corner of the screen, the current page group, number of pages available in the group, and
placement of the current page within the group are indicated.
Page Groups
Pages in Current Group
Selected Page
Figure 1-22 Page Group Icons
The MFD displays information in four main page groups; specific pages within each group can vary depending
on the configuration of optional equipment.
Selecting a page using the FMS Knob:
1) Turn the large FMS Knob until the desired page group is selected.
2) Turn the small FMS Knob until the desired page is selected.
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SYSTEM OVERVIEW
There are also several pages (Airport Information and XM Information pages) which are selected first from
within a main page group with the FMS Knobs, then with the appropriate softkey at the bottom of the page. In
this case, the page remains set to the selected screen until a different screen softkey is pressed.
Map Pages (MAP)
Navigation Map
Traffic Map
Stormscope®
Weather Data Link
(service optional)
Terrain Proximity/TAWS
Figure 1-23 Map Pages
Waypoint Pages (WPT)
Airport Information pages
- Airport Information
(INFO Softkey)
- Departure Information
(DP Softkey)
- Arrival Information
(STAR Softkey)
- Approach Information
(APR Softkey)
- Weather Information
(WX Softkey)
Intersection Information
NDB Information
Airport
Information
Pages
VOR Information
User Waypoint Information
Figure 1-24 Waypoint Pages
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SYSTEM OVERVIEW
Auxiliary Pages (AUX)
Trip Planning
Utility
GPS Status
System Setup
XM Satellite pages
- XM Information
(INFO Softkey)
XM
Satellite
Pages
- XM Radio
(RADIO Softkey)
System Status
Figure 1-25 Auxiliary Pages
Nearest Pages (NRST)
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User Waypoints
Nearest Frequencies
Nearest Airspaces
Figure 1-26 Nearest Pages
In addition to the main page groups accessed exclusively using the FMS Knobs, there are pages for flight
planning (FPL) and loading procedures (PROC) which are accessed by bezel key. In some instances, softkeys
may be used to access the Procedure Pages.
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SYSTEM OVERVIEW
The Flight Plan Pages are accessed using the FPL Key on the MFD. Main pages within this group are selected
by turning the small FMS Knob.
The Procedure pages may be accessed at any time on the MFD by pressing the PROC Key. A menu is
initialized, and when a departure, approach, or arrival is selected, the appropriate Procedure Loading Page is
opened. Turning the FMS Knob does not scroll through the Procedure pages (note the single page icon in the
lower right corner).
Flight Plan Pages (FPL)
Active Flight Plan
- Wide View, Narrow View
(VIEW Softkey)
Flight Plan Catalog
or
Stored Flight Plan (NEW Softkey)
Figure 1-27 Flight Plan Pages
Procedure Pages
(PROC)
Departure Loading
Arrival Loading
Approach Loading
Figure 1-28 Procedure Pages
For some of these pages (Airport Information pages, XM Satellite pages, Procedure pages), the title of the page
may change while the page icon remains the same.
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SYSTEM OVERVIEW
MFD SYSTEM PAGES
In the Auxiliary (AUX) Page Group, there are two system pages: System Setup (page 4 of 6) and System Status
(page 6 of 6). The System Setup Page allows management of various system parameters, while the System
Status Page displays the status of all G1000 system LRUs.
SYSTEM SETUP PAGE
The System Setup Page allows management of the following system parameters:
• Flight director format (only the single que option
is available in the Cessna Nav III)
• Time display format (local or UTC )
• Displayed measurement units
• Baro transition alert (see Flight Instruments
Section)
• MFD Data Bar (Navigation Status Box) fields
• Airspace alerts
• COM transceiver channel spacing
• Audio alert voice
• Displayed nearest airports
• GPS Course Deviation Indicator (CDI) range
Selecting the System Setup Page:
1) Turn the large FMS Knob to select the AUX Page group.
2) Turn the small FMS Knob to display the System Setup Page.
Figure 1-29 System Setup Page
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SYSTEM OVERVIEW
DATE/TIME
The Date/Time Box on the System Setup Page displays the current date and time and allows the pilot to set
the time format (local 12-hr, local 24-hr, or UTC) and offset. The time offset is used to define current local
time. UTC (also called GMT or Zulu) date and time are calculated directly from the GPS satellites signals
and cannot be changed. When using a local time format, designate the offset by adding or subtracting the
desired number of hours.
Set the system time format:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the time format field in the Date/Time Box.
3) Turn the small FMS Knob to select the desired system time format (local 12hr, local 24hr, UTC) and press the
ENT Key.
Set the current time offset:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the time offset field in the Date/Time Box.
3) Turn the FMS Knobs to enter the time offset and press the ENT Key.
DISPLAY UNITS
The Display Units Box on the System Setup Page allows configuration of the measurement units used for
the following displayed data:
• Nav angle (auto, true)
When set to ‘AUTO’, magnetic variation is figured into the displayed value. When ‘TRUE’ is selected,
no magnetic variation is calculated and a ‘T’ is displayed next to the value.
Affects the BRG field in the PFD Navigation Status Box.
Affects Current Heading, Selected Heading, and Selected Course boxes on the PFD.
Affects the BRG, DTK, TKE, TRK, and XTK fields in the MFD Navigation Status Box.
• Distance and speed (metric, nautical)
Affects the DIS field in the PFD Navigation Status Box and the range setting of the Inset Map.
Affects all distance and speed displays on the MFD with the exception of the displayed wind speed
displayed on the Navigation Map Page. Wind speed is affected on the Trip Planning Page.
• Altitude and vertical speed (feet, meters)
Affects all altitude and elevation displays on the MFD, with the exception of VNAV altitudes on the
Active Flight Plan Page.
• Barometric pressure (inches of mercury, hectopascals)
Affects the altimeter setting on the PFD and the pressure display on the Trip Planning Page.
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SYSTEM OVERVIEW
• Temperature (Celsius, Fahrenheit)
Affects all temperature displays on the PFD.
Affects the temperature display on the Trip Planning Page. Does not affect the Engine Indicating
System display.
• Fuel and fuel flow (pounds, kilograms)
Affects fuel and fuel flow displayed on the Trip Planning Page.
• Weight (pounds, kilograms)
Affects aircraft weights on the Weight Planning Page.
• Position (HDDD°MM.MM’, HDDD°MM’SS.S”)
Affects all position displays.
Change a Display Units setting:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field in the Display Units Box.
3) Turn the small FMS Knob to select from a list of measurement units and press the ENT Key when the desired
unit is highlighted. Press the CLR Key to cancel the action without changing the units.
AIRSPACE ALERTS
The Airspace Alerts Box allows the pilot to turn the controlled/special-use airspace message alerts on
or off. This does not affect the alerts listed on the Nearest Airspaces Page or the airspace boundaries
depicted on the MFD Navigation Map Page. It simply turns on/off the warning provided when the aircraft
is approaching or near an airspace.
Alerts for the following airspaces can be turned on/off in the Airspace Alerts Box:
• Class B/TMA
• Restricted
• Class C/TCA
• MOA (Military)
• Class D
• Other airspaces
An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For
example, if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an
alert message is not generated, but if the aircraft is less than 500 feet above/below an airspace and projected
to enter it, the pilot is notified with an alert message. The default setting for the altitude buffer is 200
feet.
Change the altitude buffer distance setting:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the altitude buffer field in the Airspace Alerts Box.
3) Turn the FMS Knobs to enter an altitude buffer value and press the ENT Key.
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SYSTEM OVERVIEW
To turn an airspace alert on or off:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field in the Airspace Alerts Box.
3) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
AUDIO ALERTS
The Audio Alert Box on the System Setup Page allows the audio alert voice to be set to male or female.
To change the audio alert voice:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the voice in the Audio Alert Box.
3) Turn the small FMS Knob to display and highlight the desired voice and press the ENT Key.
MFD DATA BAR FIELDS
The MFD Data Bar Fields Box on the System Setup Page displays the current configuration of the MFD
Navigation Status Box. By default, the Navigation Status Bar is set to display ground speed (GS), distance
to next waypoint (DIS), estimated time enroute (ETE), and enroute safe altitude (ESA).
Change the information shown in an MFD Navigation Status Bar field:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field number in the MFD Data Bar Fields Box.
3) Turn the small FMS Knob to display and scroll through the data options list and press the ENT Key when the
desired data selection is highlighted.
The following data may be selected for display in each of the four fields of the Navigation Status Box.
• Bearing (BRG)
• Minimum Safe Altitude (MSA)
• Distance (DIS)
• True Air Speed (TAS)
• Desired Track (DTK)
• Track Angle Error (TKE)
• En Route Safe Altitude (ESA)
• Track (TRK)
• Estimated Time of Arrival (ETA)
• Vertical Speed Required (VSR)
• Estimated Time En Route (ETE)
• Crosstrack Error (XTK)
• Ground Speed (GS)
GPS CDI
The GPS CDI Box on the System Setup Page allows the pilot to define the range for the on-screen course
deviation indicator (CDI). The range values represent full range deflection for the CDI to either side. The
default setting is ‘AUTO’. Refer to the Flight Instruments sections for a discussion on CDI scaling.
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SYSTEM OVERVIEW
If a lower CDI range setting is selected (i.e., 1.0 or 0.3 nm), the higher range settings are not selected
during any phase of flight. For example, if 1.0 nm is selected, the G1000 uses this for en route and terminal
phases and ramps down to the proper scaling during an approach.
The GPS CDI Box on the System Setup Page displays the following:
• Selected CDI range (auto, 2 nm, 1 nm, 0.3 nm)
• Current system CDI range (2 nm, 1 nm, 0.3 nm)
Refer to the Course Deviation Indicator discussion in the Flight Instruments section for a more detailed
discussion of CDI scaling.
Change the CDI range:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the selected field in the GPS CDI Box.
3) Turn the small FMS Knob to display and scroll through the range list and press the ENT Key when the desired
selection is highlighted.
COM CONFIGURATION
NOTE: 8.33 kHz VHF communication frequency channel spacing is not approved for use in the United States.
Select the 25.0 kHz channel spacing option for use in the United States.
The COM Configuration Box on the System Setup Page allows the pilot to select 8.33 kHz or 25.0 kHz
COM frequency channel spacing.
Change COM channel spacing:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the channel spacing field in the COM Configuration Box.
3) Turn the small FMS Knob to select the desired spacing and press the ENT Key.
NEAREST AIRPORTS
The Nearest Airports Box on the System Setup Page defines the minimum runway length and surface type
used when determining the nine nearest airports to display on the MFD Nearest Airports Page. A minimum
runway length and/or surface type can be entered to prevent airports with small runways or runways that
are not of appropriate surface from being displayed. Default settings are zero feet (or meters) for runway
length and “any” for runway surface type.
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Select nearest airport surface matching criteria (any, hard only, hard/soft, water):
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the runway surface field in the Nearest Airports Box.
3) Turn the small FMS Knob to display and scroll through the runway options (any, hard only, hard/soft, water) and
press the ENT Key when the desired selection is highlighted.
Select nearest airport minimum runway length matching criteria:
1) While on the System Setup Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the minimum length field in the Nearest Airport Box.
3) Turn the FMS Knobs to enter the minimum runway length (zero to 99,999 feet) and press the ENT Key.
SYSTEM STATUS PAGE
The System Status Page displays the status and software version numbers for all detected system LRUs.
Pertinent information on all system databases is also displayed. Active LRUs are indicated by green check
marks and failed LRUs are indicated by red “X”s. Failed LRUs should be noted and a Cessna service center
or Garmin dealer informed.
Figure 1-30 Example System Status Page
The LRU, ARFRM, and DBASE Softkeys on the System Status Page select the list (LRU Info, Airframe,
or Database) through which the FMS Knob can be used to scroll if all the information cannot appear on the
screen.
The ANN TEST Softkey, when pressed, causes an annunciation test tone to be played.
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SYSTEM OVERVIEW
SYSTEM UTILITIES
For flight planning purposes, timers, trip statistics, and a scheduler feature are provided on the AUX - Utility
Page. The timers available include a stopwatch-like generic timer, a total time in flight timer, and a record of the
time of departure. Trip statistics—odometer, trip odometer, and average trip and maximum groundspeeds—are
displayed from the time of the last reset. A scheduler feature is also provided so the pilot can enter reminder
messages to be displayed at specified intervals in the Alerts Window on the PFD (see the Additional Features
Section).
Figure 1-31 Utility Page
TIMERS
The generic timer can be set to count up or down from a specified time (HH:MM:SS). When the
countdown on the timer reaches zero the digits begin to count up from zero. If the timer is reset before
reaching zero on a countdown, the digits are reset to the initial value. If the timer is counting up when
reset, the digits are zeroed.
Setting the generic timer:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the small FMS Knob to select the timer counting direction (UP/DN) and press the ENT Key.
4) If a desired starting time is desired:
a) Use the large FMS Knob to highlight the HH:MM:SS field.
b) Use the FMS Knob to enter the desired time and press the ENT Key.
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SYSTEM OVERVIEW
5) Turn the large FMS Knob to highlight ‘START?’ and press the ENT Key to start the timer. The field changes to
‘STOP?’.
6) To stop the timer, press the ENT Key with ‘STOP?’ highlighted. The field changes to ‘RESET?’.
7) To reset the timer, press the ENT Key with ‘RESET?’ highlighted. The field changes back to ‘START?’ and the
digits are reset.
The flight timer can be set to count up from zero starting at system power-up or from the time that the
aircraft lifts off; the timer can also be reset to zero at any time.
Setting the flight timer starting criterion:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the field next to the flight timer.
4) Turn the small FMS Knob to select the starting criterion (PWR-ON or IN-AIR) and press the ENT Key.
Resetting the flight timer:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key.
3) With ‘Reset Flight Timer’ highlighted, press the ENT Key.
The G1000 records the time at which departure occurs, depending on whether the pilot prefers the time
to be recorded from system power-up or from aircraft lift off. The displayed departure time can also be reset
to display the current time at the point of reset. The format in which the time is displayed is controlled
from the System Setup Page.
Setting the departure timer starting criterion:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the field next to the departure time.
4) Turn the small FMS Knob to select the starting criterion (PWR-ON or IN-AIR) and press the ENT Key.
Resetting the departure time:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key.
3) Use the FMS Knob to highlight ‘Reset Departure Time’ and press the ENT Key.
TRIP STATISTICS
The odometer and trip odometer record the total mileage traveled from the last reset; these odometers can
be reset independently. Resetting the trip odometer also resets the average trip groundspeed. Maximum
groundspeed for the period of time since the last reset is also displayed.
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SYSTEM OVERVIEW
Resetting trip statistics readouts:
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key. The following reset options for trip statistics are displayed:
• Reset Trip ODOM/AVG GS—Resets trip average ground speed readout and odometer
• Reset Odometer—Resets odometer readout only
• Reset Maximum Speed—Resets maximum speed readout only
• Reset All—Resets flight timer, departure timer, odometers, and groundspeed readouts
2) Use the FMS Knob to highlight the desired reset option and press the ENT Key. The selected parameters are reset
to zero and begin to display data from the point of reset.
1.8 DISPLAY BACKLIGHTING
The G1000 display and control backlighting can be adjusted either automatically or manually.
AUTOMATIC ADJUSTMENT
The existing instrument panel dimmer bus normally controls the PFD and MFD backlighting as well as the
PFD and MFD bezels, MFD Control Unit, AFCS Control Unit and audio panel key annunciator lighting. When
the dimmer bus is not used by the G1000 system, photocell technology automatically controls backlighting
adjustments. Photocell calibration curves are pre-configured to optimize display appearance through a broad
range of cockpit lighting conditions.
MANUAL ADJUSTMENT
NOTE: The avionics dimming knob may also be used to adjust backlighting. Refer to the POH for details.
NOTE: In normal mode, backlighting can only be adjusted from the PFD. In reversionary mode, it can also
be adjusted from the MFD.
NOTE: No other window can be displayed on the PFD while the PFD Setup Menu Window is displayed.
Backlighting may also be adjusted manually for all of the displays and the associated bezels. The audio panel
key backlighting is directly tied to the PFD key backlighting setting.
Adjust display backlighting manually:
1) Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the
right of ‘PFD DSPL’.
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SYSTEM OVERVIEW
Figure 1-32 Manual Display Backlighting Adjustment
2) Turn the small FMS Knob to display the selection box. Turn the FMS Knob to select ‘MANUAL’, then press the
ENT Key. The intensity value becomes highlighted.
3) Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.
4) Turn the large FMS Knob to highlight ‘AUTO’ to the right of ‘MFD DSPL’ and repeat steps 2 and 3.
5) Press the CLR or MENU Key to remove the PFD Setup Menu Window from the display.
Adjust key backlighting manually:
1) Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the
right of ‘PFD DSPL’.
Figure 1-33 Manual Key Lighting Adjustment
2) Turn the large FMS Knob to highlight ‘PFD DSPL’. Turn the small FMS Knob in the direction of the green
arrowhead to display ‘PFD KEY’.
3) Turn the large FMS Knob to highlight ‘AUTO’ and turn the small FMS Knob to display the selection box.
4) Turn the FMS Knob to select ‘MANUAL’, then press the ENT Key. The intensity value becomes highlighted.
5) Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.
6) Turn the large FMS Knob to highlight ‘MFD DSPL’ and turn the small FMS Knob in the direction of the green
arrowhead to display ‘MFD KEY’.
7) Repeat steps 3 to 5.
8) Press the CLR or MENU Key to remove the PFD Setup Menu Window from the display.
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FLIGHT INSTRUMENTS
SECTION 2 FLIGHT INSTRUMENTS
WARNING: In the event that the airspeed, attitude, altitude, or heading indications become unusable, refer
to the backup instruments.
NOTE: The Automatic Flight Control System (AFCS) provides additional readouts and bugs on selected flight
instruments. Refer to the AFCS Section for details on these bugs and readouts, as they appear on the display
during certain AFCS modes.
Increased situational awareness is provided by replacing the traditional instruments on the panel with an easyto-scan Primary Flight Display (PFD) that features a large horizon, airspeed, attitude, altitude, vertical speed, and
course deviation information. In addition to the flight instruments, navigation, communication, terrain, traffic,
and weather information are also presented on the PFD and explained in other sections of this Pilot’s Guide.
The following flight instruments and supplemental flight data are displayed on the PFD:
• Course Deviation Indicator (CDI)
– True airspeed
• Vertical Deviation, Glideslope,
and Glidepath Indicators
– Airspeed awareness ranges
• Vertical Speed Indicator (VSI)
• Outside Air Temperature (OAT)
– Reference flags
• Horizontal Situation Indicator,
showing
• System time
• Airspeed Indicator, showing
• Attitude Indicator with slip/skid
indication
• Altimeter, showing
– Barometric setting
– Selected Altitude
– Turn Rate Indicator
– Bearing pointers and
information windows
• Wind data
• Generic timer
• Vertical Navigation indications
– DME Information Window
The PFD also displays various alerts and annunciations.
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FLIGHT INSTRUMENTS
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22
21
20
19
1
18
17
2
16
15
3
14
4
13
5
12
6
11
7
10
8
9
1
NAV Frequency Box
13 Turn Rate Indicator
2
Airspeed Indicator
14 Barometric Altimeter Setting
3
True Airspeed
15 Vertical Speed Indicator (VSI)
4
Current Heading
16 Selected Altitude Bug
5
Current Track Bug
17 Altimeter
6
Course Deviation Indicator (CDI)
18 Selected Altitude
7
Horizontal Situation Indicator (HSI)
19 COM Frequency Box
8
Outside Air Temperature (OAT)
20 Navigation Status Box
9
Softkeys
21 AFCS Status Box
10 System Time
22 Slip/Skid Indicator
11 Transponder Status Box
23 Attitude Indicator
12 Selected Heading Bug
Figure 2-1 Primary Flight Display (Default)
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FLIGHT INSTRUMENTS
15
14
1
13
12
2
11
3
10
4
9
5
6
7
8
Flight Plan Window
1
Traffic Annunciation
9
2
Vspeed Reference
10 Annunciation Window
3
Selected Heading
11 Selected Course
4
Wind Data
12 Current Vertical Speed
5
Inset Map
13 Glideslope Indicator
6
DME Information Window
14 Marker Beacon Annunciation
7
Bearing Information Windows
15 AFCS Status Annunciation
8
Minimum Descent Altitude/Decision
Height
Figure 2-2 Primary Flight Display (Additional Information)
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FLIGHT INSTRUMENTS
2.1 FLIGHT INSTRUMENTS
AIRSPEED INDICATOR
NOTE: Refer to the Pilot’s Operating Handbook (POH) for speed criteria and Vspeed values.
The Airspeed Indicator displays airspeed on a rolling number gauge using a moving tape. The true airspeed is
displayed in knots below the Airspeed Indicator. The numeric labels and major tick marks on the moving tape
are marked at intervals of 10 knots, while minor tick marks on the moving tape are indicated at intervals of 5
knots. Speed indication starts at 20 knots, with 60 knots of airspeed viewable at any time. The actual airspeed
is displayed inside the black pointer. The pointer remains black until reaching never-exceed speed (VNE), at
which point it turns red.
Vspeed References
Actual Airspeed
Speed Ranges
Airspeed Trend Vector
True Airspeed
Figure 2-4 Red Pointer Showing
Overspeed (Model 172R)
Figure 2-3 Airspeed Indicator (Model 182T)
A color-coded (white, green, yellow, and red) speed range strip is located on the moving tape. The colors
denote flaps operating range, normal operating range, caution range, and never-exceed speed (VNE). A red range
is also present for low speed awareness.
The Airspeed Trend Vector is a vertical, magenta line, extending up or down on the airspeed scale, shown to
the right of the color-coded speed range strip. The end of the trend vector corresponds to the predicted airspeed
in 6 seconds if the current rate of acceleration is maintained. If the trend vector crosses VNE, the text of the
actual airspeed readout changes to yellow. The trend vector is absent if the speed remains constant or if any
data needed to calculate airspeed is not available due to a system failure.
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FLIGHT INSTRUMENTS
Vspeeds (Glide, VR, VX, and VY) can be changed and their flags turned on/off from the Timer/References
Window. When active (on), the Vspeeds are displayed at their respective locations to the right of the airspeed
scale. By default, all Vspeed values are reset and all flags turned off when power is cycled.
Changing Vspeeds and turning Vspeed flags ON/OFF:
1) Press the TMR/REF Softkey.
2) Turn the large FMS Knob to highlight the desired Vspeed.
3) Use the small FMS Knob to change the Vspeed in 1-kt increments (when a speed has been changed from a
default value, an asterisk appears next to the speed).
4) Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field
5) Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.
6) To remove the window, press the CLR Key or the TMR/REF Softkey.
Figure 2-6 Timer/References Menu
Figure 2-5 Timer/References Window (Model 172R)
Turning all Vspeed flags on/off:
1) Press the TMR/REF Softkey.
2) Press the MENU Key.
3) To view all Vspeed flags, press the ENT Key with ‘All References On’ highlighted.
4) To remove all Vspeed flags, turn the FMS Knob to highlight ‘All References Off’ and press the ENT Key.
Restoring all Vspeed defaults:
1) Press the TMR/REF Softkey.
2) Press the MENU Key.
3) Turn the FMS Knob to highlight ‘Restore Defaults’ and press the ENT Key.
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FLIGHT INSTRUMENTS
ATTITUDE INDICATOR
Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line. The
Attitude Indicator displays the pitch, roll, and slip/skid information.
9
8
1
7
2
6
3
4
5
1
Roll Pointer
2
Roll Scale
3
Horizon Line
4
Aircraft Symbol
5
Land Representation
6
Pitch Scale
7
Slip/Skid Indicator
8
Sky Representation
9
Roll Scale Zero
Figure 2-7 Attitude Indicator
The horizon line is part of the pitch scale. Above and below the horizon line, major pitch marks and numeric
labels are shown for every 10˚, up to 80˚. Minor pitch marks are shown for intervening 5˚ increments, up to
25˚ below and 45˚ above the horizon line. Between 20˚ below to 20˚ above the horizon line, minor pitch marks
occur every 2.5˚.
The inverted white triangle indicates zero on the roll scale. Major tick marks at 30˚ and 60˚ and minor tick
marks at 10˚, 20˚, and 45˚ are shown to the left and right of the zero. Angle of bank is indicated by the position
of the pointer on the roll scale.
The Slip/Skid Indicator is the bar beneath the roll pointer. The indicator moves with the roll pointer and
moves laterally away from the pointer to indicate lateral acceleration. Slip/skid is indicated by the location of
the bar relative to the pointer. One bar displacement is equal to one ball displacement on a traditional Slip/Skid
Indicator (Figure 2-8).
Figure 2-8 Slip/Skid Indication
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FLIGHT INSTRUMENTS
ALTIMETER
The Altimeter displays 600 feet of barometric altitude values at a time on a rolling number gauge using a
moving tape. Numeric labels and major tick marks are shown at intervals of 100 feet. Minor tick marks are at
intervals of 20 feet. The current altitude is displayed in the black pointer.
The Selected Altitude is displayed above the Altimeter in the box indicated by a selection bug symbol. A bug
corresponding to this altitude is shown on the tape; if the Selected Altitude exceeds the range shown on the
tape, the bug appears at the corresponding edge of the tape. See the AFCS Section for more information about
how the G1000 uses Selected Altitude.
Setting the Selected Altitude:
Turn the ALT Knob to set the Selected Altitude in 100-ft increments (increments reduce to 10 feet for approach)
up to the aircraft’s service ceiling.
If set, the Minimum Descent Altitude/Decision Height (MDA/DH) value is also available for the Selected Altitude.
Selected
Altitude
Selected
Altitude
Bug
Altitude
Trend
Vector
Current
Altitude
Minimum Descent
Altitude/Decision
Height Bug
Barometric
Setting
Figure 2-9 Altimeter
Figure 2-10 Altimeter (Metric Units)
Selected and current altitudes can also be displayed in meters (readouts displayed above the normal readouts
in feet; Figure 2-10). Note that the altitude tape does not change scale.
Displaying altitude in meters:
1) Press the PFD Softkey to display the second-level softkeys.
2) Press the ALT UNIT Softkey.
3) Press the METERS Softkey to turn on metric altitude readouts (see Figure 2-10).
4) Press the BACK Softkey twice to return to the top-level softkeys.
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FLIGHT INSTRUMENTS
A magenta Altitude Trend Vector extends up or down the left of the altitude tape, the end resting at the
approximate altitude to be reached in 6 seconds at the current vertical speed. The trend vector is not shown if
altitude remains constant or if data needed for calculation is not available due to a system failure.
The barometric pressure setting is displayed below the Altimeter in inches of mercury (in Hg) or hectopascals
(hPa) when metric units are selected. Adjusting the altimeter barometric setting creates discontinuities in VNV
vertical deviation, moving the descent path. For large adjustments, it may take several minutes for the aircraft
to re-establish on the descent path. If the change is made while nearing a waypoint with a VNV Target Altitude,
the aircraft may not re-establish on the descent path in time to meet the vertical constraint.
Selecting the Altimeter barometric pressure setting:
Turn the BARO (outer) Knob to select the desired setting.
Selecting standard barometric pressure (29.92 in Hg):
1) Press the PFD Softkey.
2) Press the STD BARO Softkey.
Changing altimeter barometric pressure setting units:
1) Press the PFD Softkey to display the second-level softkeys.
2) Press the ALT UNIT Softkey.
3) Press the IN Softkey to display the barometric pressure setting in inches of mercury (in Hg).
Or, press the HPA Softkey to display the barometric pressure setting in hectopascals (hPa; see Figure 2-10).
4) Press the BACK Softkey twice to return to the top-level softkeys.
VERTICAL SPEED INDICATOR (VSI)
The Vertical Speed Indicator (VSI, Figure 2-11) displays the aircraft vertical speed using a non-moving tape
labeled at 1000 and 2000 fpm with minor tick marks every 500 fpm. The current vertical speed is displayed
in the pointer along the tape. Digits appear in the pointer when the climb or descent rate is greater than 100
fpm. If the rate of ascent/descent exceeds 2000 fpm, the pointer appears at the corresponding edge of the tape
and the rate appears inside the pointer.
A magenta chevron bug is displayed as the Required Vertical Speed Indication (RVSI; see Figure 2-11) for
reaching a VNV Target Altitude once the “TOD [Top of Descent] within 1 minute” alert has been generated. See
the Flight Management section for details on VNV features, and refer to Section 2.2, Supplemental Flight Data,
for more information about VNV indications on the PFD.
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FLIGHT INSTRUMENTS
VERTICAL DEVIATION
NOTE: The Glidepath Indicator is only shown for aircraft with GIA 63W Integrated Avionics Units when
WAAS is available.
The Vertical Deviation Indicator (VDI; Figure 2-11) uses a magenta chevron to indicate the baro-VNV vertical
deviation when Vertical Navigation (VNV) is being used; the VDI appears in conjunction with the “TOD within
1 minute” alert. Full-scale deflection (two dots) is 1000 feet. The VDI is removed from the display if vertical
deviation becomes invalid. See the Flight Management section for details on VNV features, and refer to Section
2.2, Supplemental Flight Data, for more information about VNV indications on the PFD.
The Glideslope Indicator (Figure 2-12) appears to the left of the Altimeter whenever an ILS frequency is
tuned in the active NAV field. A green diamond acts as the Glideslope Indicator, like a glideslope needle on a
conventional indicator. If a localizer frequency is tuned and there is no glideslope, “NO GS” is annunciated.
The glidepath is analogous to the glideslope for GPS approaches supporting WAAS vertical guidance
(LNAV+V, LNAV/VNAV, LPV) and is generated by the system to reduce pilot workload during approach. When
an approach of this type is loaded into the flight plan and GPS is the selected navigation source, the Glidepath
Indicator (Figure 2-13) appears as a magenta diamond. If the approach type downgrades past the Final
Approach Fix (FAF), “NO GP” is annunciated.
VNV
Target
Altitude
Vertical
Deviation
Indicator
Marker
Beacon
Annunciation
Vertical
Speed
Indicator
Glidepath
Indicator
Vertical
Speed
Pointer
Required
Vertical
Speed
Glideslope
Indicator
Figure 2-11 Vertical Speed and
Deviation Indicators (VSI and VDI)
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Figure 2-12 Glideslope Indicator
Garmin G1000 Pilot’s Guide for Cessna Nav III
Figure 2-13 Glidepath Indicator
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FLIGHT INSTRUMENTS
HORIZONTAL SITUATION INDICATOR (HSI)
The Horizontal Situation Indicator (HSI) displays a rotating compass card in a heading-up orientation. Letters
indicate the cardinal points and numeric labels occur every 30˚. Major tick marks are at 10˚ intervals and minor
tick marks at 5˚ intervals. A digital reading of the current heading appears on top of the HSI, and the current
track is represented on the HSI by a magenta diamond bug. The HSI also presents turn rate, course deviation,
bearing, and navigation source information and is available in two formats (360˚ compass rose and 140˚ arc).
Changing the HSI display format:
1) Press the PFD Softkey
2) Press the HSI FRMT Softkey.
3) Press the 360 HSI or ARC HSI Softkey.
The 360˚ HSI (Figure 2-14) contains a Course Deviation Indicator (CDI), with a Course Pointer, To/From
Indicator, and a sliding deviation bar and scale. The course pointer is a single line arrow (GPS, VOR1, and
LOC1) or a double line arrow (VOR2 and LOC2) which points in the direction of the set course. The To/From
arrow rotates with the course pointer and is displayed when the active NAVAID is received.
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15
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14
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3
4
5
13
6
12
7
11
8
10
9
1
Turn Rate Indicator
10 To/From Indicator
2
Selected Heading
11 Course Pointer
3
Current Track Bug
12 Heading Bug
4
Lateral Deviation Scale
13 Flight Phase
5
Navigation Source
14 Selected Course
6
Aircraft Symbol
15 Turn Rate/Heading
7
16 Current Heading
8
Course Deviation Indicator
(CDI)
Rotating Compass Rose
9
OBS Mode Active
Trend Vector
17 Lubber Line
Figure 2-14 Horizontal Situation Indicator (HSI)
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FLIGHT INSTRUMENTS
The Arc HSI (Figure 2-15) is a 140˚ expanded section of the compass rose. The Arc HSI contains a Course
Pointer, To/From Indicator, a sliding deviation indicator (the To/From and deviation indicators are combined),
and a deviation scale. Upon station passage, the To/From Indicator flips and points to the tail of the aircraft,
just like a conventional To/From flag. Depending on the navigation source, the CDI on the Arc HSI can appear
in two different ways: an arrowhead (GPS, VOR, OBS) or a diamond (LOC).
Course Pointer
Flight Phase Annunciation
Course
Deviation
and To/From
Indicator
Navigation
Source
Lateral
Deviation
Scale
Figure 2-15 Arc HSI
The Selected Heading is shown to the upper left of the HSI and is displayed in light blue. The light blue
heading bug on the compass rose corresponds to the Selected Heading.
Adjusting the Selected Heading:
Turn the HDG Knob to set the Selected Heading.
Press the HDG Knob to synchronize the bug to the current heading.
The Selected Course is shown to the upper right of the HSI. The color of the Selected Course corresponds to
the selected navigation source: magenta for GPS or green for NAV (VOR, LOC).
Adjusting the Selected Course:
Turn the CRS Knob to set the Selected Course.
Press the CRS Knob to re-center the CDI and return the course pointer to the bearing of the active waypoint or
navigation station (see OBS Mode for adjusting a GPS course).
Current Track Bug
Current Heading
Selected
Course
Selected
Heading
Selected
Heading
Bug
Figure 2-16 Heading and Course Indications
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FLIGHT INSTRUMENTS
Navigation angles (track, heading, course, bearing) are corrected to the computed magnetic variation (‘Mag
Var”) or referenced to true north (denoted ‘T’), set on the AUX - System Setup Page. When an approach
referenced to true north has been loaded into the flight plan, the system generates a message to change the
navigation angle setting to ‘True’ at the appropriate time.
Figure 2-17 Heading and Course Indications (True)
Changing the navigation angle setting:
1) Use the FMS Knob to select the AUX - System Setup Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight ‘Nav Angle’ in the ‘Display Units’ box (Figure 2-18).
4) Turn the small FMS Knob to highlight the desired setting and press the ENT Key.
• TRUE - References angles to true north (denoted with ‘T’)
• MAGNETIC - Angles corrected to the computed magnetic variation (‘Mag Var’)
Figure 2-18 System Setup Page,
Navigation Angle Settings
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FLIGHT INSTRUMENTS
TURN RATE INDICATOR
The Turn Rate Indicator is located directly above the rotating compass card. Tick marks to the left and right
of the lubber line denote half-standard and standard turn rates. A magenta Turn Rate Trend Vector shows the
current turn rate. The end of the trend vector gives the heading predicted in 6 seconds, based on the present
turn rate. A standard-rate turn is shown on the indicator by the trend vector stopping at the standard turn
rate tick mark, corresponding to a predicted heading of 18˚ from the current heading. At rates greater than 4
deg/sec, an arrowhead appears at the end of the magenta trend vector and the prediction is no longer valid.
Half-Standard
Turn Rate
Standard
Turn Rate
Arrow Shown
for Turn Rate
> 4 deg/sec
Figure 2-19 Turn Rate Indicator and Trend Vector
BEARING POINTERS AND INFORMATION WINDOWS
NOTE: ADF radio installation is optional.
NOTE: When the Arc HSI is displayed, the Bearing Information windows and pointers are disabled.
Two bearing pointers and associated information can be displayed on the HSI for NAV, GPS, and ADF
sources. The pointers are light blue and are single- (BRG1) or double-lined (BRG2); an icon is shown in the
respective information window to indicate the pointer type. The bearing pointers never override the CDI
and are visually separated from the CDI by a white ring (shown when bearing pointers are selected but not
necessarily visible due to data unavailability).
Tuning Mode
Frequency
Bearing 1
Pointer
Bearing 2
Pointer
Distance
DME Information Window
Distance to
Bearing Source
No
Waypoint
Selected
Station
Identifier
Bearing
Pointer
Source
Icon
Bearing 1 Information Window
Pointer
Bearing
Icon
Source
Bearing 2 Information Window
Figure 2-20 HSI with Bearing and DME Information
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FLIGHT INSTRUMENTS
When a bearing pointer is displayed, its associated information window is also displayed. The Bearing
Information windows (Figure 2-20) are displayed to the lower sides of the HSI and show:
• Bearing source (NAV, GPS, ADF)
• Pointer icon (BRG1 = single line, BRG2 = double line)
• Frequency (NAV, ADF)
• Station/waypoint identifier (NAV, GPS)
• GPS-derived great circle distance to bearing source
If the NAV radio is the bearing source and is tuned to an ILS frequency (refer to the Audio Panel and CNS
Section for information on tuning the radios), the bearing pointer is removed from the HSI and the frequency
is replaced with “ILS”. When NAV1 or NAV2 is the selected bearing source, the frequency is replaced by the
station identifier when the station is within range. If GPS is the bearing source, the active waypoint identifier
is displayed in lieu of a frequency.
The bearing pointer is removed from the HSI and “NO DATA” is displayed in the information window if:
• The NAV radio is not receiving the tuned VOR station
• GPS is the bearing source and an active waypoint is not selected
Selecting bearing display and changing sources:
1) Press the PFD Softkey.
2) Press a BRG Softkey to display the desired bearing pointer and information window with a NAV source.
3) Press the BRG Softkey again to change the bearing source to GPS.
4) Press the BRG Softkey a third time to change the bearing source to ADF (note: ADF radio installation is
optional).
5) To remove the bearing pointer and information window, press the BRG Softkey again.
DME INFORMATION
NOTE: DME radio installation is optional.
The DME Information Window is displayed above the BRG1 Information Window and shows the DME
label, tuning mode (NAV1, NAV2, or HOLD), frequency, and distance. When a signal is invalid, the distance
is replaced by “–.– – NM”. Refer to the Audio Panel and CNS Section for information on tuning the radios.
Displaying the DME Information Window:
1) Press the PFD Softkey.
2) Press the DME Softkey to display the DME Information Window above the BRG1 Information Window.
3) To remove the DME Information Window, press the DME Softkey again.
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FLIGHT INSTRUMENTS
COURSE DEVIATION INDICATOR (CDI)
NOTE: If a heading change of greater than 105° with respect to the course is made, the CDI on the Arc HSI
switches to the opposite side of the deviation scale and displays reverse sensing.
The Course Deviation Indicator (CDI) moves left or right from the course pointer along a lateral deviation
scale to display aircraft position relative to the course. If the course deviation data is not valid, the CDI is not
displayed.
360º HSI
Navigation
Source
Flight
Phase
Scale
Crosstrack
Error
Arc HSI
Navigation
Source
Flight
Phase
Crosstrack
Error
CDI Scale
CDI
CDI
Figure 2-21 Course Deviation Indicator
The CDI can display two sources of navigation: GPS or NAV (VOR, localizer). Color indicates the current
navigation source: magenta (for GPS) or green (for VOR and LOC). The full scale limits for the CDI are defined
by a GPS derived distance when coupled to GPS. When coupled to a VOR or localizer (LOC), the CDI has the
same angular limits as a mechanical CDI. If the CDI exceeds the maximum deviation on the scale (two dots)
while coupled to GPS, the crosstrack error (XTK) is displayed below the white aircraft symbol.
Figure 2-22 Navigation Sources
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FLIGHT INSTRUMENTS
Changing navigation sources:
1) Press the CDI Softkey to change from GPS to VOR1 or LOC1. This places the light blue tuning box over the
NAV1 standby frequency in the upper left corner of the PFD.
2) Press the CDI Softkey again to change from VOR1 or LOC1 to VOR2 or LOC2. This places the light blue tuning
box over the NAV2 standby frequency.
3) Press the CDI Softkey a third time to return to GPS.
NAV1 Selected for Tuning
GPS
Selected
NAV2 Selected for Tuning
LOC1
Selected
VOR2
Selected
Pressing the CDI Softkey Cycles
through Navigation Sources
Figure 2-23 Selecting a Navigation Source
The system automatically switches from GPS to LOC navigation source and changes the CDI scaling accordingly
when all of the following occur:
• A localizer or ILS approach has been loaded into the active flight plan
• The Final Approach Fix (FAF) is the active leg, the FAF is less than 15 nm away, and the aircraft is moving
toward the FAF
• A valid localizer frequency has been tuned
• The GPS CDI deviation is less than 1.2 times full-scale deflection
GPS steering guidance is still provided after the CDI automatically switches to LOC until LOC capture, up
to the Final Approach Fix (FAF) for an ILS approach, or until GPS information becomes invalid. Activating
a Vector-to-Final (VTF) approach (see the Flight Management Section) also causes the CDI to switch to LOC
navigation source; GPS steering guidance is not provided after this switch.
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FLIGHT INSTRUMENTS
GPS CDI SCALING
When GPS is the selected navigation source, the flight plan legs are sequenced automatically and
annunciations appear on the HSI for the flight phase. Flight phase annunciations are normally shown in
magenta, but when cautionary conditions exist the color changes to yellow. If the current leg in the flight plan
is a heading leg, ‘HDG LEG’ is annunciated in magenta beneath the aircraft symbol.
The current GPS CDI scale setting is displayed as ‘System CDI’ on the AUX - System Setup Page and the fullscale deflection setting may also be changed (2.0 nm, 1.0 nm, 0.3 nm, or Auto) from this page (Figure 2-24).
If the selected scaling is smaller than the automatic setting for enroute and terminal phases, the CDI is scaled
accordingly and the selected setting is be displayed rather than the flight phase annunciation.
Changing the selected GPS CDI setting:
1) Use the FMS Knob to select the AUX - System Setup Page on the MFD.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight ‘Selected’ in the ‘GPS CDI’ box.
4) Turn the small FMS Knob to highlight the desired setting and press the ENT Key.
5) To cancel the selection, press the FMS Knob or the CLR Key.
Figure 2-24 System Setup Page,
GPS CDI Settings
When set to ‘Auto’ (default), the GPS CDI scale automatically adjusts to the desired limits based upon the
current phase of flight (Figure 2-25, Table 2-1).
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Departure
Terminal
Enroute
(Oceanic if >200 nm
from nearest airport)
Terminal
Refer to accompanying
approach CDI scaling figures
Approach
0.3 nm
1.0 nm
1.0 nm
2.0 nm
1.0 nm
0.3 nm
CDI Full-scale Deflection
FLIGHT INSTRUMENTS
Missed
Approach
Figure 2-25 Automatic CDI Scaling
• When a departure procedure is activated, the CDI is scaled for departure (0.3 nm).
• The system switches from departure to terminal CDI scaling (1.0 nm) under the following conditions:
- The next leg in the departure procedure is not aligned with the departure runway
- The next leg in the departure procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
(see Glossary for leg type definitions)
- After any leg in the departure procedure that is not a CA or FA leg
• At 30 nm from the departure airport the enroute phase of flight is automatically entered and CDI scaling
changes to 2.0 nm over a distance of 1.0 nm, except under the following conditions:
- When navigating with an active departure procedure, the flight phase and CDI scale does not change
until the aircraft arrives at the last departure waypoint (if more than 30 nm from the departure airport) or
the leg after the last departure waypoint has been activated or a direct-to waypoint is activated.
• If after completing the departure procedure the nearest airport is more than 200 nm away from the aircraft
and the approach procedure has not yet commenced, the CDI is scaled for oceanic flight (2.0 nm).
• Within 31 nm of the destination airport (terminal area), the CDI scale gradually ramps down from 2.0 nm
to 1.0 nm over a distance of 1.0 nm, except under the following conditions:
- When navigating with an active arrival route, the flight phase and CDI scale does not change until the
aircraft arrives at the first waypoint in the arrive route (if within 31 nm from the destination airport).
• During approach, the CDI scale ramps down even further (see Figures 2-26 and 2-27). This transition
normally occurs within 2.0 nm of the Final Approach Fix (FAF). The CDI switches to approach scaling
automatically once the approach procedure becomes active or if Vectors-To-Final (VTF) are selected.
- If the active waypoint is the FAF, the ground track and the bearing to the FAF must be within 45° of the
final approach segment course.
- If the active waypoint is part of the missed approach procedure, the active leg and the preceding missed
approach legs must be aligned within 3° of the final approach segment course and the aircraft position
must be prior to the turn initiation point.
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2 nm
2 nm
FAF
FAF
CDI scale varies if VTF is activated
0.3 nm
1.0 nm
angle based
on database
information
course width
angle set
by system
350 ft
0.3 nm
1.0 nm
CDI Full-scale Deflection
CDI scale is set to the smaller of 0.3 nm
or an angle set by the system
CDI Full-scale Deflection
FLIGHT INSTRUMENTS
Landing
Threshold
CDI scale varies if VTF is activated
Figure 2-26 Typical LNAV and LNAV+V Approach CDI Scaling
Figure 2-27 Typical LNAV/VNAV and LPV Approach CDI Scaling
• When a missed approach is activated, the CDI scale changes to 0.3 nm.
• The system automatically switches back to terminal mode under the following conditions:
- If the next leg in the missed approach procedure is not aligned with the final approach path
- If the next leg in the missed approach procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
- After any leg in the missed approach procedure that is not a CA or FA leg
Flight Phase
Departure
Terminal
Enroute
Oceanic
Annunciation*
DPRT
TERM
ENR
OCN
Approach
(Non-precision)
LNAV
Approach
(Non-precision with
Vertical Guidance)
Approach
(LNAV/VNAV)
Approach
(LPV)
Missed Approach
Automatic CDI Full-scale Deflection
0.3 nm
1.0 nm
2.0 nm
2.0 nm
1.0 nm decreasing to 350 feet depending on
variables (see Figure 2-26)
LNAV + V
L/VNAV
LPV
MAPR
1.0 nm decreasing to a specified course width, then
0.3 nm, depending on variables (see Figure 2-27)
0.3 nm
Table 2-1 Automatic GPS CDI Scaling
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FLIGHT INSTRUMENTS
OBS MODE
NOTE: VNV is inhibited while automatic waypoint sequencing has been suspended.
Enabling Omni-bearing Selector (OBS) Mode suspends the automatic sequencing of waypoints in a GPS
flight plan (GPS must be the selected navigation source), but retains the current “active-to” waypoint as the
navigation reference even after passing the waypoint. ‘OBS’ is annunciated to the lower right of the aircraft
symbol when OBS Mode is selected (see Figure 2-28).
While OBS Mode is enabled, a course line is drawn through the “active-to” waypoint on the moving map.
If desired, the course to/from the waypoint can now be adjusted. When OBS Mode is disabled, the GPS flight
plan returns to normal operation with automatic sequencing of waypoints, following the course set in OBS
Mode. The flight path on the moving map retains the modified course line.
OBS Course
GPS
Selected
Extended
Course
Line
OBS Mode
Enabled
Pressing the OBS
Softkey Enables
OBS Mode
Pressing the OBS
Softkey Again Returns
to Normal Operation
Figure 2-28 Omni-bearing Selector (OBS) Mode
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FLIGHT INSTRUMENTS
Enabling/disabling OBS Mode while navigating a GPS flight plan:
1) Press the OBS Softkey to select OBS Mode.
2) Turn the CRS Knob to select the desired course to/from the waypoint. Press the CRS Knob to synchronize the
Selected Course with the bearing to the next waypoint.
3) Press the OBS Softkey again to return to automatic waypoint sequencing.
As the aircraft crosses the missed approach point (MAP), automatic approach waypoint sequencing is
suspended. ‘SUSP’ appears on the HSI (to the lower right of the aircraft symbol) in place of ‘OBS’ and the
OBS Softkey label changes to SUSP.
SUSP
Annunciation
Pressing the SUSP Softkey Suspends
Automatic Waypoint Sequencing
Figure 2-29 Suspending Automatic Waypoint Sequencing
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FLIGHT INSTRUMENTS
2.2 SUPPLEMENTAL FLIGHT DATA
NOTE: Pressing the DFLTS Softkey (a second-level PFD softkey) turns off metric Altimeter display, the Inset
Map, and wind data.
In addition to the flight instruments, the PFD also displays various supplemental information, including the
Outside Air Temperature (OAT), wind data, and Vertical Navigation (VNV) indications.
OUTSIDE AIR TEMPERATURE
The Outside Air Temperature (OAT) is displayed in degrees Celsius (°C) by default in the lower left of the PFD
under normal display conditions, or below the true airspeed in reversionary mode.
Normal Display
Reversionary Mode
Figure 2-30 Outside Air Temperature
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FLIGHT INSTRUMENTS
WIND DATA
Wind direction and speed (relative to the aircraft) in knots can be displayed in a window to the upper left of
the HSI. When the window is selected for display, but wind information is invalid or unavailable, the window
shows “NO WIND DATA”. Wind data can be displayed in three different ways:
Option 1
Option 2
Option 3
No Data
Figure 2-31 Wind Data
Displaying wind data:
1) Press the PFD Softkey.
2) Press the WIND Softkey to display wind data below the Selected Heading.
3) Press one of the OPTN softkeys to change how wind data is displayed.
• OPTN 1: Wind direction arrows with headwind and crosswind components
• OPTN 2: Wind direction arrow and speed
• OPTN 3: Wind direction arrow with direction and speed
4) To remove the window, press the OFF Softkey.
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FLIGHT INSTRUMENTS
VERTICAL NAVIGATION (VNV) INDICATIONS
When a VNV flight plan has been activated, VNV indications (VNV Target Altitude, RVSI, VDI) appear on the
PFD in conjunction with the “TOD within 1 minute” message and “Vertical track” voice alert. See the Flight
Management section for details on VNV features. VNV indications are removed from the PFD according to the
criteria listed in Table 2-2.
Top of Descent Message
VNV Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed Bug
GPS is
Selected
Navigation
Source
Enroute
Phase of
Flight
Figure 2-32 Vertical Navigation Indications (PFD)
VNV Indication Removed
Required Vertical
Vertical
VNV Target
Speed (RVSI)
Deviation (VDI)
Altitude*
Aircraft > 1 min before the next TOD and not on a descent leg
X
X
X
Aircraft > 1 min before the next TOD due to flight plan change
X
X
X
VNV cancelled (CNCL VNV Softkey pressed on MFD)
X
X
X
Distance to active waypoint cannot be computed due to
unsupported flight plan leg type (see the Flight Management
X
X
X
Section)
X
X
X
Aircraft > 250 feet below active VNV Target Altitude
Current crosstrack or track angle error has exceeded limit
X
X
X
Active altitude-constrained waypoint can not be reached within
X
X
maximum allowed flight path angle and vertical speed
X
X
X
Last altitude-constrained waypoint in active flight plan reached
(30 sec before)
Criteria
Table 2-2 VNV Indication Removal Criteria
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FLIGHT INSTRUMENTS
2.3 PFD ANNUNCIATIONS AND ALERTING FUNCTIONS
The following annunciations and alerting functions are displayed on the PFD. Refer to Appendix A for more
information on alerts and annunciations.
G1000 SYSTEM ALERTING
Messages appear in the Alerts Window (in the lower right corner of the PFD; Figure 2-33) when a warning,
caution, advisory alert, or G1000 message advisory occurs. System alert messages are provided for awareness
of G1000 system problems or status and may not require pilot action. The Alerts Window allows system alerts
to be displayed simultaneously. The FMS Knob can be used to scroll through the alert messages. The Alerts
Window is enabled/disabled by pressing the ALERTS Softkey. If the window is already open when a new
message is generated, pressing the ALERTS Softkey to acknowledge the message causes it to turn gray.
The Annunciation Window appears to the right of the Vertical Speed Indicator and displays abbreviated
annunciation text for aircraft alerts. Text color is based on alert level: warnings appear in red, cautions in yellow,
advisory alerts in white and safe advisories appear in green. New alerts, regardless of priority, are displayed at
the top of the Annunciation Window, separated by a white line from acknowledged alerts. Once acknowledged,
they are sequenced based on priority.
Annunciation
Window
Alerts
Window
Softkey
Annunciation
Figure 2-33 G1000 Alerting System
The ALERTS Softkey label changes to display the appropriate annunciation when an alert is issued. The
annunciation flashes and the appropriate aural alert sounds until acknowledged by pressing the softkey. The
softkey then reverts to the ALERTS Softkey label, and when selected again opens the Alerts Window to display
a descriptive message of the alert.
Warnings are time-critical and require immediate pilot attention. A flashing WARNING Softkey annunciation
and aural tone (single chime every two seconds) indicate the presence of a warning. The aural tone and flashing
WARNING Softkey annunciation continue until acknowledged (by pressing the WARNING Softkey).
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FLIGHT INSTRUMENTS
Caution indicates the existence of abnormal conditions on the aircraft that may require pilot intervention. A
flashing CAUTION Softkey annunciation and single aural tone (one chime) indicate the presence of a caution.
The flashing CAUTION Softkey annunciation continues to flash until acknowledged (by pressing the CAUTION
Softkey).
An advisory provides general information to the pilot that may not need immediate attention. A flashing
ADVISORY Softkey annunciation (no aural tone) indicates the presence of a message advisory. The flashing
ADVISORY Softkey annunciation continues to flash until acknowledged (by pressing the ADVISORY
Softkey).
Figure 2-34 Softkey Annunciation (ALERTS Softkey labels)
MARKER BEACON ANNUNCIATIONS
Marker Beacon Annunciations are displayed on the PFD to the left of the Selected Altitude. Outer marker
reception is indicated in blue, middle in amber, and inner in white. Refer to the Audio Panel and CNS Section
for more information on Marker Beacon Annunciations.
Outer Marker
Middle Marker
Inner Marker
Altimeter
Figure 2-35 Marker Beacon Annunciations
TRAFFIC ANNUNCIATION
The G1000 System displays traffic symbolically on the PFD Inset Map, the Navigation Map Page (MFD), and
various other MFD page maps. Refer to the Hazard Avoidance Section and Appendix E for more details about
the Traffic Information Service (TIS) and optional Traffic Advisory Systems (TAS). When a traffic advisory (TA)
is detected, the following automatically occurs:
• The PFD Inset Map is enabled and displays traffic
• A flashing black-on-yellow ‘TRAFFIC’ annunciation (Figure 2-36) appears to the top left of the Attitude
Indicator for five seconds and remains displayed until no TAs are detected in the area
• A single “TRAFFIC” aural alert is generated, unless an optional Traffic Advisory System (TAS) is installed
(refer to the applicable TAS documentation for alerts generated by TAS equipment)
If additional TAs appear, new aural and visual alerts are generated.
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FLIGHT INSTRUMENTS
TAWS ANNUNCIATIONS
Terrain Awareness and Warning System (TAWS) annunciations appear on the PFD to the upper left of
the Altimeter. Refer to the Hazard Avoidance Section and Appendix A for information on TAWS alerts and
annunciations.
Inset Map Enabled,
Displaying Traffic
When TA Detected
Figure 2-36 Traffic and Example TAWS Annunciations
ALTITUDE ALERTING
NOTE: Altitude Alerting is not available on the Cessna 172R.
The Altitude Alerting function provides the pilot with visual and audio alerts when approaching the Selected
Altitude. Whenever the Selected Altitude is changed, the Altitude Alerter is reset. The Altitude Alerter is
independent of the GFC 700 AFCS, but alerting tones are generated only when the GFC 700 is installed. The
following occur when approaching the Selected Altitude:
• Upon passing through 1000 ft of the Selected Altitude, the Selected Altitude (shown above the Altimeter)
changes to black text on a light blue background, flashes for 5 seconds, and an aural tone is generated.
• When the aircraft passes within 200 ft of the Selected Altitude, the Selected Altitude changes to light blue text
on a black background and flashes for 5 seconds.
• After reaching the Selected Altitude, if the aircraft flies outside the deviation band (±200 ft of the Selected
Altitude), the Selected Altitude changes to yellow text on a black background, flashes for 5 seconds, and an
aural tone is generated.
Within 1000 feet
Within 200 feet
Deviation of ±200 feet
Figure 2-37 Altitude Alerting Visual Annunciations
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FLIGHT INSTRUMENTS
LOW ALTITUDE ANNUNCIATION
NOTE: The Low Altitude Annunciation is available only for aircraft with GIA 63W Integrated Avionics Units
when WAAS is available. This annunciation is not shown for systems with TAWS, unless TAWS is inhibited.
When the Final Approach Fix (FAF) is the active waypoint in a GPS WAAS approach using vertical guidance,
a Low Altitude Annunciation may appear if the current aircraft altitude is at least 164 feet below the prescribed
altitude at the FAF. A black-on-yellow ‘LOW ALT’ annunciation appears to the top right of the Altimeter,
flashing for several seconds then remaining displayed until the condition is resolved.
Altimeter
Figure 2-38 Low Altitude on GPS WAAS Approach
MINIMUM DESCENT ALTITUDE/DECISION HEIGHT ALERTING
For altitude awareness, a barometric Minimum Descent Altitude (MDA) or Decision Height (DH) can be set
in the Timer/References Window and is reset when the power is cycled. When active, the altitude setting is
displayed to the lower left of the Altimeter and with a bug at the corresponding altitude along the Altimeter
(once the altitude is within the range of the tape). The following visual annunciations occur when approaching
the MDA/DH:
• When the aircraft altitude descends to within 2500 feet of the MDA/DH setting, the ‘BARO MIN’ box appears
with the altitude in light blue text. The bug appears on the altitude tape in light blue once in range.
• When the aircraft passes through 100 feet of the MDA/DH, the bug and text turn white.
• Once the aircraft reaches the MDA/DH, the bug and text turn yellow and the aural alert, “Minimums
Minimums”, is generated.
Within 2500 feet
Within 100 feet
Altitude Reached
MDA/DH
Bug
MDA/DH
Setting
Figure 2-39 MDA/DH Alerting Visual Annunciations
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FLIGHT INSTRUMENTS
Setting the barometric minimum descent altitude/decision height and bug:
1) Press the TMR/REF Softkey.
2) Turn the large FMS Knob to highlight the ‘Minimums’ field (Figure 2-40).
3) Turn the small FMS Knob to select BARO. OFF is selected by default. Press the ENT Key or turn the large FMS
Knob to highlight the next field.
4) Use the small FMS Knob to enter the desired altitude (from zero to 16,000 feet).
5) To remove the window, press the CLR Key or the TMR/REF Softkey.
Figure 2-40 Minimum Descent Altitude/Decision Height
Setting (Timer/References Window)
Alerting is inhibited while the aircraft is on the ground and until the aircraft reaches 150 feet above the setting
for the alert. If the aircraft proceeds to climb after having reached the MDA/DH, once it reaches 50 feet above
the MDA/DH, alerting is disabled.
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FLIGHT INSTRUMENTS
2.4 ABNORMAL OPERATIONS
ABNORMAL GPS CONDITIONS
The annunciations listed in Table 2-3 can appear on the HSI when abnormal GPS conditions occur; see Figure
2-41 for examples. Refer to the Flight Management Section for more information on Dead Reckoning Mode.
Annunciation
LOI
WARN
INTEG OK
DR
Location
Lower left of
aircraft symbol
Lower left of
aircraft symbol
Lower left of
aircraft symbol
Upper right of
aircraft symbol
Description
Loss of Integrity Monitoring–GPS integrity is insufficient for the current
phase of flight
Warning–RAIM function detects excessive GPS position errors
Integrity OK–GPS integrity has been restored to within normal limits
(annunciation displayed for 5 seconds)
Dead Reckoning–System is using projected position rather than GPS position
to compute navigation data and sequence active flight plan waypoints
Table 2-3 Abnormal GPS Conditions Annunciated on HSI
Figure 2-41 Example HSI Annunciations
Dead Reckoning Mode causes the CDI to be removed from the display (when GPS is the selected navigation
source) and the following items on the PFD to be shown in yellow:
• Current Track Bug
• Wind Data (calculated based on GPS information)
• Distances in the Bearing Information windows
• GPS bearing pointers
These items should be verified when operating in Dead Reckoning Mode.
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FLIGHT INSTRUMENTS
UNUSUAL ATTITUDES
When the aircraft enters an unusual pitch attitude, red extreme pitch warning chevrons pointing toward the
horizon are displayed on the Attitude Indicator, starting at 50˚ above and 30˚ below the horizon line.
Nose High
Nose Low
Figure 2-42 Pitch Attitude Warnings
If pitch exceeds +30˚/-20˚ or bank exceeds 65˚, some information displayed on the PFD is removed. The
Altimeter and Airspeed, Attitude, Vertical Speed, and Horizontal Situation indicators remain on the display
and the Bearing Information, Alerts, and Annunciation windows can be displayed during such situations. The
following information is removed from the PFD (and corresponding softkeys are disabled) when the aircraft
experiences unusual attitudes:
• Traffic Annunciations
• System Time
• AFCS Annunciations
• PFD Setup Menu
• Minimum Descent Altitude/
Decision Height readout
• Flight director Command Bars
• Windows displayed in the lower
right corner of the PFD:
• Vertical Deviation, Glideslope,
and Glidepath Indicators
• Inset Map
• Outside Air Temperature (OAT)
– Timer/References
• Altimeter Barometric Setting
• DME Information Window
– Nearest Airports
• Selected Altitude
• Wind data
– Flight Plan
• VNV Target Altitude
• Selected Heading Box
– Alerts
• Selected Course Box
– Procedures
• Transponder Status Box
– DME Tuning
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FLIGHT INSTRUMENTS
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ENGINE INDICATION SYSTEM
SECTION 3 ENGINE INDICATION SYSTEM (EIS)
NOTE: Refer to the Pilot’s Operating Handbook (POH) for limitations.
The G1000 Engine Indication System (EIS) displays critical engine, electrical, fuel, and other system parameters
on the left side of the Multi Function Display (MFD) during normal operations (Figure 3-1). In reversionary
mode (Figure 3-2), the displays are re-configured to present Primary Flight Display (PFD) symbology together
with the EIS (refer to the System Overview for information about Reversionary Mode).
EIS
Display
Figure 3-1 Multi Function Display (Normal Operations)
Failed NAV/COM
EIS
Display
Figure 3-2 Primary Flight Display (Reversionary Mode)
Green bands on the instruments indicate normal ranges of operation; yellow and red bands indicate caution
and warning, respectively. White or uncolored bands indicate areas outside of normal operation not yet in the
caution or warning ranges. When unsafe operating conditions occur, readouts, pointers and labels change color
corresponding to the level of the condition; warnings also flash. If sensory data to an instrument becomes invalid
or unavailable, a red “X” is shown across the instrument.
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3-1
ENGINE INDICATION SYSTEM
EIS information is presented in three displays, accessed using the ENGINE Softkey on the MFD:
• Engine Display – Default display, shows all critical engine, fuel, and electrical indicators
• Lean Display – Provides engine leaning information
• System Display – Shows numeric readouts of critical engine, fuel, and electrical indicators
ENGINE
ENGINE
LEAN
SYSTEM
BACK
Press the ENGINE or BACK Softkey to
return to the default Engine Page level.
ENGINE
LEAN
SYSTEM
CYL SLCT
ENGINE
ASSIST
LEAN
BACK
SYSTEM
Press the ENGINE Softkey to return
to the default Engine Page level.
ENGINE
LEAN
SYSTEM
-10 GAL
-1 GAL
RST FUEL
GAL REM
BACK
Press the BACK Softkey to return
to the previous softkey level.
+1 GAL
+10 GAL
XX GAL
XX GAL
BACK
X = airframe specific values
Figure 3-3 Engine Softkey Flowchart
3-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ENGINE INDICATION SYSTEM
3.1 ENGINE DISPLAY
The Engine Display is the default EIS display and can be displayed after viewing other EIS displays by pressing
the ENGINE softkey. This display shows the dial gauge(s), horizontal bar indicators, and readouts for critical
engine and electrical parameters.
The EIS automatically defaults back to the Engine Display from the Lean or System Display when certain
parameters are exceeded. Fluctuations in engine speed and fuel quantity above certain levels, depending on the
airframe, also cause reversion back to the Engine Display.
1
Engine Manifold Pressure
Gauge (MAN IN)
Models 182T, T182T, 206H,
T206H
Displays engine power in inches of mercury (in Hg)
Turbocharged aircraft – Red range indicates maximum manifold pressure
2
Tachometer
(RPM)
Displays propeller speeds in revolutions per minute (rpm)
Red range indicates propeller overspeed warning
Models 172S, 206H, and T206H – White high-rpm range indicates above
normal operating speeds
3
Fuel Flow Indicator
(FFLOW GPH)
Displays the current fuel flow in gallons per hour (gph)
Turbocharged aircraft – A green tick mark indicates maximum takeoff fuel
flow
Model T182T – A white tick mark indicates the maximum cruise fuel flow
4
Oil Pressure Indicator
(OIL PRES)
Displays pressure of the oil supplied to the engine in pounds per square
inch (psi)
5
Oil Temperature Indicator Displays the engine oil temperature in degrees Fahrenheit (°F)
(OIL TEMP)
6
Cylinder Head Temperature Displays the head temperature of the hottest cylinder (number shown in
triangular pointer) in °F
Indicator (CHT)
Models 182T, T182T, 206H,
T206H
7
Exhaust Gas Temperature
Indicator (EGT)
Normally-aspirated Aircraft
8
Turbine Inlet Temperature Displays the temperature at the turbine inlet in °F
Indicator (TIT)
Turbocharged Aircraft
9
Vacuum Pressure Indicator Displays standby vacuum pump pressure
(VAC)
Models 172R and 172S
190-00498-03 Rev. A
Model T182T – A white tick mark indicates the cruise manifold pressure
Displays the exhaust gas temperature of the hottest cylinder (number shown
in triangular pointer) in °F
Garmin G1000 Pilot’s Guide for Cessna Nav III
3-3
ENGINE INDICATION SYSTEM
10
Displays the quantity of fuel in gallons (gal) in each tank (left–L and right–R)
from zero to full (F)
Fuel Quantity Indicator
(FUEL QTY GAL)
When full, the indicator displays to 35 gal per side (26 gal for Models 172R
and 172S).
11
Engine Hours (Tach)
(ENG HRS)
Models 172R and 172S
Displays a numeric readout for the time in hours (hrs) the engine has been
in service
12
Voltmeter
(M, E BUS VOLTS)
Displays the main and essential bus voltages
13
Ammeter
(M, S BATT AMPS)
Displays the main and standby battery load in amperes
2
2
1
1
3
3
2
2
4
4
5
5
3
3
7
7
4
4
9
9
5
5
6
6
7
7
10
10
12
12
13
13
10
10
11
11
12
12
13
13
Model 172R
Model 172S
Model 182T
Model 206H
Figure 3-4 Engine Display (Normally-aspirated Aircraft)
3-4
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ENGINE INDICATION SYSTEM
Cruise
Manifold
Pressure
1
1
2
2
3
Cruise
Fuel
Flow
4
3
4
5
5
6
6
8
8
10
10
12
12
13
13
Model T182T
Maximum
Takeoff
Fuel Flow
Model T206H
Figure 3-5 Engine Display (Turbocharged Aircraft)
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
3-5
ENGINE INDICATION SYSTEM
3.2 LEAN DISPLAY
NOTE: The pilot should follow the engine manufacturer’s recommended leaning procedures in the Pilot’s
Operating Handbook (POH).
The Lean Display is accessed by pressing the ENGINE Softkey followed by the LEAN Softkey and provides
information for performing engine leaning. The engine gauge(s) and Fuel Quantity Indicator remain on the Lean
Display and fuel flow is listed as a numeric readout. Exhaust gas (EGT) and cylinder head (CHT) temperatures for
all cylinders are displayed graphically with numeric readouts for the selected cylinder. For turbocharged aircraft,
the Turbine Inlet Temperature (TIT) Indicator is shown above the EGT Bar Graph.
Accessing the EIS Lean Display:
1) Press the ENGINE Softkey.
2) Press the LEAN Softkey.
3) To return to the default Engine Display, press the ENGINE or BACK Softkey.
From the Lean Display, the pilot can utilize the CYL SLCT and ASSIST softkeys to obtain information about
specific cylinders. Pressing the CYL SLCT (Cylinder Select) Softkey cycles through the cylinders (i.e., changes the
cylinder indicated on the bar graphs in light blue). This softkey is disabled when the ASSIST Softkey is pressed
or when a cylinder experiences a caution or warning condition; the softkey remains disabled until the temperature
returns to normal.
Monitoring the desired cylinder’s EGT and CHT:
From the Lean Display, press the CYL SLCT Softkey to cycle through each cylinder and view its EGT and CHT.
The selected cylinder is shown in light blue.
The ASSIST Softkey aids in the leaning process by identifying the peak of the first cylinder whose temperature
falls. This cylinder’s bar on the EGT and CHT bar graphs is highlighted in cyan as the selected cylinder. If the
temperature of the peaked cylinder exceeds the peak value, the peak value is not updated. Monitoring of the
cylinder continues until the ASSIST Softkey is pressed again which disables lean assist, and removes the peak
block from the bar graph and the temperature deviation from peak (∆PEAK). The system then returns to seeking
the hottest cylinder.
3-6
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ENGINE INDICATION SYSTEM
1
Engine Manifold Pressure
Gauge (MAN IN)
Models 182T, T182T, 206H,
T206H
Displays engine power in inches of mercury (in Hg)
Turbocharged aircraft – Red range indicates maximum manifold pressure
2
Tachometer
(RPM)
Displays propeller speeds in revolutions per minute (rpm)
Red range indicates propeller overspeed warning
Models 172S, 206H, and T206H – White high-rpm range indicates above
normal operating speeds
3
Fuel Flow
(FFLOW GPH)
Displays the current fuel flow in gallons per hour (gph)
4
Turbine Inlet Temperature Displays the temperature at the turbine inlet in degrees Fahrenheit (°F)
Indicator (TIT)
TIT deviation from peak (∆PEAK) is displayed below the indicator when the
Turbocharged Aircraft
ASSIST Softkey is pressed.
5
Exhaust Gas Temperature
Bar Graph (EGT °F)
6
Cylinder Head Temperature Displays the head temperatures of all cylinders in °F; a readout for the
selected cylinder (by default, the hottest cylinder) is shown below the bar
Bar Graph (CHT)
graph
The selected cylinder is indicated in light blue. Cylinders whose CHTs are
in the normal range appear in white. Cylinders whose CHTs enter the
caution and warning ranges appear in yellow and red, respectively.
7
Fuel Quantity Indicator
(FUEL QTY GAL)
190-00498-03 Rev. A
Model T182T – A white tick mark indicates the cruise manifold pressure
Displays the exhaust gas temperature of all cylinders in °F; a readout for the
selected cylinder (by default, the hottest cylinder) is shown below the bar
graph
The selected cylinder is indicated in light blue. Cylinders whose EGTs are
in the normal range appear in white.
The EGT deviation from peak (∆PEAK) for the selected cylinder is displayed
below the indicator when the ASSIST Softkey is pressed.
Displays the quantity of fuel in gallons (gal) in each tank (left–L and right–
R)
When full, the indicator displays to 35 gal per side (26 gal for Models 172R
and 172S).
Garmin G1000 Pilot’s Guide for Cessna Nav III
3-7
ENGINE INDICATION SYSTEM
NORMALLY-ASPIRATED AIRCRAFT
For normally-aspirated aircraft, when a cylinder peaks, its peak is represented by a hollow block on the
EGT Bar Graph. The EGT readout for the peaked cylinder, indicated on the bar graph in light blue, appears
directly beneath the bar graph. The system automatically switches to the first peak obtained and displays
the temperature deviation from peak (∆PEAK) in degrees Fahrenheit (°F) below the EGT readout.
Selecting the Engine Leaning Assist function:
From the Lean Display, press the ASSIST Softkey to identify the peak. The peak temperature for the selected
cylinder is indicated with a hollow block on the EGT Bar Graph and the temperature deviation from peak is
shown underneath the EGT Bar Graph.
2
1
2
1
2
5
5
2
3
3
Hollow
Block
Represents
Peak
5
5
6
6
3
3
7
7
Model 172R
6
6
7
Model 172S
7
Model 182T
Model 206H
Figure 3-6 Lean Display (Normally-aspirated Aircraft)
3-8
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ENGINE INDICATION SYSTEM
TURBOCHARGED AIRCRAFT
Leaning for turbocharged aircraft is done with reference to the Turbine Inlet Temperature (TIT). When
the temperature peaks, the numeric readout (∆PEAK) appears below the TIT Indicator and displays the
difference between peak and current TITs, in degrees Fahrenheit (°F). If a peak is not displayed, underscores
are shown until one is established.
Selecting the Engine Leaning Assist function:
From the Lean Display, press the ASSIST Softkey to identify the peak. The TIT deviation from peak is shown
below the TIT Indicator.
Cruise
Manifold
Pressure
1
1
2
2
3
3
4
4
5
5
6
6
7
7
Model T182T
Model T206H
Figure 3-7 Lean Display (Turbocharged Aircraft)
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
3-9
ENGINE INDICATION SYSTEM
3.3 SYSTEM DISPLAY
NOTE: Fuel calculations do not use the aircraft fuel quantity indicators and are calculated from the last time
the fuel was reset.
NOTE: The pilot should refer to the Pilot’s Operating Handbook (POH) for fuel values and limitations. The
displayed fuel remaining can be adjusted up to 53 gal (Models 172R, 172S) or 87 gal (Models 182T, T182T,
206H, T206H).
The System Display is accessed by pressing the ENGINE Softkey followed by the SYSTEM Softkey and shows
critical engine, fuel, and electrical parameters. The engine gauge(s) and Fuel Quantity Indicator remain on the
System Display. Numeric readouts for oil pressure and temperature are displayed, and for Models 182T, T182T,
206H, and T206H, a readout for engine hours and the Vacuum Pressure Indicator are also shown. Electrical
indicators are at the bottom of the display.
Fuel calculations are also shown on this on this display. Fuel calculations are based on the fuel flow totalizer
and the displayed fuel remaining, adjusted by the pilot using the following softkeys:
• RST FUEL – Resets totalizer-based fuel remaining (GAL REM) and the fuel used (GAL USED) to zero
• GAL REM – Gives access to softkeys for adjusting the amount of fuel remaining for purposes of fuel
calculations
Fuel remaining can be adjusted using the appropriate softkeys in one or ten-gallon increments, up to either the
maximum amount allowed for the aircraft or to the tab amount: 35 gallons (Models 172R and 172S) or 64 gallons
(Models 182T, T182T, 206H, and T206H).
3-10
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ENGINE INDICATION SYSTEM
1
Engine Manifold Pressure Gauge Displays engine power in inches of mercury (in Hg)
(MAN IN)
Turbocharged aircraft – Red range indicates maximum manifold
Models 182T, T182T, 206H, T206H pressure
Model T182T – A white tick mark indicates the cruise manifold
pressure
2
Tachometer
(RPM)
Displays propeller speeds in revolutions per minute (rpm)
Red range indicates propeller overspeed warning
Models 172S, 206H, and T206H – White high-rpm range indicates above
normal operating speeds
3
Oil Pressure
(OIL PSI)
Displays pressure of the oil supplied to the engine in pounds per
square inch (psi)
4
Oil Temperature
(OIL °F)
Displays the engine oil temperature in degrees Fahrenheit (°F)
5
Displays a numeric readout for the time in hours (hrs) the engine has
Engine Hours (Tach)
been in service
(ENG HRS)
Models 182T, T182T, 206H, T206H
6
Displays vacuum pump pressure for the standby instruments
Vacuum Pressure Indicator
(VAC)
Models 182T, T182T, 206H, T206H
7
Fuel Flow
(FFLOW GPH)
Displays the current fuel flow in gallons per hour (gph)
8
Calculated Fuel Used
(GAL USED)
Displays quantity of fuel used in gallons (gal) based on fuel flow since
last reset
9
Set Fuel Remaining
(GAL REM)
Displays current fuel remaining in gal as set by the pilot and adjusted
for fuel burn since last set
10
Fuel Quantity Indicator
(FUEL QTY GAL)
Displays the quantity of fuel in gal in each tank (left–L and right–R)
from zero to full (F)
When full, the indicator displays to 35 gal per side (26 gal for Models
172R and 172S).
11
Voltmeter
(M, E BUS VOLTS)
Displays the main and essential bus voltages
12
Ammeter
(M, S BATT AMPS)
Displays the main and standby battery load in amperes
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
3-11
ENGINE INDICATION SYSTEM
2
2
3
3
4
4
7
7
8
8
9
9
10
10
11
11
12
12
Model 172R
Model 172S
1
1
2
2
3
3
4
4
5
5
6
6
7
7
8
8
9
9
10
10
11
11
12
12
Model 182T
Model 206H
Figure 3-8 System Display (Normally-aspirated Aircraft)
3-12
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ENGINE INDICATION SYSTEM
Cruise
Manifold
Pressure
1
1
2
2
3
3
4
4
5
5
6
6
7
7
8
8
9
9
10
10
11
11
12
12
Model T182T
Model T206H
Figure 3-9 System Display (Turbocharged Aircraft)
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
3-13
ENGINE INDICATION SYSTEM
BLANK PAGE
3-14
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
AUDIO PANEL AND CNS
SECTION 4 AUDIO PANEL AND CNS
4.1 OVERVIEW
The Communication/Navigation/Surveillance (CNS) system includes the Audio Panel, communication radios,
navigation radios, and Mode S transponder. The System Overview Section provides a block diagram description
of the Audio Panel and CNS system interconnection.
CNS operation in Cessna Nav III aircraft is performed by the following Line Replaceable Units (LRUs):
• Primary Flight Display (PFD)
• Audio Panel
• Multi Function Display (MFD)
• Mode S Transponder
• Integrated Avionics Unit (2)
The MFD/PFD controls are used to tune the communication transceivers and navigation radios.
The Audio Panel provides the traditional audio selector functions of microphone and receiver audio selection.
The Audio Panel includes an intercom system (ICS) between the pilot, copilot, and passengers, a marker beacon
receiver, and a COM clearance recorder. Ambient noise from the aircraft radios is reduced by a feature called
Master Avionics Squelch (MASQ). When no audio is detected, MASQ processing further reduces the amount of
background noise from the radios.
The Mode S transponder is controlled with softkeys and the FMS Knob located on the Primary Flight Display
(PFD). The Transponder Data Box is located to the left of the System Time Box. The data box displays the active
four-digit code, mode, and reply status (Figure 4-1).
190-00498-03 Rev A
Garmin G1000 Pilot’s Guide for Cessna Nav III
4-1
AUDIO PANEL AND CNS
MFD/PFD CONTROLS AND FREQUENCY DISPLAY
1
2
3
4
5
6
7
8
9
10
11
12
Figure 4-1 MFD/PFD Controls, COM/NAV Frequency Tuning Boxes, and DME Tuning Window
(Cessna 172 PFD Shown)
4-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
AUDIO PANEL AND CNS
1
NAV VOL/ID Knob – Controls NAV audio volume level. Press to turn the Morse code identifier audio on
and off. Volume level is shown in the NAV frequency field as a percentage.
2
NAV Frequency Transfer Key – Transfers the standby and active NAV frequencies.
3
NAV Knob – Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob for kHz).
Press to move the tuning box (light blue box) and Frequency Transfer Arrow between NAV1 and NAV2.
4
NAV Frequency Box – Displays NAV standby and active frequency fields, volume, and station ID. The
frequency of the NAV radio selected for navigation is displayed in green.
5
COM Frequency Box – Displays COM standby and active frequency fields and volume. The selected COM
transceiver frequency is displayed in green.
6
COM Knob – Tunes the standby frequencies for the COM transceiver (large knob for MHz; small knob for
kHz). Press to move the tuning box (light blue box) and Frequency Transfer Arrow between COM1 and
COM2.
7
COM Frequency Transfer Key – Transfers the standby and active COM frequencies. Press and hold this key
for two seconds to tune the emergency frequency (121.500 MHz) automatically into the active frequency
field.
8
COM VOL/SQ Knob – Controls COM audio volume level. Press to turn the COM automatic squelch on
and off. Volume level is shown in the COM frequency field as a percentage.
9
DME Tuning Window – Displays DME frequency pairing mode. Display by pressing DME Softkey.
10
ENT Key – Validates or confirms DME pairing mode and Auto-tune selection.
11
FMS Knob – Flight Management System Knob, used to enter transponder codes, select DME modes, and
Auto-tune entries when DME Tuning Window or NRST Window is present. Press the FMS Knob to turn
the selection cursor on and off. The large knob moves the cursor in the window. The small knob selects
individual characters for the highlighted cursor location.
12
Transponder Data Box – Indicates the selected transponder code, operating mode, reply, and ident status
for the transponder.
190-00498-03 Rev A
Garmin G1000 Pilot’s Guide for Cessna Nav III
4-3
AUDIO PANEL AND CNS
AUDIO PANEL CONTROLS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Figure 4-2 Audio Panel Controls
NOTE: When a key is selected, a triangular annunciator above the key is illuminated.
4-4
1
COM1 MIC – Selects the #1 transmitter for transmitting. COM1 receive is simultaneously selected when
this key is pressed allowing received audio from the #1 COM receiver to be heard. COM2 receive can be
added by pressing the COM2 Key.
2
COM1 – When selected, audio from the #1 COM receiver can be heard.
3
COM2 MIC – Selects the #2 transmitter for transmitting. COM2 receive is simultaneously selected when
this key is pressed allowing received audio from the #2 COM receiver to be heard. COM1 receive can be
added by pressing the COM1 Key.
4
COM2 – When selected, audio from the #2 COM receiver can be heard.
5
COM3 MIC – Not used in Cessna Nav III aircraft.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
AUDIO PANEL AND CNS
6
COM3 – Not used in Cessna Nav III aircraft.
7
COM 1/2 – Not used in Cessna Nav III aircraft.
8
TEL – Not used in Cessna Nav III aircraft.
9
PA – Selects the passenger address system. The selected COM transmitter is deselected when the PA Key
is pressed. [(T)182T and (T)206H only, not used in Cessna 172 R/S aircraft.]
10
SPKR – Selects and deselects the cabin speaker. COM and NAV receiver audio can be heard on the
speaker.
11
MKR/MUTE – Selects marker beacon receiver audio. Mutes the currently received marker beacon receiver
audio. Unmutes automatically when new marker beacon audio is received. Also, stops play of recorded
COM audio.
12
HI SENS – Press to increase marker beacon receiver sensitivity. Press again to return to low sensitivity.
13
DME – Turns optional DME audio on or off.
14
NAV1 – When selected, audio from the #1 NAV receiver can be heard.
15
ADF – Turns optional ADF receiver audio on or off.
16
NAV2 – When selected, audio from the #2 NAV receiver can be heard.
17
AUX – Not used in Cessna Nav III aircraft.
18
MAN SQ – Enables manual squelch for the intercom. When the intercom is active, press the PILOT Knob
to illuminate SQ. Turn the PILOT/PASS Knobs to adjust squelch.
19
PLAY – Press once to play the last recorded COM audio. Press again while audio is playing and the
previous block of recorded audio is played. Each subsequent press plays each previously recorded block.
Pressing the MKR/MUTE Key during play of a memory block stops play.
20
PILOT – Selects and deselects the pilot intercom isolation.
21
COPLT – Selects and deselects the copilot intercom isolation.
22
PILOT Knob – Press to switch between volume and squelch control as indicated by illumination of VOL
or SQ. Turn to adjust intercom volume or squelch. The MAN SQ Key must be selected to allow squelch
adjustment.
23
PASS Knob – Turn to adjust Copilot/Passenger intercom volume or squelch. The MAN SQ Key must be
selected to allow squelch adjustment.
24
DISPLAY BACKUP Button – Manually selects Reversionary Mode.
190-00498-03 Rev A
Garmin G1000 Pilot’s Guide for Cessna Nav III
4-5
AUDIO PANEL AND CNS
4.2 COM OPERATION
COM TRANSCEIVER SELECTION AND ACTIVATION
NOTE: During PA Mode, the COM MIC Annunciator is extinguished and the COM active frequency color
changes to white, indicating that neither COM transmitter is active.
NOTE: When turning on the G1000 for use, the system remembers the last frequencies used and the active
COM transceiver state prior to shutdown.
The COM Frequency Box is composed of four fields; the two active frequencies are on the left side and the
two standby frequencies are on the right. The COM transceiver is selected for transmitting by pressing the
COM MIC Keys on the Audio Panel. During reception of audio from the COM radio selected for transmission,
audio from the other COM radio is muted.
An active COM frequency displayed in green indicates that the COM transceiver is selected on the Audio
Panel (COM1 MIC or COM2 MIC Key). Both active COM frequencies appearing in white indicate that no COM
radio is selected for transmitting [PA Key is selected on the Audio Panel, (T)182T and (T)206H only].
Frequencies in the standby fields are displayed in white.
Active
Fields
Standby
Fields
Top Section of
the Audio Panel
Tuning Box
COM2 Radio is Selected
on the Audio Panel
Figure 4-3 Selecting a COM Radio for Transmit
4-6
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
AUDIO PANEL AND CNS
TRANSMIT/RECEIVE INDICATIONS
During COM transmission, a white TX appears by the active COM frequency replacing the Frequency
Transfer Arrow. On the Audio Panel, when the active COM is transmitting, the active transceiver COM MIC
Key Annunciator flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM frequency replacing the Frequency
Transfer Arrow. Entertainment audio, if selected, is muted during active COM radio reception. Refer to
Additional Audio Panel Functions later in this section, and details on the Data Link Receiver in the Additional
Features Section.
Transmit and
Receive Indicators
Annunciator
Flashes During
Transmission
Figure 4-4 COM Radio Transmit and Receive Indications
COM TRANSCEIVER MANUAL TUNING
The COM frequency controls and frequency boxes are on the right side of the MFD and PFD.
Manually tuning a COM frequency:
1) Turn the COM Knob to tune the desired frequency in the COM Tuning Box (large knob for MHz; small knob for
kHz).
2) Press the Frequency Transfer Key to transfer the frequency to the active field.
3) Adjust the volume level with the COM VOL/SQ Knob.
4) Press the COM VOL/SQ Knob to turn automatic squelch on and off.
Turn the VOL/SQ Knob to adjust
volume. Press the Knob to Turn
Automatic Squelch On or Off
Press the Frequency Transfer
Key to Transfer COM
Frequencies Between Active
and Standby Frequency Boxes
Turn the COM Knob to
Tune the Frequency in
the Tuning Box
Figure 4-5 COM Frequency Tuning
190-00498-03 Rev A
Garmin G1000 Pilot’s Guide for Cessna Nav III
4-7
AUDIO PANEL AND CNS
SELECTING THE RADIO TO BE TUNED
Press the small COM Knob to transfer the frequency tuning box and Frequency Transfer Arrow between the
upper and lower radio frequency fields.
Press the COM Knob to
Switch the Tuning Box From
One COM Radio to the Other
Figure 4-6 Switching COM Tuning Boxes
QUICK-TUNING AND ACTIVATING 121.500 MHZ
Pressing and holding the COM Frequency Transfer Key for two seconds automatically loads the emergency
COM frequency (121.500 MHz) in the active field of the COM radio selected for tuning (the one with the
transfer arrow). In the example shown, pressing the Audio Panel COM2 MIC Key activates the transceiver.
Press for Two Seconds to
Load 121.500 MHz
Figure 4-7 Quickly Tuning 121.500 MHz
4-8
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
AUDIO PANEL AND CNS
AUTO-TUNING THE COM FREQUENCY
COM frequencies can be automatically tuned from the following:
• Nearest Airports Window (PFD)
• NRST – Nearest Frequencies Page (ARTCC, FSS, WX)
• WPT – Airport Information Page
• NRST – Nearest Airspaces Page
• NRST – Nearest Airports Page
AUTO-TUNING FROM THE PFD
COM frequencies for the nearest airports can be automatically tuned from the Nearest Airports Window on
the PFD. When the desired frequency is entered, it becomes a standby frequency. Pressing the Frequency
Transfer Key places this frequency into the COM Active Frequency Field.
Auto-tuning a COM frequency for a nearby airport from the PFD:
1) Press the NRST Softkey on the PFD to open the Nearest Airports Window. A list of 25 nearest airport identifiers
and COM frequencies is displayed.
2) Turn the FMS Knob to scroll through the list and highlight the desired COM frequency.
3) Press the ENT Key to load the COM frequency into the COM Standby Tuning Box.
4) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.
Figure 4-8 Nearest Airports Window (PFD)
190-00498-03 Rev A
Garmin G1000 Pilot’s Guide for Cessna Nav III
Press the NRST
Softkey to Open
the Nearest
Airports Window
4-9
AUDIO PANEL AND CNS
AUTO-TUNING FROM THE MFD
Frequencies can be automatically loaded into the COM Frequency Box from pages in the NRST or WPT
page group by highlighting the frequency and pressing the ENT Key (Figures 4-9, 4-10, and 4-11).
Auto-tuning a COM frequency from the WPT and NRST Pages:
1) From any page that the COM frequency can be auto-tuned, activate the cursor by pressing the FMS Knob or the
appropriate softkey.
2) Turn the FMS Knob to place the cursor on the desired COM frequency (Figure 4-11).
3) Press the ENT Key to load the COM frequency into the standby field of the selected COM radio.
4) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.
Press the ENT Key to
Load a Highlighted
Frequency into
the COM Standby
Frequency Box
Turn the FMS
Knob to Scroll
Through a List
of Frequencies
Figure 4-9 Frequency Auto-Tuning from the MFD
Or:
1) Press the MENU Key to display the page menu.
2) Turn the large FMS Knob to scroll through the menu options.
3) Press the ENT Key to place the cursor on the desired selection.
4) Scroll through the frequency selections with the FMS Knob or the ENT Key.
5) Press the ENT Key to load the COM frequency into the standby field of the selected COM radio.
6) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.
Nearest Airports Menu
Nearest Frequencies Menu
Nearest Airspaces Menu
Figure 4-10 Nearest Pages Menus
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On the WPT - Airport Information Page, the cursor can be placed on the frequency field by pressing the
FMS Knob and scrolling through the list. The frequency is transferred to the COM Standby Field with the
ENT Key.
Press Frequency
Transfer Key to Load
Frequency into COM
Active Frequency Field
Selected Airport
Identifier and
Information
Runway
Information
Press ENT Key to Load
Frequency into COM
Standby Field. Cursor
then advances to next
frequency.
Press INFO Softkey for
AIRPORT, RUNWAYS,
and FREQUENCIES
Windows
Figure 4-11 WPT – Airport Information Page
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COM frequencies can also be auto-tuned from the NRST – Nearest Airspaces, NRST – Nearest Frequencies,
and NRST – Nearest Airports Pages on the MFD in a similar manner using the appropriate softkeys or MENU
Key, the FMS Knob, and the ENT Key.
Figure 4-12 NRST – Nearest Frequencies, NRST – Nearest Airports, and NRST – Nearest Airspaces Pages
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FREQUENCY SPACING
The G1000 COM radios can tune either 25-kHz spacing (118.000 to 136.975 MHz) or 8.33-kHz spacing
(118.000 to 136.990 MHz) for 760-channel or 3040-channel configuration. When 8.33-kHz channel spacing
is selected, all of the 25-kHz channel spacing frequencies are also available in the complete 3040-channel list.
COM channel spacing is set on the System Setup Page of the AUX Page Group.
8.33-kHz Channel
Spacing
25-kHz Channel
Spacing
Figure 4-13 COM Channel Spacing
Changing COM frequency channel spacing:
1) Select the AUX – System Setup Page.
2) Press the FMS Knob to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the Channel Spacing Field in the COM Configuration Box.
4) Turn the small FMS Knob to select the desired channel spacing.
5) Press the ENT Key to complete the channel spacing selection.
While the COM CONFIG Window is selected, the G1000 softkeys are blank.
Select 8.33-kHz
or 25.0-kHz
COM Frequency
Channel Spacing
AUX - SYSTEM
SETUP PAGE
Figure 4-14 AUX – System Setup Page
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AUTOMATIC SQUELCH
Automatic Squelch quiets unwanted static noise when no audio signal is received, while still providing good
sensitivity to weak COM signals. To disable Automatic Squelch, press the VOL/SQ Knob. When Automatic
Squelch is disabled, COM audio reception is always on. Continuous static noise is heard over the headsets and
speaker, if selected. Pressing the VOL/SQ Knob again enables Automatic Squelch.
When Automatic Squelch is disabled, a white SQ appears next to the COM frequency.
Squelch
Indication
Press the COM VOL/
SQ Knob to turn off
Automatic Squelch.
Press again to restore
Automatic Squelch.
Figure 4-15 Overriding Automatic Squelch
VOLUME
COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ Knob. Turning the knob
clockwise increases volume, turning the knob counterclockwise decreases volume. When adjusting volume,
the level is displayed in place of the standby frequencies. Volume level indication remains for two seconds after
the change.
COM Volume
Level Remains for
Two Seconds
Figure 4-16 COM Volume Level
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4.3 NAV OPERATION
NAV RADIO SELECTION AND ACTIVATION
The NAV Frequency Box is composed of four fields; two standby fields and two active fields. The active
frequencies are on the right side and the standby frequencies are on the left.
A NAV radio is selected for navigation by pressing the CDI Softkey located on the PFD. The active NAV
frequency selected for navigation is displayed in green. Pressing the CDI Softkey once selects NAV1 as the
navigation radio. Pressing the CDI Softkey twice selects NAV2 as the navigation radio. Pressing the CDI
Softkey a third time activates GPS mode. Pressing the CDI Softkey again cycles back to NAV1.
While cycling through the CDI Softkey selections, the NAV Tuning Box and the Frequency Transfer Arrow are
placed in the active NAV Frequency Field and the active NAV frequency color changes to green.
The three navigation modes that can be cycled through are:
• VOR1 (or LOC1) – If NAV1 is selected, a green single line arrow (not shown) labeled either VOR1 or LOC1
is displayed on the HSI and the active NAV1 frequency is displayed in green.
• VOR2 (or LOC2) – If NAV2 is selected, a green double line arrow (shown) labeled either VOR2 or LOC2 is
displayed on the HSI and the active NAV2 frequency is displayed in green.
• GPS – If GPS Mode is selected, a magenta single line arrow (not shown) appears on the HSI and neither NAV
radio is selected. Both active NAV frequencies are then displayed in white.
Standby
Fields
Active
Fields
Tuning Box
The NAV Radio is
Selected by Pressing
the CDI Softkey
Figure 4-17 Selecting a NAV Radio for Navigation
See the Flight Instruments Section for selecting the DME and Bearing Information windows and using VOR
or ADF as the source for the bearing pointer.
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NAV radios are selected for listening by pressing the corresponding keys on the Audio Panel. Pressing the
NAV1, NAV2, ADF, or DME Key selects and deselects the navigation radio source. Selected audio can be heard over
the headset and the speaker (if selected). All radios can be selected individually or simultaneously.
Figure 4-18 Selecting a NAV Radio Receiver
NAV RECEIVER MANUAL TUNING
The NAV frequency controls and frequency boxes are on the left side of the MFD and PFD.
Manually tuning a NAV frequency:
1) Turn the NAV Knob to tune the desired frequency in the NAV Tuning Box.
2) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.
3) Adjust the volume level with the NAV VOL/ID Knob.
4) Press the NAV VOL/ID Knob to turn the Morse code identifier audio on and off.
Turn VOL/ID Knob to adjust
volume. Press Knob to Turn
Morse Code On or Off.
Press the Frequency Transfer Key to
Transfer NAV Frequencies Between
Active and Standby Frequency Fields
Turn the NAV Knob to
Tune the Frequency in
the Tuning Box
Figure 4-19 NAV Frequency Tuning
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SELECTING THE RADIO TO BE TUNED
Press the small NAV Knob to transfer the frequency tuning box and Frequency Transfer Arrow between the
upper and lower radio frequency fields.
Press the NAV Knob to
Switch the Tuning Box From
One NAV Radio to the Other
Figure 4-20 Switching NAV Tuning Boxes
VOR/LOC ID
When the Morse code Identifier audio is on for a NAV radio, a white ID appears to the left of the active
NAV frequency.
In the example shown, in order to listen to either station identifier, press the NAV1 or NAV2 Key on the
Audio Panel. Pressing the VOL/ID Knob turns off the Morse code audio only in the radio with the NAV
Tuning Box. To turn off both NAV IDs, transfer the NAV Tuning Box between NAV1 and NAV2 with the small
NAV Knob and press the VOL/ID Knob again to turn the Morse code off in the other radio.
The Morse Code Identifier
for the GHM VOR is On
Station
Identifier
Figure 4-21 NAV Radio ID Indication
VOLUME
NAV Radio volume level can be adjusted from 0 to 100% using the VOL/ID Knob. Turning the knob
clockwise increases volume, counterclockwise decreases volume.
When adjusting, the level is displayed in place of the standby frequencies. Volume level indication remains
for two seconds after the change.
NAV Volume
Level Remains
for Two Seconds
Figure 4-22 NAV Volume Levels
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AUTO-TUNING A NAV FREQUENCY FROM THE MFD
NAV frequencies can be selected and loaded from the following MFD pages:
• NRST – Nearest VOR
• WPT – Airport Information
• WPT – VOR Information
• NRST – Nearest Frequencies (FSS, WX)
• NRST – Nearest Airports
• NRST – Nearest Airspaces
The MFD provides auto-tuning of NAV frequencies from waypoint and nearest pages. During enroute
navigation, the NAV frequency is entered automatically into the NAV standby frequency field. During approach
activation the NAV frequency is entered automatically into the NAV active frequency field.
Frequencies can be automatically loaded into the NAV Frequency Box from pages in the NRST or WPT page
group by highlighting the frequency and pressing the ENT Key (Figures 4-23, 4-24, and 4-25).
Auto-tuning a NAV frequency from the WPT and NRST Pages:
1) From any page that the NAV frequency can be auto-tuned, activate the cursor by pressing the FMS Knob or the
appropriate softkey.
2) Turn the FMS Knob to place the cursor on the desired NAV identifier.
3) Press the FREQ Softkey to place the cursor on the NAV frequency (Figure 4-25).
4) Press the ENT Key to load the NAV frequency into the standby field of the selected NAV radio.
5) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.
Turn the FMS
Knob to Scroll
Through a List
of Frequencies
Press the ENT
Key to Load
a Highlighted
Frequency into
the NAV Standby
Frequency Box
Figure 4-23 NAV Frequency Auto-Tuning from the MFD
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Or:
1) When on the NRST pages, press the MENU Key to display the page menu.
2) Turn the large FMS Knob to scroll through the menu options.
3) Press the ENT Key to place the cursor in the desired window.
4) Scroll through the frequency selections with the FMS Knob or the ENT Key.
5) Press the ENT Key to load the NAV frequency into the standby field of the selected NAV radio.
6) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.
Nearest Airports Menu
Nearest VOR Menu
Figure 4-24 Nearest Pages Menus
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In the example shown, the VOR list is selected with the VOR Softkey or from the page menu. The FMS Knob
or ENT Key is used to scroll through the list. The cursor is placed on the frequency with the FREQ Softkey and
loaded into the NAV Tuning Box with the ENT Key.
Press the ENT
Key to Load
the Frequency
into the NAV
Standby Field.
Press the VOR
Softkey to Place
the Cursor on the
VOR Identifier
Press the FREQ
Softkey to Place
the Cursor on the
VOR Frequency
Figure 4-25 Loading the NAV Frequency from the NRST – Nearest VOR Page
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While enroute, NAV frequencies can also be auto-tuned from the NRST – Nearest Airports,
WPT – Airport Information, WPT – VOR Information, and NRST – Nearest Frequencies Pages on the MFD in
a similar manner using the appropriate softkeys or MENU Key, the FMS Knob, and the ENT Key.
Figure 4-26 NRST – Nearest Frequencies, WPT – VOR Information, WPT – Airport Information, and
NRST – Nearest Airports Pages
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AUTO-TUNING NAV FREQUENCIES ON APPROACH ACTIVATION
NOTE: The primary NAV frequency is auto-tuned upon loading a VOR or ILS/Localizer approach.
NOTE: When an ILS/LOC approach has been activated in GPS Mode, the system switches to NAV Mode as
the final approach course is intercepted (within 15 nm of the FAF). See the Flight Management Section for
details.
NAV frequencies are automatically loaded into the NAV Frequency Box on approach activation.
When loading or activating a VOR or ILS/LOC approach, the approach frequency is automatically transferred
to a NAV frequency field as follows:
• If the current CDI navigation source is GPS, the approach frequency is transferred to the NAV1 active
frequency field. The frequency that was previously in the NAV1 active frequency field is transferred to
standby.
• If the current CDI navigation source is GPS, and if the approach frequency is already loaded into the NAV1
standby frequency field, the standby frequency is transferred to active.
• If the current CDI navigation source is NAV1 or NAV2, the approach frequency is transferred to the standby
frequency fields of the selected CDI NAV radio.
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MARKER BEACON RECEIVER
NOTE: The marker beacon indicators operate independently of marker beacon audio and cannot be turned
off.
The marker beacon receiver is used as part of the ILS. The marker beacon receiver is always on and detects
any marker beacon signals within the reception range of the aircraft.
The receiver detects the three marker tones – outer, middle, and inner – and provides the marker beacon
annunciations located to the left of the Altimeter on the PFD.
Outer Marker
Indication
Middle Marker
Indication
Inner Marker
Indication
Figure 4-27 Marker Beacon Annunciations on the PFD
Figure 4-28 Marker Beacon Keys
The Audio Panel provides three different states of marker beacon operation; On, Muted, and Deselected.
Pressing the MKR/MUTE Key selects and deselects marker beacon audio. The key annunciator indicates when
marker beacon audio is selected.
During marker beacon audio reception, pressing the MKR/MUTE Key mutes the audio but does not affect the
marker annunciations (Figure 4-27). The marker tone is silenced, then waits for the next marker tone. The
MKR/MUTE Key Annunciator is illuminated, indicating audio muting. The audio returns when the next marker
beacon signal is received. If the MKR/MUTE Key is pressed during signal reception (O, M, I indication) while
marker beacon audio is muted, the audio is deselected and the MKR/MUTE Key Annunciator is extinguished.
Pressing the HI SENS Key switches between high and low marker beacon receiver sensitivity. The HI SENS
function (annunciator illuminated) is used to provide an earlier indication when nearing a marker during an
approach. The LO SENS function (annunciator extinguished) results in a narrower marker dwell while over a
station.
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DME TUNING (OPTIONAL)
NOTE: When another auxiliary window is turned on, the DME Tuning Window is replaced on the PFD.
NOTE: When turning on the G1000 for use, the system remembers the last frequency used for DME tuning
and the NAV1, NAV2, or HOLD state prior to shutdown.
The G1000 System tunes the optional DME transceiver. The UHF DME frequency is tuned by pairing with a
VHF NAV frequency. DME frequency pairing is automatic and only the VHF NAV frequency is shown.
The DME Tuning Window is located to the right of the HSI in the lower right corner of the PFD. The DME
transceiver is tuned by selecting NAV1, NAV2, or HOLD in the DME Tuning Window. Pressing the DME
Softkey switches the DME Tuning Window on and off.
DME
Modes
Figure 4-29 DME Tuning Window
The following DME transceiver pairing can be selected:
• NAV1 – Pairs the DME frequency from the selected NAV1 frequency.
• NAV2 – Pairs the DME frequency from the selected NAV2 frequency.
• HOLD – When in the HOLD position, the DME frequency remains paired with the last selected NAV
frequency.
Selecting DME transceiver pairing:
1) Press the DME Softkey to display the DME Tuning Window.
2) Turn the small FMS Knob to select the DME tuning mode.
3) Press the ENT Key to complete the selection.
Pressing the CLR Key or FMS Knob while in the process of DME pairing cancels the tuning entry and reverts
back to the previously selected DME tuning state. Pressing the FMS Knob activates/deactivates the cursor in
the DME Tuning Window.
See the Flight Instruments Section for displaying the DME information window.
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4.4 GTX 33 MODE S TRANSPONDER
The GTX 33 Mode S Transponder provides Mode A, Mode C, and Mode S interrogation and reply capabilities.
Selective addressing or Mode Select (Mode S) capability includes the following features:
• Level-2 reply data link capability (used to exchange information between aircraft and ATC facilities)
• Surveillance identifier capability
• Flight ID (Flight Identification) reporting – The Mode S Transponder reports aircraft identification as either the
aircraft registration or a unique Flight ID.
• Altitude reporting
• Airborne status determination
• Transponder capability reporting
• Mode S Enhanced Surveillance (EHS) requirements
• Acquisition squitter – Acquisition squitter, or short squitter, is the transponder 24-bit identification address.
The transmission is sent periodically, regardless of the presence of interrogations. The purpose of acquisition
squitter is to enable Mode S ground stations and aircraft equipped with a Traffic Avoidance System (TAS) to
recognize the presence of Mode S-equipped aircraft for selective interrogation.
The Hazard Avoidance Section provides more details on traffic avoidance systems.
TRANSPONDER CONTROLS
Transponder function is displayed on three levels of softkeys on the PFD: Top-level, Mode Selection, and
Code Selection. When the top-level XPDR Softkey is pressed, the Mode Selection softkeys appear: STBY, ON,
ALT, VFR, CODE, IDENT, BACK.
When the CODE Softkey is pressed, the number softkeys appear: 0, 1, 2, 3, 4, 5, 6, 7, IDENT, BKSP,
BACK. The digits 8 and 9 are not used for code entry. Pressing the numbered softkeys in sequence enters the
transponder code. If an error is made, the code selection cursor can be moved back to the left one digit with
each press of the BKSP Softkey.
Pressing the BACK Softkey during code selection reverts to the Mode Selection Softkeys. Pressing the BACK
Softkey during mode selection reverts to the top-level softkeys.
The code can also be entered with the FMS Knob on the PFD. Code entry must be completed with either the
softkeys or the FMS Knob, but not a combination of both.
Pressing the IDENT Softkey while in Mode or Code Selection initiates the ident function and reverts to the
top-level softkeys.
After 45 seconds of transponder softkey inactivity, the system reverts back to the top-level softkeys.
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STBY
ON
ALT
GND
VFR
XPDR
IDENT
CODE
IDENT
BACK
ALERTS
Pressing the BACK Softkey
returns to the top-level softkeys.
0
1
2
3
4
5
6
7
IDENT
BKSP
BACK
ALERTS
Pressing the BACK Softkey returns to the mode selection softkeys.
Figure 4-30 Transponder Softkeys (PFD)
TRANSPONDER MODE SELECTION
Mode selection can be automatic (Ground and Altitude Modes) or manual (Standby, ON, and Altitude Modes).
The STBY, ON, and ALT Softkeys can be accessed by pressing the XPDR Softkey.
Selecting a transponder mode:
1) Press the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Press the desired softkey to activate the transponder mode.
GROUND MODE
Ground Mode is normally selected automatically when the aircraft is on the ground. The transponder
powers up in the last mode it was in when shut down. Ground Mode can be overridden by pressing any one
of the Mode Selection Softkeys. A green GND indication and transponder code appear in the mode field of
the Transponder Data Box. In Ground Mode, the transponder does not allow Mode A and Mode C replies,
but it does permit acquisition squitter and replies to discretely addressed Mode S interrogations.
When Standby Mode has been selected on the ground, the transponder can be returned to Ground Mode
by pressing the GND Softkey.
GND
Mode
Figure 4-31 Ground Mode
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STANDBY MODE (MANUAL)
NOTE: In Standby Mode, the IDENT function is inoperative.
Standby Mode can be selected at any time by pressing the STBY Softkey. In Standby, the transponder does
not reply to interrogations, but new codes can be entered. When Standby is selected, a white STBY indication
and transponder code appear in the mode field of the Transponder Data Box. In all other modes, these fields
appear in green.
STBY Mode (White
Code Number and
Mode)
Figure 4-32 Standby Mode
MANUAL ON MODE
ON Mode can be selected at any time by pressing the ON Softkey. ON Mode generates Mode A and Mode S
replies, but Mode C altitude reporting is inhibited. In ON Mode, a green ON indication and transponder
code appear in the mode field of the Transponder Data Box.
ON Mode
(No Altitude
Reporting)
Figure 4-33 ON Mode
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ALTITUDE MODE (AUTOMATIC OR MANUAL)
Altitude Mode is automatically selected when the aircraft becomes airborne. Altitude Mode may also be
selected manually by pressing the ALT Softkey.
If Altitude Mode is selected, a green ALT indication and transponder code appear in the mode field of the
Transponder Data Box, and all transponder replies requesting altitude information are provided with pressure
altitude information.
ALT Mode
(Mode C Altitude
Reporting)
Figure 4-34 Altitude Mode
REPLY STATUS
When the transponder sends replies to interrogations, a white R indication appears momentarily in the
reply status field of the Transponder Data Box.
Reply to
Interrogation
Figure 4-35 Reply Indication
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ENTERING A TRANSPONDER CODE
Entering a transponder code with softkeys:
1) Press the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Press the CODE Softkey to display the Transponder Code Selection Softkeys, for digit entry.
3) Press the digit softkeys to enter the code in the code field. When entering the code, the next softkey in sequence
must be pressed within 10 seconds, or the entry is cancelled and restored to the previous code. Pressing the
BKSP Softkey moves the code selection cursor to the previous digit. Five seconds after the fourth digit has been
entered, the transponder code becomes active.
Entering
a Code
Figure 4-36 Entering a Code
Entering a transponder code with the PFD FMS Knob:
1) Press the XPDR and the CODE Softkeys as in the previous procedure to enable code entry.
2) Turn the small FMS Knob on the PFD to enter the first two code digits.
3) Turn the large FMS Knob to move the cursor to the next code field.
4) Enter the last two code digits with the small FMS Knob.
5) Press the ENT Key to complete code digit entry.
Pressing the CLR Key or small FMS Knob before code entry is complete cancels code entry and restores the
previous code. Waiting for 10 seconds after code entry is finished activates the code automatically.
Turn the Small
FMS Knob to
Enter Two Code
Digits at a Time
Press the
ENT Key to
Complete
Code Entry
Turn the Large
FMS Knob
to Move the
Cursor to the
Next Code Field
Figure 4-37 Entering a Code with the FMS Knob
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VFR CODE
The VFR code can be entered either manually or by pressing the XPDR Softkey, then the VFR Softkey.
When the VFR Softkey is pressed, the pre-programmed VFR code is automatically displayed in the code field
of the Transponder Data Box. Pressing the VFR Softkey again restores the previous identification code.
The pre-programmed VFR Code is set at the factory to 1200. If a VFR code change is required, contact a
Garmin-authorized service center for configuration.
VFR Code
Figure 4-38 VFR Code
IDENT FUNCTION
NOTE: In Standby Mode, the IDENT Softkey is inoperative.
Pressing the IDENT Softkey sends an ID indication to Air Traffic Control (ATC). The ID return distinguishes
one transponder from all the others on the air traffic controller’s radar screen. The IDENT Softkey appears on
all levels of transponder softkeys. When the IDENT Softkey is pressed, a green IDNT indication is displayed in
the mode field of the Transponder Data Box for a duration of 18 seconds.
After the IDENT Softkey is pressed while in Mode or Code Selection, the system reverts to the top-level
softkeys.
IDNT
Indication
Press the
IDENT Softkey
to Initiate the
ID Function
Figure 4-39 IDENT Softkey and Indication
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FLIGHT ID REPORTING
NOTE: If the Flight ID is required but the system is not configured for it, contact a Garmin-authorized service
center for configuration.
When the Flight ID must be entered before flight operation, the identifier is placed in the Timer/References
Window on the PFD. The Flight ID is not to exceed seven characters. No space is needed when entering
Flight ID. When a Flight ID contains a space, the system automatically removes it upon completion of Flight
ID entry.
Entering a Flight ID:
1) Press the TMR/REF Softkey to display the Timer/References Window.
2) Press the FMS Knob to activate the selection cursor, if not already activated.
3) Turn the large FMS Knob to scroll down to the Flight ID.
4) Turn the small FMS Knob to enter the desired Flight ID.
5) Press the ENT Key to complete Flight ID entry.
If an error is made during Flight ID entry, pressing the CLR Key returns to the original Flight ID entry. While
entering a Flight ID, turning the FMS Knob counterclockwise moves the cursor back one space for each detent
of rotation. If an incorrect Flight ID is discovered after the unit begins operation, reenter the correct Flight ID
using the same procedure.
Flight ID
PFD Entry
Figure 4-40 Timer/References Window, Entering Flight ID
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4.5 ADDITIONAL AUDIO PANEL FUNCTIONS
POWER-UP
The Audio Panel performs a self-test during power-up. During the self-test all Audio Panel annunciator lights
illuminate for approximately two seconds. Once the self-test is completed, most of the settings are restored to
those in use before the unit was last turned off.
MONO/STEREO HEADSETS
Stereo headsets are recommended for use in this aircraft.
Using a monaural headset in a stereo jack shorts the right headset channel output to ground. While this does
not damage the Audio Panel, a person listening on a monaural headset hears only the left channel in both ears.
If a monaural headset is used at one of the passenger positions, any other passenger using a stereo headset hears
audio in the left ear only.
SPEAKER
All of the radios can be heard over the cabin speaker. Pressing the SPKR Key selects and deselects the cabin
speaker. Speaker audio is muted when the PTT is pressed. Certain aural alerts and warnings (autopilot, traffic,
altitude) are always heard on the speaker, even when the speaker is not selected.
The speaker volume is adjustable within a nominal range. Contact a Garmin-authorized service center for
volume adjustment.
Figure 4-41 Passenger Address and Speaker Keys
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AUDIO PANEL AND CNS
INTERCOM
The Audio Panel includes a four-position intercom system (ICS) in the 172R/S and (T)182T 182, and a sixposition ICS in the (T)206H and and two stereo music inputs for the pilot, copilot and up to two passengers.
The intercom provides pilot and copilot isolation from the passengers and aircraft radios.
Figure 4-42 Intercom Controls
PILOT KEY
Annunciator
COPLT KEY
Annunciator
Pilot Hears
Copilot Hears
Passenger Hears
OFF
OFF
Selected radios, aural
alerts, pilot, copilot,
passengers, music
Selected radios, aural
alerts, pilot, copilot,
passengers, music
Selected radios, aural alerts,
pilot, copilot, passengers,
music
ON
OFF
Selected radios, aural
alerts, pilot
Copilot, passengers,
music
Copilot, passengers, music
OFF
ON
Selected radios,
aural alerts, pilot,
passengers, music
Copilot
Selected radios, aural alerts,
pilot, passengers, music
ON
ON
Selected radios, aural
alerts, pilot, copilot
Selected radios, aural
alerts, pilot, copilot
Passengers, music
Table 4-1 ICS Isolation Modes
Pilot isolation is selected when the PILOT Annunciator is illuminated. During pilot isolation, the pilot can
hear the selected radios and aural alerts and warnings. The copilot and passengers can communicate with each
other. The copilot is isolated from aural alerts and warnings.
Copilot isolation is selected when the COPLT Annunciator is illuminated. The copilot is isolated from the
selected radios, aural alerts and warnings, and everyone else. The pilot and passengers can hear the selected
radios and communicate with each other.
When both the PILOT and COPLT Annunciators are illuminated, the pilot and copilot can hear the selected
radios and communicate with each other. The passengers are isolated from the pilot and copilot but can
communicate with each other.
When both the PILOT and COPLT Annunciators are extinguished, everyone hears the selected radios and is
able to communicate with everyone else.
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INTERCOM VOLUME AND SQUELCH
The PILOT/PASS Knob controls volume or manual squelch adjustment for the pilot and copilot/passenger.
The small knob controls the pilot volume and squelch. The large knob controls the copilot/passenger volume
and squelch. The VOL and SQ annunciations at the bottom of the unit indicate which function the knob is
controlling. Pressing the PILOT/PASS Knob switches between volume and squelch control as indicated by
the VOL or SQ annunciation being illuminated.
The MAN SQ Key allows either automatic or manual control of the squelch setting. When the MAN SQ
Annunciator is extinguished (Automatic Squelch is on), the PILOT/PASS Knob controls only the volume
(pressing the PILOT/PASS Knob has no effect on the VOL/SQ selection).
When the MAN SQ Annunciator is illuminated (Manual Squelch), the PILOT/PASS Knob controls both
volume and squelch.
Manual Squelch Annunciator;
Off for Automatic Squelch, On
for Manual Squelch
Automatic/Manual Squelch
Pilot Volume or Manual
Squelch. Press to switch
between VOL and SQ. Turn
to adjust Squelch when SQ
Annunciation is lit, Volume
when VOL Annunciation is lit.
Copilot/Passenger
Volume or
Manual Squelch
Volume Annunciation
Squelch Annunciation
Figure 4-43 Volume/Squelch Control
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AUDIO PANEL AND CNS
PASSENGER ADDRESS (PA) SYSTEM
A passenger address system is available for delivering voice messages over the cabin speaker in the (T)182T
and (T)206H only. When the PA Key is selected on the Audio Panel, the COM MIC Annunciator is extinguished,
and the active COM frequency changes to white, indicating that there is no COM selected. A Push-to-Talk
(PTT) must be pressed to deliver PA announcements. The PA Annunciator flashes about once per second while
the PTT is depressed.
PA Key is Selected on
the Audio Panel
Figure 4-44 PA Key Selected for Cabin Announcements
CLEARANCE RECORDER AND PLAYER
The Audio Panel contains a digital clearance recorder that records up to 2.5 minutes of the selected COM
radio signal. Recorded COM audio is stored in separate memory blocks. Once 2.5 minutes of recording time
have been reached, the recorder begins recording over the stored memory blocks, starting from the oldest
block.
The PLAY Key controls the play function. Pressing the PLAY Key once plays the latest recorded memory
block. The PLAY Annunciator flashes to indicate when play is in progress. The PLAY Annunciator turns off
after the present memory block has finished playing.
Pressing the MKR/MUTE Key during play of a memory block stops play. If a COM input signal is detected
during play of a recorded memory block, play is halted.
Pressing the PLAY Key while audio is playing begins playing the previously recorded memory block. Each
subsequent press of the PLAY Key selects the previously recorded memory block.
Powering off the unit automatically clears all recorded blocks.
MKR/MUTE
Key Stops
Play
PLAY Key
Controls the
Memory Function
Figure 4-45 Marker Mute and Play Keys
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ENTERTAINMENT INPUTS
NOTE: Auxiliary entertainment inputs cannot be completely turned off. Audio level for the AUX Audio In
input can be adjusted by a Garmin-authorized service center.
NOTE: The AUX Audio In stereo entertainment input is not controlled by the AUX Key on the Audio Panel.
The AUX Key is reserved for an auxiliary radio input.
XM radio entertainment audio from the Data Link Receiver may be heard by the pilot and passengers
simultaneously (optional: requires subscription to XM Radio Service). Refer to the Additional Features Section
for more details on the Data Link Receiver.
A 3.5-mm stereo phone jack is installed in a convenient location for audio connection. This input, labeled
AUX Audio In, is compatible with popular portable entertainment devices such as MP3 and CD players. The
headphone output of the entertainment device is plugged into the jack. The current ICS state of isolation affects
the distribution of the entertainment input (see Table 4-1).
Connecting a stereo input to the AUX Audio In jack removes the XM Radio Audio.
Entertainment audio can be heard by the pilot and copilot when both the PILOT and the COPLT Annunciators
are extinguished. Entertainment audio can also be heard by the pilot when the COPLT Annunciator is
illuminated and by the copilot when the PILOT Annunciator is illuminated. Passenger entertainment audio is
never muted.
ENTERTAINMENT AUDIO MUTING
Entertainment audio muting occurs when aircraft radio or marker beacon activity is heard. Audio is always
soft muted when an interruption occurs from these sources. Soft muting is the gradual return of audio to its
original volume level. The time required for the volume to return to normal is between one-half and four
seconds.
Pressing and holding the MKR/MUTE Key for three seconds switches muting of entertainment audio on
and off. When switching, either one or two beeps are heard; one beep indicates that audio muting is enabled,
two beeps indicate audio muting is disabled. Entertainment audio muting is reset (enabled) during power
up.
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AUDIO PANEL AND CNS
4.6 AUDIO PANEL PREFLIGHT PROCEDURE
NOTE: If the pilot and/or copilot are using headsets that have a high/low switch or volume control knob,
verify that the switch is in the high position and the volume control on the headsets are at maximum volume
setting. On single-pilot flights, verify that all other headsets are not connected to avoid excess noise in the
audio system.
NOTE: When the MAN SQ Key is pressed, the ICS squelch can be set manually by the pilot and copilot. If
manual squelch is set to full open (SQ annunciated and the knobs turned counterclockwise) background
noise is heard in the ICS system as well as during COM transmissions.
After powering up the G1000 System, the following steps aid in maximizing the use of the Audio Panel as well
as prevent pilot and copilot induced issues. These preflight procedures should be performed each time a pilot
boards the aircraft to insure awareness of all audio levels in the Audio Panel and radios.
Automatic/Manual
Squelch
Pilot and
Copilot ICS
Isolation Keys
Pilot Volume
or Manual
Squelch
Copilot/Passenger
Volume or
Manual Squelch
Squelch
Annunciation
Volume
Annunciation
Figure 4-46 Audio Panel Controls
Setting the Audio Panel during preflight:
1) Verify that the PILOT and COPLT Annunciators are extinguished.
2) Verify that the MAN SQ Annunciator is extinguished.
3) Turn the PILOT/PASS Knobs clockwise two full turns. This sets the headset intercom audio level to max volume
(least amount of attenuation).
4) Adjust radio volume levels (COM, NAV, etc.) to a suitable level.
5) Adjust the PILOT/PASS Knob volume to the desired intercom level.
Once this procedure has been completed, the pilot and copilot can change settings, keeping in mind the notes
above.
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4.7 ABNORMAL OPERATION
Abnormal operation of the G1000 includes equipment failures of the G1000 components and failure of
associated equipment, including switches and external devices.
STUCK MICROPHONE
If the push-to-talk (PTT) Key becomes stuck, the COM transmitter stops transmitting after 35 seconds of
continuous operation. An alert appears on the PFD to advise the pilot of a stuck microphone.
The COM1 MIC or COM2 MIC Key Annunciator on the Audio Panel flashes as long as the PTT Key remains
stuck.
Figure 4-47 Stuck Microphone Alert
COM TUNING FAILURE
In case of a COM system tuning failure, the emergency frequency (121.500 MHz) is automatically tuned in
the radio in which the tuning failure occurred. Depending on the failure mode, a red X may appear on the
frequency display.
Emergency Channel
Loaded Automatically
Figure 4-48 COM Tuning Failure
AUDIO PANEL FAIL-SAFE OPERATION
If there is a failure of the Audio Panel, a fail-safe circuit connects the pilot’s headset and microphone directly
to the COM1 transceiver. Audio is not available on the speaker during Fail-safe operation.
REVERSIONARY MODE
The red DISPLAY BACKUP Button selects the Reversionary Mode. See the System Overview Section for
more information on Reversionary Mode.
Figure 4-49 Display Backup Button
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FLIGHT MANAGEMENT
SECTION 5 FLIGHT MANAGEMENT
5.1 INTRODUCTION
The G1000 is an integrated flight, engine, communication, navigation and surveillance system. This section of
the Pilot’s Guide explains flight management using the G1000.
The most prominent part of the G1000 are the two full color displays: one Primary Flight Displays (PFD) and
one Multi Function Display (MFD). The information to successfully navigate the aircraft using the GPS sensors is
displayed on the PFD and the MFD. See examples in the Figure 5-1 and Figure 5-2. Detailed descriptions of GPS
navigation functions are discussed later in this section.
A brief description of the GPS navigation data on the PFD and MFD follows.
Navigation mode indicates which sensor is providing the course data (e.g., GPS, VOR) and the flight plan phase
(e.g., Departure (DPRT), Terminal (TERM), Enroute (ENR), Oceanic (OCN), Approach (LNAV, LNAV+V, L/VNAV,
or LPV), or Missed Approach (MAPR)). L/VNAV and LPV approaches are only available with WAAS.
The Inset Map is a small version of the MFD Navigation Map and can be displayed in the lower left corner of
the PFD. When the system is in reversionary mode, the Inset Map is displayed in the lower right corner. The
Inset Map is displayed by pressing the INSET Softkey. Selecting the INSET Softkey again, then selecting the OFF
Softkey removes the Inset Map.
The Navigation Map displays aviation data (e.g., airports, VORs, airways, airspaces), geographic data (e.g.,
cities, lake, highways, borders), topographic data (map shading indicating elevation), and hazard data (e.g.,
traffic, terrain, weather). The amount of displayed data can be reduced by selecting the DCLTR Softkey. The
Navigation Map can be oriented four different ways: North Up (NORTH UP), Track Up (TRK UP), Desired Track
Up (DTK UP), or Heading Up (HDG UP).
An aircraft icon is placed on the Navigation Map at the location corresponding to the calculated present position.
The aircraft position and the flight plan legs are accurately based on GPS calculations. The basemap upon which
these are placed are from a source with less resolution, therefore the relative position of the aircraft to map features
is not exact. The leg of the active flight plan currently being flown is shown as a magenta line on the navigation
map. The other legs are shown in white.
There are 28 different map ranges available, from 500 feet to 2000 nm. The current range is indicated in the
lower right corner of the map and represents the top-to-bottom distance covered by the map. To change the map
range on any map, turn the Joystick counter-clockwise to zoom in ( -, decreasing), or clockwise to zoom out (+,
increasing).
The Direct-to Window, the Flight Plan Window, the Procedures Window, and the Nearest Airports Window
can be displayed in the lower right corner of the PFD. Details of these windows are discussed in detail later in
the section.
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Navigation Status Box
Navigation Mode
Inset Map
Location of:
- Direct To Window
- Flight Plan Window
- Procedures Window
- Nearest Airports Window
Figure 5-1 GPS Navigation Information on the PFD
Navigation Status Box
Map Orientation
Navigation Page Title
Navigation Map
- Aviation Data
- Geographic Data
- Topographic Data
- Hazard Data
Aircraft Icon
at Present Position
Active Flight Plan Leg
Flight Plan Leg
Map Range
Figure 5-2 GPS Navigation Information on the MFD Navigation Page
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NAVIGATION STATUS BOX
The Navigation Status Box located at the top of the PFD contains two fields displaying the following
information:
PFD Navigation Status Box
• Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD > KCOS’) or flight plan annunciations (e.g., ‘Turn
right to 021˚ in 8 seconds’)
The Navigation Status Box located at the top of the
MFD contains four data fields, each displaying one of
the following items:
• Distance (DIS) and Bearing (BRG) to the next
waypoint or flight plan annunciations (e.g., ‘TOD
within 1 minute’)
• Bearing (BRG)
The symbols used in the PFD status bar are:
Symbol
Description
Active Leg
• Distance (DIS)
• Desired Track (DTK)
• Enroute Safe Altitude (ESA)
• Estimated Time of Arrival (ETA)
• Estimated Time Enroute (ETE)
Direct-to
• Ground Speed (GS)
Right Procedure Turn
• Minimum Safe Altitude (MSA)
• True Air Speed (TAS)
Left Procedure Turn
Right Holding Pattern
• Track Angle Error (TKE)
• Track (TRK)
Left Holding Pattern
• Vertical Speed Required (VSR)
Vector to Final
• Crosstrack Error (XTK)
Right DME Arc
Left DME Arc
MFD Navigation Status Box
The navigation information displayed in the four data fields can be selected on the MFD Data Bar Fields Box
on the AUX - System Setup Page. The default selections (in order left to right) are GS, DTK, TRK, and ETE.
Changing a field in the MFD Navigation Status Box:
1) Select the System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the desired field number in the MFD Data Bar Fields Box.
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4) Turn the small FMS Knob to display and scroll through the data options list.
5) Select the desired data.
6) Press the ENT Key. Pressing the DFLTS Softkey returns any field to its default setting.
5.2 USING MAP DISPLAYS
Map displays are used extensively in the G1000 to provide situational awareness in flight. Most G1000 maps
can display the following information:
• Airports, NAVAIDs, airspaces, airways, land data • Icons for enabled map features
(highways, cities, lakes, rivers, borders, etc.) with • Aircraft icon (representing present position)
names
• Nav range ring
• Map Pointer information (distance and bearing to
pointer, location of pointer, name, and other pertinent • Flight plan legs
information)
• User waypoints
• Map range
• Track vector
• Wind direction and speed
• Topography scale
• Map orientation
• Topography data
The information in this section applies to the following maps unless otherwise noted:
• All Map Group Pages (MAP)
• Flight Plan Pages (FPL)
• All Waypoint Group Pages (WPT)
• Direct-to Window
• AUX - Trip Planning
• PFD Inset Map
• All Nearest Group Pages (NRST)
• Procedure Loading Pages
MAP ORIENTATION
Maps are shown in one of four different orientation options, allowing flexibility in determining aircraft
position relative to other items on the map (north up) or for determining where map items are relative to where
the aircraft is going (track up, desired track up, or heading up). The map orientation is shown in the upper
right corner of the map.
Figure 5-3 Map Orientation
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• North up (NORTH UP) aligns the top of the map display to north (default setting).
• Track up (TRK UP) aligns the top of the map display to the current ground track.
• Desired track up (DTK UP) aligns the top of the map display to the desired course.
• Heading up (HDG UP) aligns the top of the map display to the current aircraft heading.
NOTE: When panning or reviewing active flight plan legs in a non-North Up orientation, the map does not
show the map orientation nor the wind direction and speed.
NOTE: Map orientation can only be changed on the Navigation Map Page. Any other displays that show
navigation data reflect the orientation selected for the Navigation Map Page:
Changing the Navigation Map orientation:
1) With the Navigation Map Page displayed, press the MENU Key. The cursor flashes on the ‘Map Setup’ option.
Map Setup
Selection
Figure 5-4 Navigation Map Page Menu Window
2) Press the ENT Key to display the Map Setup Window.
3) Turn the large FMS Knob, or press the ENT Key once, to select the ‘ORIENTATION’ field.
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Map Group Selection
Orientation Field
Figure 5-5 Map Setup Menu Window - Map Group
4) Turn the small FMS Knob to select the desired orientation.
5) Press the ENT Key to select the new orientation.
6) Press the FMS Knob to return to the base page.
MAP RANGE
There are 28 different map ranges available, from 500 feet to 2000 nm. The current range is indicated in
the lower right corner of the map and represents the top-to-bottom distance covered by the map. When the
map range is decreased to a point that exceeds the capability of the G1000 to accurately represent the map,
a magnifying glass icon is shown to the left of the map range. To change the map range turn the Joystick
counter-clockwise to decrease the range, or clockwise to increase the range.
Range Overzoom
Figure 5-6 Map Range
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AUTO ZOOM
Auto zoom allows the G1000 to change the map display range to the smallest range clearly showing the
active waypoint. Auto zoom can be overridden by adjusting the range with the Joystick, and remains until
the active waypoint changes, a terrain or traffic alert occurs, the aircraft takes off, or the manual override times
out (timer set on Map Setup Window).
If a terrain caution or warning occurs, any map page displaying TAWS/TERRAIN data automatically adjusts
to the smallest map range clearly showing the highest priority alert. If a new traffic advisory alert occurs, any
map page capable of displaying traffic advisory alerts automatically adjusts to the smallest map range clearly
showing the traffic advisory. When terrain or traffic alerts clear, the map returns to the previous auto zoom
range based on the active waypoint.
The auto zoom function can be turned on or off independently for the PFD and MFD. Control of the ranges
at which the auto zoom occurs is done by setting the minimum and maximum ‘look forward’ times (set on
the Map Setup Window for the Map Group). These settings determine the minimum and maximum distance
to display based upon the aircraft’s ground speed.
• Waypoints that are long distances apart cause the map range to increase to a point where many details on
the map are decluttered. If this is not acceptable, lower the maximum look ahead time to a value that limits
the auto zoom to an acceptable range.
• Waypoints that are very short distances apart cause the map range to decrease to a point where situational
awareness may not be what is desired. Increase the minimum look ahead time to a value that limits the auto
zoom to a minimum range that provides acceptable situational awareness.
• Flight plans that have a combination of long and short legs cause the range to increase and decrease as
waypoints sequence. To avoid this, auto zoom can be disabled or the maximum/minimum times can be
adjusted.
• The ‘time out’ time (configurable on the Map Setup Page for the Map Group) determines how long auto
zoom is overridden by a manual adjustment of the range knob. At this expiration of this time, the auto
zoom range is restored. Setting the ‘time out’ value to zero causes the manual override to never time out.
• When the maximum ‘look forward’ time is set to zero, the upper limit becomes the maximum range available
(2000 nm).
• When the minimum ‘look forward’ time is set to zero, the lower limit becomes 1.5 nm.
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Auto Zoom:
Off, MFD Only, PFD Only, All On
Manual Range Override
Expiration Time
Maximum Look Forward Time
Minimum Look Forward Time
Figure 5-7 Map Setup Menu Window - Map Group, Auto Zoom
Configuring automatic zoom:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘AUTO ZOOM’ field.
6) Select ‘Off’, ‘MFD Only’, ‘PFD Only’, or ‘ALL On’.
7) Press the ENT Key to accept the selected option. The flashing cursor highlights the ‘MAX LOOK FWD’ field.
Times are from zero to 999 minutes.
8) Use the FMS Knobs to set the time. Press the ENT Key.
9) Repeat step 8 for ‘MIN LOOK FWD’ (zero-99 minutes) and ‘MAX LOOK FWD’ (zero to 999 minutes).
10) Press the FMS Knob to return to the Navigation Map Page.
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MAP PANNING
Map panning allows the pilot to:
• View parts of the map outside the displayed range without adjusting the map range
• Highlight and select locations on the map
• Review information for a selected airport, NAVAID or user waypoint
• Designate locations for use in flight planning
• View airspace and airway information
When the panning function is selected by pressing the Joystick, the Map Pointer flashes on the map display.
A window also appears at the top of the map display showing the latitude/longitude position of the pointer,
the bearing and distance to the pointer from the aircraft’s present position, and the elevation of the land at the
position of the pointer.
Map Pointer
Information
Map Pointer
Figure 5-8 Navigation Map - Map Pointer Activated
NOTE: The map is normally centered on the aircraft’s position. If the map has been panned and there has
been no pointer movement for about 60 seconds, the map reverts back to centered on the aircraft position
and the flashing pointer is removed.
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When the Map Pointer is placed on an object, the name of the object is highlighted (even if the name was
not originally displayed on the map). When any map feature or object is selected on the map display, pertinent
information is displayed.
Information about
Point of Interest
Map Pointer
on POI
Figure 5-9 Navigation Map - Map Pointer on Point of Interest
When the Map Pointer crosses an airspace boundary, the boundary is highlighted and airspace information
is shown at the top of the display. The information includes the name and class of airspace, the ceiling in feet
above Mean Sea Level (MSL), and the floor in feet MSL.
Information
about Airspace
Map Pointer
on Airspace
Figure 5-10 Navigation Map - Map Pointer on Airspace
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Panning the map:
1) Press the Joystick to display the Map Pointer.
2) Move the Joystick to move the Map Pointer around the map.
3) Press the Joystick to remove the Map Pointer and recenter the map on the aircraft’s current position.
Reviewing information for an airport, NAVAID, or user waypoint:
1) Place the Map Pointer on a waypoint.
2) Press the ENT Key to display the Waypoint Information Page for the selected waypoint.
3) Press the GO BACK Softkey, the CLR Key, or the ENT Key to exit the Waypoint Information Page and return to
the Navigation Map showing the selected waypoint.
NAVAID
Information
GO BACK Softkey
Figure 5-11 Navigation Map - Information Window - NAVAID
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Viewing airspace information for a special-use or controlled airspace:
1) Place the Map Pointer on an open area within the boundaries of an airspace.
2) Press the ENT Key to display an options menu.
3) ‘Review Airspace?’ should already be highlighted, if not select it. Press the ENT Key to display the Airspace
Information Page for the selected airspace.
4) Press the CLR or ENT Key to exit the Airspace Information Page.
Airspace
Information
Figure 5-12 Navigation Map - Information Window - Airspace
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MEASURING BEARING AND DISTANCE
Distance and bearing from the aircraft’s present position to any point on the viewable navigation map may be
calculated using the ‘Measure Bearing and Distance’ selection from Navigation Map page menu. The bearing
and distance tool displays a dashed Measurement Line and a Measure Pointer to aid in graphically identifying
points with which to measure. Lat/Long, distance and elevation data for the Measure Pointer is provided in a
window at the top of the navigation map.
Measuring bearing and distance between any two points:
1) Press the MENU Key (with the Navigation Map Page displayed).
2) Highlight the ‘Measure Bearing/Distance’ field.
3) Press the ENT Key. A Measure Pointer is displayed on the map at the aircraft’s present position.
4) Move the Joystick to place the reference pointer at the desired location. The bearing and distance are displayed
at the top of the map. Elevation at the current pointer position is also displayed. Pressing the ENT Key changes
the starting point for measuring.
5) To exit the Measure Bearing/Distance option, press the Joystick; or select ‘Stop Measuring’ from the Page
Menu and press the ENT Key.
Measurement
Information
Pointer Lat/Long
Measurement Line
Figure 5-13 Navigation Map - Measuring Bearing and Distance
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TOPOGRAPHY
All navigation maps can display various shades of topography colors representing land elevation, similar
to aviation sectional charts. Topographic data can be displayed or removed as described in the following
procedures.
Navigation Map
Topographic Data
Navigation Map
Black Background
TOPO Softkey
Not Enabled
TOPO Softkey
Enabled
TOPO Off
TOPO On
Figure 5-14 Navigation Map - Topographic Data
Displaying/removing topographic data on all pages displaying navigation maps:
1) Press the MAP Softkey (the INSET Softkey for the PFD Inset Map).
2) Press the TOPO Softkey.
3) Press the TOPO Softkey again to remove topographic data from the Navigation Map. When topographic data
is removed from the page, all navigation data is presented on a black background.
Displaying/removing topographic data (TOPO DATA) using the Navigation Map Page Menu:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TOPO DATA’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
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TOPO DATA
On/Off
TOPO DATA
Range
Figure 5-15 Navigation Map Setup Menu - TOPO DATA Setup
The topographic data range is the maximum map range on which topographic data is displayed.
NOTE: Since the PFD Inset Map is much smaller than the MFD navigation maps, items are removed on the
PFD Inset Map two range levels smaller than the range selected in the Map Setup pages (e.g., a setting
of 100 nm removes the item at ranges above 100 nm on MFD navigation maps, while the PFD Inset Map
removes the same item at 50 nm).
Selecting a topographical data range (TOPO DATA):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TOPO DATA’ range field. TOPO ranges are from 500 ft to 2000 nm.
6) To change the TOPO range setting, turn the small FMS Knob to display the range list.
7) Select the desired range using the small FMS Knob.
8) Press the ENT Key.
9) Press the FMS Knob to return to the Navigation Map Page.
In addition, the Navigation Map can display a topographic scale (located in the lower right hand side of the
map) showing a scale of the terrain elevation and current elevation values as shown following.
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Maximum Displayed Elevation
Minimum Displayed Elevation
Aircraft Altitude (MSL)
Range of
Displayed
Elevations
Ground Elevation at Pointer
Location (only visible when
Pointer is displayed)
Figure 5-16 Navigation Map - TOPO SCALE
Displaying/removing the topographic scale (TOPO SCALE):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group and press the ENT Key.
4) Highlight the ‘TOPO SCALE’ field.
5) Select ‘On’ or ‘Off’.
6) Press the FMS Knob to return to the Navigation Map Page.
TOPO SCALE
On/Off
Figure 5-17 Navigation Map Setup Menu - TOPO SCALE Setup
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MAP SYMBOLS
This section discusses the types of land and aviation symbols that can be displayed. Each listed type of symbol
can be turned on or off, and the maximum range to display each symbol can be set. The decluttering of the
symbols from the map using the DCLTR Softkey is also discussed.
LAND SYMBOLS
The following items are configured on the land menu:
Land Symbols
(Text label size can be None, Small, Medium (Med), or Large
(Lrg)
Symbol
Latitude/Longitude (LAT/LON)
Default
Maximum
Range (nm) Range (nm)
Off
2000
Interstate Highway (FREEWAY)
300
800
International Highway (FREEWAY)
300
800
US Highway (NATIONAL HWY)
30
80
State Highway (LOCAL HWY)
15
30
8
15
Railroads (RAILROAD)
15
30
LARGE CITY (> 200,000)
800
1500
MEDIUM CITY (> 50,000)
100
200
SMALL CITY (> 5,000)
States and Provinces (STATE/PROV)
20
800
50
1500
Rivers and Lakes (RIVER/LAKE)
200
500
USER WAYPOINT
150
300
Highways and Roads
Local Road (LOCAL ROAD)
N/A
Table 5-1 Land Symbol Information
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AVIATION SYMBOLS
The following items are configured on the aviation menu:
Aviation Symbols
(Text label size can be None, Small, Medium (Med),
or Large (Lrg)
Symbol
Default
Maximum
Range (nm) Range (nm)
Active Flight Plan Leg (ACTIVE FPL)
2000
2000
Non-active Flight Plan Leg (ACTIVE FPL)
2000
2000
2000
250
150
50
3
Off
15
2000
500
300
100
20
100
30
Non-directional Beacon (NDB WAYPOINT)
15
30
VOR (VOR WAYPOINT)
150
300
Class B Airspace/TMA (CLASS B/TMA)
200
500
Class C Airspace/TCA (CLASS C/TCA)
200
500
Class D Airspace (CLASS D)
150
300
Restricted Area (RESTRICTED)
200
500
Military Operations Area [MOA(MILITARY)]
200
500
Other/Air Defense Interdiction Zone (OTHER/ADIZ)
200
500
Temporary Flight Restriction (TFR)
500
2000
Active Flight Plan Waypoint (ACTIVE FPL WPT)
Large Airports (LARGE APT)
Medium Airports (MEDIUM APT)
Small Airports (SMALL APT)
Taxiways (SAFETAXI)
Runway Extension (RWY EXTENSION)
Intersection (INT WAYPOINT)
See Airports, NAVAIDs
See Section 8
N/A
Table 5-2 Aviation Symbol Information
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SYMBOL SETUP
All pages with maps can display land symbols (roads, lakes, borders, etc). Land symbols can be removed
totally (turned off).
Displaying/removing all land symbols:
1) Press the MENU Key with the Navigation Map Page displayed. The Page Menu is displayed and the cursor
flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Group Menu is displayed and the cursor flashes on the ‘Map’ option.
3) Highlight the ‘LAND DATA’ field.
4) Select ‘On’ or ‘Off.’.
5) Press the FMS Knob to return to the Navigation Map Page.
LAND DATA
On/Off
Figure 5-18 Navigation Map Setup Menu - TOPO SCALE Setup
The label size (TEXT) sets the size at which labels appear on the display (none, small, medium, and large).
The range (RNG) sets the maximum range at which items appear on the display.
Selecting a ‘Land’ or ‘Aviation’ group item text size and range:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Land’ or ‘Aviation’ group.
4) Press the ENT Key. The cursor flashes on the first field.
5) Select the desired land option.
6) Select the desired text size.
7) Press the ENT Key to accept the selected size.
6) Select the desired range.
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7) Press the ENT Key to accept the selected range.
8) Press the FMS Knob to return to the Navigation Map Page.
Text Label Size
(Off, Small Med, or Lrg)
Maximum Display Range
Figure 5-19 Navigation Map Setup Menu - LAND GROUP Setup
Text Label Size
(Off, Small Med, or Lrg)
Maximum Display Range
Figure 5-20 Navigation Map Setup Menu - AVIATION GROUP Setup
NOTE: Since the PFD Inset Map is much smaller than the MFD navigation maps, items are removed on the
PFD Inset Map two range levels smaller than the range selected in the Map Setup pages (e.g., a setting
of 100 nm removes the item at ranges above 100 nm on MFD navigation maps, while the PFD Inset Map
removes the same item at 50 nm).
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MAP DECLUTTER
The declutter feature allows the pilot to progressively step through four levels of removing map information.
The declutter level is displayed in the DCLTR Softkey and next to the Declutter Menu Option.
Declutter Level
DCLTR Softkey
Navigation Map Page Menu
Figure 5-21 Navigation Map - Declutter Level Indications
Decluttering the map:
Press the DCLTR Softkey with the Navigation Map Page displayed. The current declutter level is shown. With
each softkey selection, another level of map information is removed.
Or:
1) Press the MENU Key with the Navigation Map Page displayed.
2) Select ‘Declutter’. The current declutter level is shown.
3) Press the ENT Key.
Decluttering the PFD Inset Map:
1) Press the INSET Softkey.
2) Press the DCLTR Softkey. The current declutter level is shown. With each selection, another level of map
information is removed.
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Table 5-3 lists the items displayed at each declutter level. The ‘X’ represents map items displayed for the
various levels of declutter.
Item
Flight Plan Route Lines
Flight Plan Route Waypoints
Rivers/Lakes
Topography Data
International Borders
Track Vector
Navigation Range Ring
Fuel Range Ring
Terrain Data
Traffic
Airways
NEXRAD
XM Lightning Data
Airports
Runway Labels
Restricted
MOA (Military)
User Waypoints
Latitude/Longitude Grid
NAVAIDs
Class B Airspaces/TMA
Class C Airspaces/TCA
Class D Airspaces
Other Airspaces/ADIZ
TFRs
Obstacles
Land/Country Text
Cities
Roads
Railroads
State/Province Boundaries
River/Lake Names
No Declutter Declutter-1 Declutter-2 Declutter-3
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Table 5-3 Navigation Map Items Displayed by Declutter Level
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AIRWAYS
This airways discussion is based upon the North American airway structure. The airway structure in places
other than North America vary by location, etc. and are not discussed in this book. Low Altitude Airways (or
Victor Airways) primarily serve smaller piston-engine, propeller-driven airplanes on shorter routes and at lower
altitudes. Airways are eight nautical miles wide and start 1,200 feet above ground level (AGL) and extend up
to 18,000 feet mean sea level (MSL). Low Altitude Airways are designated with a “V” before the airway number
(hence the name “Victor Airways”) since they run primarily between VORs.
High Altitude Airways (or Jet Routes) primarily serve airliners, jets, turboprops, and turbocharged piston
aircraft operating above 18,000 feet MSL. Jet Routes start at 18,000 feet MSL and extend upward to 45,000 feet
MSL (altitudes above 18,000 feet are called “flight levels” and are described as FL450 for 45,000 feet MSL). Jet
Routes are designated with a “J” before the route number.
Low Altitude Airways are drawn in gray (the same shade used for roads). High Altitude Airways are drawn
in green. When both types of airways are displayed, high altitude airways are drawn on top of Low Altitude
Airways.
When airways are selected for display on the map, the airway waypoints (VORs, NDBs and Intersections) are
also displayed.
Low Altitude
Airway
(Victor Airway)
High Altitude
Airway
(Jet Route)
Figure 5-22 Airways on MFD Navigation Page
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Airways may be displayed on the map at the pilot’s discretion using either a combination of AIRWAY Softkey
presses, or menu selections using the MENU Key from the Navigation Map Page. The Airway range can also be
programmed to only display Airways on the MFD when the map range is at or below a specific number.
Displaying/removing airways:
1) Press the MAP Softkey.
2) Press the AIRWAYS Softkey. Both High and Low Altitude Airways are displayed.
3) Press the AIRWY ON Softkey to display the Low Altitude Airways only.
4) Press the AIRWY LO Softkey to display the High Altitude Airways only.
5) Press the AIRWY HI Softkey to remove the High Altitude Airways. No airways are displayed.
Or:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Turn the small FMS Knob to select the ‘Airways’ group, and press the ENT Key.
4) Turn the large FMS Knob to highlight the ‘AIRWAYS’ field.
5) Turn the FMS Knob to select ‘Off’, ‘All’, ‘LO Only’, or ‘HI Only’, and press the ENT Key.
6) Press the FMS Knob to return to the Navigation Map Page.
Airway Display Selection
Off, All, LO ALT Only, HI ALT Only
Low Altitude Airway Range
High Altitude Airway Range
Figure 5-23 Navigation Map Setup Menu - AIRWAYS Setup
The airway range is the maximum map range on which airways are displayed.
Selecting an airway range (LOW ALT AIRWAY or HI ALT AIRWAY):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Airway’ group.
4) Press the ENT Key.
5) Highlight the ‘LOW ALT AIRWAY’ or ‘HI ALT AIRWAY’ range field.
6) To change the range setting, turn the small FMS Knob to display the range list.
7) Select the desired range using the small FMS Knob.
8) Press the ENT Key.
9) Press the FMS Knob to return to the Navigation Map Page.
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The following range items are configurable on the airways menu:
Airway Type
Symbol
Default
Maximum
Range (nm) Range (nm)
200
500
Low Altitude Airway (LOW ALT AIRWAY)
300
High Altitude Airway (HI ALT AIRWAY)
500
Table 5-4 Airway Range Information
TRACK VECTOR
The Navigation Map can display a track vector that is useful in minimizing track angle error. The track vector
is a dashed light blue line segment with an arrowhead attached to the end, extended to a predicted location
along the current aircraft track. The track vector look-ahead time is selectable (30 sec, 60 sec (default), 2 min,
5 min, 10 min, 20 min) and determines the length of the track vector. The arrowhead is continuously pointing
to the predicted aircraft location.
Track Vector
Figure 5-24 Navigation Map -Track Vector
Displaying/removing the track vector:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TRACK VECTOR’ field.
6) Select ‘On’ or ‘Off’. Press the ENT Key to accept the selected option. The flashing cursor highlights the look
ahead time field. Use the FMS Knob to select the desired time. Press the ENT Key.
7) Press the FMS Knob to return to the Navigation Map Page.
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Wind Vector On/Off
Nav Range Ring On/Off
Track Vector
- On/Off
- Look Ahead Time
Fuel Range
- On/Off
- Fuel Reserve Time
Figure 5-25 Navigation Map Setup Menu -TRACK VECTOR, WIND VECTOR, NAV RANGE RING, FUEL RANGE RING Setup
WIND VECTOR
The map displays a wind vector arrow in the upper right-hand portion of the screen. Wind vector information
is displayed as a white arrow pointing in the direction in which the wind is moving for wind speeds greater than
or equal to 1 kt.
Wind Direction
Wind Speed
Figure 5-26 Navigation Map - Wind Vector
NOTE: The wind vector is not displayed until the aircraft is moving. It is not displayed on the Waypoint
Information pages.
Displaying/removing the wind vector:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘WIND VECTOR’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
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NAV RANGE RING
The Nav Range Ring shows the direction of travel (ground track) on a rotating compass card. The range is
determined by the map range. The range is 1/4 of the map range (e.g., 37.5 nm on a 150 nm map).
Range (radius)
Nav Range Ring
Figure 5-27 Navigation Map - Nav Range Ring
NOTE: The Nav Range Ring is not displayed on the Waypoint Information pages, Nearest pages, or Direct-to
Window map.
Displaying/removing the Nav Range Ring:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘NAV RANGE RING’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
NOTE: The Nav Range Ring is referenced to either magnetic or true north, based on the selection on the AUX
- System Setup Page.
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FUEL RANGE RING
The map can display a fuel range ring which shows the remaining flight distance. A dashed green circle
indicates the selected range to reserve fuel. A solid green circle indicates the total endurance range. If only
reserve fuel remains, the range is indicated by a solid yellow circle.
Fuel Range Ring
Figure 5-28 Navigation Map - Fuel Range Ring
Displaying/removing the fuel range ring and selecting a fuel range time:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘FUEL RNG (RSV)’ field.
6) Select ‘On’ or ‘Off’.
7) Highlight the fuel reserve time field. This time should be set to the amount of flight time equal to the amount
of fuel reserve desired.
8) To change the reserve fuel time, enter a time (00:00 to 23:59; hours:minutes). The default setting is 00:45
minutes.
9) Press the ENT Key.
10) Press the FMS Knob to return to the Navigation Map Page.
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5.3 WAYPOINTS
Waypoints are predetermined geographical positions (internal database) or pilot-entered positions, and are
used for all phases of flight planning and navigation.
Communication and navigation frequencies can be tuned “automatically” from various Waypoint Information
(WPT) pages, Nearest (NRST) pages, and the Nearest Airports Window (on PFD). This auto-tuning feature
simplifies frequency entry over manual tuning. Refer to the CNS and Audio Panel section for details on autotuning.
Waypoints can be selected by entering the ICAO identifier, entering the name of the facility, or by entering
the city name. See the System Overview section for detailed instructions on entering data in the G1000. As a
waypoint identifier, facility name, or location is entered, the G1000’s Spell’N’Find™ feature scrolls through the
database, displaying those waypoints matching the characters which have been entered to that point. A direct-to
navigation leg to the selected waypoint can be initiated by pressing the Direct-to Key on any of the waypoint
pages.
Identifier Entry Field
City Entry Field
Facility
Entry Field
- Waypoint Identifier
- Type (symbol)
- Facility Name
- City
Entered Waypoint on
Map
Map Area Showing
Entered Waypoint
Waypoint Location
Figure 5-29 Waypoint Information Window
If duplicate entries exist for the entered facility name or location, additional entries may be viewed by continuing
to turn the small FMS Knob during the selection process. If duplicate entries exist for an identifier, a Duplicate
Waypoints Window is displayed when the ENT Key is pressed.
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Identifier with
Duplicates
Duplicate
Waypoints
Duplicate Message
Figure 5-30 Waypoint Information Window - Duplicate Identifier
AIRPORTS
NOTE: ‘North Up’ orientation on the Airport Information Page cannot be changed; the pilot needs to be
aware of proper orientation if the Navigation Map orientation is different from the Airport Information Page
Map.
The Airport Information Page is the first page in WPT group and allows the pilot to view airport information,
load frequencies (COM, NAV, and lighting), review runways, and review instrument procedures that may be
involved in the flight plan. See the Audio Panel and CNS Section for more information on loading frequencies
(auto-tuning). After engine startup, the Airport Information Page defaults to the airport where the aircraft is
located. After a flight plan has been loaded, it defaults to the destination airport. On a flight plan with multiple
airports, it defaults to the airport which is the current active waypoint.
In addition to displaying a map of the currently selected airport and surrounding area, the Airport Information
Page displays airport information in three boxes labeled ‘AIRPORT’, ‘RUNWAYS’, and ‘FREQUENCIES’. For
airports with multiple runways, information for each runway is available.
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Airport Information
- ID/Facility/City
- Usage Type/Region
- Lat/Long/Elev
- Fuel Available
- Time Zone (UTC Offset)
Navigation Map
Showing Selected
Airport
Runway Information
- Designation
- Length/Width/Surface
- Lighting Available
Airport/Runway
Diagram
COM/NAV Freq. Info.
- Identification
- Frequency
- Availability
- Additional Information
Softkeys
Figure 5-31 Airport Information Page
The following descriptions and abbreviations are used on the Airport Information Page:
• Usage type: Public, Military, or Private
• Runway surface type: Hard, Turf, Sealed, Gravel, Dirt, Soft, Unknown, or Water
• Runway lighting type: No Lights, Part Time, Full Time, Unknown, or PCL Freq (for pilot-controlled
lighting)
• COM Availability: TX (transmit only), RX (receive only), PT (part time), i (additional information available)
Selecting an airport for review by identifier, facility name, or location:
1) From the Airport Information Page, press the FMS Knob.
2) Use the FMS Knobs and enter an identifier, facility name, or location.
3) Press the ENT Key.
4) Press the FMS Knob to remove the cursor.
Selecting a runway:
1) With the Airport Information Page displayed, press the FMS Knob to activate the cursor.
2) Turn the large FMS Knob to place the cursor in the ‘RUNWAYS’ Box, on the runway designator.
3) Turn the small FMS Knob to display the desired runway (if more than one) for the selected airport.
4) To remove the flashing cursor, press the FMS Knob.
View a destination airport:
From the Airport Information Page press the MENU Key. Select ‘View Destination Airport’. The Destination
Airport is displayed.
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The Airport Frequencies Box uses the descriptions and abbreviations listed in the following table:
Communication Frequencies
Approach * Control
Pre-Taxi
Arrival *
CTA *
Radar
ASOS
Departure * Ramp
ATIS
Terminal *
Gate
AWOS
Ground
TMA *
Tower
Center
Helicopter
Class B *
Multicom
TRSA *
Class C *
Other
Unicom
Clearance
Navigation Frequencies
ILS
LOC
* May include Additional Information
Table 5-5 Airport Frequency Abbreviations
A departure, arrival, or approach can be loaded using the softkeys on the Airport Information Page. See the
procedures section for details. METARs or TAFs applicable to the selected airport can be selected for display (see
the Hazard Avoidance section for details about weather.
The G1000 provides a NRST Softkey on the PFD, which gives the pilot quick access to nearest airport
information (very useful if an immediate need to land is required). The Nearest Airports Window displays a
list of the 25 nearest airports (three entries can be displayed at one time). If there are more than three they are
displayed in a scrollable list. If there are no nearest airports available, “NONE WITHIN 200NM” is displayed.
Bearing/Distance to Airport
Airport Identifier/
Type
Approach Available
Length of Longest
Runway
COM Freq. Info.
- Identification
- Frequency
Additional Airports
(within 200 nm)
NRST Softkey
Figure 5-32 Nearest Airports Window on PFD
Pressing the ENT Key displays the PFD Airport Information Window for the highlighted airport. Pressing
the ENT Key again returns to the Nearest Airports Window with the cursor on the next airport in the list.
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Continued presses of the ENT Key sequences through the information pages for all airports in the Nearest
Airports list.:
Airport Information
- ID/Type/City
- Facility
Airport Information
- Usage/Time/Elev
- Region
Airport Information
- Lat/Long
Figure 5-33 Airport Information Window on PFD
The Nearest Airports Page on the MFD is first in the group of NRST pages because of its potential use in
the event of an in-flight emergency. In addition to displaying a map of the currently selected airport and
surrounding area, the page displays nearest airport information in five boxes labeled ‘NEAREST AIRPORTS’,
‘INFORMATION’, ‘RUNWAYS’, ‘FREQUENCIES’, and ‘APPROACHES’.
The selected airport is indicated by a white arrow, and a dashed white line is drawn on the navigation map
from the aircraft position to the nearest airport. Up to five nearest airports, one runway, up to three frequencies,
and up to three approaches are visible at one time. If there are more than can be shown, each list can be scrolled.
If there are no items for display in a boxed area, text indicating that fact is displayed. The currently selected
airport remains in the list until it is unselected.
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Nearest Airports
- ID/Type
- Bearing/Distance
Airport Information
- Facility/City/Elevation
Nearest Airport
Runway Information
Navigation Map
Showing Nearest
Airport
COM/NAV Freq. Info.
- Designation/Surface
- Length/Width
- Identification
- Frequency
Approaches Available
LD APR Softkey (only
available if an approach is
highlighted)
Window Selection
Softkeys
Figure 5-34 Nearest Airport Page
Viewing information for a nearest airport on the PFD:
1) Press the NRST Softkey to display the Nearest Airports Window.
2) Highlight the airport identifier with the FMS Knob and press the ENT Key to display the Airport Information
Window.
3) To return to the Nearest Airports Window press the ENT Key (with the cursor on ‘BACK’) or press the CLR
Key. The cursor is now on the next airport in the nearest airports list. (Repeatedly pressing the ENT Key
moves through the airport list, alternating between the Nearest Airports Window and the Airport Information
Window.)
4) Press the CLR Key to close the PFD Nearest Airports Window.
Viewing information for a nearest airport on the MFD:
1) Turn the large FMS Knob to select the NRST page group.
2) Turn the small FMS Knob to select the Nearest Airports Page (it is the first page of the group, so it may already
be selected. If there are no Nearest Airports available, “NONE WITHIN 200 NM” is displayed.
3) Press the APT Softkey; or press the FMS Knob; or press the MENU Key, highlight ‘Select Airport Window’ and
press the ENT Key. The cursor is placed in the ‘NEAREST AIRPORTS’ Box. The first airport in the nearest airports
list is highlighted.
4) Turn the FMS Knob to highlight the desired airport. (Pressing the ENT Key also moves to the next airport)
5) Press the FMS Knob to remove the flashing cursor.
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Viewing runway information for a specific airport:
1) With the Nearest Airports Page displayed, press the RNWY Softkey; or press the MENU Key, highlight ‘Select
Runway Window’; and press the ENT Key. The cursor is placed in the ‘RUNWAYS’ Box.
2) Select the desired runway.
3) Press the FMS Knob to remove the flashing cursor.
See the Audio Panel and CNS Section for frequency selection and the Procedures section for approaches.
The Nearest Airports Box on the System Setup Page defines the minimum runway length and surface type
used when determining the 25 nearest airports to display on the MFD Nearest Airports Page. A minimum
runway length and/or surface type can be entered to prevent airports with small runways or runways that are
not appropriately surfaced from being displayed. Default settings are 0 feet (or meters) for runway length and
“ANY” for runway surface type.
Selecting nearest airport surface matching criteria:
1) Use the FMS Knob to select the System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the runway surface field in the Nearest Airports Box.
4) Turn the small FMS Knob to select the desired runway option (ANY, HARD ONLY, HARD/SOFT).
5) Press the ENT Key.
Selecting nearest airport minimum runway length matching criteria:
1) Use the FMS Knob to select the System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the minimum length field in the Nearest Airport Box.
4) Use the FMS Knob to enter the minimum runway length (zero to 99,999 feet) and press the ENT Key.
Nearest Airport Criteria
- Type of Runway Surface
- Minimum Runway Length
Figure 5-35 System Setup Page - Nearest Airport Selection Criteria
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INTERSECTIONS
NOTE: The VOR displayed on the Intersection Information Page is the nearest VOR, not necessarily the VOR
used to define the intersection.
The Intersection Information Page is used to view information about intersections. In addition to displaying
a map of the currently selected intersection and surrounding area, the Intersection Information Page displays
intersection information in three boxes labeled ‘INTERSECTION’, ‘INFORMATION’, and ‘NEAREST VOR’.
Intersection Identifier
Intersection Info
Navigation Map
Showing Selected
Intersection
- Region
- Lat/Long
Nearest VOR Info
- Identifier/Type (symbol)
- Radial to VOR
- Distance to VOR
Selected
Intersection
Figure 5-36 Intersection Information Page
Select an intersection:
1) With the Intersection Information Page displayed, enter an identifier in the Intersection Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest Intersections Page displayed, press the FMS Knob
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest Intersection Box.
3) Press the FMS Knob to remove the flashing cursor.
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The Nearest Intersections Page can be used to quickly find an intersection close to the flight path. In addition
to displaying a map of the surrounding area, the page displays information for up to 25 nearest intersections in
three boxes labeled ‘NEAREST INT’, ‘INFORMATION’, and ‘REFERENCE VOR’.
The selected intersection is indicated by a white arrow. Up to eleven Intersections are visible at a time. If
there are more than can be shown, the list can be scrolled. If there are no items for display, text indicating that
fact is displayed
NOTE: The list only includes waypoints that are within 200 nm.
Intersection Information
- Identifier/Symbol
- Bearing/Distance to
intersection from
aircraft position
Navigation Map
Showing Nearest
Intersection
Intersection Lat/Long
Reference VOR Info
- Identifier/Type (symbol)
- VOR Frequency
- Bearing/Distance to VOR
Nearest Intersection
Figure 5-37 Nearest Intersections Page
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NDBS
The NDB Information Page is used to view information about NDBs. In addition to displaying a map of
the currently selected NDB and surrounding area, the page displays NDB information in four boxes labeled
‘NDB’, ‘INFORMATION’, ‘FREQUENCY’, and ‘NEAREST AIRPORT.
NDB Identifier/Type
- Facility Name
- Nearest City
Navigation Map
Showing Selected
NDB
NDB Information
- Type
- Region
- Lat/Long
NDB Frequency
Selected NDB
Nearest Airport Info
- Identifier/Type (symbol)
- Bearing/Distance to
Airport
Figure 5-38 NDB Information Page
NOTE: Compass locator (LOM): a low power, low or medium frequency radio beacon installed in conjunction
with the instrument landing system. When LOM is used, the locator is at the Outer Marker; when LMM is
used, the locator is at the Middle Marker.
Select an NDB:
1) With the NDB Information Page displayed, enter an identifier, the name of the NDB, or the city in which it’s
located in the NDB Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest NDB Page displayed, enter an identifier, the name of the NDB, or the city in which it’s located
in the NDB Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
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The Nearest NDB Page can be used to quickly find a NDB close to the flight path. In addition to displaying
a map of the surrounding area, the page displays information for up to 25 nearest NDBs in three boxes labeled
‘NEAREST NDB’, ‘INFORMATION’, and ‘FREQUENCY’.
A white arrow before the NDB identifier indicates the selected NDB. Up to eleven NDBs are visible at a time.
If there are more than can be shown, each list can be scrolled. The list only includes waypoints that are within
200nm. If there are no NDBs in the list, text indicating that there are no nearest NDBs is displayed. If there are
no nearest NDBs in the list, the information and frequency fields are dashed.
NDB Identifier/Symbol
Navigation Map
Showing Selected
NDB
- Bearing/Distance to
NDB from aircraft
position
Nearest NDB
NDB Information
- Facility Name/City
- Type
- Lat/Long
NDB Frequency
Figure 5-39 Nearest NDB Page
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VORS
The VOR Information Page can be used to view information about VOR and ILS signals (since ILS signals
can be received on a NAV receiver), or to quickly auto-tune a VOR or ILS frequency. Localizer information
cannot be viewed on the VOR Information Page. If a VOR station is combined with a TACAN station it is
listed as a VORTAC on the VOR Information Page and if it includes only DME, it’s displayed as VOR-DME.
In addition to displaying a map of the currently selected VOR and surrounding area, the VOR Information
Page displays VOR information in four boxes labeled ‘VOR’, ‘INFORMATION’, ‘FREQUENCY’, and ‘NEAREST
AIRPORT’.
VOR Identifier/Type
- Facility Name
- Nearest City
Navigation Map
Showing Selected
VOR
VOR Information
- Class/Magnetic Variation
- Region
- Lat/Long
VOR Frequency
Selected VOR
Nearest Airport Info
- Identifier/Type (symbol)
- Bearing/Distance to
Airport
Figure 5-40 VOR Information Page
The VOR classes used in the VOR information box are: LOW ALTITUDE, HIGH ALTITUDE, and
TERMINAL
Select a VOR:
1) With the VOR Information Page or the Nearest VOR Page displayed, enter an identifier, the name of the VOR, or
the city in which it’s located in the VOR Box.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor..
Or:
1) With the Nearest VOR Page displayed, press the MENU Key.
2) Highlight ‘SELECT VOR WINDOW’, and press the ENT Key.
3) Enter an identifier, the name of the VOR, or the city in which it’s located in the VOR Box.
4) Press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.
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The Nearest VOR Page can be used to quickly find a VOR station close to the aircraft. Also, a NAV frequency
from a selected VOR station can be loaded from the Nearest VOR Page. In addition to displaying a map of
the surrounding area, the Nearest VOR Page displays information for up to 25 nearest VOR stations in three
boxes labeled ‘NEAREST VOR’, ‘INFORMATION’, and ‘FREQUENCY’. The list only includes waypoints that
are within 200 nm.
A white arrow before the VOR identifier indicates the selected VOR. Up to eleven VORs are visible at a
time. If there are more than can be shown, each list can be scrolled. If there are no VORs in the list, text
indicating that there are no nearest VORs is displayed. If there are no nearest VORs in the list, the information
is dashed.
VOR Identifier/Symbol
Navigation Map
Showing Nearest
VOR
- Bearing/Distance to VOR
from aircraft position
VOR Information
- Facility Name/City
- Class/Magnetic Variation
- Lat/Long
VOR Frequency
Nearest VOR
Figure 5-41 Nearest VOR Page
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FLIGHT MANAGEMENT
USER WAYPOINTS
The G1000 can create and store up to 1,000 user-defined waypoints. User waypoints can be created from
any map page (except PFD Inset Map, AUX-Trip Planning Page, or Procedure Pages) by selecting a position on
the map using the Joystick, or from the User Waypoint Information Page by referencing a bearing/distance
from an existing waypoint or bearing from two existing waypoints. Once a waypoint has been created, it can
be renamed, deleted, or moved.
User Wpt Identifier
User Wpt Comment
Navigation Map
Showing Selected
User Waypoint
User Wpt Info
- Region
- Lat/Long
Reference Wpt Info
Selected User
Waypoint
- Identifier
- Radial/Distance
User Waypoint List
- Identifier
- Comment
# User Wpts Used
Softkeys
Figure 5-42 User Waypoint Information Page
Nearest User Wpt List
- Identifier
- Bearing/Distance from
aircraft position
Navigation Map
Showing Selected
User Waypoint
User Waypoint Info
- Comment
- Lat/Long
Selected User
Waypoint
Reference Wpt Info
- Identifier
- Radial/Distance
Figure 5-43 Nearest User Waypoint Page
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CREATING USER WAYPOINTS
User waypoints can be created from the User Waypoint Information Page in the following ways:
Creating user waypoints from the User Waypoint Information Page:
1) Press the NEW Softkey, or press the MENU Key and select ‘Create New User Waypoint’.
2) Enter a user waypoint name (up to six characters).
3) Press the ENT Key. The current aircraft position is the default location of the new waypoint.
4) If desired, highlight the Information Box and enter the latitude and longitude for the waypoint or highlight the
Reference Waypoints Box to enter a bearing and distance from another waypoint or the bearing from two other
waypoints to define the new waypoint location.
Or:
1) Press the FMS Knob to activate the cursor.
2) Enter a user waypoint name (up to six characters).
3) Press the ENT Key. The message ‘Are you sure you want to create the new User Waypoint AAAAAA?’ is
displayed.
4) With ‘YES’ highlighted, press the ENT Key.
5) Highlight the Information Box and enter the latitude and longitude for the waypoint or highlight the Reference
Waypoints Box to enter a bearing and distance from another waypoint or the bearing from two other waypoints
to define the new waypoint location.
6) Press the ENT Key to accept the new waypoint.
7) Press the FMS Knob to remove the flashing cursor.
Figure 5-44 User Waypoint Information Page Menu
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Creating user waypoints from map pages:
1) Press the Joystick to activate the panning function and pan to the map location of the desired user waypoint.
2) Press the ENT Key. The User Waypoint Information Page is displayed with the captured position.
NOTE: If the pointer has highlighted a map database feature, one of three things happens upon pressing
the ENT Key: 1) information about the selected feature is displayed instead of initiating a new waypoint,
2) a menu pops up allowing a choice between ‘Review Airspaces’ or ‘Create User Waypoint”, or 3) a new
waypoint is initiated with the default name being the selected map item.
3) Enter a user waypoint name (up to six characters).
4) Press the ENT Key to accept the selected name. The first reference waypoint box is highlighted.
5) If desired, highlight the Information Box and enter the latitude and longitude for the waypoint or highlight the
Reference Waypoints Box to enter a bearing and distance from another waypoint or the bearing from two other
waypoints to define the new waypoint location.
6) Press the FMS Knob to remove the flashing cursor.
EDITING USER WAYPOINTS
Editing a user waypoint comment or location:
1) With the User Waypoint Information Page displayed, press the FMS Knob to activate the cursor.
2) Move the cursor to the desired field.
3) Turn the small FMS Knob to make any changes.
4) Press the ENT Key to accept the changes.
5) Press the FMS Knob to remove the flashing cursor.
Renaming user waypoints:
1) Highlight a user waypoint in the User Waypoint List. Press the RENAME Softkey, or press the MENU Key and
select ‘Rename User Waypoint’
2) Enter a new name.
3) Press the ENT Key. The message ‘Do you want to rename the user waypoint AAAAAA to BBBBBB?’ is
displayed.
4) With ‘YES’ highlighted, press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.
Changing the location of an existing waypoint to the aircraft present position:
1) Enter a waypoint name or select the waypoint in the User Waypoint List, then press the ENT Key.
2) Press the MENU Key.
3) Select ‘Use Present Position’.
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4) Press the ENT Key twice. The new waypoint’s location is saved.
5) Press the FMS Knob to remove the flashing cursor.
A system generated comment for a user waypoint incorporates the reference waypoint identifier, bearing,
and distance. If a system generated comment has been edited, a new comment can be generated.
Resetting the comment field to the system generated comment:
1) Enter a waypoint name or select the waypoint in the User Waypoint List, then press the ENT Key.
2) Press the MENU Key.
3) Select ‘Auto Comment’.
4) Press the ENT Key. The generated comment is based on the reference point used to define the waypoint.
DELETING USER WAYPOINTS
Deleting a single user waypoint
1) Highlight a User Waypoint in the User Waypoint List, or enter a waypoint in the User Waypoint field.
2) Press the DELETE Softkey or press the CLR Key. ‘Yes’ is highlighted in the confirmation window.
3) Press the ENT Key.
4) Press the FMS Knob to remove the flashing cursor.
Or:
1) Highlight a User Waypoint in the User Waypoint List, or enter a waypoint in the User Waypoint field.
2) Press the MENU Key.
3) Select ‘Delete User Waypoint’.
4) Press the ENT Key twice to confirm the selection.
5) Press the FMS Knob to remove the flashing cursor.
Deleting all user waypoints
1) Highlight a User Waypoint in the User Waypoint List.
2) Press the MENU Key.
3) Select ‘Delete All User Waypoints’
4) Press the ENT Key twice to confirm the selection..
5) Press the FMS Knob to remove the flashing cursor.
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5.4 AIRSPACES
The G1000 can display the following types of airspaces: Class B/TMA, Class C:TCA, Class D, Restricted, MOA
(Military), Other Airspace, Air Defense Interdiction Zone (ADIZ), and Temporary Flight Restriction (TFR).
Class D Airspace
MOA (Military)
Class B Airspace
Restricted Area
TFR
Class C Airspace
Alert Area
ADIZ
Warning Area
Figure 5-45 Airspaces
The Nearest Airspaces Page, Airspace Alerts Window, and Airspace Alerts on the PFD provide additional
information about airspaces and the location of the aircraft in relationship to them.
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The Airspace Alerts Box allows the pilot to turn the controlled/special-use airspace message alerts on or off.
This does not affect the alerts listed on the Nearest Airspaces Page or the airspace boundaries depicted on the
Navigation Map Page. It simply turns on/off the warning provided when the aircraft is approaching or near an
airspace.
An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For example,
if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an alert message is
not generated, but if the aircraft is less than 500 feet above/below an airspace and projected to enter it, the pilot
is notified with an alert message. The default setting for the altitude buffer is 200 feet.
Changing the altitude buffer distance setting:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the altitude buffer field in the Airspace Alerts Box.
4) Use the FMS Knob to enter an altitude buffer value and press the ENT Key.
Turning an airspace alert on or off:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the desired field in the Airspace Alerts Box.
4) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
Airspace Alerts Box
- Airspace Altitude Buffer
- Alert On/Off
(Default Settings Shown)
DFLTS Softkey
Figure 5-46 System Setup Page - Airspace Alerts
Map ranges for the airspace boundaries are selected from the Aviation Group in the Map Setup Menu: See Table
5-2 for the default and maximum ranges for each type of airspace and the symbol used to define the airspace
area.
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The Nearest Airspaces Page can be used to quickly find airspaces close to the flight path. In addition, a selected
frequency associated with the airspace can be loaded from the Nearest Airspaces Page. In addition to displaying
a map of airspace boundaries and surrounding area, the Nearest Airspaces Page displays airspace information in
four boxes labeled ‘AIRSPACE ALERTS’, ‘AIRSPACE, AGENCY’, VERTICAL LIMITS’, and ‘FREQUENCIES’.
Airspace Alerts Info
- Name
- Proximity (Ahead, Inside,
Ahead < 2nm, Within 2nm)
- Time till Intercept (only if
Ahead or Ahead < 2nm
Airspace/Agency Info
Airspace 1
- Airspace Type
- Controlling Agency
Airspace Vertical Limits
- Ceiling
- Floor
Airspace 2
Associated Frequencies
- Type
- Availability/Info
- Frequency
Softkeys
Figure 5-47 Nearest Airspaces Page
Airspace alerts and associated frequencies are shown in scrollable lists on the Nearest Airspaces Page. The
ALERTS and FREQ softkeys place the cursor in the respective list. The FREQ Softkey is enabled only if one or
more frequencies exist for a selected airspace.
Selecting and viewing an airspace alert with its associated information:
1) Select the Nearest Airspace Page.
2) Press the ALERTS Softkey; or press the FMS Knob; or press the MENU Key, highlight ‘Select Alerts Window’,
and press the ENT Key. The cursor is placed in the ‘AIRSPACE ALERTS’ Box.
3) Select the desired airspace.
4) Press the FMS Knob to remove the flashing cursor.
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Pressing the PFD ALERTS Softkey displays the message window on the PFD. The following airspace alerts are
displayed in the message window:
Message
INSIDE ARSPC – Inside airspace.
ARSPC AHEAD – Airspace ahead –
less than 10 minutes.
ARSPC NEAR – Airspace near and
ahead.
ARSPC NEAR – Airspace near
– less than 2 nm.
Comments
The aircraft is inside the special use airspace.
Special use airspace is ahead of aircraft. The aircraft penetrates the airspace within 10
minutes.
Special use airspace is near and ahead of the aircraft position.
Special use airspace is within 2 nm of the aircraft position.
Table 5-6 PFD Airspace Alert Messages
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5.5 DIRECT-TO-NAVIGATION
The Direct-to method of navigation, initiated by pressing the Direct-to Key on either the MFD or PFD, is
quicker to use than a flight plan when the desire is to navigate to a single point such as a nearby airport.
Once a direct-to is activated, the G1000 establishes a point-to-point course line from the present position to the
selected direct-to destination. Course guidance is provided until the direct-to is replaced with a new direct-to or
flight plan, or cancelled.
A vertical navigation (VNV) direct-to creates a descent path (and provides guidance to stay on the path) from
the current altitude to a selected altitude at the direct-to waypoint. Vertical navigation is based on barometric
altitudes, not on GPS altitude, and is used for cruise and descent phases of flight.
The Direct-to Window allows selection and activation of direct-to navigation. The Direct-to Window displays
selected direct-to waypoint data on the PFD and the MFD.
Direct-to Point Info
- Identifier/Symbol/Region
- Facility Name
- City
VNV Constraints
- Altitude at Arrival
- Along Track Offset
Map of Selected Point
Location of Destination
- Bearing/Distance
Desired Course
Figure 5-48 Direct-to Window - MFD
Direct-to Point Info
- Identifier/Symbol/City
- Facility Name
VNV Constraints
- Altitude at Arrival
- Along Track Offset
Direct-to Point Info
- Bearing/Distance
- Desired Course
Activation Command
Figure 5-49 Direct-to Window - PFD
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Any waypoint can be entered as a direct-to destination from the Direct-to Window.
Entering a waypoint identifier, facility name, or city as a direct-to destination:
1) Press the Direct-to Key. The Direct-to Window is displayed (with the active flight plan wayoint as the default
selection or a blank waypoint field if no flight plan is active).
2) Turn the small FMS Knob clockwise to begin entering a waypoint identifier (turning it counter-clockwise brings
up the waypoint selection submenu - press the CLR Key to remove it), or turn the large FMS Knob to select the
facility name, or city field and turn the small FMS Knob to begin entering a facility name or city. If duplicate
entries exist for the entered facility or city name, additional entries can be viewed by turning the small FMS
Knob during the selection process.
3) Press the ENT Key. The ‘Activate?’ field is highlighted.
4) Press the ENT Key to activate the direct-to.
Any waypoint contained in the active flight plan can be selected as a direct-to waypoint from the Direct-to
Window, the Active Flight Plan Page, or the Active Flight Plan Window.
Waypoint Submenu
- Flight Plan Waypoints
- Nearest Waypoints
- Recent Waypoints
- Airway Waypoints
(only available when
active leg is part of an
airway)
Figure 5-50 Waypoint Submenu
Selecting an active flight plan waypoint as a direct-to destination:
1) While navigating an active flight plan, press the Direct-to Key. The Direct-to Window is displayed with the
active flight plan waypoint as the default selection.
2) Turn the small FMS Knob counter-clockwise to display a list of flight plan waypoints (the FPL list is populated
only when navigating a flight plan).
3) Select the desired waypoint.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press ENT again to activate the direct-to.
Or:
1) Select the Active Flight Plan Page on the MFD, or the Active Flight Plan Window on the PFD.
2) Select the desired waypoint.
3) Press the Direct-to Key.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.
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Any NRST, RECENT, or AIRWAY waypoints can be selected as a direct-to destination in the Direct-to Window.
Selecting a NRST, RECENT, or AIRWAY waypoint as a direct-to destination:
1) Press the Direct-to Key. The Direct-to Window is displayed (with the active flight plan destination as the
default selection or a blank destination if no flight plan is active).
2) Turn the small FMS Knob counter-clockwise to display a list of FPL waypoints (the FPL list is populated only
when navigating a flight plan, and the AIRWAY list is available only when the active leg is part of an airway).
3) Turn the small FMS Knob clockwise to display the NRST, RECENT, or AIRWAY waypoints
4) Turn the large FMS Knob clockwise to select the desired waypoint.
5) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
6) Press the ENT Key again to activate the direct-to.
The Direct-to Window can be displayed from any page and allows selection and activation of direct-to navigation.
If the direct-to is initiated from any page except the WPT pages, the default waypoint is the active flight plan
waypoint (if a flight plan is active) or a blank waypoint field. Direct-to requests on any WPT page defaults to the
displayed waypoint.
Selecting any waypoint as a direct-to destination:
1) Select the page or window containing the desired waypoint type and select the desired waypoint.
2) Press the Direct-to Key to display the Direct-to Window with the selected waypoint as the direct-to
destination.
3) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
4) Press ENT again to activate the direct-to.
Selecting a nearby airport as a direct-to destination:
1) Select the NRST Softkey on the PFD; or turn the FMS Knob to display the Nearest Airports Page.
2) Select the desired airport (the nearest one is already selected).
3) Press the Direct-to Key.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.
Direct-to destinations may also be selected by using the pointer on the navigation map pages. If no airport,
NAVAID, or user waypoint exists at the desired location, a temporary waypoint named ‘MAPWPT’ is automatically
created at the location of the map arrow.
Selecting a waypoint as a direct-to destination using the pointer:
1) From a navigation map page, press the Joystick to display the pointer.
2) Move the Joystick to place the pointer at the desired destination location.
3) If the pointer is placed on an existing airport, NAVAID, or user waypoint, the waypoint name is highlighted.
4) Press the Direct-to Key to display the Direct-to Window with the selected point entered as the direct-to
destination.
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5) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
6) Press the ENT Key again to activate the direct-to.
Cancelling a Direct-to:
1) Press the Direct-to Key to display the Direct-to Window.
2) Press the MENU Key.
3) With ‘Cancel Direct-To NAV’ highlighted, press the ENT Key. If a flight plan is still active, the G1000 resumes
navigating the flight plan along the closest leg.
Page Menu
- Cancel Direct-To
Navigation
Figure 5-51 Direct-to Window - Cancelling Direct-to Navigation
When navigating a direct-to, the G1000 sets a direct great circle course to the selected destination. The course
to a destination can also be manually selected using the course field (‘COURSE’) on the Direct-to Window.
Selecting a manual direct-to course:
1) Press the Direct-to Key. The Direct-to Window is displayed with the destination field highlighted.
2) Highlight the course field.
3) Enter the desired course.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.
Reselecting the direct course from the current position:
1) Press the Direct-to Key. The Direct-to Window is displayed with the destination field highlighted.
2) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
3) Press the ENT Key again to activate the direct-to.
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A direct-to with altitude constraints creates a descent path (and provides guidance to stay on the path) from
the aircraft’s current altitude to the altitude of the direct-to waypoint. The altitude is reached at the waypoint,
or at the specified distance along the flight path if an offset distance has been entered. All VNV altitudes prior
to the direct-to destination are removed from the active flight plan upon successful activation of the direct-to.
All VNV altitudes following the direct-to waypoint are retained. See the section on Vertical Navigation for more
information regarding the use and purpose of VNV altitudes and offset distances.
Entering a VNV altitude and along-track offset for the waypoint:
1) Press the Direct-to Key to display the Direct-to Window.
2) Turn the large FMS Knob to place the cursor over the ‘VNV’ altitude field.
3) Enter the desired altitude.
4) Press the ENT Key. The option to select MSL or AGL is now displayed.
5) Turn the small FMS Knob to select ‘MSL’ or ‘AGL’.
6) Press the ENT Key. The cursor is now flashing in the VNV offset distance field.
7) Enter the desired distance along-track before (-) or after (+) the offset waypoint.
8) Press the ENT Key. The ‘Activate?’ field is highlighted.
9) Press the ENT Key to activate.
Removing a VNV altitude constraint:
1) Press the Direct-to Key to display the Direct-to Window.
2) Press the MENU Key.
3) With ‘Clear Vertical Constraints’ highlighted, press the ENT Key.
Page Menu
- Clear Vertical Navigation
Constraints
Figure 5-52 Direct-to Window - Clearing Vertical Constraints
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5.6 FLIGHT PLANNING
Flight planning on the G1000 consists of building a flight plan by entering waypoints one at a time, adding
waypoints along airways, and inserting departures, airways, arrivals, or approaches as needed. The G1000 allows
flight planning information to be entered from either the MFD or PFD. The flight plan is displayed on maps using
different line widths, colors, and types, based on the type of leg and the segment of the flight plan currently being
flown (departure, enroute, arrival, approach, or missed approach).
Flight Plan Leg Type
Symbol
Active non-heading Leg
Active heading Leg
Non-heading Leg in the current flight segment
Heading Leg not in the current flight segment
Non-heading leg not in the active flight segment
Turn Anticipation Arc
Table 5-7 Flight Plan Leg Symbols
Up to 99 flight plans with up to 99 waypoints each can be created and stored in memory. One flight plan can be
activated at a time and becomes the active flight plan. The active flight plan is erased when the system is turned
off and overwritten when another flight plan is activated. When storing flight plans with an approach, departure,
or arrival, the G1000 uses the waypoint information from the current database to define the waypoints. If the
database is changed or updated, the G1000 automatically updates the information if the procedure has not been
modified. If an approach, departure, or arrival procedure is no longer available, the procedure is deleted from the
affected stored flight plan(s), and an alert is displayed (see Miscellaneous System Messages) advising that one or
more stored flight plans need to be edited.
Whenever an approach, departure, or arrival procedure is loaded into the active flight plan, a set of approach,
departure, or arrival waypoints is inserted into the flight plan along with a header line describing the instrument
procedure the pilot selected. The original enroute portion of the flight plan remains active (unless an instrument
procedure is activated) when the procedure is loaded.
When the database is updated, the airways need to be reloaded also. Each airway segment is reloaded from
the database given the entry waypoint, the airway identifier and the exit waypoint. This re-loads the sequence of
waypoints between the entry and exit waypoints (the sequence may change when the database is updated). The
update of an airway can fail during this process. If that happens, the airway waypoints are changed to regular
(non-airway) flight plan waypoints, and an alert is displayed (see Miscellaneous System Messages).
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The following could cause the airway update to fail:
• Airway identifier, entry waypoint or exit waypoint not found in the new database.
• Airway entry/exit waypoint is not an acceptable waypoint for the airway – either the waypoint is no longer on
the airway, or there is a new directional restriction that prevents it being used.
• Loading the new airway sequence would exceed the capacity of the flight plan.
FLIGHT PLAN CREATION
There are three methods to create or modify a flight plan:
• Active Flight Plan Page on the MFD (create/modify the active flight plan)
• Active Flight Plan Window on the PFD (create/modify the active flight plan)
• Flight Plan Catalog Page on the MFD (create/modify a stored flight plan)
Active FPL Waypoint List
- Comment
- Procedure Header
- Waypoint Identifier
- Airway Identifier
- Desired Track to Waypoint
- Distance to Waypoint
- Waypoint Altitude Constraint
Active Flight
Plan Leg
Vertical Navigation Profile
- Active Vertical WPT Alt/ID
- Vertical Speed Target
- Flight Path Angle
- Vertical Speed Target
- Time to Top of Descent
- Vertical Deviation
Turn Anticipation Arc
Non-Active,
Flight Plan Leg
Figure 5-53 Active Flight Plan Page
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Active Flight Plan Comment
Active Flight
Plan Leg
Active Flight Plan Waypoint List
- Waypoint ID
- Desired Track to Waypoint
- Distance to Waypoint
- Airway Identifier
Figure 5-54 Active Flight Plan Window on PFD
Catalog Contents
- # Used
- # Empty
Flight Plan List
- Comment
Selected Flight
Plan Map
Selected FPL Info
- Departure Waypoint
- Destination Waypoint
- Total Flight Plan Distance
- Enroute Safe Altitude
Softkeys
Figure 5-55 Flight Plan Catalog Page
The active flight plan is listed on the active Flight Plan Page on the MFD, and in the Active Flight Plan
Window on the PFD. It is the flight plan to which the G1000 is currently providing guidance, and is shown
on the navigation maps. Stored flight plans are listed on the Flight Plan Catalog Page, and are available for
activation (becomes the active flight plan).
Creating an active flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (only on MFD).
3) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window with a
waypoint selection submenu allowing selection of active flight plan, nearest, recent, or airway waypoints).
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4) Enter the identifier, facility, or city name of the departure waypoint or select a waypoint from the submenu of
waypoints and press the ENT Key. The active flight plan is modified as each waypoint is entered.
5) Repeat step numbers 3 and 4 to enter each additional flight plan waypoint.
6) When all waypoints have been entered, press the FMS Knob to remove the cursor.
Creating a stored flight plan:
1) Press the FPL Key.
2) Turn the small FMS Knob clockwise to display the Flight Plan Catalog Page.
3) Press the NEW Softkey; or press the MENU Key, highlight ‘Create New Flight Plan’, and press the ENT Key to
display a blank flight plan for the first empty storage location.
4) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window with a
waypoint selection submenu allowing selection of active flight plan, nearest, recent, or airway waypoints).
5) Enter the identifier, facility, or city name of the departure waypoint or select a waypoint from the submenu of
waypoints and press the ENT Key.
6) Repeat step numbers 4 and 5 to enter each additional flight plan waypoint.
7) When all waypoints have been entered, press the FMS Knob to return to the Flight Plan Catalog Page. The new
flight plan is now in the list.
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ADDING WAYPOINTS TO AN EXISTING FLIGHT PLAN
Waypoints can be added to the active flight plan or any stored flight plan. Choose the flight plan, select the
desired point of insertion, enter the waypoint, and it is added in front of the selected waypoint. Flight plans
are limited to 99 waypoints (including waypoints within airways and procedures). If the number of waypoints
in the flight plan exceeds 99, the message “Flight plan is full. Remove unnecessary waypoints.” appears and the
new waypoint(s) are not added to the flight plan.
Stored Flight Plan Selected
- Memory Slot
- Comment
- Procedure Identifier
- Waypoint Identifier
- Airway Identifier
- Desired Track to Waypoint
- Distance to Waypoint
- Waypoint Altitude Constraint
Softkeys
Figure 5-56 Stored Flight Plan Page
Flight Plan Full Message
Figure 5-57 Active Flight Plan Page - FPL Full
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Adding a waypoint to a stored flight plan:
1) On the Flight Plan Catalog Page, press the FMS Knob to activate the cursor.
2) Highlight the desired flight plan.
3) Press the EDIT Softkey; or press the ENT Key, turn the large FMS Knob clockwise to select “EDIT” and press the
ENT Key. The Stored Flight Plan Page is displayed.
4) Select the point in the flight plan to add the new waypoint. The new waypoint is placed directly in front of the
highlighted waypoint.
5) Enter the identifier, facility, or city of the new waypoint.
6) Press the ENT Key. The new waypoint now exists in the flight plan.
NOTE: If the identifier entered in the Waypoint Information Window has duplicates, a Duplicate Waypoint
Window is displayed. Use the FMS Knob to select the correct waypoint.
Figure 5-58 Duplicate Waypoints Window
Adding a waypoint to the active flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (not required on the PFD).
3) Select the point in the flight plan before which to add the new waypoint. The new waypoint is placed directly
in front of the highlighted waypoint.
4) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window with a
waypoint selection submenu allowing selection of active flight plan, nearest, recent, or airway waypoints).
5) Enter the identifier, facility, or city name of the departure waypoint or select a waypoint from the submenu of
waypoints and press the ENT Key. The active flight plan is modified as each waypoint is entered.
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Creating and adding user waypoints to the active flight plan:
1) Press the Joystick to activate the panning function on the Active Flight Plan Page and pan to the map location
of the desired user waypoint.
2) Press the LD WPT Softkey; or press the MENU Key, select ‘Load Waypoint’, and press the ENT Key. The user
waypoint is created with a name of USRxxx (using the next available in sequence) and is added to the end of
the active flight plan.
ADDING AIRWAYS TO A FLIGHT PLAN
Airways can be added to the active flight plan or any stored flight plan. Choose a flight plan (add the desired
airway entry point if not already in the flight plan), select the waypoint after the desired airway entry point,
select the airway, and it is added in front of the selected waypoint. An airway can only be loaded if there is a
waypoint in the flight plan that is part of the desired airway and is not part of an arrival or approach procedure.
The G1000 also anticipates the desired airway and exit point based on loaded flight plan waypoints.
Airway Entry Waypoint
Selected Airway
Airways Available at TOP
Airway Waypoint
Sequence
Preview of
Selected Airway
Figure 5-59 Select Airway Page - Selecting Airway
Adding an airway to a flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (not required on the PFD).
3) Turn the large FMS Knob to highlight the waypoint after the desired airway entry point. If this waypoint is not
a valid airway entry point, a valid entry point should be entered at this time.
4) Turn the small FMS Knob one click clockwise and press the LD AIRWY Softkey, or press the MENU Key and
select “Load Airway”. The Select Airway Page is displayed. The LD AIRWY Softkey or the “Load Airway” menu
item is available only when a valid airway entry waypoint has been chosen (the waypoint ahead of the cursor
position).
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5) Turn the FMS Knob to select the desired airway from the list, and press the ENT Key. Low altitude airways are
shown first in the list, followed by “all” altitude airways, and then high altitude airways.
6) Turn the FMS Knob to select the desired airway exit point from the list, and press the ENT Key. ‘LOAD?’ is
highlighted.
7) Press the ENT Key. The system returns to editing the flight plan with the new airway inserted.
Airway Entry Waypoint
Selected Airway
Selected Exit Point
Preview of
Selected Airway
Selected Airway
Exit Point
Airway Exit Points
Available
Figure 5-60 Select Airway Page - Selecting Exit Point
Inserted Airway Header
- Airway Identifier: [airway
identifier].[exit waypoint identifier]
(e.g., V4.SLN)
Figure 5-61 Active Flight Plan Page - Airway Inserted
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RESTRICTIONS ON ADDING AIRWAYS
Some airways have directional restrictions on all or part of the route. Airway “A2” in Europe has a directional
restriction over the whole route such that it can be flown only in the direction MTD-ABB-BNE-DEVAL.
Airway “UR975” in North Africa has more complicated directional restrictions within the list of airway
waypoints AMANO, VAKOR, LIBRO NELDA, DIRKA, GZO, KOSET, and SARKI:
• Starting from AMANO, the airway can be flown only to LIBRO.
• Starting from SARKI, the airway can be flown only to LIBRO.
• Between NELDA and GZO, the airway can be flown in either direction.
In the US, airways that are “one-way” for specified hours of operation are not uncommon. These airways
are always bidirectional in the G1000 database.
The system only allows correct airway sequences to be inserted. If the pilot subsequently inverts the flight
plan, the system inverts the airway waypoint sequence and removes the airway header.
ADDING PROCEDURES TO A STORED FLIGHT PLAN
The G1000 allows the pilot to insert pre-defined instrument procedures from the navigation database into a
flight plan. The procedures are designed to facilitate routing of traffic leaving an airport (departure), arriving at
an airport (arrival), and landing at an airport (approach). See the procedures section for more details.
Flight Plan Name
Flight Plan
Waypoint List
Softkeys
Load Departure Load Arrival Load Approach Activate Flight Plan
Figure 5-62 Stored Flight Plan Page
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DEPARTURE (DP)
A Departure Procedure (DP) is loaded at the departure airport in the flight plan. Only one departure can
be loaded at a time in a flight plan. The route is defined by selection of a departure, the transition waypoints,
and a runway.
Departure Airport
Selected
Departure
Departures Available at
KMKC
Preview of
Selected
Departure
Departure Waypoint
Sequence
Figure 5-63 Departure Loading Page - Selecting the Departure
Loading a departure procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press the EDIT Softkey; or press the MENU Key, select ‘EDIT FLIGHT PLAN’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Press the LD DP Softkey; or press the MENU Key, select “Load Departure”, and press the ENT Key. The
Departure Loading Page is displayed.
4) Select a departure. Press the ENT Key.
5) Select a transition for the selected departure. Press the ENT Key.
6) Select a runway served by the selected departure, if required. Press the ENT Key.
7) Press the ENT Key to load the selected departure procedure.
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Departure Airport
Selected
Departure
Selected Runway
Preview of
Selected
Departure
Selected Transition
Departure Transition
Points Available
Selected
Departure End
Point
Figure 5-64 Departure Loading Page - Selecting Transition
Inserted Departure Header
- Departure Identifier: [departure
airport]-[departure runway].
[departure transition].
[departure end point]
(e.g., KMKC-ALL.TIFTO2.TIFTO)
Figure 5-65 Stored Flight Plan Page - Departure Inserted
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ARRIVAL (STAR)
A Standard Terminal Arrival (STAR) is loaded at the destination airport in the flight plan. Only one arrival
can be loaded at a time in a flight plan. The route is defined by selection of an arrival, the transition waypoints,
and a runway.
Destination Airport
Selected Arrival
Arrivals Available at
KCOS
Selected Runway
Arrival Waypoint
Sequence
Preview of
Selected Arrival
Figure 5-66 Arrival Loading Page - Selecting the Arrival
Loading an arrival procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press the EDIT Softkey; or press the MENU Key, select ‘EDIT FLIGHT PLAN’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Press the LD STAR Softkey; or press the MENU Key, select “Load Arrival”, and press the ENT Key. The Arrival
Loading Page is displayed.
4) Select an arrival. Press the ENT Key.
5) Select a transition for the selected arrival. Press the ENT Key.
6) Select a runway served by the selected arrival, if required. Press the ENT Key.
7) Press the ENT Key to load the selected arrival procedure.
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Destination Airport
Selected Arrival
Selected Transition
Transitions Available
with DBRY1
Arrival Waypoint
Sequence
Preview of
Selected Arrival
Figure 5-67 Arrival Loading Page - Selecting the Transition
Inserted Arrival Header
- Arrival Identifier:
[arrival airport]-[arrival transition].
[arrival].[arrival runway]
(e.g., KCOS-ALS.DBRY1.ALL)
Figure 5-68 Stored Flight Plan Page - Arrival Inserted
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APPROACH (APPR)
An Approach Procedure (APPR) can be loaded at any airport that has an approach available. Only one
approach can be loaded at a time in a flight plan. The route for a selected approach is defined by designating
transition waypoints.
Destination Airport
Selected
Approach
Approaches Available
at KCOS
Preview of
Selected
Approach
Approach Waypoint
Sequence
Figure 5-69 Approach Loading Page - Selecting the Approach
Loading an approach procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press the EDIT Softkey; or press the MENU Key, select ‘EDIT FLIGHT PLAN’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Press the LD APR Softkey; or press the MENU Key, select “Load Approach”, and press the ENT Key. The
Approach Loading Page is displayed.
4) Select an approach. Press the ENT Key.
5) Select a transition for the selected arrival. Press the ENT Key.
6) Press the ENT Key to load the selected approval procedure.
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Destination Airport
Selected
Approach
Selected Transition
Preview of
Selected
Approach
Transitions Available
with Selected Approach
Approach Waypoint
Sequence
Load Approach?
Figure 5-70 Approach Loading Page - Selecting the Transition
Inserted Approach Header
- Approach Identifier: [approach
airport].[runway and approach type]
Figure 5-71 Stored Flight Plan Page - Approach Inserted
FLIGHT PLAN STORAGE
The G1000 can store up to 99 flight plans, numbered 1 through 99. The active flight plan is erased when
the G1000 is powered off or when another flight plan is activated. Details about each stored flight plan can be
viewed on the Flight Plan Catalog Page and on the Stored Flight Plan Page.
Viewing information about a stored flight plan:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
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3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the desired flight plan.
4) The Flight Plan Information is displayed showing departure, destination, total distance, and enroute safe altitude
information for the selected Flight Plan.
5) Press the EDIT Softkey to open the Stored Flight Plan Page and view the waypoints in the flight plan.
6) Press the FMS Knob to exit the Stored Flight Plan Page.
Flight Plan Name
(Comment)
Selected Flight Plan
Preview of Selected
Flight Plan
Stored Flight Plan Info
- Departure Airport
- Destination Airport
- Total Flight Plan Distance
- Enroute Safe Altitude
Stored FPL Editing Softkeys
Figure 5-72 Stored Flight Plan Information
Storing an active flight plan from the Active Flight Plan Page or the Active Flight Plan Window:
1) Press the MENU Key.
2) Highlight ‘Store Flight Plan’.
3) Press the ENT Key.
4) With ‘OK’ highlighted, press the ENT Key. The flight plan is stored in the next available position in the flight
plan list on the Flight Plan Catalog Page.
SORT FLIGHT PLANS
The stored flight plans can be sorted alphanumerically based on the flight plan name (comment) assigned
to each flight plan.
Sorting by flight plan name (comment):
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the MENU Key.
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3) Highlight ‘Sort By Comment’ and press the ENT Key. A confirmation window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to change flight plan ordering. To cancel the request, press the CLR
Key, or highlight ‘CANCEL’ and press the ENT Key.
ACTIVATE A FLIGHT PLAN
Activating a stored flight plan erases the active flight plan and replaces it with the flight plan being activated.
Inverting a stored flight plan reverses the waypoint order and activates it.
Activating a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the ACTIVE Softkey; or press the MENU Key, highlight ‘Activate Flight Plan’, and press the ENT Key. The
‘Activate Stored Flight Plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Inverting and activating a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the INVERT Softkey; or press the MENU Key, highlight ‘Invert & activate FPL?’, and press the ENT Key.
The ‘Invert and activate stored flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
COPY A FLIGHT PLAN
The G1000 allows copying a flight plan into a new flight plan memory slot, allowing editing, etc., without
affecting the original flight plan. This can be used to duplicate an existing stored flight plan for use in creating
a modified version of the original stored flight plan.
Copying a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the COPY Softkey; or press the MENU Key, highlight ‘Copy Flight Plan’, and press the ENT Key. The ‘Copy
to Flight Plan XX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to copy the flight plan. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.
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DELETE A STORED FLIGHT PLAN
Individual or all stored flight plans can be deleted from the G1000 memory.
Deleting a stored flight plan:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the DELETE Softkey; press the CLR Key; or press the MENU Key, highlight ‘Delete Flight Plan’, and press
the ENT Key. The ‘Delete Flight Plan XX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to delete the flight plan. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.
Deleting all stored flight plans:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the MENU Key.
3) Highlight ‘Delete All’ and press the ENT Key. A ‘Delete all flight plans?’ confirmation window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to delete all flight plans. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.
FLIGHT PLAN EDITING
The active flight plan or any stored flight plan can be edited. The edits made to the active flight plan affect
navigation as soon as they are entered.
DELETING THE ACTIVE FLIGHT PLAN
The G1000 allows deleting an active flight plan. Deleting the active flight plan suspends navigation by the
G1000.
Deleting the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key, highlight ‘Delete Flight Plan’, and press the ENT Key. The ‘Delete all waypoints in flight
plan?’ window is displayed.
3) With ‘OK’ highlighted, press the ENT Key to delete the active flight plan. To cancel the request, press the CLR
Key, or highlight ‘CANCEL’ and press the ENT Key.
DELETING FLIGHT PLAN ITEMS
Individual waypoints, entire airways, and entire procedures can be deleted from a flight plan. Some waypoints
in the final approach segment (such as the FAF or MAP) can not be deleted individually. Attempting to delete
a waypoint that is not allowed results in a window displaying ‘Invalid flight plan modification.’
Deleting an individual waypoint from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
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2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the waypoint to be deleted.
3) Press the CLR Key. The ‘Remove XXXXX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Deleting an entire airway from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the white header of the airway to be deleted.
3) Press the CLR Key. The ‘Remove <airway name>?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Deleting an entire procedure from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the white header of the procedure to be deleted.
3) Press the CLR Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key to display the Page Menu and turn the FMS Knob to highlight ‘Remove <procedure>’.
3) Press the ENT Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Deleting an individual waypoint from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the waypoint to be deleted.
6) Press the CLR Key. The ‘Remove XXXXX?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
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Deleting an entire airway from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the white header of the airway to be deleted.
6) Press the CLR Key. The ‘Remove <airway name>?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Deleting an entire procedure from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the white header of the procedure to be deleted.
6) Press the CLR Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Press the MENU Key to display the Page Menu and turn the FMS Knob to highlight ‘Remove <procedure>’.
6) Press the ENT Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
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CHANGING FLIGHT PLAN COMMENTS (NAMES)
The comment field (or name) of each flight plan can be changed to something that is useful for identification
and sorting.
Changing the active flight plan comment:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Press the FMS Knob to activate the cursor and turn the large FMS Knob to highlight the comment field.
3) Use the FMS Knobs to edit the comment.
4) Press the ENT Key to accept the changes.
Changing a stored flight plan comment:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the comment field.
6) Use the FMS Knobs to edit the comment.
7) Press the ENT Key to accept the changes.
ALONG TRACK OFFSETS
A waypoint having an “along track offset” distance from an existing waypoint can be entered into a flight plan.
Along track offset waypoints lie along the path of the existing flight plan, and can be used to make the system
reach a specified altitude before or after reaching the specified flight plan waypoint. Offset distances can be
entered from 1 to 99 nm in increments of 1 nm. Entering a negative offset distance results in an along track
offset waypoint inserted before the selected waypoint, whereas entering a positive offset distance results in an
along track offset waypoint inserted after the selected waypoint. Multiple offset waypoints are allowed.
A waypoint must be adjacent to its parent waypoint in the flight plan, so the system limits the along-track
distance to less than the length of the leg before or after the selected waypoint. If the selected waypoint is the
active waypoint, the distance is limited to less than the distance to go to the active waypoint. Assigning an along
track offset to a leg with indeterminate length is not permitted. An along track offset is not allowed at or after
the final approach fix of an approach.
An along track offset distance cannot be modified once entered. If the along track offset distance must be
changed, the existing along track offset waypoint must be deleted and a new one created with the new offset
distance.
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Along Track Offset
Waypoint and
Distance from Flight
Plan Waypoint
Along Track
Offset Waypoint
and Distance
Figure 5-73 Along Track Offset
Entering an along track offset distance:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the waypoint for the along track offset.
3) Press the ATK OFST Softkey (MFD only); or press the MENU Key, highlight ‘Create ATK Offset Waypoint’, and
press the ENT Key.
4) Enter a positive or negative offset distance in the range of +/- 1 to 99 nm.
5) Press the ENT Key to create the offset waypoint.
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PARALLEL TRACK
The Parallel Track (PTK) feature allows creation of a parallel course offset of 1 to 50 nm left or right of the
current flight plan. When Parallel Track is activated, the course line drawn on the map pages shows the parallel
course, and waypoint names have a lower case “p” placed after the identifier.
Using direct-to, loading an approach, a holding pattern, or editing and activating the flight plan automatically
cancels Parallel Track. Parallel Track is also cancelled if a course change occurs greater than 120° or the parallel
tracks overlap as a result of the course change.
NOTE: Vertical navigation is unavailable while the Parallel Track feature is active.
Active Flight Plan prior to
Parallel Track
Selecting Parallel
Track
Figure 5-74 Active Flight Plan Window - Selecting Parallel Track
Activating parallel track:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, highlight ‘Parallel Track’, and press the ENT Key. The Parallel Track Window is displayed
with the direction field highlighted.
3) Turn the small FMS Knob to select ‘Left’ or ‘Right’ and press the ENT Key. The ‘DISTANCE’ field is highlighted.
4) Turn the small FMS Knob to enter a distance from 1-99 nm and press the ENT Key. ‘ACTIVATE PARALLEL
TRACK’ is highlighted.
5) Press the ENT Key to activate parallel track. Press the FMS Knob or the CLR Key to cancel the parallel track
activation.
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Offset Direction
Offset Distance
Activation Prompt
Figure 5-75 Parallel Track Window
Parallel Track Waypoints
- TIFTO-p
- TOP-p
- SLN-p
- HYS-p
- LAA-p
Activating Parallel Track
affects the entire active
flight segment (e.g.,
enroute)
Parallel Track
Original Track
Figure 5-76 Parallel Track Active
If the parallel track proposed by the offset direction and distance is not allowed by the system, the activation
prompt is displayed, but disabled. Parallel Track cannot be activated if a course is set using direct-to or if the
active leg is the first leg of the departure procedure. Attempting to activate parallel track with these conditions
results in the message ‘Parallel Track Unavailable Invalid Route Geometry’. If an approach leg is active the status
indicates that the system is unable to activate the parallel track with the message ‘Parallel Track Unavailable
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Approach Leg Active’. If the offset direction and distance results in an unreasonable route geometry the status
indicates that the system is unable to activate the parallel track because of invalid geometry.
Subdued Prompt
(Unavailable)
Unavailable Status
Invalid
Geometry
Approach
Active
Figure 5-77 Parallel Track Unavailable
If the active leg is not a track between two fixes (TF) or a course to a fix (DF) leg, the status
indicates that the system is unable to activate the parallel track because parallel track is not available for the
active leg type.
Offset Direction &
Distance Subdued
(Unavailable)
Cancel Prompt
Active Status
Figure 5-78 Cancelling Parallel Track
Cancelling parallel track:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, highlight ‘Parallel Track’, and press the ENT Key. The Parallel Track Window is displayed
with ‘CANCEL PARALLEL TRACK?’ highlighted.
3) Press the ENT Key.
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ACTIVATING A FLIGHT PLAN LEG
The G1000 allows selection of a highlighted leg as the “active leg” (the flight plan leg which is currently
used for navigation guidance).
Activating a flight plan leg:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the destination waypoint for the desired leg.
3) Press the ACT LEG Softkey (MFD only); or press the MENU Key, highlight ‘Activate Leg’, and press the ENT Key.
A confirmation window is displayed with ‘ACTIVATE’ highlighted.
4) Press the ENT Key to activate the flight plan leg. To cancel, press the CLR Key, or highlight ‘CANCEL’ and press
the ENT Key.
Current Active Leg
Selected Destination
Waypoint
Activate Leg Softkey
Figure 5-79 Active Flight Plan Page - Selecting the Leg Destination Waypoint
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New Active
Flight Plan Leg
Confirmation Window
Figure 5-80 Active Flight Plan Page - New Active Leg
INVERTING A FLIGHT PLAN
Any flight plan may be inverted (reversed) for navigation back to the original departure point.
Inverting the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, highlight ‘Invert Flight Plan’, and press the ENT Key. An ‘Invert Active Flight Plan?’
confirmation window is displayed.
3) Select ‘OK’.
4) Press the ENT Key to invert and activate the active flight plan. To cancel, press the CLR Key, or highlight
‘CANCEL’ and press the ENT Key.
Inverting and activating a stored flight plan:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be inverted.
4) Press the INVERT Softkey; or press the MENU Key, select ‘Invert & Activate Flight Plan’ and press the ENT Key.
An ‘Invert and activate stored flight plan?’ confirmation window is displayed.
5) Select ‘OK’.
6) Press the ENT Key to invert and activate the stored flight plan. To cancel, press the CLR Key, or highlight
‘CANCEL’ and press the ENT Key.
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FLIGHT PLAN VIEWS
Information about flight plans can be viewed in more than one way. The active flight plan can be configured
to show cumulative distance over the length of the flight plan or the distance for each leg of the flight plan;
and the active flight plan can be viewed in a narrow or wide view. In the wide view, additional information is
displayed: Fuel Remaining (FUEL REM), Estimated Time Enroute (ETE), Estimated Time of Arrival (ETA), and
Bearing to the waypoint (BRG).
Switching between leg-to-leg waypoint distance and cumulative waypoint distance:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Press the VIEW Softkey to display the CUM and LEG-LEG Softkeys.
3) Press the CUM Softkey to view cumulative waypoint distance, or press the LEG-LEG Softkey to view leg-to-leg
waypoint distance.
4) Press the BACK Softkey to return to the top level active flight plan softkeys.
Active Flight Plan Leg to Leg Distance
Active Flight Plan Cumulative Distance
WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Figure 5-81 Active Flight Plan - Leg to Leg vs. Cumulative Distance
Switching between wide and narrow view:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Press the VIEW Softkey to display the WIDE and NARROW Softkeys.
3) Press the WIDE Softkey to display the wide view, or press the NARROW Softkey to display the narrow view.
4) Press the BACK Softkey to return to the top level active flight plan softkeys.
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Active Flight Plan Leg to Leg Distance
Active Flight Plan Cumulative Distance
WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Figure 5-82 Active Flight Plan - Wide vs. Narrow View
COLLAPSING AIRWAYS
The G1000 allows airways on the active flight plan to be collapsed or expanded from the Active Flight Plan
Page/Window. When airways have been collapsed, it is indicated on the airway heading.
When airways are collapsed, leg-to-leg computed values such as DIS or ETE shown for the exit waypoint
reflects the total of all the legs on the airway that have been hidden in the collapsed display. The DTK value is
inhibited because it is not usable in this context.
The Active Flight Plan Page always keeps the following three waypoints visible: “From” waypoint, “To”
waypoint, and the “Next” waypoint. To prevent one or more of these waypoints from being hidden in a collapsed
airway segment, the airway segment that contains either the “To” or the “Next” waypoint is automatically
expanded. When an airway is loaded, airways are automatically expanded to facilitate flight plan review.
Q3.FEPOT Airway
Collapsed View
Expanded View
Figure 5-83 Expanded/Collapsed Airways
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Collapsing/expanding the airways in the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, highlight ‘Collapse Airways’ or ‘Expand Airways’, and press the ENT Key. The airways are
collapsed/expanded.
CLOSEST POINT OF FPL
‘Closest Point of FPL’ calculates the bearing and closest distance at which a flight plan passes a reference
waypoint, and creates a new user waypoint along the flight plan at the location closest to a chosen reference
waypoint.
Determining the closest point along the active flight plan to a selected waypoint:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, highlight ‘Closest Point of FPL’’, and press the ENT Key. A window appears with the
reference waypoint field highlighted.
3) Enter the identifier of the reference waypoint and press the ENT Key. The G1000 displays the bearing (BRG) and
distance (DIS) to the closest point along the flight plan to the selected reference waypoint and creates a user
waypoint at this location. The name for the new user waypoint is derived from the identifier of the reference
waypoint.
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5.7 VERTICAL NAVIGATION
NOTE: The G1000 supports vertical navigation for all lateral leg types except for CA, CI, FA, FM, HA, HM, PI,
VA, VD, VI, VR, and VM. Vertical constraints are not retained in stored flight plans.
The G1000 system Vertical Navigation (VNV) feature provides vertical profile guidance during the enroute
and teminal phases of flight. Guidance based on specified altitudes at waypoints in the active flight plan or to a
direct-to waypoint is provided. It includes vertical path guidance to a descending path, which is provided as a
linear deviation from the desired path. The desired path is defined by a line joining two waypoints with specified
altitudes or as a vertical angle from a specified waypoint/altitude. The vertical waypoints are integrated into the
active flight plan Both manual and autopilot-coupled guidance are supported.
Current Vertical Navigation Profile
Current Vertical Navigation Profile
Disabled (fields dashed)
ENBL VNV Softkey
Enabled (valid data)
CNCL VNV Softkey
Figure 5-84 Enabling/Disabling Vertical Navigation
Enabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the ENBL VNV Softkey; or press the MENU Key, highlight ‘Enable VNV’, and press the ENT Key. Vertical
navigation is enabled, and vertical guidance begins with the waypoint shown in the CURRENT VNV PROFILE box
(defaults first waypoint in the active flight plan with an altitude enabled for vertical navigation (e.g., HABUK)).
Disabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the CNCL VNV Softkey; or press the MENU Key, highlight ‘Cancel VNV’, and press the ENT Key. Vertical
navigation is disabled.
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Canceling vertical navigation results in vertical deviation (V DEV), vertical speed required (VS REQ), and time
to top of descent/bottom of descent (TIME TO TOD/BOD) going invalid. The Vertical Deviation Indicator (VDI)
and Required Vertical Speed Indication (RVSI) on the PFD are removed, and the V DEV, VS REQ, and TIME TO
TOD items displayed in the CURRENT VNV PROFILE box are dashed. VNV remains disabled until manually
enabled. Vertical guidance in reversionary mode can only be enabled for a direct-to waypoint.
The G1000 allows a vertical navigation direct-to to any waypoint in the active flight plan with an altitude
constraint “designated” for vertical guidance. Selecting the VNV Direct-to Softkey on the Active Flight Plan Page
allows the flight plan to be flown, while vertical guidance based on the altitude constraint at the VNV direct-to
waypoint is provided. The altitude change begins immediately and is spread along the flight plan from current
position to the vertical direct-to waypoint, not just along the leg for the direct-to waypoint. A direct-to with
altitude constraint activated by pressing the Direct-to Key also provides vertical guidance, but would bypass
flight plan waypoints between the current position in the flight plan and the direct-to waypoint. A top of descent
(TOD) point is computed based on the default flight path angle; descent begins once the TOD is reached.
Current Vertical Navigation Profile
Current Vertical Navigation Profile
Prior to VNV Direct-to
VNV Direct-To Softkey
After VNV Direct-to
VNV PROF Softkey
Figure 5-85 Vertical Navigation Direct-To
Activating a vertical navigation direct-to:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Turn the FMS Knob to highlight the desired waypoint.
NOTE: The selected waypoint must have a designated altitude constraint (light blue number) to be used. If
not, the first waypoint in the flight plan with a designated altitude constraint is selected.
3) Press the VNV Direct-To Softkey; or press the MENU Key, highlight ‘VNV Direct-To’, and press the ENT Key.
An ‘Activate vertical Direct-to to: NNNNNFT at XXXXXX?’ confirmation window is displayed.
4) Press the ENT Key. Vertical guidance begins to the altitude constraint for the selected waypoint.
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The vertical navigation profile can be modified by directly entering a vertical speed target (VS TGT) and/or flight
path angle (FPA) in the CURRENT VNV PROFILE box.
Modifying the VS TGT and FPA:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the VNV PROF Softkey; or press the MENU Key, highlight ‘Select VNV Profile Window’, and press the ENT
Key. The cursor is now located in the CURRENT VNV PROFILE box without having to scroll all the way through
past the end of the active flight plan.
3) Turn the FMS Knobs as needed to edit the values.
ALTITUDE CONSTRAINTS
The G1000 system can use altitude constraints associated with lateral waypoints to give guidance for vertical
navigation. These altitudes are, depending on the specific instance, manually entered or retrieved from the
published altitudes in the navigation database. The navigation database only contains altitudes for procedures
that call for “Cross at” altitudes. If the procedure states “Expect to cross at,” then the altitude is not in the
database. In this case the altitude may be entered manually.
Displayed Text
Examples
Cross AT
or ABOVE
5,000 ft
Large White Text
Large Light Blue Text
Cross AT
2,300 ft
Small Light Blue Text
Cross AT
or BELOW
3,000 ft
Small Light Blue
Subdued Text
Altitude Constraint
Examples
Small White Text with
Altitude Restriction Bar
Figure 5-86 Waypoint Altitude Constraints
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White Text
Light Blue Text
Light Blue Subdued Text
Large Altitude calculated by the system
Text estimating the altitude of the aircraft as
it passes over the navigation point. This
altitude is provided as a reference and is
not designated to be used in determining
vertical speed and deviation guidance.
Altitude has been entered manually.
Altitude is designated for use in giving
vertical speed and deviation guidance.
Altitude does not match the published
altitude in navigation database or no
published altitude exists.
The system cannot use this
altitude in determining vertical
speed and deviation guidance
because of an invalid constraint
condition
Small
Text
Altitude is designated for use in giving
vertical speed and deviation guidance.
Altitude has been retrieved from the
navigation database or has been entered
manually and matches a published
altitude in the navigation database.
The system cannot use this
altitude in determining vertical
speed and deviation guidance
because of an invalid constraint
condition
Altitude is not designated to be used in
determining vertical speed and deviation
guidance. Altitude has been retrieved
from the navigation database and is
provided as a reference.
Table 5-8 Altitude Constraint Size and Color Coding
Altitudes associated with approach procedures are “auto-designated”. This means the system automatically
uses the altitudes loaded with the approach for giving vertical speed and deviation guidance. Note that these
altitudes are displayed as blue text up to, but not including the FAF. The FAF is always a “reference only”
altitude and cannot be designated, unless the selected approach does not provide vertical guidance. In this case,
the FAF altitude can be designated.
Altitudes that have been designated for use in vertical guidance can be “un-designated” using the CLR Key.
The altitude is now displayed only as a reference. It is not used to give vertical guidance. Other displayed
altitudes may change due to re-calculations or be rendered invalid as a result of manually changing an altitude
to a non-designated altitude.
Designating a waypoint altitude to be used for vertical guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude.
3) Turn the small FMS Knob to enter editing mode.
4) Press the ENT Key. The altitude is now shown in blue, indicating it is usable for vertical guidance.
Designating a procedure waypoint altitude to be used for vertical guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude.
3) Press the ENT Key. The altitude is now shown in blue, indicating it is usable for vertical guidance.
Altitude constraints are displayed and entered in feet mean sea level (MSL) values to the nearest hundred. An
altitude constraint in feet above ground level (AGL) format is supported for airports. When a database altitude
restriction is displayed, the G1000 allows entry of a different altitude when creating a waypoint, effectively
overriding the database restriction (only before the FAF). When a database altitude restriction of type “AT or
ABOVE” or “AT or BELOW” is activated, the system uses the “AT” portion of the restriction to define the vertical
profile.
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An altitude constraint is invalid if:
• Meeting the constraint requires the aircraft to climb
• Meeting the constraint requires the maximum flight path angle (6° down) or maximum vertical speed (-6000
fpm) to be exceeded
• The altitude constraint results in a TOD behind the aircraft present position
• The constraint is within a leg type for which altitude constraints are not supported
• The altitude constraint is added to the FAF of an approach that provides vertical guidance (i.e., ILS or GPS
WAAS approach)
• The altitude constraint is added to a waypoint past the FAF.
Entering/modifiying an altitude constraint:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Enter an altitude constraint value using the FMS Knobs. To enter altitudes as a flight level, turn the small
FMS Knob counter-clockwise past zero or clockwise past 9 on the first character, and the system automatically
changes to show units of Flight Level. Turn the large FMS Knob clockwise to highlight the first zero and enter
the three digit flight level.
4) Press the ENT Key to accept the altitude constraint; if the selected waypoint is an airport, an additional choice
is displayed. Turn the small FMS Knob to choose ‘MSL’ or ‘AGL’, and press the ENT Key to accept the altitude.
Altitude constraints can be modified or deleted after having been added to the flight plan. In the event
an altitude constraint is deleted and the navigation database contains an altitude restriction for the lateral
waypoint, the G1000 displays the altitude restriction from the database provided no predicted altitude
can be provided. The G1000 also provides a way to reinstate a published altitude constraint that has been
edited.
Deleting an altitude constraint provided by the navigation database:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. A ‘Remove VNV altitude constraint?’ confirmation window is displayed.
4) Select ‘OK’ and press the ENT Key.
Deleting an altitude constraint that has been manually entered:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. A ‘Remove or Revert to published VNV altitude of nnnnnFT?’ confirmation window is
displayed.
4) Select ‘REMOVE’ and press the ENT Key. The manually entered altitude is deleted (it is replaced by a system
calculated altitude, if available).
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Reverting a manually entered altitude constraint back to the navigation database value:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. A ‘Remove or Revert to published VNV altitude of nnnnnFT?’ confirmation window is
displayed.
4) Select ‘REVERT’ and press the ENT Key. The altitude is changed to the navigation database value.
Modifying a system calculated altitude constraint:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob, and turn to highlight the desired waypoint altitude constraint.
3) Press the CLR Key. An ‘Edit or Revert to published VNV altitude of nnnnnFT?’ confirmation window is
displayed.
4) Select ‘EDIT’ and press the ENT Key.
5) Edit the value using the FMS Knobs, and press the ENT Key.
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5.8 PROCEDURES
The G1000 can access the whole range of instrument procedures available. Departures (DPs), arrivals (STARs),
and non-precision and precision approaches (APPR) are stored within the database and can be loaded using the
Procedures (PROC) Key.
The selected procedure for the departure or arrival airport is added to the active flight plan. No waypoints are
required to be in the active flight plan to load procedures; however, if the departure and arrival airport are already
loaded, the procedure loading window defaults to the appropriate airport, saving some time selecting the correct
airport on the Procedure Loading Page. Whenever an approach is selected, the choice to either “load” or “activate”
is given. “Loading” adds the approach to the end of the flight plan without immediately using it for navigation
guidance. This allows continued navigation via the intermediate waypoints in the original flight plan, but keeps
the procedure available on the Active Flight Plan Page for quick activation when needed. “Activating” also adds
the procedure to the end of the flight plan but immediately begins to provide guidance to the first waypoint in
the approach.
DEPARTURES
A Departure Procedure (DP) is loaded at the departure airport in the flight plan. Only one departure can be
loaded at a time in a flight plan. If a departure is loaded when another departure is already in the active flight
plan, the new departure replaces the previous departure. The route is defined by selection of a departure, the
transition waypoints, and a runway.
LOADING A DEPARTURE INTO THE ACTIVE FLIGHT PLAN
Loading a departure into the active flight plan using the PROC Key:
1) Press the PROC Key. The Procedures Window is displayed.
2) Highlight ‘SELECT DEPARTURE’.
3) Press the ENT Key. The Departure Loading Page is displayed.
4) Select a departure from the list and press the ENT Key.
6) Select a runway (if required) and press the ENT Key.
7) Select a transition (if required) and press the ENT Key. ‘LOAD?’ is highlighted.
8) Press the ENT Key to load the departure procedure.
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Available Procedure Actions
Loaded Procedures
Departure Airport
Departure Preview
Departure Choices
Figure 5-87 Departure Selection
Selected Departure
Loaded Departure
Procedure Loading Page Selection Softkeys
Figure 5-88 Departure Loading
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Viewing available departures at an airport:
1) From the Airport Information Page (first page in the WPT group), press the DP Softkey. The Departure Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Press the FMS Knob, then turn the large FMS Knob to highlight the Departure. The departure is previewed on
the map.
4) Turn the small FMS Knob to view the available departures. Press the ENT Key to select the departure. The cursor
moves to the Runway box. The departure is previewed on the map.
5) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Transition box. The departure is previewed on the map.
6) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Sequence box. The departure is previewed on the map.
7) Press the INFO Softkey to return to the Airport Information Page.
REMOVING A DEPARTURE FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, departures can be easily removed from the Active Flight Plan.
Removing a departure procedure from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, and highlight ‘Remove Departure’.
3) Press the ENT Key. A confirmation window is displayed listing the departure procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the FMS Knob, and turn to highlight the departure header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the departure procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
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ARRIVALS
A Standard Terminal Arrival (STAR) can be loaded at any airport that has one available. Only one arrival
can be loaded at a time in a flight plan. If an arrival is loaded when another arrival is already in the active
flight plan, the new arrival replaces the previous arrival. The route is defined by selection of an arrival, the
transition waypoints, and a runway.
LOADING AN ARRIVAL INTO THE ACTIVE FLIGHT PLAN
Loading an arrival into the active flight plan using the PROC Key:
1) Press the PROC Key. The Procedures Window is displayed.
2) Highlight ‘SELECT ARRIVAL’.
3) Press the ENT Key. The Arrival Loading Page is displayed.
4) Select an arrival from the list and press the ENT Key.
6) Select a transition (if required) and press the ENT Key.
7) Select a runway (if required) and press the ENT Key. ‘LOAD?’ is highlighted.
8) Press the ENT Key to load the arrival procedure.
Available Procedure Actions
Loaded Procedures
Destination Airport
Arrival Preview
Arrival Choices
Figure 5-89 Arrival Selection
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Selected Arrival
Loaded Arrival
Procedure Loading Page Selection Softkeys
Figure 5-90 Arrival Loading
Viewing available arrivals at an airport:
1) From the Airport Information Page (first page in the WPT group), press the STAR Softkey. The Arrival Information
Page is displayed, defaulting to the airport displayed on the Airport Information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Press the FMS Knob, then turn the large FMS Knob to highlight the Arrival. The arrival is previewed on the
map.
4) Turn the small FMS Knob to view the available arrivals. Press the ENT Key to select the arrival. The cursor moves
to the Transition box. The arrival is previewed on the map.
5) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Runway box. The arrival is previewed on the map.
6) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Sequence box. The arrival is previewed on the map.
7) Press the INFO Softkey to return to the Airport Information Page.
REMOVING AN ARRIVAL FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, arrivals can be easily removed from the Active Flight Plan.
Removing an arrival from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, and highlight ‘Remove Arrival’.
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3) Press the ENT Key. A confirmation window is displayed listing the arrival procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the FMS Knob, and turn to highlight the arrival header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the arrival procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal request, highlight ‘CANCEL’ and press the ENT
Key.
APPROACHES
NOTE: If certain GPS parameters (WAAS, RAIM, etc.) are not available, some published approach procedures
for the desired airport may not be displayed in the list of available approaches.
An Approach Procedure (APPR) can be loaded at any airport that has one available, and provides guidance
for non-precision and precision approaches to airports with published instrument approach procedures.
Only one approach can be loaded at a time in a flight plan. If an approach is loaded when another approach
is already in the active flight plan, the new approach replaces the previous approach. The route is defined by
selection of an approach and the transition waypoints.
Whenever an approach is selected, the choice to either “load” or “activate” is given. “Loading” adds the
approach to the end of the flight plan without immediately using it for navigation guidance. This allows
continued navigation via the intermediate waypoints in the original flight plan, but keeps the procedure
available on the Active Flight Plan Page for quick activation when needed. “Activating” also adds the
procedure to the end of the flight plan but immediately begins to provide guidance to the first waypoint in
the approach.
When selecting an approach, a “GPS” designation to the right of the procedure name indicates the procedure
can be flown using the GPS receiver. Some procedures do not have this designation, meaning the GPS
receiver can be used for supplemental navigation guidance only. If the GPS receiver cannot be used for
primary guidance, the appropriate navigation receiver must be used for the selected approach (e.g., VOR or
ILS). The final course segment of ILS approaches, for example, must be flown by tuning the NAV receiver to
the proper frequency and selecting that NAV receiver on the CDI.
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The G1000 WAAS GPS allows for flying LNAV, LNAV/VNAV, and LPV approaches according to the published
chart. LNAV+V is a standard LNAV approach with advisory vertical guidance provided for assistance in
maintaining a constant vertical glidepath similar to an ILS glideslope on approach. This guidance is displayed
on the G1000 PFD in the same location as the ILS glideslope using a magenta diamond. In all cases where
LNAV+V is indicated by the system during an approach, LNAV minima are used. The active approach type
is annunciated on the HSI as shown in the following table:
HSI Annunciation
Description
LNAV
GPS approach using published LNAV
minima
LNAV+V
GPS approach using published LNAV
minima. Advisory vertical guidance is
provided
L/VNAV
GPS approach using published LNAV/
(available only if VNAV minima
WAAS equipped)
LPV
GPS approach using published LPV
(available only if minima
WAAS equipped
Example on HSI
Approach Type
- LNAV
- LNAV+V
- L/VNAV
- LPV
Table 5-9 Approach Types
LOADING AN APPROACH INTO THE ACTIVE FLIGHT PLAN
Loading an approach into the active flight plan using the PROC Key:
1) Press the PROC Key. The Procedures Window is displayed.
2) Highlight ‘SELECT APPROACH, and press the ENT Key. The Approach Loading Page is displayed.
3) Select an approach from the list and press the ENT Key.
4) Select a transition (if required) and press the ENT Key.
5) Press the ENT Key with ‘LOAD?’ highlighted to load the arrival procedure; or turn the large FMS Knob to
highlight ‘ACTIVATE’ and press the ENT Key to load and activate the approach procedure.
NOTE: When GPS is not approved for the selected final approach course, the message ‘NOT APPROVED
FOR GPS’ is displayed. GPS provides guidance to the approach, but the HSI must to be switched to a NAV
receiver to fly the final course of the approach.
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Available Procedure Actions
Loaded Procedures
Destination Airport
Approach Preview
Approach Choices
Figure 5-91 Approach Selection
Selected Approach
Loaded Approach
Procedure Loading Page Selection Softkeys
Figure 5-92 Approach Loading
Viewing available approaches at an airport:
1) From the Airport Information Page (first page in the WPT group), press the APR Softkey. The Departure
Information Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
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3) Press the FMS Knob, then turn the large FMS Knob to highlight the Approach. The approach is previewed on
the map.
4) Turn the small FMS Knob to view the available approaches. Press the ENT Key to select the approach. The
cursor moves to the Runway box. The approach is previewed on the map.
5) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Transition box. The approach is previewed on the map.
6) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Sequence box. The approach is previewed on the map.
7) Press the INFO Softkey to return to the Airport Information Page.
Loading an approach into the active flight plan from the Nearest Airport Page:
1) Select the Nearest Airports Page.
2) Press the FMS Knob, then turn the large FMS Knob to highlight the desired nearest airport. The airport is
previewed on the map.
3) Press the APR Softkey; or press the MENU Key, highlight ‘Select Approach Window’, and press the ENT Key.
4) Turn the FMS Knob to highlight the desired approach.
5) Press the LD APR Softkey; or press the MENU Key, highlight ‘Load Approach’, and press the ENT Key. The
Approach Loading Page is displayed with the transitions field highlighted.
6) Turn the FMS Knob to highlight the desired transition.
7) Press the ENT Key. The ‘LOAD?’ field is highlighted.
8) Press the ENT Key with ‘LOAD?’ highlighted to load the arrival procedure; or turn the large FMS Knob to
highlight ‘ACTIVATE’ and press the ENT Key to load and activate the approach procedure. The G1000 continues
navigating the current flight plan until the approach is activated. When GPS is not approved for the selected
final approach course, the message ‘NOT APPROVED FOR GPS’ is displayed. GPS provides guidance to the
approach, but the HSI must to be switched to a NAV receiver to fly the final course of the approach.
ACTIVATING AN APPROACH
A previously loaded approach can be activated from the Procedures Window.
Activating a previously loaded approach:
1) Press the PROC Key. The Procedures Window is displayed with ‘Activate Approach’ highlighted.
2) Press the ENT Key to activate the approach.
In many cases, it may be easiest to “load” the full approach while still some distance away, enroute to the
destination airport. Later, if vectored to final, use the steps above to select ‘Activate Vector-To-Final’ — which
makes the inbound course to the FAF waypoint active.
Activating a previously loaded approach with vectors to final:
1) Press the PROC Key to display the Procedures Window.
2) Highlight ‘ACTIVATE VECTOR-TO-FINAL’ and press the ENT Key.
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Loading and activating an approach using the MENU Key:
1) From the Approach Loading Page, press the MENU Key. The page menu is displayed with ‘Load & Activate
Approach’ highlighted.
2) Press the ENT Key. When GPS is not approved for the selected final approach course, the message ‘NOT
APPROVED FOR GPS’ is displayed. GPS provides guidance to the approach, but the HSI must to be switched to
a NAV receiver to fly the final course of the approach.
REMOVING AN APPROACH FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, approaches can be easily removed from the Active Flight Plan..
Removing an approach from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the MENU Key, and highlight ‘Remove Approach’.
3) Press the ENT Key. A confirmation window is displayed listing the approach procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal, highlight ‘CANCEL’ and press the ENT Key.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD)
2) Press the FMS Knob, and turn to highlight the approach header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the approach procedure.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the removal, highlight ‘CANCEL’ and press the ENT Key.
MISSED APPROACH
Activating a missed approach in the active flight plan:
1) Press the PROC Key.
2) Turn the FMS Knob to highlight ‘ACTIVATE MISSED APPROACH’.
3) Press the ENT Key. The aircraft automatically sequences to the MAHP.
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COURSE TO FIX
In a missed approach procedure, the fix immediately following the MAP (in this case ‘6368FT’) is not part
of the published procedure. It is simply a fix that defines a leg which guides the aircraft along the runway
centerline until the required altitude to make the first turn on the missed approach is exceeded. In this case, if
the aircraft altitude is below the specified altitude (6,368 feet) after crossing the MAP, a direct-to is established
to this fix until an altitude of 6,368 feet reached. After reaching 6,368 feet, a direct-to is established to the
published fix (in this case MOGAL). If the aircraft altitude is above the specified altitude after crossing the
MAP, a direct-to is established to the published fix (MOGAL) to begin the missed approach procedure. The
altitude constraint value defaults to 400 feet AGL when the fix is not part of the published procedure.
In some missed approach procedures this altitude fix may be part of the published procedure. If the
aircraft altitude is lower than this prescribed altitude, a direct-to is established to this fix when the missed
approach procedure is activated.
Course to Fix Waypoint
Figure 5-93 Course to Fix
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5.9 TRIP PLANNING
The G1000 allows the pilot to view trip planning information, fuel information, and other information for
a specified flight plan or flight plan leg based on automatic data, or based on manually entered data. Weight
planning is also available, based on fuel sensor data and the active flight plan (to estimate remaining fuel).
TRIP PLANNING
All of the input of data needed for calculation and viewing of the statistics is done on the Trip Planning Page
located in the AUX Page Group.
Selected Flight Plan Segment
- FPL Number/Cumulative Legs (CUM or REM) or Leg Number (NN)
- Waypoints Defining Selected Flight Plan/Flight Plan Leg
Trip Planning Page Mode
Preview of Selected
Flight Plan/
Flight Plan Leg
- Automatic/Manual
Trip Input Data (sensor/pilot)
- Departure Time (local)
- Ground Speed
- Fuel Flow
- Fuel On Board Aircraft
- Calibrated Airspeed
- Indicated Altitude
- Barometric Pressure
- Total Air Temperature
Trip Statistics
Desired Track Distance Est. Time Enroute Est. Time of Arrival Enroute Safe Altitude Sunrise Time (local) Sunset Time (local -
Other Statistics
- Density Altitude
- True Airspeed (TAS)
- Wind Direction/Speed
- Head/Tail Wind Speed
Fuel Statistics
Efficiency Total Endurance Remaining Fuel Remaining Endurance Fuel Required Total Range -
Softkeys
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
Figure 5-94 Trip Planning Page
The trip planning inputs are based on sensor inputs (automatic page mode) or on pilot inputs (manual page
mode). Some additional explanation of the sources for some of the inputs is as follows:
• Departure time (DEP TIME) - This defaults to the current time in automatic page mode. The computations
are from the aircraft present position, so the aircraft is always just departing.
• Calibrated airspeed (CALIBRATED AS) - The primary source is from the air data system, and the secondary
source of information is GPS ground speed.
• Indicated altitude (IND ALTITUDE) - The primary source is the barometric altitude, and the secondary source
of information is GPS altitude.
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TRIP STATISTICS
The trip statistics are calculated based on the selected starting and ending waypoints and the trip planning
inputs.
In flight plan mode (FPL) with a stored flight plan selected (NN), and the entire flight plan (CUM) selected,
the waypoints are the starting and ending waypoints of the selected flight plan.
In flight plan mode (FPL) with a stored flight plan selected (NN), and a specific leg (NN) selected, the
waypoints are the endpoints of the selected leg.
In flight plan mode (FPL) with the active flight plan selected (00), and the remaining flight plan (REM)
selected, the ‘from’ waypoint is the present position of the aircraft and the ‘to’ waypoint is the endpoint of the
active flight plan.
In flight plan mode (FPL) with the active flight plan selected (00), and a specific leg (NN) selected, the
‘from’ waypoint is the current aircraft position and the ‘to’ waypoint is the endpoint of the selected leg.
In waypoint (WPTS) mode these are manually selected waypoints (if there is an active flight plan, these
default to the endpoints of the active leg).
Some of the calculated trip statistics are dashed when the selected leg of the active flight plan has already
been flown.
• Desired Track (DTK) - DTK is shown as nnn° and is the desired track between the selected waypoints.
It is dashed unless only a single leg is selected.
• Distance (DIS) - The distance is shown in tenths of units up to 99.9, and in whole units up to 9999.
• Estimated time enroute (ETE) - ETE is shown as hours:minutes until less than an hour, then it is shown
as minutes:seconds.
• Estimated time of arrival (ETA) - ETA is shown as hours:minutes and is the local time at the
destination.
- If in waypoint mode then the ETA is the ETE added to the departure time.
- If a flight plan other than the active flight plan is selected it shows the ETA by adding to the departure
time all of the ETEs of the legs up to the selected leg. If the entire flight plan is selected, then the ETA
is calculated as if the last leg of the flight plan was selected.
- If the active flight plan is selected the ETA reflects the current position of the aircraft and the current
leg being flown. The ETA is calculated by adding to the current time the ETEs of the current leg up to
and including the selected leg. If the entire flight plan is selected, then the ETA is calculated as if the
last leg of the flight plan was selected.
• Enroute safe altitude (ESA) - The ESA is shown as nnnnnFT
• Destination sunrise and sunset times (SUNRISE, SUNSET) - These times are shown as hours:minutes
and are the local time at the destination.
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FUEL STATISTICS
The fuel statistics are calculated based on the selected starting and ending waypoints and the trip planning
inputs. Some of the calculated trip statistics are dashed when the selected leg of the active flight plan has
already been flown.
• Fuel efficiency (EFFICIENCY) - This value is calculated by dividing the current ground speed by the
current fuel flow.
• Time of fuel endurance (TOTAL ENDUR) - This time is shown as hours:minutes. This value is obtained
by dividing the amount of fuel on board by the current fuel flow.
• Fuel on board upon reaching end of selected leg (REM FUEL) - This value is calculated by taking the
amount of fuel onboard and subtracting the fuel required for trip.
• Fuel endurance remaining at end of selected leg (REM ENDUR) - This value is calculated by subtracting
the time of fuel endurance by the amount of time to go.
• Fuel required for trip (FUEL REQ) - This value is calculated by multiplying the time to go by the fuel
flow.
• Total range at entered fuel flow (TOTAL RANGE) - This value is calculated by multiplying the time of fuel
endurance by the ground speed.
OTHER STATISTICS
These statistics are calculated based on the system sensor inputs or the manual trip planning inputs.
• Density altitude (DENSITY ALT)
• True airspeed (TRUE AIRSPEED)
• Wind direction (WIND DIRECTION) - Not shown in manual page mode.
• Wind speed (WIND SPEED) - Not shown in manual page mode.
• Head wind (HEAD WIND) - Not shown in manual page mode. The wind is shown as a tail wind value if
appropriate
The pilot may select automatic (AUTO) or manual (MANUAL) page mode, and flight plan (FPL) or waypoint
(WPTS) mode. In automatic page mode, only the FPL, LEG, or waypoint IDs are editable (based on FPL/WPTS
selection).
Selected Flight Plan NN -
Selected Leg(s)
00 is Active FPL
01-99 are Stored FPLs
Starting and Ending Waypoint
of Selected Flight Plan Segment
Stored Flight Plan
- CUM: Beginning to End of FPL
- NN: Beginning to End of Selected Leg
Active Flight Plan
- REM: Pres. Pos. to End of FPL
- NN: Pres. Pos. to End of Selected Leg
Figure 5-95 Trip Planning Page - Flight Plan Mode
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Selected Flight Plan
Selected Leg(s)
Not Available
Not Available
Selected Starting and Ending Waypoints
Figure 5-96 Trip Planning Page - Waypoint Mode
Selecting automatic or manual page mode:
Press the AUTO Softkey or the MANUAL Softkey; or press the MENU Key, highlight ‘Auto Mode’ or ‘Manual
Mode’, and press the ENT Key.
Selecting flight plan or waypoint mode:
Press the FPL Softkey or the WPTS Softkey; or press the MENU Key, highlight ‘Flight Plan Mode’ or ‘Waypoints
Mode’, and press the ENT Key.
Selecting a flight plan and leg for trip statistics:
1) Press the FMS Knob to activate the cursor in the flight plan number field.
2) Turn the small FMS Knob to select the desired flight plan number.
3) Turn the large FMS Knob to highlight ‘CUM’ or ‘REM’. The statistics for each leg can be viewed by turning the
small FMS Knob to select the desired leg. The Inset Map also displays the selected data.
Selecting waypoints for waypoint mode:
1) Press the WPTS Softkey; or press the MENU Key, highlight ‘Waypoints Mode’, and press the ENT Key. The
cursor is positioned in the waypoint field directly below the FPL field.
2) Turn the FMS knobs to select the desired waypoint (or select from the Page Menu ‘Set WPT to Present Position’
if that is what is desired), and press the ENT Key. The cursor moves to the second waypoint field.
3) Turn the FMS knobs to select the desired waypoint, and press the ENT Key. The statistics for the selected leg
are displayed.
In manual page mode, the other eight trip input data fields must be entered by the pilot, in addition to flight
plan and leg selection.
Entering manual data for trip statistics calculations:
1) Press the MANUAL Softkey or select ‘Manual Mode’ from the Page Menu, and press the ENT Key. The cursor
may now be positioned in any field in the top right two boxes.
2) Turn the FMS Knobs to move the cursor onto the DEP TIME field and enter the desired value. Press the ENT Key.
The statistics are calculated using the new value and the cursor moves to the next entry field..Repeat until all
desired values have been entered.
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5.10 RAIM PREDICTION
RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver function that performs a consistency
check on all tracked satellites. RAIM ensures that the available satellite geometry allows the receiver to calculate
a position within a specified RAIM protection limit (4.0 nm for oceanic, 2.0 nm for enroute, 1.0 nm for terminal,
and 0.3 nm for non-precision approaches). During oceanic, enroute, and terminal phases of flight, RAIM is
available nearly 100% of the time. The RAIM prediction function also indicates whether RAIM is available at a
specified date and time. RAIM computations predict satellite coverage within ±15 min of the specified arrival
date and time. Because of the tighter protection limit on approaches, there may be times when RAIM is not
available. RAIM prediction must be initiated manually if there is concern over WAAS coverage at the destination
or some other reason that compromises navigation precision. If RAIM is not predicted to be available for the
final approach course, the approach does not become active. If RAIM is not available when crossing the FAF, the
missed approach procedure must be flown.
RAIM PREDICTION Box
- Prediction Waypoint
- Arrival Time
- Arrival Date
- RAIM Status
RAIM Softkey
SBAS Softkey
(displays SBAS Selection)
(displays RAIM PREDICTION)
Figure 5-97 RAIM Prediction
Predicting RAIM availability at a selected waypoint:
1) Select the AUX-GPS Status Page.
2) Press the FMS Knob. The RAIM Prediction ‘WAYPOINT’ field is highlighted.
3) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window with a
waypoint selection submenu allowing selection of active flight plan, nearest, recent, or airway waypoints).
4) Enter the identifier, facility, or city name of the departure waypoint; or select a waypoint from the submenu of
waypoints and press the ENT Key to accept the waypoint entry.
5) Turn the FMS Knobs to enter an arrival time and press the ENT Key.
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6) Turn the FMS Knobs to enter an arrival date and press the ENT Key.
7) Press the ENT Key with ‘COMPUTE RAIM?’ highlighted to begin the computation.
Predicting RAIM availability at the aircraft present position:
1) Select the AUX-GPS Status Page.
2) Press the FMS Knob. The RAIM Prediction ‘WAYPOINT’ field is highlighted.
3) Press the MENU Key, highlight ‘Set WPT to Present Position’, and press the ENT Key.
4) Press the ENT Key to accept the waypoint entry.
5) Turn the FMS Knobs to enter an arrival time and press the ENT Key.
6) Turn the FMS Knobs to enter an arrival date and press the ENT Key.
7) Press the ENT Key with ‘COMPUTE RAIM?’ highlighted to begin the computation.
Status of the RAIM computation for the selected waypoint, time, and date is displayed at the bottom of the
RAIM PREDICTION Box as follows:
• ‘COMPUTE RAIM?’ - RAIM has not been computed.
• ‘COMPUTING AVAILABILITY’ - RAIM calculation is in progress.
• ‘RAIM AVAILABLE’ - RAIM is predicted to be available.
• ‘RAIM NOT AVAILABLE’ - RAIM is predicted to be unavailable.
The Satellite Based Augmentation System (SBAS) provides increased navigation accuracy when available. SBAS
can be enabled or disabled manually on the GPS Status Page.
SBAS Status
SBAS SELECTION Box
- WAAS Enable/Disable
RAIM Softkey
SBAS Softkey
(displays SBAS Selection)
(displays RAIM PREDICTION)
Figure 5-98 SBAS Display - Active
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Enabling/Disabling SBAS:
1) Select the AUX-GPS Status Page.
2) Press the FMS Knob. The SBAS SELECTION ‘WAAS’ field is highlighted.
3) Press the ENT Key to disable SBAS. Press the ENT Key again to enable SBAS.
SBAS Status
SBAS SELECTION Box
- WAAS Enable/Disable
SBAS Softkey
(displays SBAS Selection)
RAIM Softkey
(displays RAIM PREDICTION)
Figure 5-99 SBAS Display - Disabled
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5.11 NAVIGATING A FLIGHT PLAN
The following discussion is an example of navigating a flight plan with an LPV approach using the WAAS
capable GPS system while the G1000 provides vertical guidance through descents. A flight plan with an LNAV
approach would be navigated in much the same way, but would not include vertical guidance when the final
approach course is active.
NOTE: The following example flight plan is for instructional purposes only. All database information depicted
should be considered not current.
The example is a flight plan from KMKC to KCOS filed using the TIFTO2 departure, various Victor Airways,
and the DBRY1 arrival with the transition at TBE. The flight plan includes an enroute altitude of 12,000 feet, an
LPV (WAAS) approach selected for runway 35R, and a missed approach executed at the Missed Approach Point
(MAP). A few enroute changes are demonstrated.
1) Prior to departure, the TIFTO2 departure, the airways, and the DBRY1 arrival at KCOS are loaded. See the
Procedures section for loading departures and arrivals. Note the magenta arrow in Figure 5-101 indicating the
active departure leg.
After takeoff, ATC assigns a heading of 240º.
2) Figure 5-100 shows the aircraft on the assigned heading of 240º. ‘TERM’ (Terminal) is the current CDI flight
phase displayed on the HSI indicating 1.0 nm CDI scaling.
Figure 5-100 Assigned Heading of 240º
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3) ATC now assigns routing to join V4. A heading of 290º is assigned to intercept V4. The aircraft turns to heading
290° as seen in Figure 5-101.
Figure 5-101 Assigned Heading of 290º
4) Enter V4 into the flight plan.
a) Press the FMS Knob to activate the cursor.
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b) The desired entry point for V4 (TOP) must be entered. Turn the large FMS Knob to highlight the desired flight
plan insertion point (SLN) as shown in Figure 5-103. When the V4 entry point (TOP) is inserted, it is placed
immediately above the highlighted waypoint (SLN).
Figure 5-102 Begin Adding V4 to the Flight Plan
c) Turn the small FMS Knob to display the Waypoint Information Window. Enter the desired entry point for V4,
Topeka VOR (TOP), as shown in Figure 5-103.
Figure 5-103 Entering V4 Entry Point
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d) Press the ENT Key. TOP is inserted into the flight plan as in Figure 5-105.
Figure 5-104 TOP Inserted into the Flight Plan
e) With SLN still highlighted as in Figure 5-104, turn the small FMS Knob clockwise. The Waypoint Information
Page is displayed and the LD AIRWY Softkey is now available.
f) Press the LD AIRWY Softkey to display the list of available airways for TOP as seen in Figure 5-106.
Figure 5-105 List of Available Airways for TOP
g) Turn either FMS Knob to highlight V4 in the list as seen in Figure 5-105.
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h) Press the ENT Key. The list of available exits for V4 is now displayed as in Figure 5-106.
Figure 5-106 List of Available Exits for V4
i) If necessary, turn either FMS Knob to select the desired exit. In this case Salina VOR (SLN) is selected as in
Figure 5-106.
j) Press the ENT Key. The selected airway and exit are displayed, and the prompt “LOAD?” highlighted as in
Figure 5-107.
Figure 5-107 Ready to Load V4
k) Press the ENT Key.
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l) V4 is now loaded into the flight plan as shown in Figure 5-108.
Figure 5-108 V4 is Loaded in the Flight Plan
5) Making V4 the active leg of the flight plan.
a) Press the FMS Knob to activate the cursor.
b) Turn the large FMS Knob to highlight SLN. The TO waypoint of the leg is selected in order to activate the leg.
c) Press the ACT LEG Softkey. The confirmation window is now displayed as in Figure 5-109. Note the TOP to
SLN leg is actually part of V4.
Figure 5-109 Comfirm Active Leg
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d) Verify the displayed leg is the desired leg and press the ENT Key. Note in Figure 5-110, the magenta arrow in
the flight plan window and magenta line on the map indicating V4 is now the active flight plan leg. Note the
phase of flight remained in Terminal (TERM) mode up to this point because a departure leg was active. Since a
leg after the departure is now active, the current CDI flight phase is ENR (Enroute) and CDI scaling has changed
to 2.0 nm.
Figure 5-110 V4 Now Active Leg
6) The aircraft continues on heading 290º. When crosstrack distance is less than 2.0 nm, the XTK disappears from
the HSI and the CDI is positioned on the last dot indicating a 2.0 nm distance from the centerline of the next
course.
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7) As the CDI approaches center, the aircraft turns onto the active leg as seen in Figure 5-111.
Figure 5-111 Turn on to Active Leg
8) At SLN, Victor Airway 244 (V244) is intercepted. Turn prompts are displayed in the PFD Navigation Status Box
as seen in Figure 5-112.
Figure 5-112 Turn to Intercept V244
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9) As seen in Figure 5-113, V244 is now the active flight plan leg.
Figure 5-113 V244 Now Active Leg
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10) At Lamar VOR (LAA) V263 is intercepted. See Figure 5-114.
Figure 5-114 HYS to LAA Leg Active
11) ATC grants clearance to proceed direct to the OPSHN intersection to begin the arrival procedure. ATC advises
to expect an altitude of 10,000 feet at OPSHN.
a) Press the FMS Knob to activate the cursor.
b) Turn the large FMS Knob to select OPSHN in the flight plan list.
c) Press the Direct-to (
) Key. The Direct-to Window is now displayed as shown in Figure 5-115.
Figure 5-115 Direct To OPSHN
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d) Turn the large FMS Knob to place the cursor in the VNV altitude field as shown in Figure 5-116.
Figure 5-116 Enter VNV Altitude
e) An altitude of 10,000 feet is entered as requested by ATC.
f) Press the ENT Key. The cursor is now displayed in the VNV offset field as shown in Figure 5-117.
Figure 5-117 Enter VNV Offset Distance
g) Enter the offset, or distance from the waypoint at which to reach the selected altitude. In this case, three miles
prior to OPSHN is entered. In other words, the G1000 gives vertical guidance so the aircraft arrives at an
altitude of 10,000 feet three miles prior to OPSHN.
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h) Press the ENT Key twice to activate the direct-to. Note, in Figure 5-118, the magenta arrow indicating the directto OPSHN after the offset waypoint for OPSHN. The preceding offset waypoint indicates the offset distance
and altitude that were previously entered. The remaining waypoints in the loaded arrival procedure have no
database specified altitudes, therefore, dashes are displayed. Keep the CDI centered and maintain a track along
the magenta line to OPSHN.
Note the Direct-to waypoint is within the loaded arrival procedure, therefore, phase of flight scaling for theCDI
changes to Terminal Mode and is annunciated by displaying ‘TERM’ on the HSI.
NOTE: If the loaded arrival procedure has waypoints with altitude constraints retrieved from the database
to be used as is, the altitude must be manually accepted by placing the cursor over the desired altitude,
then pressing the ENT Key. The altitude is now displayed as light blue meaning it is used by the system to
determine vertical speed and deviation guidance.
Figure 5-118 Direct-to Active
12) The aircraft is proceeding to OPSHN. The expected approach is the RNAV LPV approach to runway 35R, so it is
selected.
a) Press the PROC Key to display the Procedures Window.
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b) ‘SELECT APPROACH’ should be highlighted as shown in Figure 5-119.
Figure 5-119 Proceudures Window
c) Press the ENT Key. A list of available approaches for the destination airport is displayed as in Figure 5-120.
Figure 5-120 List of Available Approaches
d) Turn either FMS Knob to select the LPV approach for 35R as shown in Figure 5-120.
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e) Press the ENT Key. A list of available transitions for the selected approach is displayed as in Figure 5-121.
Figure 5-121 List of Available Transitions
f) Turn either FMS Knob to select the desired transition. In this case, the Initial Approach Fix (IAF) at HABUK is
used.
g) Press the ENT Key.
h) With ‘LOAD?’ highlighted, again press the ENT Key. The selected approach is added to the flight plan as seen
in Figure 5-122.
Figure 5-122 Loaded Approach
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13) Note the altitude constraints associated with each of the approach waypoints as seen in Figure 5-123. These
altitudes are loaded from the database and are displayed as light blue text, indicating these values are
“designated” for use in computing vertical deviation guidance.
Note: To no longer use the displayed altitude for calculating vertical deviation guidance, perform the
following:
a) Press the FMS Knob to activate the cursor.
b) Turn the small FMS Knob to highlight the desired altitude.
c) Press the CLR Key.
d) Press the FMS Knob to deactivate the cursor.
After making the altitude “non-designated”, it is displayed as white text.
Altitude constraint values associated with the Final Approach Fix (FAF) and waypoints beyond the FAF cannot
be designated for vertical guidance. These altitude values are always displayed as white text, as in Figure 5123. Vertical guidance from the FAF and on to the Missed Approach Point (MAP) is given using the WAAS GPS
altitude source, therefore, the displayed altitude values are for reference only.
Figure 5-123 Vertical Guidance is Active to the FAF
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14) As the aircraft approaches OPSHN, it may be desirable to adjust the speed, or steepness of the upcoming
descent. The default Flight Path Angle (FPA) is -3.0 degrees and a required vertical speed is computed to
maintain the -3.0 FPA. To change the vertical flight path, perform the following steps.
a) Press the VNV PROF Softkey to place the cursor in the target vertical speed field (VS TGT) as shown in Figure
5-124.
b) At this point, the descent vertical speed can be selected, or the FPA can be selected. Turn the large FMS Knob
to select the desired selection field, then turn the small FMS Knob to enter the desired value.
Note the information now displayed in the ‘CURRENT VNV PROFILE’ box. Also, note the offset waypoint (orange
box) and gray circle are now displayed on the map. The gray circle marks the Top of Descent (TOD). In this
example, vertical guidance is provided at the TOD that results in a -3.0 degree FPA descent to an altitude of
10,000 feet upon reaching the offset waypoint.
Figure 5-124 Adjusting the Descent
c) Press the ENT Key.
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15) As seen in Figure 5-125, the aircraft is approaching TOD. Note the target vertical speed required to reached the
selected altitude. The Vertical Deviation Indicator (VDI) and the Required Vertical Speed Indicator (RVSI) are now
displayed on the PFD as shown in Figure 5-126.
Figure 5-125 Approaching Top of Descent (TOD)
Target Altitude
Vertical Deviation
Indicator (VDI)
Required Vertical
Speed Indicator
(RVSI)
Figure 5-126 VDI & RVSI Upon Reaching Top of Descent (TOD)
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16) Upon reaching TOD, a descent vertical speed is established which places the VSI pointer in line with the RVSI as
shown in Figure 5-127.
Keep Vertical Deviation
Pointer Centered
Align Actual Vertical Speed
with
Required Vertical Speed
Figure 5-127 VDI & RVSI Showing Correctly Established Descent
17) When the aircraft is one minute from the bottom of descent (BOD) it is annunciated as shown in Figure 5-128.
Upon reaching the offset waypoint for OPSHN, the aircraft is at 10,000 feet.
Figure 5-128 Approaching Bottom of Descent (BOD) at OPSHN Offset Waypoint
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18) The aircraft is approaching OPSHN. The upcoming turn and next heading are annunciated at the top left of the
PFD as seen in Figure 5-129. Initiate the turn and maneuver the aircraft on a track through the turn radius to
intercept the magenta line for the OPSHN to FSHER leg and center the CDI.
Figure 5-129 Turn to intercept OPSHN to FSHER Leg
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19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-130. The magenta arrow
in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active.
Figure 5-130 Tracking the OPSHN to FSHER Leg
20) The flight continues through the arrival procedure to PYNON (see Figure 5-131). At a point 31 nm from the
destination airport, the phase of flight scaling for the CDI changes to Terminal Mode and is annunciated by
displaying ‘TERM’ on the HSI.
A descent to HABUK is in the next leg. Note the TOD point on the map. Annunciations for the upcoming turn
and descent, as well as the VDI and RVSI, appear on the PFD as the flight progresses.
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Figure 5-131 Approaching PYNON
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21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated
at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final
waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the active leg, activating
the approach procedure (see Figure 5-132).
Figure 5-132 Approach is Now Active
Note: To manually activate the approach procedure, perform the following steps:
a) Press the PROC Key.
b) Turn the large FMS Knob to highlight ‘ACTIVATE APPROACH’ as shown in Figure 5-133.
c) Press the ENT Key to activate the approach.
Figure 5-133 Manually Activate Approach
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22) The IAF is the next waypoint. At the TOD, establish a descent vertical speed as previously discussed in Step 16.
The aircraft altitude is 9,000 feet upon reaching HABUK.
Figure 5-134 Descending Turn to the Initial Approach Fix (IAF)
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23) After crossing FALUR the next waypoint is the FAF. The flight phase changes to LPV on the HSI indicating the
current phase of flight is in Approach Mode and the approach type is LPV. CDI scaling changes accordingly and is
used much like a localizer when flying an ILS approach. The RVSI is no longer displayed and the VDI changes to
the Glidepath Indicator (as shown in Figure 5-135) when the final approach course becomes active.
Figure 5-135 Descending to the FAF
The descent continues through the FAF (CEGIX) using the Glidepath Indicator, as one would use a glideslope
indicator, to obtain an altitude “AT” 7,800 feet at the FAF. Note the altitude restriction lines over and under (At)
the altitude in the ‘ALT’ field in Figure 5-135.
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24) After crossing CEGIX, the aircraft continues following the glidepath to maintain the descent to “AT or ABOVE”
6,370 feet at the Missed Approach Point (MAP) (RW35R) as seen in Figure 5-136.
Figure 5-136 Descending to the Missed Approach Point
In this missed approach procedure, the fix immediately following the MAP (in this case ‘6368FT’) is not part
of the published procedure. It is simply a fix that defines a leg which guides the aircraft along the runway
centerline until the required altitude to make the first turn on the missed approach is exceeded. In this case, if
the aircraft altitude is below the specified altitude (6,368 feet) after crossing the MAP, a direct-to is established
to this fix until an altitude of 6,368 feet reached. After reaching 6,368 feet, a direct-to is established to the
published fix (in this case MOGAL). If the aircraft altitude is above the specified altitude after crossing the MAP,
a direct-to is established to the published fix (MOGAL) to begin the missed approach procedure. The altitude
constraint value defaults to 400 feet AGL when the fix is not part of the published procedure.
In some missed approach procedures this altitude fix may be part of the published procedure. For example, the
procedure dictates a climb to 5,500 feet, then turn left and proceed to the Missed Approach Hold Point (MAHP).
In this case, the altitude fix would be labeled ‘5500FT’. Again, if the aircraft altitude is lower than this prescribed
altitude, a direct-to is established to this fix when the missed approach procedure is activated.
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25) Upon reaching the MAP, it is decided to execute a missed approach. Automatic waypoint sequencing is
suspended past the MAP. Press the SUSP Softkey on the PFD to resume automatic waypoint sequencing
through the missed approach procedure.
A direct-to is initiated to MOGAL, which is the Missed Approach Hold Point (MAHP) as seen in Figure 5-137.
The aircraft is climbing to 10,000 feet. The CDI flight phase now changes from LPV to MAPR as seen on the
HSI.
Figure 5-137 Missed Approach Active
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26) The aircraft continues climbing to “AT or ABOVE” 10,000 feet at MOGAL. A holding pattern is established at
the MAHP (MOGAL) as shown in Figure 5-138.
Figure 5-138 Establishing the Holding Pattern
27) The aircraft maintains 10,000 feet while following the magenta line through the hold as in Figure 5-139.
Figure 5-139 Hold Established
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5.12 ABNORMAL OPERATION
This section discusses the Dead Reckoning mode of operation and the subsequent indications.
NOTE: Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic (OCN) phase of flight. In all other
phases, an invalid GPS solution produces a “NO GPS POSITION” annunciation on the map and the G1000
stops using GPS.
While in Enroute or Oceanic phase of flight, if the G1000 detects an invalid GPS solution or is unable to
calculate a GPS position, the system automatically reverts to Dead Reckoning (DR) Mode. In DR Mode, the G1000
uses its last-known position combined with continuously updated airspeed and heading data (when available) to
calculate and display the aircraft’s current estimated position.
It is important to note that estimated navigation data supplied by the G1000 in DR Mode may become increasingly
unreliable and must not be used as a sole means of navigation. If while in DR Mode airspeed and/or heading data
is also lost or not available, the DR function may not be capable of accurately tracking estimated position and,
consequently, the system may display a path that is different than the actual movement of the aircraft. Estimated
position information displayed by the G1000 through DR while there is no heading and/or airspeed data available
should not be used for navigation.
DR Mode is inherently less accurate than the standard GPS/WAAS Mode due to the lack of satellite measurements
needed to determine a position. Changes in wind speed and/or wind direction compound the relative inaccuracy
of DR Mode. Because of this degraded accuracy, other navigation equipment must be relied upon for position
awareness until GPS-derived position data is restored.
DR Mode is indicated on the G1000 by the appearance of the letters ‘DR’ superimposed in yellow over the ‘own
aircraft’ symbol as shown in Figure 5-140. In addition, ‘DR’ is prominently displayed in yellow on the HSI slightly
above and to the right of the aircraft symbol on the CDI as shown in Figure 5-140. Also, the CDI deviation bar
is removed from the display. Lastly, but at the same time, a ‘GPS NAV LOST’ alert message appears on the PFD.
Normal navigation using GPS/WAAS source data resumes automatically once a valid GPS solution is restored.
As a result of operating in DR Mode, all GPS-derived data is computed based upon an estimated position and
is displayed as yellow text on the display to denote degraded navigation source information as shown in Figure
5-140.
Also, while the G1000 is in DR Mode, the autopilot does not couple to GPS, and both TAWS and Terrain
Proximity are disabled. Additionally, the accuracy of all nearest information (airports, airspaces, and waypoints)
is questionable. Finally, airspace alerts continue to function, but with degraded accuracy.
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Distance &
Bearing
Dead Reckoning
Annunciaion
Wind Data
GPS Navigation
Lost Message
Track Bug
(if shown)
Bearing Pointer/
Distance
Navigation Data Bar
Wind Data
All data except Active Leg,
TAS, and DTK are in yellow
Dead Reckoning
Annunciation
Subdued Aircraft
Symbol
Figure 5-140 Dead Reckoning Mode - GPS Derived Data Shown in Yellow
NOTE: The Inset Map is removed from the PFD any time aircraft pitch is greater than +30° or less than –20°,
or when a 65° bank angle is reached.
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HAZARD AVOIDANCE
SECTION 6 HAZARD AVOIDANCE
Hazard avoidance features available for the G1000 are designed to aid situational awareness and provide advisory
information with regard to potential hazards to flight safety associated with weather, terrain, and air traffic.
Weather
• GDL 69A XM® Satellite Weather
• L-3 STORMSCOPE® WX-500 Series II Weather Mapping Sensor (Optional)
Terrain Avoidance
• Terrain Proximity
• Terrain Awareness and Warning System (TAWS) (Optional)
Traffic
• Traffic Information Service (TIS)
• Honeywell® KTA 870 Traffic Advisory System (TAS) (Optional)
• Automatic Dependent Surveillance - Broadcast (ADS-B) Traffic (Optional)
6.1 XM SATELLITE WEATHER
NOTE: XM Satellite Weather data provides information for avoiding hazardous weather. Do not utilize XM
Weather information to penetrate hazardous weather.
XM Satellite Weather is provided through the GDL 69A, a remote-mounted data-link satellite receiver. Received
graphical weather information and associated text is displayed on the Multi Function Display (MFD) and the
Primary Flight Display (PFD) Inset Map. The GDL 69A can also receive XM Satellite Radio® entertainment
services. Both weather data and entertainment programming operate in the S-band frequency range to provide
continuous reception capabilities at any altitude throughout North America.
XM Satellite Radio services are subscription-based. For more information on specific service packages, visit
www.xmradio.com.
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ACTIVATING SERVICES
Before XM Satellite Weather can be used, the service must be activated. Service is activated by providing XM
Satellite Radio with coded IDs unique to the installed GDL 69A. XM Satellite Radio and XM Satellite Weather
services each have coded IDs. The Data and Audio Radio IDs must be provided to XM Satellite Radio to activate
the weather service and entertainment subscriptions, respectively. These IDs are located on:
• The label on the back of the Data Link Receiver
• The XM Information Page on the MFD (Figure 6-1)
• The XM Satellite Radio Activation Instructions included with the unit (available at www.garmin.com, P/N
190-00355-04)
Contact the installer if the Audio and Data Radio IDs cannot be located.
XM Satellite Radio uses the coded IDs to send an activation signal that allows the G1000 to display weather
data and/or entertainment programming provided through the GDL 69A.
Activating XM Satellite Weather and XM Satellite Radio services:
1) Contact XM Satellite Radio by email (address listed on their website, www.xmradio.com) or by the customer
service phone number listed on the website. Follow the instructions provided by XM Satellite Radio services.
2) Select the fifth page in the Auxiliary Page Group.
3) Press the INFO Softkey to display the XM Information Page.
4) Verify that the desired services are activated.
5) Press the LOCK Softkey.
6) Turn the large FMS Knob to highlight ‘YES’.
7) To complete activation, press the ENT Key.
Data Radio ID
(for XM Weather)
Audio Radio ID
(for XM Satellite Radio)
Weather Products
(Available Products for Service
Class Indicated in Green)
Select to Display XM
Information page
6-2
Figure 6-1 XM Information Page
Garmin G1000 Pilot’s Guide for Cessna Nav III
Select to Lock
Subscription Information
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USING XM SATELLITE WEATHER PRODUCTS
The primary map for viewing XM Weather data is the Weather Data Link Page in the Map Page Group. This
is the only G1000 map display capable of showing information for all available XM weather products.
Viewing the Weather Data Link Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Weather Data Link Page.
NEXRAD Weather
Product Age
NEXRAD Weather
Product Display Enabled
NEXRAD Weather Product
Selected for Display
Figure 6-2 Weather Data Link Page
When a weather product is active on the Weather Data Link Page or the Navigation Map Page, the age of the
data is displayed on the screen (Figure 6-2). The age of the product is based on the time difference between
when the data was assembled on the ground and the current GPS time. Weather products are refreshed at
specific intervals (defined in the Refresh Rate column in Table 6-1).
If for any reason, a weather product is not refreshed within the 30-, 60-, or 90-minute Expiration Time
intervals (see Table 6-1), the data is considered expired and is removed from the display. This ensures that the
displayed data is consistent with what is currently being broadcast by XM Satellite Radio services. If more than
half of the expiration time has elapsed, the color of the product age displayed changes to yellow.
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Table 6-1 shows the weather product symbols, the expiration time and the refresh rate. The refresh rate
represents the interval at which XM Satellite Radio broadcasts new signals that may or may not contain new
weather data. It does not represent the rate at which weather data is updated or new content is received by
the Data Link Receiver. Weather data is updated at intervals that are defined and controlled by XM Satellite
Radio and its data vendors.
Weather Product
Symbol
Next-generation Radar
(NEXRAD)
Cloud Top
(CLD TOP)
Echo Top
(ECHO TOP)
XM Lightning
(LTNG)
Cell Movement
(CELL MOV)
SIGMETs/AIRMETs
(SIG/AIR)
Meteorological Aerodrome Report
(METARs)
City Forecast
(CITY)
Surface Analysis
(SFC)
Freezing Levels
(FRZ LVL)
Winds Aloft
(WIND)
County Warnings
(COUNTY)
Cyclone Warnings
(CYCLONE)
Radar Coverage
no product image
(RADAR CVRG)
Temporary Flight Restrictions
no product image
(TFRs)
Terminal Aerodrome Reports
no product image
(TAFs)
Expiration Time
(Minutes)
Refresh Rate
(Minutes)
30
5
60
15
30
7.5
30
5
30
12
60
12
90
12
60
12
60
12
60
12
60
12
60
5
60
12
30
5
60
12
60
12
Table 6-1 Weather Product Symbols and Data Timing
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Cloud Top (CLD TOP)
+
Echo Top (ECHO TOP)
+
Flight Plan Pages
+
Nearest Page Group
+
AUX - Trip Planning
Page
+
Weather Information
Page
Weather Data Link
Page
NEXRAD
Navigation Map Page
Weather Product
PFD Inset Map
Table 6-2 shows which XM products can be displayed (indicated with a ‘+’ symbol) on specific maps.
+
+
+
XM Lightning (LTNG)
+
+
+
+
+
+
Cell Movement (CELL MOV)
+
+
+
+
+
+
+
+
+
SIGMETs/AIRMETs (SIG/AIR)
+
METARs
+
City Forecast (CITY)
+
Surface Analysis (SFC)
+
Freezing Levels (FRZ LVL)
+
Winds Aloft (WIND)
+
County Warnings (COUNTY)
+
Cyclone Warnings (CYCLONE)
+
Radar Coverage
TFRs
TAFs
+
+
+
+
+
+
+
+
+
Table 6-2 Weather Product Display Maps
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Softkeys control the display of weather information on most MFD pages and the PFD Inset Map (Figure 6-3
shows the weather product softkeys for the Weather Data Link Page). When a weather product is selected
for display, the corresponding softkey label changes to gray to indicate the product is enabled. Unavailable
weather products have subdued softkey labels (softkeys are disabled from selection).
NEXRAD ECHO TOP CLD TOP
ENGINE
SFC OFF
FRZ LVL
LTNG
CELL MOV
WIND OFF COUNTY
SFC Softkey label changes
to reflect current selection.
SIG/AIR
METAR
LEGEND MORE WX CHKLIST
LEGEND
CYCLONE
Press the BACK Softkey to
move up one level.
WIND Softkey label changes
to reflect current selection.
OFF
CURRENT
12 HR
24 HR
36 HR
48 HR
BACK
LEGEND
BACK
PREV
OFF
SFC
3000
6000
9000
12000
15000
NEXT
LEGEND
BACK
PREV
OFF
18000
21000
24000
27000
30000
33000
NEXT
LEGEND
BACK
PREV
OFF
36000
39000
42000
NEXT
LEGEND
BACK
PREV and NEXT softkeys cycle through
Winds Aloft altitude selection softkeys.
Figure 6-3 Weather Data Link Weather Product Softkeys
The setup menus for the Navigation Map Page and the Weather Data Link Page control the map range settings
above which weather products data are decluttered from the display. If a map range larger than the weather
product map range setting is selected, the weather product data is removed from the map. The menus also
provide a means in addition to the softkeys for enabling/disabling display of weather products.
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Setting up and customizing the Weather Data Link Page:
1) Select the Weather Data Link Page.
2) Press the MENU Key.
3) With ‘Weather Setup’ highlighted, press the ENT Key (Figure 6-4).
4) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-5).
5) Turn the small FMS Knob to scroll though options for each product (ON/OFF, range settings, etc.).
6) Press the ENT Key to select an option.
7) Press the FMS Knob or CLR Key to return to the Weather Data Link Page with the changed settings.
Figure 6-4 Weather Data Link Page Menu
Figure 6-5 Weather Data Link Page Setup Menu
Restoring default Weather Data Link Page settings:
1) Select the Weather Data Link Page.
2) Press the MENU Key.
3) With ‘Weather Setup’ highlighted, press the ENT Key.
4) Press the MENU Key.
5) Highlight the desired option to restore defaults (for all or for selection), and press the ENT Key.
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Weather displayed on Pages other than the Weather Data Link Page use settings based on those selected for
the Navigation Map Page.
Setting up and customizing weather data for the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-6).
4) Turn the small FMS Knob to select the ‘Weather’ Group and press the ENT Key (Figure 6-7).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-8).
6) Turn the small FMS Knob to scroll though options for each product (ON/OFF, range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.
Figure 6-6 Navigation Map Page Menu
Figure 6-7 Navigation Map Page Setup Menu
6-8
Figure 6-8 Navigation Map Page Setup Menu, Weather Group
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Each active weather product has an associated legend which can be displayed on the Weather Data Link
Page.
Viewing legends for displayed weather products
1) Select the Weather Data Link Page.
2) Press the LEGEND Softkey to display the legends for the displayed weather products.
Or:
a) Press the MENU Key.
b) Select ‘Weather Legend’ and press the ENT Key.
3) Turn the FMS Knob to scroll through the legends if more are available than fit in the window.
4) To remove the Legend Window, press the LEGEND Softkey, the ENT or the CLR Key, or press the FMS Knob.
Additional information about the following can be displayed by panning over the display on the map:
• Echo Tops
• METARs
• Cell Movement
• County Warnings
• SIGMETs
• TFRs
• AIRMETs
The map panning feature is enabled by pressing the RANGE Knob. The map range is adjusted by turning
the RANGE Knob. If the map range is adjusted while panning is enabled, the map is re-centered on the Map
Pointer.
Additional Information on
Weather Feature Selected
with Map Pointer
Flash Flood
Warning
Selected with
Map Pointer
Figure 6-9 Panning on the Weather Data Link Page
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NEXRAD
NOTE: NEXRAD cannot be displayed at the same time as map topography and/or terrain.
WSR-88D, or NEXRAD (NEXt-generation RADar), is a network of 158 high-resolution Doppler radar
systems that are operated by the National Weather Service (NWS). NEXRAD data provides centralized
meteorological information for the continental United States and selected overseas locations. The maximum
range of a single NEXRAD radar site is 250 nm. In addition to a wide array of services, the NEXRAD network
provides important information about severe weather and air traffic safety.
NEXRAD data is not real-time. The lapsed time between collection, processing, and dissemination of
NEXRAD images can be significant and may not reflect the current radar synopsis. Due to the inherent delays
and the relative age of the data, it should be used for long-range planning purposes only. Never use NEXRAD
data or any radar data to penetrate hazardous weather. Rather, use it in an early-warning capacity of predeparture and enroute evaluation.
Figure 6-10 NEXRAD Data on the Weather Data Link Page
NEXRAD data can be displayed on the following maps:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Nearest Pages
• Weather Data Link Page
• Flight Plan Pages
• Airport Information Page
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Displaying NEXRAD weather information:
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey). This step is not necessary on the
Weather Data Link Page.
2) Press the NEXRAD Softkey.
Composite data from all the NEXRAD radar sites in the United States is shown. This data is composed of
the maximum reflectivity from the individual radar sweeps. The display of the information is color-coded
to indicate the weather severity level. All weather product legends can be viewed on the Weather Data Link
Page. For the NEXRAD legend (Figure 6-11), press the LEGEND Softkey when NEXRAD is selected for
display.
No Radar Coverage
Figure 6-11 NEXRAD Data with Legend
The display of radar coverage is always active when either NEXRAD or ECHO TOPS is selected. Areas
where NEXRAD radar coverage and Echo Tops information is not currently available or is not being collected
are indicated in grayish-purple. Radar capability exists in these areas, but it is not active or is off-line.
REFLECTIVITY
Reflectivity is the amount of transmitted power returned to the radar receiver. Colors on the NEXRAD
display are directly correlative to the level of detected reflectivity. Reflectivity as it relates to hazardous
weather can be very complex.
The role of radar is essentially to detect moisture in the atmosphere. Simply put, certain types of weather
reflect radar better than others. The intensity of a radar reflection is not necessarily an indication of the
weather hazard level. For instance, wet hail returns a strong radar reflection, while dry hail does not. Both
wet and dry hail can be extremely hazardous.
The different NEXRAD echo intensities are measured in decibels (dB) relative to reflectivity (Z). NEXRAD
measures the radar reflectivity ratio, or the energy reflected back to the radar receiver (designated by the
letter Z). The value of Z increases as the returned signal strength increases.
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NEXRAD LIMITATIONS
NEXRAD radar images may have certain limitations:
• NEXRAD base reflectivity does not provide sufficient information to determine cloud layers or precipitation
characteristics (wet hail vs. rain). For example, it is not possible to distinguish between wet snow, wet
hail, and rain.
• NEXRAD base reflectivity is sampled at the minimum antenna elevation angle. An individual NEXRAD
site cannot depict high altitude storms at close ranges. It has no information about storms directly over
the site.
• When zoomed in to a range of 30 nm, each square block on the display represents an area of four square
kilometers. The intensity level reflected by each square represents the highest level of NEXRAD data
sampled within the area (Figure 6-12).
Block Area is 4 km2
Figure 6-12 NEXRAD Data - Zoomed
The following may cause abnormalities in displayed NEXRAD radar images:
• Ground clutter
• Strobes and spurious radar data
• Sun strobes (when the radar antenna points directly at the sun)
• Interference from buildings or mountains, which may cause shadows
• Metallic dust from military aircraft, which can cause alterations in radar scans
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NEXRAD LIMITATIONS (CANADA)
• Radar coverage extends to 55ºN.
• Any precipitation displayed between 52ºN and 55ºN is displayed as mixed because it is unknown.
No coverage above 55ºN
Precipitation
above 52ºN
Figure 6-13 NEXRAD Data - Canada
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ECHO TOPS
NOTE: Display of Echo Tops is mutually exclusive with Cloud Tops and NEXRAD.
Echo Tops data (Figure 6-14) shows the location, elevation, and direction of the highest radar echo. The
highest radar echo does not indicate the top of a storm or clouds; rather it indicates the highest altitude at
which precipitation is detected. Information is derived from NEXRAD data.
Figure 6-14 Echo Tops Data
Displaying Echo Tops information:
1) Select the Weather Data Link Page.
2) Press the ECHO TOPS Softkey.
To display the Echo Tops legend (Figure 6-15), press the LEGEND Softkey when Echo Tops is selected for
display. Since Echo Tops and Cloud Tops use the same color scaling to represent altitude, display of these
weather products is mutually exclusive. When Echo Tops is activated, NEXRAD and Cloud Tops data are
removed.
No Radar Coverage
Figure 6-15 ECHO TOPS Legend
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The display of radar coverage is always active when either NEXRAD or ECHO TOPS is selected. Areas
where NEXRAD radar coverage and Echo Tops information is not currently available or is not being collected
are indicated in grayish-purple. Radar capability exists in these areas, but it is not active or is off-line.
CLOUD TOPS
NOTE: Cloud Tops and Echo Tops cannot be displayed at the same time.
Cloud Tops data (Figure 6-16) depicts cloud top altitudes as determined from satellite imagery.
Figure 6-16 Cloud Tops Data
Displaying Cloud Tops information:
1) Select the Weather Data Link Page.
2) Press the CLOUD TOPS Softkey.
To display the Cloud Tops legend (Figure 6-17), press the LEGEND Softkey when Cloud Tops is selected
for display. Since Cloud Tops and Echo Tops use the same color scaling to represent altitude, display of these
weather products is mutually exclusive. When Cloud Tops is activated, Echo Tops data is removed.
Figure 6-17 Cloud Tops Legend
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XM LIGHTNING
NOTE: XM Lightning and optional L-3 STORMSCOPE® WX-500 Lightning are mutually exclusive.
Lightning data (Figure 6-18) shows the approximate location of cloud-to-ground lightning strikes. A strike
icon represents a strike that has occurred within a two-kilometer region. The exact location of the lightning
strike is not displayed.
Lightning
Strikes
Figure 6-18 Lightning Data
XM Lightning data displays on the following maps:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Nearest Pages
• Weather Data Link Page
• Flight Plan Pages
Displaying XM Lightning information:
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey). This step is not necessary on the
Weather Data Link Page.
2) Press the XM LTNG Softkey (LTNG Softkey on the Weather Data Link Page).
To display the XM Lightning legend on the Weather Data Link Page (Figure 6-19), press the LEGEND
Softkey when XM Lightning is selected for display.
Figure 6-19 Lightning Legend
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CELL MOVEMENT
Cell Movement data (Figure 6-20) shows the location and movement of storm cells as identified by the
ground-based system. Cells are represented by yellow squares, with direction of movement indicated with
short, orange arrows.
Storm Cells
Figure 6-20 Cell Movement Data
On most applicable maps, Cell Movement data is selected for display along with NEXRAD. On the Weather
Data Link Page, Cell Movement data can be selected independently. Cell Movement data can be displayed
on the following maps:
• PFD Inset Map
• AUX - Trip Planning Page
•Navigation Map
• Nearest Pages
Displaying Cell Movement information:
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey). This step is not necessary on the
Weather Data Link Page.
2) Press the NEXRAD Softkey (CEL MOV Softkey on the Weather Data Link Page). For Cell Movement to be
displayed on maps other than the Weather Data Link Page, Cell Movement must be turned on in the Navigation
Map Setup Menu (see “Setting Up XM Satellite Weather”).
To display the Cell Movement legend on the Weather Data Link Page, (Figure 6-21), press the LEGEND
Softkey when Cell Movement is selected for display.
Figure 6-21 Cell Movement Legend
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SIGMETS AND AIRMETS
SIGMETs (SIGnificant METeorological Information) and AIRMETs (AIRmen’s METeorological Information)
are broadcast for potentially hazardous weather considered of extreme importance to all aircraft. A Convective
SIGMET is issued for hazardous convective weather. A localized SIGMET is a significant weather condition
occurring at a localized geographical position.
AIRMET
SIGMET
Figure 6-22 SIGMET/AIRMET Data
Displaying SIGMETs and AIRMETs:
1) Select the Weather Data Link Page.
2) Press the SIG/AIR Softkey.
3) To view the text of the SIGMET or AIRMET, press the RANGE Knob and move the Map Pointer over the
icon.
4) Press the ENT key. Figure 6-23 shows sample SIGMET text.
To display the SIGMET and AIRMET legend (Figure 6-24), press the LEGEND Softkey when SIGMETs and
AIRMETs are selected for display.
Figure 6-23 Sample SIGMET Text
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Figure 6-24 SIGMET/AIRMET Legend
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METARS AND TAFS
NOTE: Atmospheric pressure as reported for METARs is given in hectopascals (hPa), except for in the United
States, where it is reported in inches of mercury (in Hg). Temperatures are reported in Celsius.
NOTE: METAR information is only displayed within the installed aviation database service area.
METAR (METeorological Aerodrome Report) is the standard format for pre-flight weather briefings.
METARs are updated hourly and are considered current. METARs typically contain information about the
temperature, dewpoint, wind, precipitation, cloud cover, cloud heights, visibility, and barometric pressure.
They can also contain information on precipitation amounts, lightning, and other critical data. METARs are
shown as colored flags at airports that provide them.
Instructions for Viewing
METAR and TAF Text
Selected Airport
Figure 6-25 METAR Flags on the Weather Data Link Page
TAF (Terminal Aerodrome Report) is the standard format for 24-hour weather forecasts. TAFs may contain
some METAR data, but generally cover a smaller area. It typically forecasts significant weather changes,
temporary changes, probable changes, and expected changes in weather conditions.
METAR and TAF text are displayed on the Weather Information Page. METAR data is displayed first in a
decoded fashion, then as raw text. TAF information is displayed only in its raw form.
Displaying METAR and TAF text:
1) On the Weather Data Link Page, press the METAR Softkey.
2) Press the RANGE Knob and pan to the desired airport.
3) Press the ENT Key. The Weather Information Page is shown with METAR and TAF text.
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4) Use the FMS Knob or the ENT Key to scroll through the METAR and TAF text. METAR text must be completely
scrolled through before scrolling through the TAF text.
5) Press the FMS Knob or the CLR Key to return to the Weather Data Link Page.
Or:
1) Select the Weather Information Page.
a) Turn the large FMS Knob to select the Waypoint Page Group.
b) Press the WX Softkey to select the Weather Information Page.
2) Press the FMS Knob to display the cursor.
3) Use the FMS Knob to enter the desired airport and press the ENT Key.
4) Use the FMS Knob or the ENT Key to scroll through the METAR and TAF text. Note that the METAR text must
be completely scrolled through before scrolling through the TAF text.
METAR Text for the
Selected Airport
METAR Symbol
TAF Text for the
Selected Airport
Figure 6-26 METAR and TAF Text on the Weather Information Page
To display the METAR legend on the Weather Data Link Page (Figure 6-27), press the LEGEND Softkey
when METARs are selected for display.
The METAR flag color is determined by the information in the METAR text. A gray METAR flag is displayed
when the METAR text does not contain adequate information.
Figure 6-27 METAR Legend
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SURFACE ANALYSIS AND CITY FORECAST
NOTE: Surface Analysis and City Forecast data are displayed only within the installed Aviation Database
service area.
Surface Analysis and City Forecast information is available for current and forecast weather conditions.
Forecasts are available for intervals of 12, 24, 36, and 48 hours.
Figure 6-28 Current Surface Analysis Data
Displaying Surface Analysis and City Forecast information:
1) Select the Weather Data Link Page.
2) Press the MORE WX Softkey.
3) Press the SFC Softkey.
4) Select the desired forecast time: CURRENT, 12 HR, 24 HR, 36 HR, or 48 HR. The SFC Softkey label changes
to reflect the forecast time selected.
To display the Surface Analysis and City Forecast legend (Figure 2-29), press the LEGEND Softkey when
Surface Analysis and City Forecast are selected to be displayed.
Figure 6-29 Surface Analysis Legend
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FREEZING LEVELS
Freezing Level data shows the color-coded contour lines for the altitude and location at which the first
isotherm is found (Figure 6-30). When no data is displayed for a given altitude, the data for that altitude has
not been received, or is out of date and has been removed from the display. New data appears at the next
update.
Figure 6-30 Freezing Level Data
Displaying Freezing Level information:
1) Select the Weather Data Link Page.
2) Press the MORE WX Softkey.
3) Press the FRZ LVL Softkey.
To display the Freezing Level legend (Figure 6-31), press the LEGEND Softkey when Freezing Level data
is selected to be displayed.
Figure 6-31 Freezing Level Legend
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WINDS ALOFT
Winds Aloft data (Figure 6-32) shows the forecasted wind speed and direction at the surface and at selected
altitudes. Altitude can be displayed in 3,000-foot increments up to 42,000 feet MSL.
Displaying Winds Aloft data:
1) Select the Weather Data Link Page.
2) Press the MORE WX Softkey.
3) Press the WIND Softkey.
4) Select the desired altitude level: SFC (surface) up to 42,000 feet. Press the NEXT or PREV Softkey to cycle
through the altitude softkeys. The WIND Softkey label changes to reflect the altitude selected.
Figure 6-32 Winds Aloft Data at 27,000 Feet
To display the Winds Aloft legend (Figure 6-33), press the LEGEND Softkey when Winds Aloft is
selected for display.
Figure 6-33 Winds Aloft Data with Legend
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COUNTY WARNINGS
County data (Figure 6-34) provides specific public awareness and protection weather warnings from the
National Weather Service (NWS). This can include information on fires, tornadoes, severe thunderstorms,
flood conditions, and other natural disasters.
Additional Information on
Flood Warning Selected
with Map Pointer
Flood Warning
Figure 6-34 County Flood Warning
Displaying County Warning information:
1) Select the Weather Data Link Page.
2) Press the MORE WX Softkey.
3) Press the COUNTY Softkey.
To display the County Warnings legend (Figure 6-35), press the LEGEND Softkey when County Warnings
are selected to be displayed.
Figure 6-35 County Warnings Legend
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CYCLONE
The Cyclone weather product shows the current location of cyclones (hurricanes) and their projected
tracks.
Cyclone
Figure 6-36 Cyclone Data Selected for Display
Displaying cyclone (hurricane) track information:
1) Select the Weather Data Link Page.
2) Press the MORE WX Softkey.
3) Press the CYCLONE Softkey.
To display the Cyclone legend (Figure 6-37), press the LEGEND Softkey when Cyclones are selected to be
displayed.
Figure 6-37 Cyclone Legend
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6.2 WX-500 STORMSCOPE (OPTIONAL)
NOTE: The Stormscope system is not intended for hazardous thunderstorm penetration. Weather information
on the G1000 MFD is approved for weather avoidance only. Refer to the WX-500 User’s Guide for a detailed
description of Stormscope operation.
NOTE: L-3 STORMSCOPE® WX-500 Lightning and GDL 69/69A XM® Satellite Weather Lightning are
mutually exclusive.
The following pages can display Stormscope data:
• Stormscope Page
• Navigation Map
• AUX - Trip Planning Page
• Nearest Pages
To display Stormscope data on the Navigation Map, AUX - Trip Planning Page, or any of the Nearest Pages,
press the MAP Softkey, then press the STRMSCP Softkey. These pages can also display cell or strike data using the
yellow lightning strike symbology shown in Table 6-3.
Table 6-3 Lightning Age and Symbols
SETTING UP STORMSCOPE ON THE NAVIGATION MAP
Setting up Stormscope options on the Navigation Map:
1) On the Navigation Map Page, press the MENU Key.
2) With ‘Map Setup’ selected (Figure 6-38), press the ENT Key.
3) Turn the small FMS Knob to display the group selection window. Turn the small FMS Knob to select ‘Weather’
(Figure 6-39), and press the ENT Key.
4) Turn the large FMS Knob to highlight and move between the product selections.
5) When an item is highlighted, turn the small FMS Knob to select the option.
6) Press the ENT Key.
7) Press the FMS Knob to return to the Navigation Map Page (Figure 6-40).
The following options are available (Figure 6-39):
• STRMSCP LTNG – Turns the display of Stormscope data on or off.
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• STRMSCP MODE – Selects the CELL or STRIKE mode of lightning activity. Cell mode identifies clusters
or cells of electrical activity. Strike mode indicates the approximate location of lightning strikes.
• STRMSCP SMBL – Selects the range at which Stormscope data displays. Stormscope data is removed
when a map range greater than the STRMSCP SMBL value is selected.
Figure 6-38 Page Menu
Figure 6-39 Map Setup Menu
CELL AND STRIKE MODE ON THE NAVIGATION MAP
On the Navigation Map, cell mode identifies cells of lightning activity (Figure 6-40). Stormscope identifies
clusters of electrical activity that indicate cells. Strike mode indicates the approximate location of lightning
strikes.
Selecting the ‘cell’ or ‘strike’ mode on the Navigation Map:
1) Press the MENU Key.
2) With ‘Map Setup’ selected, press the ENT Key.
3) Select the ‘Weather’ group.
4) Press the ENT Key. The cursor flashes on ‘STRMSCP LTNG’.
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5) Turn the large FMS Knob to select ‘STRMSCP MODE’.
6) Turn the small FMS Knob to change between ‘CELL’ and ‘STRIKE’ options. When an item is selected, press the
ENT Key.
7) Press the FMS knob to return to the Navigation Map Page.
Figure 6-40 Navigation Map Page with Stormscope
Lightning Data
If heading input is lost, strikes and/or cells must be cleared manually after the execution of each turn
(Figure 6-41). This is to ensure that the strike and/or cell positions are depicted accurately in relation to the
nose of the aircraft.
Manually clearing Stormscope data on the Navigation Map:
1) Press the MENU Key.
2) Select ‘Clear Stormscope Lightning’.
3) Press the ENT Key.
Figure 6-41 Navigation Map Page Options Menu
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ZOOM RANGE ON THE NAVIGATION MAP
Stormscope lightning data can be displayed up to 800 nm zoom range (in North up mode) on the Navigation
Map Page. However, in the track up mode at the 500 nm range, a portion of Stormscope lightning data
can be behind the aircraft and therefore not visible on the Navigation Map. Since the range for Stormscope
data is 400 nm diameter total (200 nm in front and 200 nm behind), the 500 nm range in North up mode
shows all the data.
At a map range of less than 25 nm, Stormscope lightning data is not displayed, but can still be present. The
presence of Stormscope lightning data is indicated by the annunciation ‘LTNG < 25 nm’ in the upper right
corner (Figure 6-42).
Figure 6-42 Lightning Display Range Annunciation
The maximum zoom range can also be set on the Navigation Map. Note that Stormscope data above the
selected maximum zoom range is decluttered.
Selecting a Stormscope range on the Navigation Map:
1) Press the MENU Key.
2) Select ‘MAP SETUP’.
3) Select the ‘Weather’ group.
4) Press the ENT Key.
5) Turn the large FMS Knob to select ‘STRMSCP SMBL’.
6) Turn the small FMS Knob to select the maximum display range.
7) Press the ENT Key.
8) Press the FMS Knob to return to the Navigation Map Page.
To change the display range on the Navigation Map Page, turn the RANGE Knob clockwise to zoom out or
counter-clockwise to zoom in.
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SELECTING THE STORMSCOPE PAGE
Stormscope lightning data can be displayed at the ranges of 25 nm, 50 nm, 100 nm, and 200 nm.
Adjusting the Stormscope Map Range:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Stormscope Page.
3) To change the map range, turn the RANGE Knob clockwise to zoom out or counter-clockwise to zoom in.
Figure 6-43 Stormscope Page
Changing between ‘cell’ and ‘strike’ mode on the Stormscope Page:
1) Select the Stormscope Page.
2) Press the MODE Softkey. The CELL and STRIKE softkeys are displayed.
3) Press the CELL Softkey to display ‘CELL’ data or press the STRIKE Softkey to display ‘STRIKE’ data. ‘CELL’ or
‘STRIKE’ is displayed in the mode box in the upper left corner of the Stormscope Page.
4) Press the BACK Softkey to return to the main Stormscope page.
Changing the viewing mode between 360˚ and 120˚ on the Stormscope Page:
1) Select the Stormscope Page.
2) Press the VIEW Softkey. The 360 and ARC softkeys are displayed. Press the 360 Softkey to display a 360˚
viewing area or press the ARC Softkey to display a 120˚ viewing area.
3) Press the BACK Softkey to return to the main Stormscope page.
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6.3 TERRAIN PROXIMITY
WARNING: Do not use Terrain Proximity information for primary terrain avoidance. Terrain Proximity is
intended only to enhance situational awareness.
NOTE: Terrain data is not displayed when the aircraft latitude is greater than 75° North or 60° South.
G1000 Terrain Proximity is a terrain awareness system that does not comply with TSO-C151b certification
standards. It increases situational awareness and aids in reducing controlled flight into terrain (CFIT). Do not
confuse Terrain Proximity with Terrain Awareness and Warning System (TAWS). TAWS is more sophisticated
and robust, and it is TSO-C151b certified. Terrain Proximity does not provide warning annunciations or voice
alerts. It only provides color indications on map displays when terrain and obstacles are within a certain altitude
threshold from the aircraft. Although the terrain and obstacle color map displays are the same, TAWS uses more
sophisticated algorithms to assess aircraft distance from terrain and obstacles.
Terrain Proximity requires the following components to operate properly:
• Valid 3-D GPS position
• Valid terrain/obstacle database
Terrain Proximity displays altitudes of terrain and obstructions relative to the aircraft position and altitude with
reference to a database that may contain inaccuracies. Terrain and obstructions are shown only if they are in the
database. Terrain and obstacle information should be used as an aid to situational awareness. They should never
be used to navigate or maneuver around terrain.
Note that all obstructions may not be available in the terrain and obstacle database. No terrain and obstacle
information is shown without a valid 3-D GPS position.
The G1000 GPS receiver provides the horizontal position and altitude. GPS altitude is derived from satellite
position. GPS altitude is then converted to a mean sea level (MSL)-based altitude (GPS-MSL altitude) and is used
to determine terrain and obstacle proximity. GPS-MSL altitude accuracy is affected by satellite geometry, but is not
subject to variations in pressure and temperature that normally affect pressure altitude sensors. GPS-MSL altitude
does not require local altimeter settings to determine MSL altitude. It is a widely-used MSL altitude source.
Terrain and obstacle databases are referenced to MSL. Using the GPS position and altitude, the Terrain Proximity
feature portrays a 2-D picture of the surrounding terrain and obstacles relative to the position and altitude of the
aircraft. GPS position and GPS-MSL altitude are used to calculate and predict the aircraft’s flight path in relation
to the surrounding terrain and obstacles. In this way, the pilot can view predicted dangerous terrain and obstacle
conditions.
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DISPLAYING TERRAIN PROXIMITY DATA
The symbols and colors in Figure 6-44 and Table 6-4 are used to represent obstacles and aircraft altitude
when the Terrain Proximity Page is selected for display. Terrain Proximity uses black, yellow, and red to
represent terrain information relative to aircraft altitude. The color of each obstacle is associated with the
altitude of the aircraft.
Terrain Above Aircraft Altitude
Red terrain is above
or within 100 ft below
the aircraft altitude
Aircraft Altitude
100 ft Threshold
1000 ft
Yellow terrain is between 100 ft and 1000 ft below the aircraft altitude
Black terrain is more than 1000 ft below the aircraft altitude
Figure 6-44 Terrain Altitude/Color Correlation for Terrain Proximity
Unlighted Obstacle
Lighted Obstacle
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
Obstacle Location
Red obstacle is above or within 100 ft
below the aircraft altitude
Yellow obstacle is between 100 ft and
1000 ft below the aircraft altitude
Table 6-4 Terrain Proximity Terrain/Obstacle Colors and Symbology
Terrain and obstacle information can be displayed on the following pages:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Flight Plan Page
• Terrain Proximity Page
Displaying terrain and obstacle information (maps other than the Terrain Proximity Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When Terrain Proximity is selected on maps other than the Terrain Proximity Page, an icon to indicate the
feature is enabled for display and a legend for Terrain Proximity colors are shown (Figure 6-48).
The Navigation Map Page Setup Menu provides a means in addition to the softkey for enabling/disabling
display of terrain and obstacles. The setup menu also controls the map range settings above which terrain and
obstacle data are decluttered from the display. If a map range larger than the map range setting is selected, the
data is removed from the map.
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Terrain data can be selected for display independently of obstacle data; however, obstacles recognized by
Terrain Proximity as yellow or red are shown when terrain is selected for display and the map range is within
the setting limit.
Maps besides the Terrain Proximity Page use settings based on those selected for the Navigation Map Page.
The maximum display ranges for obstacles on each map are dependent on the range setting made for the
Navigation Map. If the maximum range for obstacle display on the Navigation Map is adjusted to below 20 nm,
the highest obstacle display range settings on the other applicable maps are also adjusted proportionally.
Customizing terrain and obstacle display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-45).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-46).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-47).
• TERRAIN DATA – Turns the display of terrain data on or off and sets maximum range at which terrain is shown
• OBSTACLE DATA – Turns the display of obstacle data on or off and sets maximum range at which obstacles are shown
6) Turn the small FMS Knob to scroll though options for each product (ON/OFF, range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.
Figure 6-45 Navigation Map Page Menu
Figure 6-46 Navigation Map Page Setup Menu
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Figure 6-47 Navigation Map Page Setup Menu, Map Group
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Additional information about obstacles can be displayed by panning over the display on the map. The map
panning feature is enabled by pressing the RANGE Knob. The map range is adjusted by turning the RANGE
Knob. If the map range is adjusted while panning is enabled, the map is re-centered on the Map Pointer.
Additional Information
on Obstacle Selected
with Map Pointer
Yellow Terrain Area
(Between 100’ and 1000’
Below Aircraft Altitude)
Red Terrain Area
(Above or Within 100’
Below Aircraft Altitude)
Red Lighted Obstacles
(Above or Within 100’
Below Aircraft Altitude)
Lighted Obstacle Selected
with Map Pointer
Terrain Display Enabled
Terrain Legend
Figure 6-48 Terrain Information on the Navigation Map Page
TERRAIN PROXIMITY PAGE
The Terrain Proximity Page is specialized to show terrain and obstacle data in relation to the aircraft’s current
altitude, without clutter from the basemap. Aviation data (airports, VORs, and other NAVAIDs) can be displayed
for reference.
Aircraft orientation on this map is always heading up unless there is no valid heading. Two views are available
relative to the position of the aircraft: the 360° default display and the radar-like ARC (120°) display. Map range
is adjustable with the RANGE Knob from 1 to 200 nm, as indicated by the map range rings (or arcs).
Displaying the Terrain Proximity Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Terrain Proximity Page.
3) To change the view,
a) Press the VIEW Softkey.
b) Press the 360 or ARC Softkey to select the desired view.
Or:
a) Press the MENU Key.
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b) Select ‘View 120º’ or ‘View 360º’ (choice dependent on current state) and press the ENT Key to change the view.
Showing/hiding aviation information on the Terrain Proximity Page:
1) Press the MENU Key.
2) Select ‘Show Aviation Data’ or ‘Hide Aviation Data’ (choice dependent on current state) and press the ENT Key.
Map Orientation
Current Aircraft GPSderived MSL Altitude
Black Terrain
(More than 1000’ Below
the Aircraft Altitude)
Map Range Rings
Yellow Terrain
(Between 100’ and 1000’
Below the Aircraft Altitude)
Red Terrain
(Above or Within 100’
Below the Aircraft Altitude)
Terrain Legend
Figure 6-49 Terrain Proximity Page
Map Range Arcs
Yellow Terrain
(Between 100’ and 1000’
Below the Aircraft Altitude)
Red Terrain
(Above or Within 100’
Below the Aircraft Altitude)
Black Terrain
(Terrain More than 1000’
Below the Aircraft Altitude)
Terrain Legend
Figure 6-50 Terrain Proximity Page (ARC View)
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6.4 TAWS (OPTIONAL)
WARNING: Do not use TAWS information for primary terrain avoidance. TAWS is intended only to enhance
situational awareness.
NOTE: The data contained in the TAWS databases comes from government agencies. Garmin accurately
processes and cross-validates the data but cannot guarantee the accuracy and completeness of the data.
TAWS (Terrain Awareness and Warning System) is an optional feature to increase situational awareness and aid
in reducing controlled flight into terrain (CFIT). TAWS provides visual and aural annunciations when terrain and
obstacles are within the given altitude threshold from the aircraft. The displayed alerts and warnings are advisory
in nature only.
TAWS satisfies TSO-C151b Class B requirements for certification. Class B TAWS is required for all Part 91
aircraft operations with six or more passenger seats and for Part 135 turbine aircraft operations with six to nine
passenger seats (FAR Parts 91.223, 135.154).
TAWS requires the following to operate properly:
• A valid terrain/obstacle/airport terrain database
• A valid 3-D GPS position solution
TAWS uses terrain and obstacle information supplied by government sources. Terrain information is based on
terrain elevation information in a database that may contain inaccuracies. Individual obstructions may be shown
if available in the database. The data undergoes verification by Garmin to confirm accuracy of the content, per
TSO-C151b. However, the displayed information should never be understood as being all-inclusive and data
may be inaccurate.
TAWS uses information provided from the GPS receiver to provide a horizontal position and altitude. GPS
altitude is derived from satellite measurements. GPS altitude is converted to a mean sea level (MSL)-based altitude
(GPS-MSL altitude) and is used to determine TAWS alerts. GPS-MSL altitude accuracy is affected by factors such
as satellite geometry, but it is not subject to variations in pressure and temperature that normally affect pressure
altitude devices. GPS-MSL altitude does not require local altimeter settings to determine MSL altitude. Therefore,
GPS altitude provides a highly accurate and reliable MSL altitude source to calculate terrain and obstacle alerts.
The terrain and obstacle databases used by TAWS are referenced to mean sea level (MSL). Using the GPS
position and GPS-MSL altitude, TAWS displays a 2-D picture of the surrounding terrain and obstacles relative to
the position and altitude of the aircraft. Furthermore, the GPS position and GPS-MSL altitude are used to calculate
and “predict” the aircraft’s flight path in relation to the surrounding terrain and obstacles. In this manner, TAWS
can provide advanced alerts of predicted dangerous terrain conditions.
Baro-corrected altitude (or indicated altitude) is derived by adjusting the altimeter setting for local atmospheric
conditions. The most accurate baro-corrected altitude can be achieved by frequently updating the altimeter setting
to the nearest reporting station along the flight path. However, because actual atmosphere conditions seldom
match the standard conditions defined by the International Standard Atmosphere (ISA) model (where pressure,
temperature, and lapse rates have fixed values), it is common for the baro-corrected altitude (as read from the
altimeter) to differ from the GPS-MSL altitude. This variation results in the aircraft’s true altitude differing from
the baro-corrected altitude.
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DISPLAYING TAWS DATA
TAWS uses yellow (caution) and red (warning) to depict terrain and obstacles (with heights greater than 200
feet above ground level, AGL) alerts relative to aircraft altitude. Colors are adjusted automatically as the aircraft
altitude changes. The colors and symbols in Figure 6-51 and Table 6-5 are used to represent terrain, obstacles,
and potential impact points.
Figure 6-51 Terrain Altitude/Color Correlation for TAWS
Unlighted Obstacle
Lighted Obstacle
Potential
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL Impact Points
Obstacle Location
WARNING: Red obstacle is above or within
100’ below current aircraft altitude
CAUTION: Yellow obstacle is between 100’
and 1000’ below current aircraft altitude
Table 6-5 TAWS Obstacle Colors and Symbology
TAWS information can be displayed on the following maps:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Flight Plan Pages
• TAWS Page
Displaying terrain and obstacle information (maps other than the TAWS Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When TAWS is selected on maps other than the TAWS Page, an icon to indicate the feature is enabled for
display and a legend for TAWS terrain colors are shown (Figure 6-58).
The Navigation Map Page Setup Menu provides a means in addition to the softkey for enabling/disabling
display of terrain and obstacles. The setup menu also controls the map range settings above which terrain and
obstacle data are decluttered from the display. If a map range larger than the map range setting is selected, the
data is removed from the map.
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Terrain data can be selected for display independently of obstacle data; however, obstacles for which warnings
and cautions are issued are shown when terrain is selected for display and the map range is within the setting
limit.
Maps besides the TAWS Page use settings based on those selected for the Navigation Map Page. The maximum
display ranges for obstacles on each map are dependent on the range setting made for the Navigation Map. If
the maximum range for obstacle display on the Navigation Map is adjusted to below 20 nm, the highest obstacle
display range settings on the other applicable maps are also adjusted proportionally.
Customizing terrain and obstacle display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-52).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-53).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-54).
• TERRAIN DATA – Turns the display of terrain data on or off and sets maximum range at which terrain is shown
• OBSTACLE DATA – Turns the display of obstacle data on or off and sets maximum range at which obstacles are shown
6) Turn the small FMS Knob to scroll though options for each product (ON/OFF, range settings).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.
Figure 6-52 Navigation Map Page Menu
Figure 6-53 Navigation Map Page Setup Menu
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Figure 6-54 Navigation Map Page Setup Menu, Map Group
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TAWS PAGE
The TAWS Page is specialized to show terrain, obstacle, and potential impact point data in relation to the
aircraft’s current altitude, without clutter from the basemap. Aviation data (airports, VORs, and other NAVAIDs)
can be displayed for reference. If an obstacle and the projected flight path of the aircraft intersect, the display
automatically zooms in to the closest potential point of impact on the TAWS Page.
Aircraft orientation on this map is always heading up unless there is no valid heading. Two views are available
relative to the position of the aircraft: the 360° default display and the radar-like ARC (120°) display. Map range
is adjustable with the RANGE Knob from 1 to 200 nm, as indicated by the map range rings (or arcs).
Displaying the TAWS Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select TAWS Page.
Changing the TAWS Page view:
1) Press the VIEW Softkey.
2) Press the 360 or ARC Softkey to select the desired view.
Or:
1) Press the MENU Key.
2) Select ‘View 120º’ or ‘View 360º’ (choice dependent on current state) and press the ENT Key to change the view
Showing/hiding aviation information on the TAWS Page:
1) Press the MENU Key.
2) Select ‘Show Aviation Data’ or ‘Hide Aviation Data’ (choice dependent on current state) and press the ENT Key.
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Red Terrain
(Warning - Terrain Above
or Within 100’ Below
the Aircraft Altitude)
Yellow Terrain
(Caution - Terrain
Between 100’ and
1000’ Below the
Aircraft Altitude)
Black Terrain
(Terrain More than
1000’ Below the
Aircraft Altitude)
Map Range Rings
Terrain Legend
Figure 6-55 TAWS Page
Yellow Terrain
(Caution - Terrain
Between 100’ and
1000’ Below the
Aircraft Altitude)
Red Terrain
(Warning - Terrain Above
or Within 100’ Below
the Aircraft Altitude)
Map Range Arc
Black Terrain
(Terrain More than 1000’
Below the Aircraft Altitude)
Terrain Legend
Figure 6-56 TAWS Page (ARC View)
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TAWS ALERTS
Alerts are issued when flight conditions meet parameters that are set within TAWS software algorithms.
TAWS alerts typically employ a CAUTION or a WARNING alert severity level, or both. When an alert is issued,
visual annunciations are displayed and aural alerts are simultaneously issued. Table 6-6 shows TAWS alert
types with corresponding annunciations and aural messages.
When an alert is issued, annunciations appear on the PFD and MFD. The TAWS Alert Annunciation is shown
to the upper left of the Altimeter on the PFD and below the Terrain Legend on the MFD. If the TAWS Page is
not displayed at the time, a pop-up alert appears on the MFD. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed page), or
• Press the ENT Key (accesses the TAWS Page)
Alert Annunciation
Pop-up
Alert
Figure 6-57 TAWS Alert Annunciations
Terrain Display Enabled
Terrain Legend
Alert Annunciation
Figure 6-58 Navigation Map Page
(After TAWS Pop-up Alert Acknowledgment)
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Alert Type
PFD/MFD Alert
Annunciation
MFD Pop-Up Alert
Aural Message
Excessive Descent Rate Warning
(EDR)
“Pull Up”
Reduced Required Terrain
Clearance Warning (RTC)
or
*
Imminent Terrain Impact
Warning (ITI)
or
Reduced Required Obstacle
Clearance Warning (ROC)
or
Imminent Obstacle Impact
Warning (IOI)
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
or
“Obstacle, Obstacle; Pull Up, Pull Up”
*
“Terrain Ahead; Terrain Ahead”*
or
“Caution, Terrain; Caution, Terrain”
*
“Terrain Ahead; Terrain Ahead”*
or
“Caution, Terrain; Caution, Terrain”
*
“Obstacle Ahead; Obstacle Ahead”*
or
“Caution, Obstacle; Caution, Obstacle”
*
“Obstacle Ahead; Obstacle Ahead”*
or
“Caution, Obstacle; Caution, Obstacle”
or
Reduced Required Obstacle
Clearance Caution (ROC)
or
Imminent Obstacle Impact
Caution (IOI)
Negative Climb Rate Caution
(NCR)
*
or
Imminent Terrain Impact Caution
(ITI)
Terrain Ahead, Pull Up; Terrain Ahead, Pull Up’*
or
“Terrain, Terrain; Pull Up, Pull Up”
* “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”*
or
“Obstacle, Obstacle; Pull Up, Pull Up”
or
Reduced Required Terrain
Clearance Caution (RTC)
Premature Descent Alert
Caution (PDA)
Altitude Callout “500”
Excessive Descent Rate Caution
(EDR)
* “Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”*
or
“Terrain, Terrain; Pull Up, Pull Up”
or
“Too Low, Terrain”
None
None
“Five-Hundred”
“Sink Rate”
*
or
“Don’t Sink”*
or
“Too Low, Terrain”
* Alerts with multiple messages are configurable at installation and are installation-dependent. Alerts for the default
configuration are indicated with asterisks.
Table 6-6 TAWS Alerts Summary
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EXCESSIVE DESCENT RATE ALERT
The purpose of the Excessive Descent Rate (EDR) alert is to provide suitable notification when the
aircraft is determined to be closing (descending) upon terrain at an excessive speed. Figure 6-59 shows the
parameters for the alert as defined by TSO-C151b.
6000
5500
Height Above Terrain (Feet)
5000
4500
"
TE
A
KR
4000
IN
"S
3500
3000
2500
2000
1500
"PULL UP"
1000
500
0
2000
4000
6000
8000
10000
12000
Descent Rate (FPM)
Figure 6-59 Excessive Descent Rate Alert Criteria
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FORWARD LOOKING TERRAIN AVOIDANCE
Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle Clearance (ROC)
alerts are issued when the aircraft flight path is above terrain, yet is projected to come within the minimum
clearance values in Table 6-7. When an RTC alert is issued, a potential impact point is displayed on the TAWS
Page.
Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IOI) alerts are issued when the
aircraft is below the elevation of a terrain or obstacle cell in the aircraft’s projected path. ITI and IOI alerts are
accompanied by a potential impact point displayed on the TAWS Page. The alert is annunciated when the
projected vertical flight path is calculated to come within minimum clearance altitudes in Table 6-7.
Flight Phase
Enroute
Terminal
Approach
Departure
Minimum Clearance Altitude (ft)
Level Flight
Descending
700
500
350
300
150
100
100
100
Table 6-7 FLTA Alert Minimum Terrain and Obstacle Clearance Values
During final approach, Forward Looking Terrain Avoidance (FLTA) alerts are automatically inhibited when
the aircraft is below 200 feet AGL while within 0.5 nm of the approach runway or below 125 feet AGL while
within 1.0 nm of the runway threshold.
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PREMATURE DESCENT ALERTING
A Premature Descent Alert (PDA) is issued when the system detects that the aircraft is significantly
below the normal approach path to a runway (Figure 6-60).
PDA alerting begins when the aircraft is within 15 nm of the destination airport and ends when the aircraft
is either 0.5 nm from the runway threshold OR is at an altitude of 125 feet AGL while within 1.0 nm of the
threshold. During the final descent, algorithms set a threshold for alerting based on speed, distance, and
other parameters.
Height Above Terrain (Feet)
700
600
500
400
300
PDA Alerting Area
200
100
Runway 1
Threshold
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Distance From Destination Airport (nm)
Figure 6-60 PDA Alerting Threshold
PDA and FLTA aural and visual alerts can be manually inhibited. Discretion should be used when inhibiting
TAWS and the system should be enable when appropriate. When TAWS is inhibited, the alert annunciation
‘TAWS INHB’ is shown on the PFD and MFD (Figure 6-61).
Figure 6-61 TAWS Alerting Disabled
(TAWS Inhibited) Annunciation
Inhibiting/enabling TAWS alerting:
1) Select the TAWS Page.
2) Press the MENU Key.
3) Select ‘Inhibit TAWS’ or ‘Enable TAWS’ (choice dependent on current state) and press the ENT Key.
If TAWS alerts are inhibited when the Final Approach Fix is the active waypoint in a GPS WAAS approach,
a ‘LOW ALT’ annunciation may appear on the PFD next to the Altimeter if the current aircraft altitude is at
least 164 feet below the prescribed altitude at the Final Approach Fix. See the Flight Instruments Section for
details.
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FIVE-HUNDRED AURAL ALERT
The purpose of the aural alert message “Five-hundred” is to provide an advisory alert that the aircraft is 500
feet above terrain. When the aircraft descends within 500 feet of terrain, the aural message “Five-hundred” is
generated. There are no display annunciations or pop-up alerts that accompany the aural message.
NEGATIVE CLIMB RATE AFTER TAKEOFF ALERT (NCR)
The Negative Climb Rate (NCR) After Takeoff alert (also referred to as “Altitude Loss After Takeoff”)
provides alerts when the system determines the aircraft is losing altitude (closing upon terrain) after takeoff.
The aural message “Don’t Sink” is given for NCR alerts, accompanied by an annunciation and a pop-up terrain
alert on the display. NCR alerting is only active when departing from an airport and when the following
conditions are met:
• Height above the terrain is less than 700 feet
• Distance from the departure airport is 2 nm or less
• Heading change from the departure heading is less than 110 degrees
Height Above Terrain (Feet)
Figure 6-62 shows the NCR alerting parameters as defined by TSO-C151b.
1000
800
600
400
“DON’T SINK”
200
0
20
40
60
80
100
120
140
Height Above Terrain (Feet)
Altitude Loss (Feet)
1000
900
800
700
600
500
400
“DON’T SINK”
300
200
100
0
500
1000
1500
2000
2500
3000
3500
4000
Sink Rate (Feet Per Minute)
Figure 6-62 Negative Climb Rate (NCR) Alert Criteria
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SYSTEM STATUS
During G1000 power-up, TAWS conducts a self-test of its aural and visual annunciations. The system test can
also be manually initiated. An aural alert is issued at test completion. TAWS System Testing is disabled when
ground speed exceeds 30 knots.
PFD/MFD Alert TAWS Page
Annunciation Annunciation
Alert Type
System Test in Progress
None
System Test Pass
TAWS System Test Fail
Aural Message
TAWS TEST
None
None
“TAWS System Test OK”
TAWS FAIL
“TAWS System Failure”
Table 6-8 TAWS System Test Status Annunciations
Manually testing the TAWS System:
1) Select the TAWS Page.
2) Press the MENU Key (Figure 6-63).
3) Select ‘Test TAWS’ and press the ENT Key to confirm the selection.
Figure 6-63 TAWS Page Menu
TAWS continually monitors several system-critical items such as database validity, hardware status, and GPS
status. If the terrain/obstacle database is not available, the aural message “TAWS System Failure” is generated
along with the ‘TAWS FAIL’ alert annunciation.
TAWS requires a 3-D GPS navigation solution along with specific vertical accuracy minimums. Should the
navigation solution become degraded or if the aircraft is out of the database coverage area, the annunciation
‘TAWS N/A’ is generated in the annunciation window and on the TAWS Page. The aural message “TAWS Not
Available” is generated. When the GPS signal is re-established and the aircraft is within the database coverage
area, the aural message “TAWS Available” is generated.
PFD/MFD Alert
Annunciation
Alert Type
No GPS position
Excessively degraded GPS signal
GPS signal re-established
TAWS Page
Annunciation
Aural Message
NO GPS POSITION “TAWS Not Available”
None
None
“TAWS Available”
Table 6-9 TAWS Status Annunciations
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6.5 TRAFFIC INFORMATION SERVICE (TIS)
WARNING: The Traffic Information Service (TIS) is intended for advisory use only. TIS is intended to help the
pilot locate traffic visually. It is the responsibility of the pilot to see and maneuver to avoid traffic.
NOTE: TIS is available only when the aircraft is within the service volume of a TIS-capable terminal radar
site. Aircraft without an operating transponder are invisible to both Traffic Advisory Systems (TAS) and TIS.
Aircraft without altitude reporting capability are shown without altitude separation data or climb descent
indication.
NOTE: TIS is disabled if a Traffic Advisory System (TAS) is installed.
Traffic Information Service (TIS) is designed to help in detection and avoidance of other aircraft. TIS uses the
Mode S transponder for the traffic data link. TIS receives traffic information from ground stations, and is updated
every 5 seconds. The G1000 displays up to eight traffic targets within a 7.5-nm radius, from 3000 feet below to
3500 feet above the requesting aircraft. Traffic is displayed according to TCAS symbology using four different
symbols (Table 6-10).
TIS Symbol
Description
Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale
Table 6-10 TIS Traffic Symbols
Proximity Advisories (PAs) are defined as traffic within the 5.0-nm range, within ±1200 feet of altitude separation.
They are not Traffic Advisories (TA), which alert the crew to intruding aircraft. When traffic meets the advisory
criteria for the TA, a solid yellow circle symbol is generated. A TA which is detected but is outside the range of
the map on which traffic is displayed are indicated with a message in the lower left corner of the map.
TIS also provides a vector line showing the direction in which the traffic is moving, to the nearest 45°. Traffic
information for which TIS is unable to determine the bearing (non-bearing traffic) is displayed in the center of
the Traffic Map Page (Figure 6-68) or in a banner at the lower left corner of maps other than the Traffic Map Page
on which traffic can be displayed.
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The altitude difference between the requesting aircraft and other intruder aircraft is displayed above/below the
traffic symbol in hundreds of feet. If the other aircraft is above the requesting aircraft, the altitude separation
appears above the traffic symbol; if below, the altitude separation appears below. Altitude trend is displayed as
an up/down arrow (for speeds greater than 500 fpm in either direction) to the right of the target symbol. Traffic
symbols for aircraft without altitude reporting capability appear without altitude separation or climb/descent
information.
DISPLAYING TRAFFIC DATA
Traffic information can be displayed on the following maps (when TIS is operating):
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Nearest Pages
• Traffic Map Page
• Active Flight Plan Page
Displaying traffic information (maps other than the Traffic Map Page):
1) Press the MAP Softkey (for the PFD Inset Map, select the INSET Softkey).
2) Press the TRAFFIC Softkey. Traffic is now displayed on the map.
When traffic is selected on maps other than the Traffic Map Page, an icon is shown to indicate the feature is
enabled for display.
Traffic Advisory
Traffic Display Enabled
Traffic Status Banner
Figure 6-64 TIS Traffic on the Navigation Map Page
The Navigation Map Page Setup Menu provides a means in addition to the softkey for enabling/disabling
display of traffic. The setup menu also controls the map range settings above which traffic data (symbols
and labels) are decluttered from the display. If a map range larger than the map range setting is selected, the
data is removed from the map. Maps besides the Traffic Map Page use settings based on those selected for the
Navigation Map Page.
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Customizing traffic display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-65).
4) Turn the small FMS Knob to select the ‘Traffic’ Group and press the ENT Key (Figure 6-66).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-67).
• TRAFFIC – Turns the display of traffic data on or off
• TRAFFIC MODE – Selects the traffic mode for display; select from:
- All Traffic - Displays all traffic
- TA/PA - Displays Traffic Alerts and Proximity Advisories
- TA ONLY - Displays Traffic Alerts only
• TRAFFIC SMBL – Selects the maximum range at which traffic symbols are shown
• TRAFFIC LBL – Selects the maximum range at which traffic labels are shown (with the option to turn off)
6) Turn the small FMS Knob to scroll though options for each product (ON/OFF, range settings, etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page with the changed settings.
Figure 6-65 Navigation Map Page Menu
Figure 6-66 Navigation Map Page Setup Menu
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Figure 6-67 Navigation Map Page Setup Menu, Traffic Group
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TRAFFIC MAP PAGE
The Traffic Map Page is specialized to show surrounding TIS traffic data in relation to the aircraft’s current
position and altitude, without clutter from the basemap. Aircraft orientation on this map is always heading up
unless there is no valid heading. Map range is adjustable with the RANGE Knob from 2 to 12 nm, as indicated
by the map range rings.
The traffic mode is annunciated in the upper left corner of the Traffic Map Page. When the aircraft is on the
ground, TIS automatically enters Standby Mode. Once the aircraft is airborne, TIS switches from Standby to
Operating Mode and the G1000 begins to display traffic information. Refer to the System Status discussion for
more information.
Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Confirm TIS is in Operating Mode:
Press the OPERATE Softkey to begin displaying traffic.
Or:
a) Press the MENU Key.
b) Select ‘Operate Mode’ (shown if TIS is in Standby Mode) and press the ENT Key.
Traffic Mode Annunciation
“TIS Not Available”
Voice Alert Status
Non-Threat Traffic
“Non-Bearing” Traffic
(System Unable to
Determine Bearing)
Distance is 8.0 nm,
1100’ Above,
Descending
Range Marking Rings
Proximity Advisory
1700’ Above, Descending
Traffic Advisory
400’ Below, Climbing
Non-Threat Traffic
Traffic Status Banner
Select to Mute “TIS Not
Available” Voice Alert
Figure 6-68 Traffic Map Page
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TIS ALERTS
When the number of TAs on the Traffic Map Page increases from one scan to the next, the following occur:
• A single “Traffic” voice alert is generated.
• A ‘TRAFFIC’ Annunciation appears to the top left of the Attitude Indicator on the PFD, flashing for 5 seconds
and remaining displayed until no TAs are detected in the area.
• The PFD Inset Map is automatically displayed with traffic.
To reduce the number of nuisance alerts due to proximate aircraft, the “Traffic” voice alert is generated only
when the number of TAs increases. For example, when the first TA is displayed, a voice and visual annunciation
are generated. As long as a single TA remains on the display, no additional voice alerts are generated. If a
second TA appears on the display or if the number of TAs initially decreases and then subsequently increases,
another voice alert is generated.
Inset Map
Displays When
TA is Detected
Figure 6-69 Traffic Annunciation (PFD)
A “Traffic Not Available” (TNA) voice alert is generated when the TIS service becomes unavailable or is out
of range. TIS may be unavailable in the radar coverage area due to the following:
• Radar site TIS Mode S sensor is not operational or is out of service
• Traffic or requesting aircraft is beyond the maximum range of the TIS-capable Mode S radar site.
• Traffic or requesting aircraft is above the radar site in the cone of silence and out of range of an adjacent site.
• Traffic or requesting aircraft is below radar coverage. In flat terrain, the coverage extends from about 3000
feet upward at 55 miles. Terrain and obstacles around the radar site can further decrease radar coverage in
all directions.
• Traffic does not have an operating transponder.
The “Traffic Not Available” (TNA) voice alert can be manually muted to reduce nuisance alerting. TNA
muting status is shown in the upper left corner of the Traffic Map Page.
Muting the “Traffic Not Available” voice alert:
1) Select the Traffic Map Page.
2) Press the TNA MUTE Softkey. The status is displayed in the upper left corner of the Traffic Map Page.
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Or:
a) Press the MENU Key.
b) Select ‘‘’Not Available” Mute On’ (shown if TNA muting is currently off) and press the ENT Key.
SYSTEM STATUS
The G1000 performs an automatic test of TIS during power-up. If TIS passes the test, TIS enters Standby
Mode (on the ground) or Operating Mode (in the air). If TIS fails the power up test, an annunciation is shown
in the center of the Traffic Map Page.
Traffic Map Page
Annunciation
NO DATA
DATA FAILED
FAILED
Description
Data is not being received from the transponder*
Data is being received from the transponder, but
a failure is detected in the data stream*
The transponder has failed*
UNAVAILABLE
TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
Table 6-11 TIS Failure Annunciations
System Test has Failed
Data Not Received
from Transponder
Figure 6-70 TIS Power-up Test Failure
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The traffic mode is annunciated in the upper left corner of the Traffic Map Page. When the aircraft is on the
ground, TIS automatically enters Standby Mode. If traffic is selected for display on another map while Standby
Mode is selected, the traffic display enabled icon is crossed out (also the case whenever TIS has failed). Once
the aircraft is airborne, TIS switches to Operating Mode and traffic information is displayed. The mode can be
changed manually using softkeys or the page menu.
Mode
Traffic Mode Annunciation
(Traffic Map Page)
TIS Operating
OPERATING
TIS Standby
STANDBY
(also shown in white in center of page)
TIS Failed*
FAIL
Traffic Display Enabled Icon
(Other Maps)
* See Table 6-11 for additional failure annunciations
Table 6-12 TIS Modes
Switching between TIS modes:
1) Select the Traffic Map Page.
2) Press the STANDBY or OPERATE Softkey to switch between modes. The mode is displayed in the upper left
corner of the Traffic Map Page.
Or:
a) Press the MENU Key.
b) Select ‘Operate Mode’ or ‘Standby Mode’ (choice dependent on current state) and press the ENT Key.
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The annunciations to indicate the status of traffic information appear in a banner at the lower left corner of
maps on which traffic can be displayed (Table 6-13).
Traffic Status Banner
Annunciation
TA OFF SCALE
TA X.X ± XX ↕
AGE MM:SS
TRFC COAST
TRFC RMVD
TRFC FAIL
NO TRFC DATA
TRFC UNAVAIL
Description
A Traffic Advisory is outside the selected display range*
Annunciation is removed when traffic comes within the selected display range
System cannot determine bearing of Traffic Advisory**
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend arrow (climbing/descending)
Appears if traffic data is not refreshed within 6 seconds
If after another 6 seconds data is not received, traffic is removed from the display
The quality of displayed traffic information is reduced as the age increases
The displayed data is not current (6 to 12 seconds since last message)
The quality of displayed traffic information is reduced when this message is displayed
Traffic is removed because it is too old for coasting (12 to 60 seconds since last message)
Traffic may exist within the selected display range, but it is not displayed
Traffic data has failed
Traffic has not been detected
The traffic service is unavailable or out of range
*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-13 TIS Traffic Status Annunciations
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6.6 TRAFFIC ADVISORY SYSTEM (TAS) (OPTIONAL)
NOTE: TIS is disabled when Traffic Advisory System (TAS) is installed.
Refer to the Honeywell KTA 870 Series Pilot’s Guide for a detailed discussion of the KTA 870 TAS.
The type of traffic system installed is determined by the Traffic Page softkeys.
Figure 6-71 TAS Traffic Softkeys
TAS SYMBOLOGY
Traffic Advisory System (TAS) is designed to help in detection and avoidance of other aircraft. TAS uses an onboard interrogator-processor and the Mode S transponder for the air-to-air traffic data link. Traffic is displayed
according to TCAS symbology using four different symbols.
TAS Symbol
Description
Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale
Table 6-14 TAS Symbol Description
A Non-threat Advisory, shown as an open white diamond, indicates that an intruding aircraft is at greater than
±1200 feet relative altitude or the distance is beyond 5 nm.
A Proximity Advisory indicates that the intruding aircraft is within ±1200 feet and is within 5 nm range, but
is still not considered a threat.
A Traffic Advisory (TA) alerts the crew to a potentially hazardous intruding aircraft. Closing rate, distance,
and vertical separation meet TA criteria. A Traffic Advisory that is beyond the selected display range is indicated
by a half TA symbol at the edge of the screen at the relative bearing of the intruder.
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OPERATION
The unit must be in operating mode for traffic to be displayed. The ability to switch from standby to operating
mode on the ground is especially useful for scanning the airspace around the airport before takeoff.
Switching from standby mode to operating mode:
1) On the Traffic Page, press the NORMAL Softkey or press the MENU Key and turn the small FMS knob to select
Normal Mode.
2) If using the FMS menu, press the ENT Key to place the KTA 870 in the operating mode.
3) To switch to Standby Mode from the Traffic Page, press the STANDBY Softkey.
The STANDBY Softkey forces the unit into Standby Mode. The NORMAL softkey allows the KTA 870 to
switch from Operating Mode to Standby Mode as necessary.
System Self Test
1) Set the range to 2/6 nm.
2) Press the TEST Softkey.
3) Self test takes approximately eight seconds to complete. When completed successfully, traffic symbols is
displayed and a voice alert “TAS System Test Passed” is heard. If the self test fails, the system reverts to Standby
Mode and a voice alert “TAS System Test Failed” is heard.
Displaying traffic on the Traffic Map Page:
1) Use the large FMS Knob to select the Map Page Group.
2) Use the small FMS Knob to select the Traffic Map Page.
3) Press the NORMAL Softkey to begin displaying traffic. OPERATING is displayed in the Traffic mode field.
4) Press the ALT MODE Softkey to change the altitude volume.
5) Press the STANDBY Softkey to place the system in the Standby mode. STANDBY is displayed in the Traffic mode
field.
6) Turn the RANGE Knob clockwise to display a larger area or counter-clockwise to display a smaller area.
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Operating
Mode
Traffic Display
Range
Altitude
Mode
Traffic Advisory,
Aircraft is
400’ Below,
Climbing
“Non-Bearing”
Traffic (Bearing
Undetermined),
Distance 8.0 nm,
1100’ Above,
Descending
Proximity
Traffic, 1000’
Above,
Descending
Off Scale
Traffic
Figure 6-72 Traffic Map Page
The Traffic Map Page shows surrounding TAS traffic data in relation to the aircraft’s current position and
altitude, without basemap clutter. Aircraft orientation is always heading up unless there is no valid heading.
Map range is adjustable with the RANGE Knob from 2 to 40 nm, as indicated by the map range rings.
The traffic mode and altitude display mode are annunciated in the upper left corner.
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DISPLAYING TRAFFIC DATA
Traffic information can be displayed on the following maps when the KTA 870 unit is operating:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Nearest Pages
• Traffic Map Page
• Active Flight Plan Page
Displaying traffic information (maps other than the Traffic Map Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TRAFFIC Softkey. Traffic is now displayed on the map.
When traffic is selected on maps other than the Traffic Map Page, a traffic icon is shown to indicate TAS is
enabled for display.
Displaying traffic on the Navigation Map
1) Ensure that the TAS system is operating. With the Navigation Map displayed, press the MAP Softkey.
2) Press the TRAFFIC Softkey. Traffic is now displayed on the map as shown in the figure.
Traffic
Advisory
Proximity
Traffic
Non-Threat
Traffic
TA Off Scale
Banner
Non-Bearing
Traffic Advisories
Figure 6-73 TAS Traffic on Navigation Map
The Navigation Map Page Setup Menu also controls the display of traffic. The setup menu controls the map
range settings. Traffic data symbols and labels can be decluttered from the display. If a map range larger than
the map range setting is selected, the data is removed from the map. Maps besides the Traffic Map Page use
settings based on those selected for the Navigation Map Page.
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ALTITUDE DISPLAY
Changing the altitude display mode:
1) On the Traffic Page, press the ALT MODE Softkey.
2) Press one of the following Softkeys:
•
BELOW
•
NORMAL
•
ABOVE
•
UNREST (unrestricted)
3) To return to the Traffic Page, press the BACK Softkey.
Or:
1) Press the MENU Key.
2) Turn the small FMS Knob to select one of the following:
•
BELOW
•
NORMAL
•
ABOVE
•
UNREST (unrestricted)
3) Press the ENT Softkey.
TRAFFIC MAP PAGE DISPLAY RANGE
The display range on the Traffic Map Page can be changed at any time. Map range is adjustable with the
RANGE Knob from 2 to 40 nm, as indicated by the map range rings.
Changing the display range on the Traffic Page:
1) Turn the RANGE Knob.
2) The following range options are available:
6-60
•
2 nm
•
2 and 6 nm
•
6 and 12 nm
•
12 and 24 nm
•
24 and 40 nm
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Customizing the traffic display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With Map Setup highlighted, press the ENT Key (Figure 6-74).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-75).
5) Turn the large FMS Knob or press the ENT Key to scroll though the selections (Figure 6-76).
• TRAFFIC – Turns the display of traffic data on or off
• TRAFFIC MODE – Selects the traffic mode for display; select from:
- All Traffic - Displays all traffic
- TA/PA - Displays Traffic Alerts and Proximity Advisories
- TA ONLY - Displays Traffic Alerts only
• TRAFFIC SMBL – Selects the maximum range at which traffic symbols are shown
• TRAFFIC LBL – Selects the maximum range at which traffic labels are shown with the option to turn off
6) Turn the small FMS Knob to scroll though options (ON/OFF, range settings, etc.).
7) Press the ENT Key to select an option.
8) Press the FMS Knob or CLR Key to return to the Navigation Map Page.
Figure 6-74 Navigation Map Page Menu
Figure 6-75 Navigation Map Page Setup Menu
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TAS ALERTS
NOTE: Refer to the KTA 870 documentation for information on alerts generated by the TAS equipment.
When the number of TAs on the Traffic Map Page increases from one scan to the next, the following occur:
• A TRAFFIC Annunciation appears at the top right of the airspeed on the PFD, flashing for 5 seconds and
remaining displayed until no TAs are detected in the area.
• The PFD Inset Map is automatically displayed with TA traffic.
Inset Map
Displays When
TA is Detected
Figure 6-77 Traffic Annunciation (PFD)
SYSTEM STATUS
The traffic mode is annunciated in the upper left corner of the Traffic Map Page.
Mode
Traffic Mode Annunciation
(Traffic Map Page)
TAS Self-test Initiated
TEST
(also shown in white in center of page)
TAS Operating
Traffic Display Enabled Icon
(Other Maps)
OPERATING
TAS Standby
STANDBY
(also shown in white in center of page)
TAS Failed*
FAIL
* See Table 6-16 for additional failure annunciations
Table 6-15 TAS Modes
If the unit fails, an annunciation as to the cause of the failure is shown in the center of the Traffic Map Page.
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Traffic Map Page
Annunciation
NO DATA
DATA FAILED
FAILED
Description
Data is not being received from the TAS unit
Data is being received from the TAS unit, but the
unit is self-reporting a failure
Incorrect data format received from the TAS unit
Table 6-16 TAS Failure Annunciations
The annumciations to indicate the status of traffic information appear in a banner at the lower left corner of
maps on which traffic can be displayed.
Traffic Status Banner
Annunciation
TA OFF SCALE
TA X.X ± XX ↕
TRFC FAIL
NO TRFC DATA
Description
A Traffic Advisory is outside the selected display range*
Annunciation is removed when traffic comes within
the selected display range
System cannot determine bearing of Traffic Advisory**
Annunciation indicates distance in nm, altitude
separation in hundreds of feet, and altitude trend
arrow (climbing/descending)
TAS unit has failed (unit is self-reporting a failure or
sending incorrectly formatted data)
Data is not being received from the TAS unit
*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-17 TAS Traffic Status Annunciations
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6.7 ADS-B TRAFFIC (OPTIONAL)
The Automatic Dependent Surveillance-Broadcast (ADS-B) Traffic function allows you to view other traffic in
the area, when a GDL 90 data link radio is installed.
Figure 6-78 ADS-B System
ADS-B is a surveillance technology being deployed in selected areas. ADS-B broadcasts a radio transmission
approximately once per second containing the aircraft’s position, velocity, identification, and other information.
ADS-B can also receive reports from other suitably equipped aircraft within reception range. Additionally, these
broadcasts can be received by Ground Based Transceivers (GBTs) and used to provide air traffic surveillance
services. No ground infrastructure is necessary for ADS-B equipped aircraft to detect each other.
In the United States, two different data links have been adopted for use with ADS-B: 1090 MHz Extended
Squitter (1090 ES) and the Universal Access Transceiver (UAT). The GDL 90 is a Universal Access Transceiver
(UAT). The UAT link is intended for use by aircraft that primarily operate at 18,000 feet and below. The UAT
link supports Flight Information Services-Broadcast (FIS-B).
ADS-B enables improved surveillance services, both air-to-air and air-to-ground, especially in areas where
radar is ineffective due to terrain or where it is impractical or cost prohibitive. Initial applications of air-to-air
ADS-B are for “advisory” use only, enhancing a pilot’s visual acquisition of other nearby equipped aircraft either
when airborne or on the airport surface.
ADS-B is intended to be used both in-flight and on the airport surface. ADS-B systems should be turned “on”
-- and remain “on” -- whenever operating in the air and on the airport surface, unless a change to “standby”
was requested by ATC.
The ADS-B cockpit display of traffic is NOT intended to be used as a collision avoidance system and does
not relieve the pilot’s responsibility to “see and avoid” other aircraft. ADS-B shall not be used for avoidance
maneuvers during IMC or other times when there is no visual contact with the other target aircraft. ADS-B is
intended only to assist in visual acquisition of other aircraft. No avoidance maneuvers are provided for, nor
authorized, as a direct result of an ADS-B target being displayed in the cockpit.
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NOTE: Use of ADS-B surveillance services is limited to the service volume of the Ground-Based Transmitter (GBT). The
coverage volume of GBTs is limited to line-of-sight.
TRAFFIC DESCRIPTION
ADS-B is limited to displaying traffic in the G1000. Operation is similar to the TAS system discussed
previously, with the exception of symbology. The symbols used to display ADS-B traffic are shown in Table
6-18. Above or below the traffic symbol is the traffic identifier, and altitude. A small up or down arrow next to
the traffic symbol indicates that the traffic is climbing or descending at a rate of at least 500 feet per minute.
The vector line that extends beyond the point of the traffic arrow is just further indication of the intruder
aircraft track.
Symbol
Description
Traffic Advisory with directional information. Points in the direction of the intruder aircraft track.
Traffic Advisory without directional information.
Traffic Advisory out of the selected display range. Displayed at outer range ring at proper bearing.
Non-threat traffic with directional information. Points in the direction of the aircraft track.
Non-threat traffic with no directional information.
Traffic located on the ground with directional information. Points in the direction of the aircraft track. Ground traffic is only
displayed when own aircraft is below 1,000 feet AGL or on the ground.
Ground traffic without directional information. Ground traffic is only displayed when own aircraft is below 1,000 feet AGL or on
the ground.
Non-aircraft ground traffic. Ground traffic is only displayed when own aircraft is below 1,000 feet AGL or on the ground.
Traffic with directional information, but positional accuracy is degraded. Points in the direction of the aircraft track.
Table 6-18 ADS-B Traffic Symbology
Aircraft
Identification
(tail number
or Flight ID
number)
Intruder
Aircraft
Heading
(extends in
the direction
of the aircraft
heading)
Relative Altitude
(in this case 1200
feet above own
aircraft)
Altitude Trend
(up arrow
indicates
climbing, down
arrow indicates
descending)
Figure 6-79 Example ADS-B Traffic Advisory
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6-65
HAZARD AVOIDANCE
OPERATING MODES
The unit must be in operating mode for traffic to be displayed.
NOTE: The GDL 90 listens to the transponder and follows the transponder mode. The only additional ADS-B
mode control is altitude mode.
Operating
Mode
Altitude
Mode
Traffic Advisory, Aircraft is
500’ Above and Descending
“Non-Bearing” Traffic,
Distance is 8.0 nm, 1100’
Above and Descending
Traffic, Out of
Range
Proximity Traffic, 1000’
Above and Descending,
No Valid Velocity
Figure 6-80 ADS-B Traffic Map Page
Displaying traffic on the Traffic Map Page:
1) Turn the large FMS knob to select the Map Page Group.
2) Turn the small FMS knob to select the Traffic Map Page.
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HAZARD AVOIDANCE
Changing the altitude display mode:
1) On the Traffic Page, press the ALT MODE Softkey.
2) Press one of the following softkeys:
•
BELOW, NORMAL, ABOVE, or UNREST (unrestricted)
3) To return to the Traffic Page, press the BACK Softkey.
OR:
1) Press the MENU Key and turn the small FMS Knob to select one of the following:
•
BELOW, NORMAL, ABOVE, or UNREST (unrestricted)
2) Press the ENT Softkey.
Changing the display range on the Traffic Page:
1) Turn the RANGE Knob.
2) The following range options are available:
•
2 nm
•
2 and 6 nm
•
6 and 12 nm
•
12 and 24 nm
•
24 and 40 nm
The Traffic Map Page is in the MAP Group and displays the following information:
• Current aircraft location
• Surrounding traffic
• Range marking rings
• Current traffic mode
• OPERATING
• FAIL
• Traffic alert messages
• FAILED
• DATA FAILED
• NO DATA
• UNAVAILABLE
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HAZARD AVOIDANCE
BLANK PAGE
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
NOTE: The approved Pilot’s Operating Handbook (POH) always supersedes the information in this Pilot’s
Guide.
NOTE: A failure of the primary (#1) GIA 63/63W Integrated Avionics Unit (IAU) results in loss of the flight
director. Any IAU failure results in loss of the autopilot and manual electric trim.
NOTE: The GFC 700 is not available for the Cessna 172R.
The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 System
avionics architecture. The System Overview section provides a block diagram to support this system description.
GFC 700 AFCS functionality in the Cessna NAV III aircraft is distributed across the following Line Replaceable
Units (LRUs):
• GDU 1044B Primary Flight Display (PFD)
• GSA 81 AFCS Servos (3)
• GDU 1044B Multi-Function Display (MFD)
• GSM 85 Servo Mounts (3)
• GIA 63/63W Integrated Avionics Units (2)
The GFC 700 AFCS can be divided into these main operating functions:
• Flight Director (FD) — Flight director operation takes place within the primary (#1) IAU. Flight director
commands are displayed on the PFD. The flight director provides:
– Command Bars showing pitch/roll guidance
– Pitch/roll mode selection and processing
– Autopilot communication
• Autopilot (AP) — Autopilot operation occurs within the pitch, roll and pitch trim servo and provides servo
monitoring and automatic flight control in response to flight director steering commands, AHRS attitude and
rate information, and airspeed.
• Manual Electric Trim (MET) — The pitch trim adapter provides manual electric trim capability when the
autopilot is not engaged.
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AUTOMATIC FLIGHT CONTROL SYSTEM
7.1 AFCS CONTROLS
The following dedicated AFCS keys are located on the bezels of the PFD and MFD:
1
2
3
4
5
6
7
AP Key
HDG Key
NAV Key
APR Key
VS Key
FLC Key
FD Key
ALT Key
9 VNV Key
10 BC Key
8
11
Engages/disengages the autopilot
Selects/deselects Heading Select Mode
Selects/deselects Navigation Mode
Selects/deselects Approach Mode
Selects/deselects Vertical Speed Mode
Selects/deselects Flight Level Change Mode
Activates/deactivates the flight director only
Pressing once turns on the flight director in the default pitch and roll modes. Pressing
again deactivates the flight director and removes the Command Bars. If the autopilot
is engaged, the key is disabled.
Selects/deselects Altitude Hold Mode
Selects/deselects Vertical Path Tracking Mode for Vertical Navigation flight control
Selects/deselects Backcourse Mode
NOSE UP/NOSE Control the mode reference in Pitch Hold, Vertical Speed, and Flight Level Change
modes
DN Keys
1
7
2
8
3
9
4
10
5
11
6
Figure 7-1 Dedicated MFD AFCS Controls
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
The following AFCS controls are located in the cockpit separately from the MFD:
AP DISC Switch
(Autopilot Disconnect)
Disengages the autopilot and interrupts pitch trim operation
The AP DISC Switch is located on the pilot’s control wheel.
This switch may be used to mute the aural autopilot disconnect alert.
While pressed, allows manual control of the aircraft while the autopilot is
CWS Button
engaged and synchronizes the flight director’s Command Bars with the
(Control Wheel Steering)
current aircraft pitch (if not in Glideslope Mode) and roll (if in Roll Hold
Mode)
Upon release of the CWS Button, the flight director may establish new
reference points, depending on the current pitch and roll modes. CWS
operation details are discussed in the flight director modes section.
The CWS Button is located on the pilot’s control wheel.
GA Switch (Go Around)
Disengages the autopilot and selects flight director Go Around Mode
If an approach procedure is loaded this switch also activates the missed
approach when the selected navigation source is GPS or when the navigation
source is VOR/LOC and a valid frequency has been tuned.
The GA Switch is located on the instrument panel above the throttle.
MET Switch
Used to command manual electric trim
(Manual Electric Trim)
This composite switch is split into left and right sides. The left switch is
the ARM contact and the right switch controls the DN (forward) and UP
(rearward) contacts. The MET ARM Switch can be used to disengage the
autopilot and to acknowledge an autopilot disconnect alert and mute the
associated aural tone.
Manual trim commands are generated only when both sides of the switch
are operated simultaneously. If either side of the switch is active separately
for more than three seconds, MET function is disabled and ‘PTRM’ is
displayed as the AFCS Status Annunciation on the PFD. The function
remains disabled until both sides of the switch are inactivated.
The MET Switch is located on the pilot’s control wheel.
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7-3
AUTOMATIC FLIGHT CONTROL SYSTEM
7.2 FLIGHT DIRECTOR OPERATION
The flight director function provides pitch and roll commands to the AFCS and displays them on the PFD.
With the flight director activated, the aircraft can be hand-flown to follow the path shown by the Command Bars.
Maximum commanded pitch (+20°/-15°) and roll (22°) angles, vertical acceleration, and roll rate are limited to
values established during AFCS certification. The flight director also provides commands to the autopilot.
ACTIVATING THE FLIGHT DIRECTOR
An initial press of a key listed in Table 7-1 (when the flight director is not active) activates the flight director
in the listed modes. The flight director may be turned off and the Command Bars removed from the display by
pressing the FD Key again. The FD Key is disabled when the autopilot is engaged.
Control Pressed
Modes Selected
ALT Key
VS Key
VNV Key
Lateral
Roll Hold (default)
Roll Hold (default)
Roll Hold (default)
Takeoff (on ground)
Go Around (in air)
Roll Hold (default)
Roll Hold (default)
Roll Hold (default)
NAV Key
Navigation**
BC Key
Backcourse***
APR Key
Approach**
HDG Key
Heading Select
FD Key
AP Key
CWS Button
GA Switch
ROL
ROL
ROL
TO
GA
ROL
ROL
ROL
GPS
VOR
LOC
BC
GPS
VOR
LOC
HDG
Vertical
Pitch Hold (default)
PIT
Pitch Hold (default)
PIT
Pitch Hold (default)
PIT
Takeoff (on ground)
TO
Go Around (in air)
GA
Altitude Hold
ALT
Vertical Speed
VS
Vertical Path Tracking* VPTH
Pitch Hold (default)
PIT
Pitch Hold (default)
PIT
Pitch Hold (default)
PIT
Pitch Hold (default)
PIT
*Valid VNV flight plan must be entered before VNV Key press activates flight director.
**The selected navigation receiver must have a valid VOR or LOC signal or active GPS
course before NAV or APR Key press activates flight director.
***The selected navigation receiver must have a valid LOC signal before BC Key press
activates flight director.
Table 7-1 Flight Director Activation
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
AFCS STATUS BOX
Flight director mode annunciations are displayed on the PFD when the flight director is active. Autopilot
status is displayed in the center of the AFCS Status Box. Lateral flight director modes are displayed on the left
and vertical on the right. Armed modes are displayed in white and active in green.
Lateral Modes
Armed
Active
Autopilot
Status
Vertical Modes
Active
Mode
Reference
Armed
AFCS Status Box
Selected
Altitude
Command
Bars
Figure 7-2 PFD AFCS Display
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7-5
AUTOMATIC FLIGHT CONTROL SYSTEM
COMMAND BARS
Upon activation of the flight director, Command Bars are displayed on the PFD as a single magenta cue. The
Command Bars move together vertically to indicate pitch commands, and bank left or right to indicate roll
commands. The Command Bars do not override the aircraft symbol.
If the attitude information sent to the flight director becomes invalid or unavailable, the Command Bars are
removed from the display. The flight director Command Bars also disappear if the pitch exceeds +30˚/-20˚ or
bank exceeds 65˚.
Figure 7-3 Command Bars
FLIGHT DIRECTOR MODES
Flight director modes are normally selected independently for the pitch and roll axes. Unless otherwise
specified, all mode keys are alternate action (i.e., press on, press off). In the absence of specific mode selection,
the flight director reverts to the default pitch and/or roll modes(s).
Armed modes are annunciated in white and active in green in the AFCS Status Box. Under normal operation
when the control for the active flight director mode is pressed, the flight director reverts to the default modes(s)
for the axis(es). Automatic transition from armed to active mode is indicated by the white armed mode
annunciation moving to the green active mode field and flashing for 10 seconds.
If the information required to compute a flight director mode becomes invalid or unavailable, the flight
director automatically reverts to the default mode for that axis. A flashing yellow mode annunciation and
annunciator light indicate loss of sensor (ADC) or navigation data (VOR, LOC, GPS, WAAS) required to
compute commands. When such a loss occurs, the system automatically begins to roll the wings level (enters
Roll Hold Mode) or maintain the pitch angle (enters Pitch Hold Mode), depending on the affected axis. The
flashing annunciation stops when the affected mode key is pressed or another mode for the axis is selected. If
after 10 seconds no action is taken, the flashing annunciation stops.
Figure 7-4 Loss of VOR Signal
The flight director is automatically disabled if the attitude information required to compute the default flight
director modes becomes invalid or unavailable.
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AUTOMATIC FLIGHT CONTROL SYSTEM
7.3 VERTICAL MODES
Table 7-2 lists the vertical modes with their corresponding controls and annunciations. The mode reference is
displayed next to the active mode annunciation for Altitude Hold, Vertical Speed, and Flight Level Change modes.
The NOSE UP/NOSE DN Keys can be used to change the vertical mode reference while operating under Pitch
Hold, Vertical Speed, or Flight Level Change Mode. Increments of change and acceptable ranges of values for
each of these references using the NOSE UP/NOSE DN Keys are also listed in the table.
Vertical Mode
Pitch Hold
Selected Altitude Capture
Altitude Hold
Vertical Speed
Flight Level Change
Vertical Path Tracking
VNV Target Altitude Capture
Glidepath***
Glideslope
Go Around
Description
Control Annunciation
Reference
Range
Holds aircraft pitch attitude; may
be used to climb/descend to the (default)
PIT
-15° to +20°
Selected Altitude
Captures the Selected Altitude
*
ALTS
Holds current Altitude Reference ALT Key ALT nnnnn FT
Holds aircraft vertical speed; may
-2000 to
be used to climb/descend to the
VS Key VS nnnn FPM
+1500 fpm
Selected Altitude
80 to 200 kts
Holds aircraft airspeed while
(350)
aircraft is climbing/descending to FLC Key FLC nnn KT
80 to 210 kts
the Selected Altitude
(400)
Captures and tracks descent legs
VNV
VPTH
of an active vertical profile
Key
Captures the Vertical Navigation
**
ALTV
(VNV) Target Altitude
Captures and tracks the WAAS
GP
glidepath on approach
APR
Key
Captures and tracks the ILS
GS
glideslope on approach
Disengages the autopilot and
GA
commands a constant pitch angle
GA
7°
Switch
and wings level
Reference
Change
Increment
0.5°
100 fpm
1 kt
* ALTS is armed automatically when PIT, VS, FLC, or GA is active, and under VPTH when the Selected Altitude is to be captured
instead of the VNV Target Altitude.
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the Selected Altitude.
***GP is available in installations with GIA 63W IAUs when WAAS is available.
Table 7-2 Flight Director Vertical Modes
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AUTOMATIC FLIGHT CONTROL SYSTEM
PITCH HOLD MODE (PIT)
When the flight director is activated (the FD Key is pressed), Pitch Hold Mode is selected by default. Pitch
Hold Mode is indicated as the active pitch mode by the green annunciation ‘PIT’. This mode may be used for
climb or descent to the Selected Altitude (shown above the Altimeter), since Selected Altitude Capture Mode is
automatically armed when Pitch Hold Mode is activated.
In Pitch Hold Mode, the flight director maintains a constant pitch attitude, the pitch reference. The pitch
reference is set to the aircraft pitch attitude at the moment of mode selection. If the aircraft pitch attitude
exceeds the flight director pitch command limitations, the flight director commands a pitch angle equal to the
nose-up/down limit.
CHANGING THE PITCH REFERENCE
When operating in Pitch Hold Mode, the pitch reference can be adjusted by:
• Using the NOSE UP/NOSE DN Keys
• By pressing the CWS Button, hand-flying the aircraft to establish a new pitch reference, then releasing the
CWS Button
Pitch Hold
Mode Active
Selected Altitude
Capture Mode Armed
Selected
Altitude
Command Bars
Maintain
Desired Pitch
Reference
Figure 7-5 Pitch Hold Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
SELECTED ALTITUDE CAPTURE MODE (ALTS)
Selected Altitude Capture Mode is automatically armed with activation of the following modes:
• Pitch Hold
• Go Around
• Vertical Speed
• Vertical Path Tracking (if the Selected Altitude is to
be captured instead of the VNV Target Altitude)
• Flight Level Change
The white ‘ALTS’ annunciation indicates Selected Altitude Capture Mode is armed (see Figure 7-5 for example).
The ALT Knob is used to set the Selected Altitude (shown above the Altimeter) until Selected Altitude Capture
Mode becomes active.
As the aircraft nears the Selected Altitude, the flight director automatically transitions to Selected Altitude
Capture Mode with Altitude Hold Mode armed (Figure 7-6). This automatic transition is indicated by the green
‘ALTS’ annunciation flashing for up to 10 seconds and the appearance of the white ‘ALT” annunciation. The
Selected Altitude is shown as the Altitude Reference beside the ‘ALTS’ annunciation.
At 50 feet from the Selected Altitude, the flight director automatically transitions from Selected Altitude
Capture to Altitude Hold Mode and holds the Selected Altitude (shown as the Altitude Reference). As Altitude
Hold Mode becomes active, the white ‘ALT’ annunciation moves to the active pitch mode field and flashes green
for 10 seconds to indicate the automatic transition.
Altitude Reference
(in this case, equal to
Selected Altitude)
Flash up to 10 sec, Indicating Automatic Transition
Figure 7-6 Automatic Mode Transitions During Altitude Capture
CHANGING THE SELECTED ALTITUDE
NOTE: Pressing the CWS Button while in Selected Altitude Capture Mode does not cancel the mode.
Use of the ALT Knob to change the Selected Altitude while Selected Altitude Capture Mode is active causes
the flight director to revert to Pitch Hold Mode with Selected Altitude Capture Mode armed for the new
Selected Altitude.
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7-9
AUTOMATIC FLIGHT CONTROL SYSTEM
ALTITUDE HOLD MODE (ALT)
Altitude Hold Mode can be activated by pressing the ALT Key; the flight director maintains the current aircraft
altitude (to the nearest 10 feet) as the Altitude Reference. The flight director’s Altitude Reference, shown in the
AFCS Status Box, is independent of the Selected Altitude, displayed above the Altimeter. Altitude Hold Mode
active is indicated by a green ‘ALT’ annunciation in the AFCS Status Box.
Altitude Hold Mode is automatically armed when the flight director is in Selected Altitude Capture Mode (see
Figure 7-6). Selected Altitude Capture Mode automatically transitions to Altitude Hold Mode when the altitude
error is less than 50 feet. In this case, the Selected Altitude becomes the flight director’s Altitude Reference.
CHANGING THE ALTITUDE REFERENCE
NOTE: Turning the ALT Knob while in Altitude Hold Mode changes the Selected Altitude, but not the flight
director’s Altitude Reference, and does not cancel the mode.
With the CWS Button depressed, the aircraft can be hand-flown to a new Altitude Reference. When the
CWS Button is released at the desired altitude, the new altitude is established as the Altitude Reference.
Altitude Hold
Mode Active
Altitude
Reference
Selected
Altitude
Selected
Altitude
Bug
Command Bars
Hold Pitch
Attitude to
Maintain Altitude
Reference
Figure 7-7 Altitude Hold Mode
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
VERTICAL SPEED MODE (VS)
Vertical Speed Mode is activated by pressing the VS Key. The annunciation ‘VS’ appears in the active pitch
mode field, along with the Vertical Speed Reference to the right; the Vertical Speed Reference is also displayed
above or below the Vertical Speed Indicator, depending on whether the aircraft is climbing or descending.
In Vertical Speed Mode, the flight director acquires and maintains a Vertical Speed Reference as it climbs or
descends to the Selected Altitude (shown above the Altimeter). Current aircraft vertical speed becomes the
Vertical Speed Reference at the moment of Vertical Speed Mode engagement. A Vertical Speed Reference Bug
corresponding to the Vertical Speed Reference is shown on the indicator.
CHANGING THE VERTICAL SPEED REFERENCE
The Vertical Speed Reference (shown both in the AFCS Status Box and above/below the Vertical Speed
Indicator) may be changed:
• Using the NOSE UP/NOSE DN Keys
• By pressing the CWS Button, hand-flying the aircraft to a new Vertical Speed Reference, then releasing the
CWS Button
NOTE: If the Selected Altitude is reached during CWS maneuvering, the Altitude Reference is not changed.
To adjust the Altitude Reference in this case, the CWS Button must be pressed again after the Selected
Altitude is reached.
Vertical Speed
Mode Active
Vertical Speed
Reference
Selected Altitude
Capture Mode Armed
Selected
Altitude
Vertical
Speed
Reference
Command
Bars Indicate
Climb to Attain
Vertical Speed
Reference
Vertical Speed
Reference
Bug
Figure 7-8 Vertical Speed Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
FLIGHT LEVEL CHANGE MODE (FLC)
NOTE: The Selected Altitude should be set before engaging Flight Level Change Mode.
Flight Level Change Mode is selected by pressing the FLC Key. This mode acquires and maintains the
Airspeed Reference while climbing or descending to the Selected Altitude (shown above the Altimeter). When
Flight Level Change Mode is active, the flight director continuously monitors Selected Altitude, airspeed, and
altitude.
The Airspeed Reference is set to the current airspeed upon mode activation. Flight Level Change Mode
is indicated by an ‘FLC’ annunciation beside the Airspeed Reference in the AFCS Status Box. The Airspeed
Reference is also displayed directly above the Airspeed Indicator, along with a bug corresponding to the
Airspeed Reference along the tape.
Engine power must be adjusted to allow the autopilot to fly the aircraft at a pitch attitude corresponding
to the desired flight profile (climb or descent) while maintaining the Airspeed Reference. The flight director
maintains the current altitude until either engine power or the Airspeed Reference are adjusted and does not
allow the aircraft to climb or descend away from the Selected Altitude.
CHANGING THE AIRSPEED REFERENCE
The Airspeed Reference (shown in both the AFCS Status Box and above the Airspeed Indicator) may be
adjusted by:
• Using the NOSE UP/NOSE DN Keys
• Pressing the CWS Button, hand-flying the aircraft to a new airspeed, then releasing the CWS Button to
establish the new Airspeed Reference
NOTE: If the Selected Altitude is reached during CWS maneuvering, the Altitude Reference is not changed.
To adjust the Altitude Reference in this case, the CWS Button must be pressed again after the Selected
Altitude is reached.
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AUTOMATIC FLIGHT CONTROL SYSTEM
Flight Level Change
Mode Active
Airspeed
Reference
Selected Altitude
Capture Mode Armed
Airspeed
Reference
Airspeed
Reference
Bug
Figure 7-9 Flight Level Change Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
VERTICAL NAVIGATION MODES (VPTH, ALTV)
NOTE: VNV is disabled when parallel track is active.
NOTE: The Selected Altitude takes precedence over any other vertical constraints.
Vertical Navigation (VNV) flight control is available for enroute/terminal cruise and descent operations any
time that VNV flight planning is available. Refer to the Flight Management Section for more information on
VNV flight plans. Conditions for availability include, but are not limited to:
• The selected navigation source is GPS.
• A VNV flight plan (with at least one altitude-constrained waypoint) or vertical direct-to is active.
• VNV is enabled (VNV ENBL Softkey pressed on the MFD).
• Crosstrack error is valid and within certain limits.
• Desired/actual track are valid or track angle error is within certain limits.
• The VNV Target Altitude of the active waypoint is no more than 250 ft above the current aircraft altitude.
The flight director may be armed for VNV at any time, but no target altitudes are captured during a climb.
The Command Bars provide vertical profile guidance based on specified altitudes (entered manually or loaded
from the database) at waypoints in the active flight plan or vertical direct-to. The appropriate VNV flight control
modes are sequenced by the flight director to follow the path defined by the vertical profile. Upon reaching
the last waypoint in the VNV flight plan, the flight director transitions to Altitude Hold Mode and cancels any
armed VNV modes.
VERTICAL PATH TRACKING MODE (VPTH)
NOTE: If another pitch mode key is pressed while Vertical Path Tracking Mode is selected, Vertical Path
Tracking Mode reverts to armed.
NOTE: Pressing the CWS Button while Vertical Path Tracking Mode is active does not cancel the mode. The
autopilot guides the aircraft back to the descent path upon release of the CWS Button.
When a vertical profile (VNV flight plan) is active and the VNV Key is pressed, Vertical Path Tracking
Mode is armed in preparation for descent path capture. ‘VPTH’ (or ‘/V’ when Glidepath or Glideslope Mode
is concurrently armed) is annunciated in white in addition to previously armed modes. If applicable, the
appropriate altitude capture mode is armed for capture of the next VNV Target Altitude (ALTV) or the Selected
Altitude (ALTS), whichever is greater.
Figure 7-10 Vertical Path Tracking Armed Annunciations
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AUTOMATIC FLIGHT CONTROL SYSTEM
Prior to descent path interception, the Selected Altitude must be set below the current aircraft altitude
by at least 75 feet. For the flight director to transition from Altitude Hold to Vertical Path Tracking Mode,
acknowledgment is required within 5 minutes of descent path interception by:
• Adjusting the Selected Altitude
• Pressing the VNV Key
If acknowledgment is not received within 1 minute of descent path interception, the white ‘VPTH’
annunciation starts to flash. Flashing continues until acknowledged or the descent path is intercepted. If
the descent is not confirmed by the time of interception, Vertical Path Tracking Mode remains armed and the
descent is not captured.
In conjunction with the “TOD [top of descent] within 1 minute” annunciation in the Navigation Status Box
and the “Vertical track” voice message, VNV indications (VNV Target Altitude, vertical deviation, and vertical
speed required) appear on the PFD in magenta (Figure 7-11).
Altitude Hold
Mode Active
Vertical Path Tracking
Armed, (Flashing Indicates
Acknowledgment Required)
VNV Target
Altitude
Selected
Altitude Below
VNV Target
Vertical
Deviation
Indicator
Required
Vertical
Speed Bug
GPS is
Selected
Navigation
Source
Enroute
Phase
of Flight
Figure 7-11 Vertical Path Capture
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AUTOMATIC FLIGHT CONTROL SYSTEM
When a descent leg is captured (i.e., vertical deviation becomes valid), Vertical Path Tracking becomes
active and tracks the descent profile (Figure 7-12). An altitude capture mode (‘ALTS’ or ‘ALTV’) is armed as
appropriate.
Vertical Path
Tracking Active
VNV Target Altitude
Capture Armed
VNV Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed
Indication
GPS is
Selected
Navigation
Source
Terminal
Phase of
Flight
Figure 7-12 Vertical Path Tracking Mode
If the Altimeter’s barometric setting is adjusted while Vertical Path Tracking is active, the flight director
increases/decreases the descent rate by up to 500 fpm to re-establish the aircraft on the descent path (without
commanding a climb). Adjusting the altimeter barometric setting creates discontinuities in VNV vertical
deviation, moving the descent path. For large adjustments, it may take several minutes for the aircraft to reestablish on the descent path. If the change is made while nearing a waypoint with a VNV Target Altitude,
the aircraft may not re-establish on the descent path in time to meet the vertical constraint.
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AUTOMATIC FLIGHT CONTROL SYSTEM
AUTOMATIC REVERSION TO PITCH HOLD MODE
Several situations can occur while Vertical Path Tracking Mode is active which cause the flight director to
revert to Pitch Hold Mode:
• Vertical deviation exceeds 200 feet during an overspeed condition.
• Vertical deviation experiences a discontinuity that both exceeds 200 feet in magnitude and results in the
vertical deviation exceeding 200 feet in magnitude. Such discontinuities are usually caused by flight plan
changes that affect the vertical profile.
• Vertical deviation becomes invalid (the Vertical Deviation Indicator is removed from the PFD).
• A display enters Reversionary Mode (this does not apply to an active vertical direct-to).
Unless VNV is disabled, Vertical Path Tracking Mode and the appropriate altitude capture mode become
armed following the reversion to Pitch Hold Mode to allow for possible profile recapture.
NON-PATH DESCENTS
Pitch Hold, Vertical Speed, and Flight Level Change modes can also be used to fly non-path descents
while VNV flight control is selected. If the VS or FLC Key is pressed while Vertical Path Tracking Mode is
selected, Vertical Path Tracking Mode reverts to armed along with the appropriate altitude capture mode to
allow profile re-capture.
Figure 7-13 Flight Level Change VNV Non-Path Descent
To prevent immediate profile re-capture, the following must be satisfied:
• At least 10 seconds have passed since the non-path transition was initiated
• Vertical deviation from the profile has exceeded 250 feet, but is now less than 200 feet
Pressing the VNV Key twice re-arms Vertical Path Tracking for immediate profile re-capture.
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AUTOMATIC FLIGHT CONTROL SYSTEM
VNV TARGET ALTITUDE CAPTURE MODE (ALTV)
NOTE: Armed VNV Target Altitude and Selected Altitude capture modes are mutually exclusive. However,
Selected Altitude Capture Mode is armed implicitly (not annunciated) whenever VNV Target Altitude Capture
Mode is armed.
VNV Target Altitude Capture is analogous to Selected Altitude Capture Mode and is armed automatically
after the VNV Key is pressed and the next VNV Target Altitude is to be intercepted before the Selected
Altitude. The annunciation ‘ALTV’ indicates that the VNV Target Altitude is to be captured. VNV Target
Altitudes are shown in the active flight plan or vertical direct-to, and can be entered manually or loaded
from a database (see the Flight Management Section for details). At the same time as “TOD within 1 minute”
is annunciated in the Navigation Status Box, the active VNV Target Altitude is displayed above the Vertical
Speed Indicator (see Figure 7-11).
As the aircraft nears the VNV Target Altitude, the flight director automatically transitions to VNV Target
Altitude Capture Mode with Altitude Hold Mode armed. This automatic transition is indicated by the green
‘ALTV’ annunciation flashing for up to 10 seconds and the appearance of the white ‘ALT” annunciation. The
VNV Target Altitude is shown as the Altitude Reference beside the ‘ALTV’ annunciation and remains displayed
above the Vertical Speed Indicator. The Required Vertical Speed Indication (RSVI) is removed once VNV
Target Altitude Capture Mode becomes active.
At 50 feet from the VNV Target Altitude, the flight director automatically transitions from VNV Target
Altitude Capture to Altitude Hold Mode and tracks the level leg. As Altitude Hold Mode becomes active, the
white ‘ALT’ annunciation moves to the active vertical mode field and flashes green for 10 seconds to indicate
the automatic transition. The flight director automatically arms Vertical Path Tracking, allowing upcoming
descent legs to be captured and subsequently tracked.
Flash up to 10 sec, Indicating Automatic Transition
Altitude Reference
(In This Case, Equal
To VNV Altitude
Target)
Figure 7-14 Automatic Mode Transitions During Altitude Capture
CHANGING THE VNV TARGET ALTITUDE
NOTE: Pressing the CWS Button while in VNV Target Altitude Capture Mode does not cancel the mode.
Changing the current VNV Target Altitude while VNV Target Altitude Capture Mode is active causes the
flight director to revert to Pitch Hold Mode. Vertical Path Tracking and the appropriate altitude capture
mode are armed in preparation to capture the new VNV Target Altitude or the Selected Altitude, depending
on which altitude is to be intercepted first.
VNV target altitudes can be changed while editing the active flight plan (see the Flight Management
Section for details).
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AUTOMATIC FLIGHT CONTROL SYSTEM
GLIDEPATH MODE (GP) (WAAS ONLY)
NOTE: Pressing the CWS Button while Glidepath Mode is active does not cancel the mode. The autopilot
guides the aircraft back to the glidepath upon release of the CWS Button.
Glidepath Mode is available only in installations with GIA 63W IAUs when WAAS is available. Glidepath
Mode is used to track the WAAS-based glidepath. When Glidepath Mode is armed, ‘GP’ is annunciated in white
in the AFCS Status Box.
Selecting Glidepath Mode:
1) Ensure a GPS approach with vertical guidance (LPV, LNAV/VNAV, LNAV+V) is loaded into the active flight plan.
The active waypoint must be part of the flight plan (cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources).
3) Press the APR Key.
Upon reaching the glidepath, the flight director transitions to Glidepath Mode and begins to capture and
track the glidepath.
Figure 7-15 Glidepath Mode Armed
Once the following conditions have been met, the glidepath can be captured:
• The active waypoint is at or after the final approach fix (FAF).
• Vertical deviation is valid.
• The CDI is at less than full scale deviation
• Automatic sequencing of waypoints has not been suspended (no ‘SUSP’ annunciation on the HSI)
Glidepath
Mode
Active
GPS
Approach
Mode Active
Glidepath
Indicator
Command Bars
Indicate Descent
on Glidepath
GPS is
Selected
Navigation
Source
LPV
Approach
Active
Figure 7-16 Glidepath Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
GLIDESLOPE MODE (GS)
NOTE: Pressing the CWS Button while Glideslope Mode is active does not cancel the mode. The autopilot
guides the aircraft back to the glideslope upon release of the CWS Button.
Glideslope Mode is available for LOC/ILS approaches to capture and track the glideslope. When Glideslope
Mode is armed (annunciated as ‘GS’ in white), LOC Approach Mode is armed as the lateral flight director
mode.
Selecting Glideslope Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source (use the CDI Softkey to cycle through navigation sources).
3) Press the APR Key.
Or:
1) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources).
2) Ensure a LOC/ILS approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APR Key.
Figure 7-17 Glideslope Mode Armed
Once LOC is the navigation source, the localizer and glideslope can be captured. Upon reaching the glideslope,
the flight director transitions to Glideslope Mode and begins to intercept and track the glideslope.
Approach
Mode Active
Glideslope
Mode Active
Active ILS
Frequency
Tuned
Command Bars
Indicate Descent
on Localizer/
Glideslope Path
Glideslope
Indicator
LOC2 is Active
Navigation
Receiver on HSI
Figure 7-18 Glideslope Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
GO AROUND (GA) MODE
Pressing the GA Switch engages the flight director in a wings-level, pitch-up attitude, allowing the execution
of a missed approach or a go around. This mode is a coupled pitch and roll mode and is annunciated as ‘GA’
in both the active pitch and roll mode fields. Go Around Mode disengages the autopilot and arms Selected
Altitude Capture Mode automatically. Subsequent autopilot engagement is allowed. Attempts to modify the
aircraft attitude (i.e., with the CWS Button or NOSE UP/NOSE DN Keys) result in reversion to Pitch and Roll
Hold modes.
Go Around
Mode Active
Autopilot Disconnect
Annunciation Flashes
Yellow 5 sec
Command Bars
Indicate Climb
Figure 7-19 Go Around Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
7.4 LATERAL MODES
The GFC 700 offers the lateral modes listed in Table 7-3. Refer to the vertical modes section for information
regarding Go Around Mode:
Lateral Mode
Description
Holds the current aircraft
roll attitude or rolls the
wings level, depending
on the commanded bank
angle
Captures and tracks the
Selected Heading
Roll Hold
Heading Select
Control Annunciation
(default)
ROL
22°
HDG
Key
HDG
22°
GPS
22°
22° Capture
10° Track
22° Capture
10° Track
Navigation, GPS
Navigation, VOR Enroute Capture/Track
Navigation, LOC Capture/Track
(No Glideslope)
Navigation, Backcourse Capture/Track
Captures and tracks the
selected navigation source
(GPS, VOR, LOC)
VOR
NAV
Key
Captures and tracks
a localizer signal for
backcourse approaches
GPS
Approach, LOC Capture/Track
(Glideslope Mode automatically armed)
Go Around
LOC
BC
Approach, GPS
Approach, VOR Capture/Track
Captures and tracks the
selected navigation source APR Key
(GPS, VOR, LOC)
Disengages the autopilot
and commands a constant
pitch angle and wings level
Maximum Roll
Command Limit
GA
Switch
VAPP
LOC
GA
22° Capture
10° Track
22°
22° Capture
10° Track
22° Capture
10° Track
Wings Level
The GFC 700 may generate a lower bank angle than the maximum roll command limit in degrees indicated in the
table above by the amount needed to produce a turn rate equal to or less than standard rate.
Table 7-3 Lateral Modes
The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or Approach
modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release of the CWS
Button.
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AUTOMATIC FLIGHT CONTROL SYSTEM
ROLL HOLD MODE (ROL)
NOTE: If Roll Hold Mode is activated as a result of a mode reversion, the flight director rolls the wings
level.
When the flight director is activated, Roll Hold Mode is selected by default. This mode is annunciated as
‘ROL’ in the AFCS Status Box. The current aircraft bank angle is held, subject to the bank angle conditions listed
in Table 7-4.
Figure 7-20 Roll Hold Mode Annunciation
Bank Angle
Flight Director Response
< 6°
Rolls wings level
6° to 22° Maintains current aircraft roll attitude
> 22°
Limits bank to 22°
Table 7-4 Roll Hold Mode Responses
CHANGING THE ROLL REFERENCE
The roll reference can be changed by pressing the CWS Button, establishing the desired bank angle, then
releasing the CWS Button.
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AUTOMATIC FLIGHT CONTROL SYSTEM
HEADING SELECT MODE (HDG)
Heading Select Mode is activated by pressing the HDG Key. Heading Select Mode acquires and maintains
the Selected Heading. The Selected Heading is shown by a light blue bug on the HSI and in the box to the
upper left of the HSI.
CHANGING THE SELECTED HEADING
NOTE: Pressing the HDG Knob synchronize the Selected Heading to the current heading.
The Selected Heading is adjusted using the HDG Knob. Pressing the CWS Button and hand-flying the
aircraft does not change the Selected Heading. The autopilot guides the aircraft back to the Selected Heading
upon release of the CWS Button.
Turns are commanded in the same direction as Selected Heading Bug movement, even if the Bug is turned
more than 180° from the present heading (e.g., a 270° turn to the right). However, Selected Heading changes
of more than 340° at a time result in turn reversals.
Heading Select
Mode Active
Pitch Mode
Active
Command
Bars Track
Selected
Heading
Selected
Heading
Selected
Heading
Bug
Figure 7-21 Heading Select Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
NAVIGATION MODE (GPS, VOR, LOC)
NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active GPS course for the
flight director to enter Navigation Mode.
NOTE: When intercepting a flight plan leg, the flight director gives commands to capture the active leg at
approximately a 45° angle to the track between the waypoints defining the active leg. The flight director
does not give commands to fly to the starting waypoint of the active leg.
Pressing the NAV Key selects Navigation Mode. Navigation Mode acquires and tracks the selected navigation
source (GPS, VOR, LOC). The flight director follows GPS roll steering commands when GPS is the selected
navigation source. When the navigation source is VOR or LOC, the flight director creates roll steering commands
from the Selected Course and deviation. Navigation Mode can also be used to fly non-precision GPS and LOC
approaches where glideslope capture is not required.
If the Course Deviation Indicator (CDI) shows greater than one dot when the NAV Key is pressed, the selected
mode is armed. If the CDI is less than one dot, Navigation Mode is automatically captured when the NAV Key
is pressed. The armed annunciation appears in white to the left of the active roll mode.
Figure 7-22 GPS Navigation Mode Armed
When the CDI has automatically switched from GPS to LOC during a LOC/ILS approach, GPS Navigation
Mode remains active, providing GPS steering guidance until the localizer signal is captured. LOC Navigation
Mode is armed automatically when the navigation source switch takes place if the APR Key is not pressed prior
to the automatic source switch.
If Navigation Mode is active and either of the following occur, the flight director reverts to Roll Hold Mode
(wings rolled level):
• Different VOR tuned while in VOR Navigation Mode (VOR Navigation Mode reverts to armed)
• Navigation source manually switched (with the CDI Softkey)
• During a LOC/ILS approach the FAF is crossed while in GPS Navigation Mode after the automatic navigation
source switch from GPS to LOC
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AUTOMATIC FLIGHT CONTROL SYSTEM
CHANGING THE SELECTED COURSE
The Selected Course is controlled using the CRS Knob (while in VOR, LOC, or OBS Mode). Pressing the
CWS Button and hand-flying the aircraft does not change the Selected Course while in Navigation Mode.
The autopilot guides the aircraft back to the Selected Course (or GPS flight plan) when the CWS Button is
released.
GPS Navigation
Mode Active
Pitch Mode
Active
Selected Altitude
Capture Mode
Armed
Command Bars
Indicate Left
Turn to Track
GPS Course and
Climb to Intercept
Selected Altitude
Selected
Course
GPS
is Active
Navigation
Receiver
on HSI
Figure 7-23 Navigation Mode
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AUTOMATIC FLIGHT CONTROL SYSTEM
APPROACH MODE (GPS, VAPP, LOC)
NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active GPS course for the
flight director to enter Approach Mode.
Approach Mode is activated when the APR Key is pressed. Approach Mode acquires and tracks the
selected navigation source (GPS, VOR, or LOC), depending on loaded approach. This mode uses the selected
navigation receiver deviation and desired course inputs to fly the approach. Pressing the APR Key when
the CDI is greater than one dot arms the selected approach mode (annunciated in white to the left of the
active lateral mode). If the CDI is less than one dot, the LOC is automatically captured when the APR Key
is pressed.
VOR Approach Mode (VAPP) provides greater sensitivity for signal tracking than VOR Navigation Mode .
Selecting VOR Approach Mode:
1) Ensure a valid VOR frequency is tuned.
2) Ensure that VOR is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.
When GPS Approach Mode is armed, Glidepath Mode is also armed.
Selecting GPS Approach Mode:
1) Ensure a GPS approach is loaded into the active flight plan. The active waypoint must be part of the flight plan
(cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.
Figure 7-24 Navigation/Approach Mode Armed
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AUTOMATIC FLIGHT CONTROL SYSTEM
LOC Approach Mode allows the autopilot to fly a LOC/ILS approach with a glideslope. When LOC Approach
Mode is armed, Glideslope Mode is also armed automatically. LOC captures are inhibited if the difference
between aircraft heading and localizer course exceeds 105°.
Selecting LOC Approach Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
3) Press the APR Key.
Or:
1) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if
necessary).
2) Ensure a LOC/ILS approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APR Key.
If the following occurs, the flight director reverts to Roll Hold Mode (wings rolled level):
• Approach Mode is active and a Vectors-To-Final is activated
• Approach Mode is active and Navigation source is manually switched
• During a LOC/ILS Approach GPS Navigation Mode is active and the FAF is crossed after the automatic
navigation source switch from GPS to LOC
CHANGING THE SELECTED COURSE
The Selected Course is controlled using the CRS Knob (while in VOR, LOC, or OBS Mode). Pressing the
CWS Button and hand-flying the aircraft does not change the Selected Course while in Approach Mode.
The autopilot guides the aircraft back to the Selected Course (or GPS flight plan) when the CWS Button is
released.
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AUTOMATIC FLIGHT CONTROL SYSTEM
BACKCOURSE MODE (BC)
NOTE: When making a backcourse approach, set the Selected Course to the localizer front course.
Backcourse Mode captures and tracks a localizer signal in the backcourse direction. The mode may be
selected by pressing the BC Key. Backcourse Mode is armed if the CDI is greater than one dot when the mode
is selected. If the CDI is less than one dot, the Backcourse Mode is automatically captured when the BC Key
is pressed. The flight director creates roll steering commands from the Selected Course and deviation when in
Backcourse Mode.
Backcourse
Mode Active
Pitch Hold
Mode Active
LOC2 is
Selected
Navigation
Source
Figure 7-25 Backcourse Mode
CHANGING THE SELECTED COURSE
The Selected Course is controlled using the CRS Knob. Pressing the CWS Button and hand-flying the
aircraft does not reset any reference data while in Backcourse Mode. The autopilot guides the aircraft back to
the Selected Course when the CWS Button is released.
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AUTOMATIC FLIGHT CONTROL SYSTEM
7.5 AUTOPILOT OPERATION
NOTE: Refer to the POH for specific instructions regarding emergency procedures.
The autopilot operates flight control surface servos to provide automatic flight control. Pitch and roll commands
are provided to the servos, based on the active flight director modes. The autopilot uses pitch and roll rates to
stabilize the aircraft attitude during upsets and flight director maneuvers. Flight director commands are rate- and
attitude-limited, combined with pitch and roll damper control, and sent to the pitch and roll servo motors.
Pitch autotrim provides trim commands to the pitch trim servo to relieve any sustained effort required by the
pitch servo. The pitch servo measures the output effort (torque) and provides this signal to the pitch trim servo.
The pitch trim servo commands the motor to reduce the average pitch servo effort.
When the autopilot is not engaged, the pitch trim servo may be used to provide manual electric trim (MET).
This allows the aircraft to be trimmed using a control wheel switch rather than the trim wheel. Manual trim
commands are generated with the MET Switch. Trim speeds are scheduled with airspeed to provide more
consistent response.
Servo motor control limits the maximum servo speed and torque. The servo mounts are equipped with slipclutches set to certain values. This allows the servos to be overridden in case of an emergency.
ENGAGING THE AUTOPILOT
NOTE: Autopilot engagement/disengagement is not equivalent to servo engagement/disengagement. Use
the CWS Button to disengage the pitch and roll servos while the autopilot remains active.
When the AP Key is pressed, the autopilot and flight director (if not already engaged) are activated. Engagement
is indicated by a green ‘AP’ annunciation in the center of the AFCS Status Box. The flight director engages in
Pitch and Roll Hold modes when initially activated.
Autopilot
Engaged
Figure 7-26 Autopilot and Yaw Damper Engaged
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
CONTROL WHEEL STEERING
During autopilot operation, the aircraft may be hand-flown without disengaging the autopilot. Pressing and
holding the CWS Button disengages the pitch and roll servos from the flight control surfaces and allows the
aircraft to be hand-flown. At the same time, the flight director is synchronized to the aircraft attitude during
the maneuver. The ‘AP’ annunciation is temporarily replaced by ‘CWS’ in white for the duration of CWS
maneuvers.
In most scenarios, releasing the CWS Button reengages the autopilot with a new reference. Refer to the flight
director modes section for CWS behavior in each mode.
Control Wheel Steering
Figure 7-27 CWS Annunciation
DISENGAGING THE AUTOPILOT
The autopilot is manually disengaged by pushing the AP DISC Switch, GA Switch or the AP Key on the
MFD. Manual disengagement is indicated by a five-second flashing yellow ‘AP’ annunciation and a twosecond autopilot disconnect aural alert. After manual disengagement, the autopilot disconnect aural alert
may be cancelled by pushing the AP DISC or MET Switch (AP DISC Switch also cancels the flashing ‘AP’
annunciation).
Figure 7-28 Manual Autopilot Disengagement
Automatic autopilot disengagement is indicated by a flashing red ‘AP’ annunciation and by the autopilot
disconnect aural alert, which continue until acknowledged by pushing the AP DISC or MET Switch.
Automatic disengagement occurs due to:
• Invalid sensor data
• System failure
• Inability to compute default flight director
modes (FD also disengages automatically)
Figure 7-29 Automatic Autopilot Disengagement
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AUTOMATIC FLIGHT CONTROL SYSTEM
7.6 EXAMPLE PROCEDURES
NOTE: The following example flight plan and diagrams (not to be used for navigation) in this section are
for instructional purposes only and should be considered not current. Numbered portions of accompanying
diagrams correspond to numbered procedure steps.
This scenario-based set of procedures (based on the example flight plan found in the Flight Management
Section) shows various GFC 700 AFCS modes used during a flight. In this scenario, the aircraft departs Charles
B. Wheeler Downtown Airport (KMKC), enroute to Colorado Springs Airport (KCOS). After departure, the
aircraft climbs to 12,000 ft and airway V4 is intercepted, following ATC vectors.
Airway V4 is flown to Salina VOR (SLN) using VOR navigation, then airway V244 is flown using GPS Navigation.
The ILS approach for runway 35L and LPV (WAAS) approach for runway 35R are shown and a missed approach
is executed.
0
33
3
27
30
27
30
24
24
21
27
24
27
15
12
21
18
15
18
9
24
21
12
6
Lamar
VOR
(LAA)
Topeka
VOR
(TOP)
12
Hays
VOR
(HYS)
9
V 244
Salina
VOR
(SLN)
9
3
V4
18
V 244
9
6
0
33
15
6
KCOS
KMKC
30
6
3
3
30
33
0
33
0
12
21
15
18
Figure 7-30 Flight Plan Overview
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AUTOMATIC FLIGHT CONTROL SYSTEM
DEPARTURE
Climbing to the Selected Altitude and flying an assigned heading:
1) Before takeoff, set the Selected Altitude to 12,000 feet using the ALT Knob.
2) In this example, Vertical Speed Mode is used to capture the Selected Altitude (Pitch Hold, Vertical Speed, or
Flight Level Change Mode may be used).
a) Press the VS Key to activate Vertical Speed Mode.
The Vertical Speed Reference may be adjusted after Vertical Speed Mode is selected using the NOSE UP/
NOSE DN keys or pushing the CWS Button while hand-flying the aircraft to establish a new Vertical Speed
Reference.
b) Press the AP Key to engage the autopilot in a climb using Vertical Speed Mode.
3) Use the HDG Knob to set the Selected Heading, complying with ATC vectors to intercept Airway V4.
Press the HDG Key to activate Heading Select Mode while the autopilot is engaged in the climb. The autopilot
follows the Selected Heading Bug on the HSI and turns the aircraft to the desired heading.
4) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 10 seconds.
At 50 feet from the Selected Altitude, the green ‘ALT’ annunciation flashes for up to 10 seconds; the autopilot
transitions to Altitude Hold Mode and levels the aircraft.
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AUTOMATIC FLIGHT CONTROL SYSTEM
HD
GM
od
e
3
Selected Altitude of 12,000 MSL
ALT Mode
4
KMKC
1
2
VS
e
Mod
Figure 7-31 Departure
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AUTOMATIC FLIGHT CONTROL SYSTEM
INTERCEPTING A VOR RADIAL
During climb-out, the autopilot continues to fly the aircraft in Heading Select Mode. Airway V4 to Salina
VOR (SLN) should now be intercepted. Since the enroute flight plan waypoints correspond to VORs, flight
director Navigation Mode using either VOR or GPS as the navigation source may be used. In this scenario, VOR
Navigation Mode is used for navigation to the first VOR waypoint in the flight plan.
Intercepting a VOR radial:
1) Arm VOR Navigation Mode:
a) Tune the VOR frequency.
b) Press the CDI Softkey to set the navigation source to VOR.
c) Use the CRS Knob to set the Selected Course to 255°. Note that at this point, the flight director is still in
Heading Select Mode and the autopilot continues to fly 290°.
d) Press the NAV Key. This arms VOR Navigation Mode and the white ‘VOR’ annunciation appears to the left of
the active lateral mode.
2) As the aircraft nears the Selected Course, the flight director transitions from Heading Select to VOR Navigation
Mode and the ‘VOR’ annunciation flashes green. The autopilot begins turning to intercept the Selected
Course.
3) The autopilot continues the turn until the aircraft is established on the Selected Course.
0
33
3
30
Hd
29 g
0o
V4
6
27
3
255
9
o
Salina
VOR
(SLN)
24
VO
R
NA
V
Mo
de
2
HD
G
12
M
od
e,
VO
R
Ar
m
ed
15
1
21
18
Figure 7-32 Intercepting a VOR Radial
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AUTOMATIC FLIGHT CONTROL SYSTEM
FLYING A FLIGHT PLAN/GPS COURSE
NOTE: Changing the navigation source cancels Navigation Mode and causes the flight director to revert
back to Roll Hold Mode (wings rolled level).
As the aircraft closes on Salina VOR, GPS is used to navigate the next leg, airway V244. The aircraft is
currently tracking inbound on Airway V4.
Flying a GPS flight plan:
1) Transition from VOR to GPS Navigation Mode:
a) Press the CDI Softkey until GPS is the selected navigation source.
b) Press the NAV Key to activate GPS Navigation Mode. The autopilot guides the aircraft along the active flight
plan leg.
2) Following the flight plan, the autopilot continues to steer the aircraft under GPS guidance. Note that in GPS
Navigation Mode, course changes defined by the flight plan are automatically made without pilot action
required.
0
33
33
3
30
0
V4
6
3
30
o
6
27
3
075
de
AV Mo
GPS N
260
o
2
12
21
18
12
15
24
9
Hays
VOR
(HYS)
Salina
VOR
(SLN)
V 244
1
24
27
076
Mode
9
o
AV
VOR N
15
21
18
Figure 7-33 Transition to GPS Flight Plan
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AUTOMATIC FLIGHT CONTROL SYSTEM
DESCENT
While flying the arrival procedure, the aircraft is cleared for descent in preparation for the approach to KCOS.
Three methods are presented for descent:
• Flight Level Change descent – Flight Level Change Mode can be used to descend to the Selected Altitude at a
constant airspeed. This descent method does not account for flight plan waypoint altitude constraints.
• Vertical Path Tracking descent – Vertical Path Tracking Mode is used to follow the vertical descent path
defined in the GPS flight plan. Altitude constraints correspond to waypoints in the flight plan. Before VNV
flight control can provide vertical profile guidance, a VNV flight plan must be entered and enabled.
• Non-path descent in a VNV scenario – A VNV flight plan is entered and enabled, however Pitch Hold, Vertical
Speed, or Flight Level Change Mode can be used to descend to the VNV Target Altitude prior to reaching the
planned TOD. Flight Level Change Mode is used in the example.
Flight Level Change descent:
1) Select Flight Level Change Mode:
a) Using the ALT Knob, set the Selected Altitude to 10,000 feet.
b) Press the FLC Key to activate Flight Level Change Mode. The annunciation ‘FLC’ appears next to the
Airspeed Reference, which defaults to the current aircraft airspeed. Selected Altitude Capture Mode is armed
automatically.
2) Use the NOSE UP/NOSE DN keys or push the CWS Button while hand-flying the aircraft to adjust the
commanded airspeed while maintaining the same power, or reduce power to allow descent in Flight Level
Change Mode while the autopilot maintains the current airspeed.
3) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft.
1
Cruise Altitude of 12,000 MSL
ALT Mode
2
FLC
Mod
e
3
Selected Altitude of 10,000 MSL
ALT Mode
Figure 7-34 FLC Descent
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Garmin G1000 Pilot’s Guide for Cessna Nav III
7-37
AUTOMATIC FLIGHT CONTROL SYSTEM
Vertical Path Tracking descent to VNV Target Altitude:
1) Select VNV flight control:
a) Press the VNV Key to arm Vertical Path Tracking Mode. The white annunciation ‘VPTH’ appears.
b) Using the ALT Knob, set the Selected Altitude below the flight plan’s VNV Target Altitude of 10,000 feet.
If the Selected Altitude is not at least 75 ft below the VNV Target Altitude, the flight director captures the
Selected Altitude rather than the VNV Target Altitude once Vertical Path Tracking Mode becomes active (ALTS is
armed rather than ALTV).
c) If Vertical Path Tracking Mode is armed more than 5 minutes prior to descent path capture, acknowledgment is
required for the flight director to transition from Altitude Hold to Vertical Path Tracking Mode. To proceed with
descent path capture if the white ‘VPTH’ annunciation begins flashing, do one of the following
•
Press the VNV Key
•
Turn the ALT Knob to adjust the Selected Altitude
If the descent is not confirmed by the time of interception, Vertical Path Tracking Mode remains armed and the
descent is not captured.
2) When the top of descent (TOD) is reached, the flight director transitions to Vertical Path Tracking Mode and
begins the descent to the VNV Target Altitude. Intention to capture the VNV Target Altitude is indicated by the
white ‘ALTV’ annunciation.
3) As the aircraft nears the VNV Target Altitude, the flight director transitions to VNV Target Altitude Capture Mode,
indicated by the green ‘ALTV’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the VNV Target Altitude;
the autopilot transitions to Altitude Hold Mode and levels the aircraft at the vertical waypoint.
1
ALT Mode
TOD
Cruise Altitude of 12,000 MSL
2
VPT
H
Mod
e
3
BOD
VNAV Target Altitude of 10,000 MSL
ALT Mode
Selected Altitude (set below VNAV Target Altitude)
3 nm
OPSHN
Figure 7-35 VPTH Descent
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
Non-path descent using Flight Level Change Mode:
1) Using Flight Level Change Mode, command a non-path descent to an intermediate altitude above the next VNV
flight plan altitude:
a) Using the ALT Knob, set the Selected Altitude below the current aircraft altitude to an altitude (in this case,
9,400 feet) at which to level off between VNV flight plan altitudes.
b) Press the FLC Key before the planned TOD during an altitude hold while VPTH is armed. The Airspeed Reference
defaults to the current aircraft airspeed. Vertical Path Tracking and Selected Altitude Capture Mode are armed
automatically.
2) Reduce power to allow descent in Flight Level Change Mode. The autopilot maintains the Airspeed Reference.
3) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft. After leveling off reset, Selected Altitude at
or below 9,000 ft.
4) When the next TOD is reached, Vertical Path Tracking becomes active (may require acknowledgment to allow
descent path capture).
5) As the aircraft nears the VNV Target Altitude, the flight director transitions to VNV Target Altitude Capture Mode,
indicated by the green ‘ALTV’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the VNV Target Altitude;
the autopilot transitions to Altitude Hold Mode and levels the aircraft at the vertical waypoint.
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AUTOMATIC FLIGHT CONTROL SYSTEM
VP
TH
M
od
e
Planned
TOD
2
BOD
ALT Mode
1
Selected Altitude of 9,400 MSL
FL
C
M
od
e
VNAV Target Altitude of 10,000 MSL
Pla
n
3
ne
dD
esc
en
tP
ath
ALT Mode
TOD
4
VP
VNAV Target Altitude of 9,000 MSL
TH
Mo
de
5
BOD
ALT Mode
Selected Altitude
3 nm
OPSHN
HABUK
Figure 7-36 Non-path Descent
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
AUTOMATIC FLIGHT CONTROL SYSTEM
APPROACH
Flying an ILS approach:
1) Transition from GPS Navigation Mode to Heading Select Mode.
a) Select the Runway 35L ILS approach for KCOS and select ‘VECTORS’ for the transition. Load and activate the
approach into the flight plan.
b) Use the HDG Knob to set the Selected Heading after getting vectors from ATC.
c) Press the HDG Key. The autopilot turns the aircraft to the desired heading.
d) Use Heading Select Mode to comply with ATC vectors as requested.
2) Arm LOC Approach and Glideslope modes.
a) Ensure the appropriate localizer frequency is tuned.
b) Press the APR Key when cleared for approach to arm Approach and Glideslope modes. ‘LOC’ and ‘GS’ appear
in white as armed mode annunciations.
c) The navigation source automatically switches to LOC. After this switch occurs, the localizer signal can be captured
and the flight director determine when to begin the turn to intercept the final approach course. The flight director
now provides guidance to the missed approach point.
3) There are two options available at this point, as the autopilot flies the ILS approach:
• Push the AP DISC Switch at the decision
height and land the aircraft.
• Use the GA Switch to execute a missed
approach.
KCOS
LOC APR/
GS Mode
3
PETEY
2
G
HD
e
od
M
PYNON
1
GPS NAV Mode
Figure 7-37 ILS Approach to KCOS
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7-41
AUTOMATIC FLIGHT CONTROL SYSTEM
NOTE: Support for WAAS precision approaches is available only in installations with GIA 63W IAUs when
WAAS is available.
Flying a RNAV GPS approach with vertical guidance:
1) Arm flight director modes for a RNAV GPS approach with vertical guidance:
a) Make sure the navigation source is set to GPS (use CDI Softkey to change navigation source).
b) Select the Runway 35R LPV approach for KCOS. Load and activate the approach into the flight plan.
2) Press the APR Key once clearance for approach has been received. GPS Approach Mode is activated and
Glidepath Mode is armed.
3) Once the glidepath is captured, Glidepath Mode becomes active. The flight director now provides guidance to
the missed approach point.
4) There are two options available at this point, as the autopilot flies the approach:
• Push the AP DISC Switch at the Decision
height and land the aircraft.
• Use the GA Switch to execute a missed
approach.
KCOS
4
3
GPS APR/
GP Mode
CEGIX
2
FALUR
HABUK
PYNON
1
GPS NAV Mode
Figure 7-38 LPV Approach to KCOS
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
AUTOMATIC FLIGHT CONTROL SYSTEM
GO AROUND/MISSED APPROACH
NOTE: As a result of calculations performed by the system while flying the holding pattern, the display may
re-size automatically and the aircraft may not precisely track the holding pattern as depicted on the PFD and
MFD.
Flying a missed approach:
1) Push the GA Switch at the Decision height and apply go around power to execute a missed approach. The
flight director Command Bars establish a nose-up climb to follow. If flying an ILS or LOC approach the CDI also
switches to GPS as the navigation source.
Note that when the GA Switch is pushed, the missed approach is activated and the autopilot disconnects,
indicated by the ‘AP’ annunciation flashing yellow for 5 seconds and the autopilot disconnect aural alert.
Flashes 5 sec
2) Start the climb to the prescribed altitude in the published Missed Approach Procedure (in this case, 10,000 ft).
a) Press the AP Key to re-engage the autopilot.
b) Press the NAV Key to have the autopilot fly to the hold.
3) Use the ALT Knob to set a Selected Altitude to hold.
To hold the current airspeed during the climb, press the FLC Key.
As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode,
indicated by the green ‘ALTS’ annunciation flashing for up to 10 seconds.
The green ‘ALT’ annunciation flashes for up to 10 seconds upon reaching 50 feet from the Selected Altitude; the
autopilot transitions to Altitude Hold Mode and levels the aircraft.
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AUTOMATIC FLIGHT CONTROL SYSTEM
4) The autopilot flies the holding pattern after the missed approach is activated. Annunciations are displayed in
the Navigation Status Box, above the AFCS Status Box.
4
MOGAL
GPS NAV Mode
3
2
GA Mode
KCOS
1
Figure 7-39 Go Around/Missed Approach
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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AUTOMATIC FLIGHT CONTROL SYSTEM
7.7 AFCS ANNUNCIATIONS AND ALERTS
AFCS STATUS ALERTS
The annunciations in Table 7-5 (listed in order of increasing priority) can appear on the PFD above the
Airspeed and Attitude indicators. Only one annunciation occurs at a time, and messages are prioritized by
criticality.
AFCS Status
Annunciation
Figure 7-40 AFCS Status Annunciation
Alert Condition
Aileron Mistrim Right
Aileron Mistrim Left
Elevator Mistrim Down
Elevator Mistrim Up
Pitch Trim Failure
Annunciation
Description
Roll servo providing sustained force in the indicated direction
Pitch servo providing sustained force in the indicated direction
If AP engaged, take control of the aircraft and disengage AP
Roll Failure
Roll axis control failure; AP inoperative
Pitch Failure
Pitch axis control failure; AP inoperative
System Failure
Preflight Test
AP and MET are unavailable; FD may still be available
Performing preflight system test; aural alert sounds at completion
Do not press the AP DISC Switch during servo power-up and preflight
system tests as this may cause the preflight system test to fail or never
to start (if servos fail their power-up tests). Power must be cycled to
the servos to remedy the situation.
Preflight system test failed; aural alert sounds at failure
Table 7-5 AFCS Status Field Alerts
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AUTOMATIC FLIGHT CONTROL SYSTEM
OVERSPEED PROTECTION
NOTE: Overspeed protection is not active in Altitude Hold, Glideslope or Glidepath modes.
While Pitch Hold, Vertical Speed, Flight Level Change, Vertical Path Tracking, or an altitude capture mode is
active, airspeed is monitored by the flight director. Pitch commands are not changed until overspeed protection
becomes active. Overspeed protection is provided in situations where the flight director cannot acquire and
maintain the mode reference for the selected vertical mode without exceeding the certified maximum autopilot
airspeed.
When an autopilot overspeed condition occurs, the Airspeed Reference appears in a box above the Airspeed
Indicator, flashing a yellow ‘MAXSPD’ annunciation. Engine power should be reduced and/or the pitch reference
adjusted to slow the aircraft. The annunciation disappears when the overspeed condition is resolved.
Airspeed
Indicator
Figure 7-41 Overspeed Annunciation
7-46
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
ADDITIONAL FEATURES
SECTION 8 ADDITIONAL FEATURES
NOTE: The availability of SafeTaxi, ChartView, or FliteCharts in electronic form may not preclude the
requirement to carry paper charts aboard the aircraft. See AC 120-76A for more information.
Additional features of the G1000 include the following:
• SafeTaxi™ diagrams
• ChartView and FliteCharts™ electronic charts
• XM Radio entertainment
• Scheduler
SafeTaxi diagrams provide detailed taxiway, runway, and ramp information at more than 700 airports in the
United States. By decreasing range on an airport that has a SafeTaxi diagram available, a close up view of the
airport layout can be seen.
The optional ChartView and FliteCharts provide on-board electronic terminal procedures charts. Electronic
charts offer the convenience of rapid access to essential information. Either ChartView or FliteCharts may be
configured in the system, but not both.
The optional XM Radio entertainment audio feature of the GDL 69A Data Link Receiver handles more than 170
channels of music, news, and sports. XM Radio offers more entertainment choices and longer range coverage
than commercial broadcast stations.
The Scheduler feature can be used to enter and display short term or long term reminder messages such as
Switch fuel tanks, Change oil, or Altimeter-Transponder Check in the Alerts Window on the PFD.
8.1 SAFETAXI
SafeTaxi is an enhanced feature that gives greater map detail when viewing airports at close range. The maximum
map ranges for enhanced detail are pilot configurable. When viewing at ranges close enough to show the airport
detail, the map reveals taxiways with identifying letters/numbers, airport Hot Spots, and airport landmarks
including ramps, buildings, control towers, and other prominent features. Resolution is greater at lower map
ranges. When the aircraft location is within the screen boundary, including within SafeTaxi ranges, an airplane
symbol is shown on any of the navigation map views for enhanced position awareness.
Designated Hot Spots are recognized at airports with many intersecting taxiways and runways, and/or complex
ramp areas. Airport Hot Spots are outlined to caution pilots of areas on an airport surface where positional
awareness confusion or runway incursions happen most often. Hot Spots are defined with a magenta circle or
outline around the region of possible confusion.
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8-1
ADDITIONAL FEATURES
Any map page that displays the navigation view can also show the SafeTaxi airport layout within the maximum
configured range. The following is a list of pages where the SafeTaxi feature can be seen:
• VOR Information Page
• Navigation Map Page
• Inset Map (PFD)
• User Waypoint Information Page
• Weather Datalink Page
• Trip Planning Page
• Airport Information Page
• Nearest Pages
• Intersection Information Page
• Active and Stored Flight Plan Pages
• NDB Information Page
During ground operations the aircraft’s position is displayed in reference to taxiways, runways, and airport
features. In the example shown, the aircraft is on taxiway Bravo approaching the High Alert Intersection boundary
on KSFO airport. Airport Hot Spots are outlined in magenta. When panning over the airport, features such as
runway holding lines and taxiways are shown at the cursor.
Aircraft
Position
Taxiway
Identification
Airport Hot
Spot Outline
Airport
Features
DCLTR Softkey
Removes Taxiway
Markings
Figure 8-1 SafeTaxi Depiction on the Navigation Map Page
(Cessna 182 MFD Shown)
The DCLTR Softkey (declutter) label advances to DCLTR-1, DCLTR -2, and DCLTR-3 each time the softkey is
pressed for easy recognition of decluttering level. Pressing the DCLTR Softkey removes the taxiway markings and
airport feature labels. Pressing the DCLTR-1 Softkey removes VOR station ID, the VOR symbol, and intersection
names if within the airport plan view. Pressing the DCLTR-2 Softkey removes the airport runway layout, unless
the airport in view is part of an active route structure. Pressing the DCLTR-3 Softkey cycles back to the original
map detail. Refer to Map Declutter Levels in the Flight Management Section.
8-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
Configuring SafeTaxi range:
1) While viewing the Navigation Map Page, press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to highlight the Map Setup Menu Option and press the ENT Key.
Figure 8-2 Navigation Map PAGE MENU, Map Setup Option
3) Turn the FMS Knob to select the Aviation Group and press the ENT Key.
4) Turn the large FMS Knob to scroll through the Aviation Group options to SAFETAXI.
5) Turn the small FMS Knob to display the range of distances.
6) Turn either FMS Knob to select the desired distance for maximum SafeTaxi display range.
7) Press the ENT Key to complete the selection.
8) Press the FMS Knob to return to the Navigation Map Page.
SAFETAXI
Option
SafeTaxi
Range
Options
Figure 8-3 MAP SETUP Menu, Aviation Group, SAFETAXI Range Options
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Garmin G1000 Pilot’s Guide for Cessna Nav III
8-3
ADDITIONAL FEATURES
SAFETAXI CYCLE NUMBER AND REVISION
The SafeTaxi database is revised every 56 days. SafeTaxi is always available for use after the expiration date.
When turning on the G1000, the Power-up Page indicates whether the databases are current, out of date, or not
available. The Power-up Page shows the SafeTaxi database is current when the SafeTaxi Expires date is shown in
white. When the SafeTaxi cycle has expired, the SafeTaxi Expires date appears in yellow. The message SafeTaxi:
N/A appears in white if no SafeTaxi data is available on the database card.
SafeTaxi Database is Current
SafeTaxi Database has Expired
SafeTaxi Database Not Available
Figure 8-4 Power-up Page, SafeTaxi Database
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
The SafeTaxi Region, Version, Cycle, Effective date and Expires date of the database cycle can also be found
on the AUX - System Status page. SafeTaxi information appears in blue and yellow text. The EFFECTIVE
date appears in blue when data is current and in yellow when the current date is before the effective date. The
EXPIRES date appears in blue when data is current and in yellow when expired (Figures 8-5 and 8-6). SafeTaxi
REGION NOT AVAILABLE appears in blue if SafeTaxi data is not available on the database card (Figure 8-6).
Expired SafeTaxi data is never disabled.
Press the DBASE Softkey for scrolling through the database information. Scroll through the database with
the FMS knob or ENT Key.
The SafeTaxi database cycle number shown in the figure, 07S3, is deciphered as follows:
07 – Indicates the year 2007
S – Indicates the data is for SafeTaxi
3 – Indicates the third issue of the SafeTaxi database for the year
The SafeTaxi EFFECTIVE date 10–MAY–07 is the beginning date for the current database cycle. SafeTaxi
EXPIRES date 05–JUL–07 is the revision date for the next database cycle.
SafeTaxi Data
DBASE Softkey
Selected
Figure 8-5 AUX – System Status Page, SafeTaxi Current Information
The SafeTaxi database is provided by Garmin. Refer to Updating Garmin Databases in Appendix B for
instructions on revising the SafeTaxi database.
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Garmin G1000 Pilot’s Guide for Cessna Nav III
8-5
ADDITIONAL FEATURES
The other three possible AUX - System Status page conditions are shown here. The EFFECTIVE date is the
beginning date for this database cycle. If the present date is before the effective date, the EFFECTIVE date
appears in yellow and the EXPIRES date appears in blue. The EXPIRES date is the revision date for the next
database cycle. NOT AVAILABLE indicates that SafeTaxi is not available on the database card or no database
card is inserted.
Current Date is before Effective Date
SafeTaxi Database has Expired
SafeTaxi Database Not Installed
Figure 8-6 AUX – System Status Page, SafeTaxi Expired, SafeTaxi Not Available
8-6
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
8.2 CHARTVIEW
ChartView resembles the paper version of Jeppesen terminal procedures charts. The charts are displayed in full
color with high-resolution. The MFD depiction shows the aircraft position on the moving map in the plan view
of approach charts and on airport diagrams. Airport Hot Spots are outlined in magenta.
The ChartView database subscription is available from Jeppesen, Inc. Available data includes:
• Airport Diagrams
• Arrivals (STAR)
• NOTAMs
• Departure Procedures (DP)
• Approaches
CHARTVIEW SOFTKEYS
ChartView functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing the SHW CHRT Softkey displays the available terminal chart and
advances to the chart selection level of softkeys: CHRT OPT, CHRT, INFO, DP, STAR, APR, WX, NOTAM,
and GO BACK. The chart selection softkeys shown below appear on the Airport Information Page.
Pressing the GO BACK Softkey reverts to the top level softkeys and previous page.
Pressing the CHRT OPT Softkey advances to the next level of softkeys: ALL, HEADER, PLAN, PROFILE,
MINIMUMS, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45 seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
SHW CHRT
CHRT OPT
CHRT
INFO
DP
STAR
APR
WX
NOTAM
GO BACK
Pressing the GO BACK Softkey returns
to the top-level softkeys and previous page.
ALL
HEADER
PLAN
PROFILE
MINIMUMS FIT WDTH FULL SCN
BACK
Pressing the BACK Softkey returns
to the Chart Selection Softkeys.
Figure 8-7 ChartView SHW CHRT, Chart Selection, and Chart Option Softkeys
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Garmin G1000 Pilot’s Guide for Cessna Nav III
8-7
ADDITIONAL FEATURES
TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, press the SHW CHRT
Softkey.
Or:
1) Press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to scroll through the OPTIONS Menu to Show Chart.
3) Press the ENT Key to display the chart.
Navigation Map Page OPTIONS Menu
Waypoint Airport Information Page OPTIONS Menu
Figure 8-8 Option Menus
When no terminal procedure chart is available for the nearest airport or the selected airport, the banner
CHART NOT AVAILABLE appears on the screen. The CHART NOT AVAILABLE banner does not refer to
the Jeppesen subscription, but rather the availability of a particular airport chart selection or procedure for a
selected airport.
Figure 8-9 Chart Not Available Banner
8-8
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
If there is a problem in rendering the data (such as a data error or a failure of an individual chart), the banner
UNABLE TO DISPLAY CHART is then displayed.
Figure 8-10 Unable To Display Chart Banner
When a chart is not available by pressing the SHW CHRT Softkey or selecting a Page Menu Option, charts
may be obtained for other airports from the WPT Pages or Flight Plan Pages.
If a chart is available for the destination airport, or the airport selected in the active flight plan, the chart
appears on the screen. When no flight plan is active, or when not flying to a direct-to destination, pressing the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown is one associated with the WPT – Airport Information page. Usually this is the airport runway
diagram. Where no runway diagram exists, but Take Off Minimums or Alternate Minimums are available, that
page appears. If Airport Information pages are unavailable, the Approach Chart for the airport is shown.
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ADDITIONAL FEATURES
Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, press the SHW CHRT
Softkey. The airport diagram or approach chart is displayed on the Airport Information Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to select either the Airport Identifier Box or the Approach Box. (Press the APR Softkey
if the Approach Box is not currently shown).
4) Turn the small and large FMS Knob to enter the desired airport identifier.
5) Press the ENT Key to complete the airport selection.
6) Turn the large FMS Knob to select the Approach Box.
7) Turn the small FMS Knob to show the approach chart selection choices.
8) Turn either FMS Knob to scroll through the available charts.
9) Press the ENT Key to complete the chart selection.
Chart Scale
Select Desired
Approach Chart
From Menu
Scroll Through
Entire Chart
With the
Joystick
Figure 8-11 Approach Information Page, Chart Selection
While the APPROACH Box is selected using the FMS Knob, the G1000 softkeys are blank. Once the desired
chart is selected, the chart scale can be changed and the chart page can be scrolled using the Joystick. Pressing
the Joystick centers the chart on the screen.
The aircraft symbol is shown on the chart only if the chart is to scale and the aircraft position is within
the boundaries of the chart. The aircraft symbol is not displayed when the Aircraft Not Shown Icon appears
(Figure 8-15). If the Chart Scale Box displays a banner NOT TO SCALE, the aircraft symbol is not shown. The
Aircraft Not Shown Icon may appear at certain times, even if the chart is displayed to scale.
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
Pressing the CHRT Softkey switches between the ChartView diagram and the associated map in the WPT
page group. In the example shown, the CHRT Softkey switches between the DeKalb Peachtree (KPDK) Airport
Diagram and the navigation map on the WPT – Airport Information page.
Press CHRT Softkey
to Switch Between
ChartView and WPT Airport Information Page
Figure 8-12 CHRT Softkey, Airport Information Page
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Garmin G1000 Pilot’s Guide for Cessna Nav III
8-11
ADDITIONAL FEATURES
Pressing the INFO Softkey returns to the airport diagram when the view is on a different chart. If the
displayed chart is the airport diagram, the INFO Softkey has no effect.
The aircraft position is shown in magenta on the ChartView diagrams when the location of the aircraft is
within the chart boundaries. In the example shown, the aircraft is taxiing on Taxiway Alpha on the Charlotte,
NC (KCLT) airport.
Another source for additional airport information is from the INFO Box above the chart for certain airports.
This information source is not related to the INFO Softkey. When the INFO Box is selected using the FMS
Knob, the G1000 softkeys are blank. The Charlotte, NC airport has five additional charts offering information;
the Airport Diagram, Take-off Minimums, Class B Airspace, Airline Parking Gate Coordinates, and Airline
Parking Gate Location. (The numbers in parentheses after the chart name are Jeppesen designators.)
Aircraft
Current
Position
Figure 8-13 Airport Information Page, INFO View, Full Screen Width
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
In the example shown in Figure 8-13, the Class B Chart is selected. Pressing the ENT Key displays the
Charlotte Class B Airspace Chart (Figure 8-14).
Figure 8-14 Airport Information Page, Class B Chart Selected from INFO View
Pressing the DP Softkey displays the Departure Procedure Chart if available.
Chart Not
To Scale
Aircraft Not
Shown Icon
Figure 8-15 Departure Information Page
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8-13
ADDITIONAL FEATURES
Pressing the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Chart Not
To Scale
Change Range
and Scroll
Through the
Chart With the
Joystick
Aircraft Not
Shown Icon
Figure 8-16 Arrival Information Page
Pressing the APR Softkey displays the approach chart for the airport if available.
Figure 8-17 Approach Information Page
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
ADDITIONAL FEATURES
Pressing the WX Softkey shows the airport weather frequency information, and includes weather data such as
METAR and TAF from the XM Data Link Receiver, when available. Weather information is available only when
an XM Data Link Receiver is installed and the XM Weather subscription is current.
WX Info
When
Available
WX Softkey
Selected
Figure 8-18 Weather Information Page
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8-15
ADDITIONAL FEATURES
NOTE: A subdued softkey label indicates the function is disabled.
Recent NOTAMS applicable to the current ChartView cycle are included in the ChartView database. Pressing
the NOTAM Softkey shows the local NOTAM information for selected airports, when available. When NOTAMS
are not available, the NOTAM Softkey label appears subdued and is disabled as shown in Figure 8-18. The
NOTAM Softkey may appear on the Airport Information Page and all of the chart page selections.
NOTAM
Softkey
Appears for
Selected
Airports
Figure 8-19 NOTAM Softkey Highlighted
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
Local
NOTAM on
This Airport
NOTAM
Softkey
Selected
Figure 8-20 Airport Information Page, Local NOTAMs
Pressing the NOTAM Softkey again removes the NOTAMS information.
Pressing the GO BACK Softkey reverts to the previous page (Navigation Map Page, Nearest Pages, or Flight
Plan Page).
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ADDITIONAL FEATURES
CHART OPTIONS
Pressing the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-7).
Pressing the ALL Softkey shows the entire approach chart on the screen.
Entire Chart
Shown
Figure 8-21 Approach Information Page, ALL View
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
Pressing the HEADER Softkey shows the header view (approach chart briefing strip) on the screen.
Approach
Chart
Briefing Strip
Figure 8-22 Approach Information Page, Header View
Pressing the PLAN Softkey shows the approach chart two dimensional plan view.
Approach
Chart Plan
View
Figure 8-23 Approach Information Page, Plan View
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ADDITIONAL FEATURES
Pressing the PROFILE Softkey displays the approach chart descent profile strip.
Approach
Chart Descent
Profile Strip
Figure 8-24 Approach Information Page, Profile View, Full Screen Width
Pressing the MINIMUMS Softkey displays the minimum descent altitude/visibility strip at the bottom of the
approach chart.
Minimum
Descent
Altitude/
Visibility Strip
Figure 8-25 Approach Information Page, Minimums View, Full Screen Width
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ADDITIONAL FEATURES
If the chart scale has been adjusted to view a small area of the chart, pressing the FIT WIDTH Softkey
changes the chart size to fit the available screen width.
Press FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-26 Airport Information Page, FIT WDTH Softkey Selected
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ADDITIONAL FEATURES
Pressing the FULL SCN Softkey alternates between removing and replacing the data window to the right.
Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, press the FULL SCN Softkey to display the information windows
(AIRPORT, INFO).
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the AIRPORT, INFO, RUNWAYS, or FREQUENCIES Box (INFO Box shown).
4) Turn the small FMS Knob to select the INFO Box choices. If multiple choices are available, scroll to the desired
choice with the large FMS Knob and press the ENT Key to complete the selection.
5) Press the FMS Knob again to deactivate the cursor.
Available
Information
Press FULL SCN
Softkey to Switch
Between Full
Screen and Chart
With Info Window
Figure 8-27 Airport Information Page, Full Screen and Info Window
Pressing the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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ADDITIONAL FEATURES
The full screen view can also be selected by using the page menu option.
Selecting full screen On or Off:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
3) Turn the large FMS Knob to move between the FULL SCREEN and COLOR SCHEME Options.
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.
Chart Setup Option
Full Screen On/Off Selection
Figure 8-28 Page Menus
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8-23
ADDITIONAL FEATURES
DAY/NIGHT VIEW
ChartView can be displayed on a white or black background for day or night viewing. The Day View offers
a better presentation in a bright environment. The Night View gives a better presentation for viewing in a dark
environment. When the CHART SETUP Box is selected the G1000 softkeys are blank.
Selecting Day, Night, or Automatic View:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
Figure 8-29 Waypoint Information Page, OPTIONS Menu
3) Turn the large FMS Knob to move to the COLOR SCHEME Option (Figure 8-30).
4) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
5) If Auto Mode is selected, turn the large FMS Knob to select the percentage field. Use the small FMS Knob to
change the percentage value. The percentage value is the day/night crossover point based on the percentage of
backlighting intensity. For example, if the value is set to 15%, the day/night display changes when the display
backlight reaches 15% of full brightness.
The display must be changed in order for the new setting to become active. This may be accomplished by
selecting another page or changing the display range.
6) Press the FMS Knob when finished to remove the Chart Setup Menu.
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ADDITIONAL FEATURES
Figure 8-30 Arrival Information Page, Day View
Figure 8-31 Arrival Information Page, Night View
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ADDITIONAL FEATURES
CHARTVIEW CYCLE NUMBER AND EXPIRATION DATE
The ChartView database is revised every 14 days. Charts are still viewable during a period that extends from
the cycle expiration date to the disables date. ChartView is disabled 70 days after the expiration date and is no
longer available for viewing upon reaching the disables date. When turning on the G1000, the Power-up Page
indicates any of nine different possible criteria for ChartView availability. See the table below for the various
ChartView Power-up Page displays and the definition of each.
Power-up Page Display
Definition
Blank Line. G1000 system is not configured for ChartView. Contact
a Garmin-authorized service center for configuration.
System is configured for ChartView but no chart database is
installed. Contact Jeppesen for a ChartView database.
Normal operation. ChartView database is valid and within current
cycle.
ChartView database is within 1 week after expiration date. A new
cycle is available for update.
ChartView database is beyond 1 week after expiration date, but still
within the 70 day viewing period.
ChartView database has timed out. Database is beyond 70 days
after expiration date. ChartView database is no longer available for
viewing.
System time is not available. GPS satellite data is unknown or
G1000 has not yet locked onto satellites. Check database cycle
number for effectivity.
System is verifying chart database when new cycle is installed for the
first time.
After verifying, chart database is found to be corrupt. ChartView is
not available.
Table 8-1 ChartView Power-up Page Annunciations and Definitions
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ADDITIONAL FEATURES
Examples of four possible Power-up Page conditions are shown here. ChartView Disables plus a date in
white, indicates chart data is current. This indication for normal operation shows how long the charts may be
viewed. Chart data update available. in white, indicates the chart data cycle has expired within the past week
and the next chart cycle is available. Chart data is out of date! in yellow, indicates charts are still viewable, but
approaching the disable date. Chart data is disabled. in yellow, indicates the chart cycle has been disabled and
is no longer viewable.
ChartView Database is
Current and Available
Chart Cycle has Expired,
Next Cycle is Available
Chart Cycle has Expired but is Still Viewable
for 70 Days from Expiration Date
Chart Cycle is No
Longer Viewable
Figure 8-32 Examples of Power-up Page, ChartView Database
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ADDITIONAL FEATURES
NOTE: A subdued softkey label indicates the function is disabled.
The ChartView time critical information can also be found on the AUX - System Status page. The database
CYCLE number, EXPIRES, and DISABLES dates of the ChartView subscription appear in either blue or yellow
text. When the ChartView EXPIRES date is reached, ChartView becomes inoperative 70 days later. This is
shown as the DISABLES date. When the DISABLES date is reached, charts are no longer available for viewing.
The SHW CHRT Softkey label then appears subdued and is disabled until a revised issue of ChartView is
installed.
Press the DBASE Softkey for scrolling through the database information. Scroll through the database with
the FMS knob or ENT Key.
The ChartView database cycle number shown in the figure, 0702, is deciphered as follows:
07 – Indicates the year 2007
02 – Indicates the 2nd issue of the ChartView database for the year
The EXPIRES date 08–FEB–07 is the date that this database should be replaced with the next issue.
The DISABLES date 19–APR–07 is the date that this database becomes inoperative.
ChartView
Data
DBASE Softkey
Selected
Figure 8-33 AUX – System Status Page, ChartView Current and Available
The ChartView database is provided directly from Jeppesen. Refer to Updating Jeppesen Databases in
Appendix B for instructions on revising the ChartView database.
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
The other three possible AUX - System Status page conditions are shown here. The EXPIRES date, in yellow,
is the revision date for the next database cycle. The DISABLES date, in yellow, is the date that this database
cycle is no longer viewable. REGION and CYCLE NOT AVAILABLE in blue, indicate that no ChartView data is
available on the database card or no database card is inserted.
ChartView Database has Expired, but is not Disabled
ChartView Database is Disabled
System is
Configured for
ChartView but
Database is not
Available
ChartView Database is Not Available
Figure 8-34 AUX – System Status Page, ChartView Expired, ChartView Disabled, ChartView Not Available
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ADDITIONAL FEATURES
8.3 FLITECHARTS
FliteCharts resemble the paper version of National Aeronautical Charting Office (NACO) terminal procedures
charts. The charts are displayed with high-resolution and in color for applicable charts. FliteCharts database
subscription is available from Garmin. Available data includes:
• Arrivals (STAR)
• Approaches
• Departure Procedures (DP)
• Airport Diagrams
FLITECHARTS SOFTKEYS
FliteCharts functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing the SHW CHRT Softkey displays the available terminal chart and
advances to the chart selection level of softkeys: CHRT OPT, CHRT, INFO, DP, STAR, APR, WX, and
GO BACK. The chart selection softkeys appear on the Airport Information Page.
Pressing the GO BACK Softkey reverts to the top level softkeys and previous page.
Pressing the CHRT OPT Softkey displays the available terminal chart and advances to the next level of
softkeys: ALL, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45 seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
NOTAMs are not available with FliteCharts. The NOTAM Softkey label appears subdued and is disabled.
SHW CHRT
CHRT OPT
CHRT
INFO
DP
STAR
APR
WX
GO BACK
Presssing the GO BACK Softkey returns
to the top-level softkeys and previous page.
ALL
FIT WDTH
FULL SCN
BACK
Pressing the BACK Softkey returns
to the Chart Selection Softkeys.
Figure 8-35 FliteCharts SHW CHRT, Chart Selection, and Chart Option Softkeys
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, press the SHW CHRT
Softkey.
Or:
1) Press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to scroll through the OPTIONS Menu to Show Chart.
3) Press the ENT Key to display the chart.
Navigation Map Page OPTIONS Menu
Waypoint Airport Information Page OPTIONS Menu
Figure 8-36 Option Menus
When no terminal procedure chart is available, the banner CHART NOT AVAILABLE appears on the screen.
The CHART NOT AVAILABLE banner does not refer to the FliteCharts subscription, but rather the availability
of a particular airport chart selection or procedure for a selected airport.
Figure 8-37 Chart Not Available Banner
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ADDITIONAL FEATURES
If there is a problem in rendering the data (such as a data error or a failure of an individual chart), the banner
UNABLE TO DISPLAY CHART is then displayed.
Figure 8-38 Unable To Display Chart Banner
When a chart is not available by pressing the SHW CHRT Softkey or selecting a Page Menu Option, charts
may be obtained for other airports from the WPT Pages or Flight Plan Pages.
If a chart is available for the destination airport, or the airport selected in the active flight plan, the chart
appears on the screen. When no flight plan is active, or when not flying to a direct-to destination, pressing the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown is one associated with the WPT – Airport Information page. Usually this is the airport runway
diagram. Where no runway diagram exists, but Take Off Minimums or Alternate Minimums are available, that
page appears. If Airport Information pages are unavailable, the Approach Chart for the airport is shown.
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ADDITIONAL FEATURES
Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, press the SHW CHRT
Softkey. The airport diagram or approach chart is displayed on the Airport Information Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to select either the Airport Identifier Box or the Approach Box. (Press the APR Softkey
if the Approach Box is not currently shown).
4) Turn the small and large FMS Knob to enter the desired airport identifier.
5) Press the ENT Key to complete the airport selection.
6) Turn the large FMS Knob to select the Approach Box.
7) Turn the small FMS Knob to show the approach chart selection choices.
8) Turn either FMS Knob to scroll through the available charts.
9) Press the ENT Key to complete the chart selection.
Chart Not
To Scale
Select Desired
Approach Chart
from Menu
Pan Entire
Chart With
the Joystick
Aircraft Not
Shown Icon
Figure 8-39 Approach Information Page, Chart Selection
(Cessna 172 MFD Shown)
While the APPROACH Box is selected using the FMS Knob, the G1000 softkeys are blank. Once the desired
chart is selected, the chart scale can be changed and the chart can be panned using the Joystick. Pressing the
Joystick centers the chart on the screen.
The aircraft symbol is not shown on FliteCharts. The Chart Scale Box displays a banner NOT TO SCALE, and
the Aircraft Not Shown Icon is displayed in the lower right corner of the screen.
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ADDITIONAL FEATURES
Pressing the CHRT Softkey alternates between the FliteCharts diagram and the associated map in the WPT
page group. In the example shown, the CHRT Softkey switches between the Charlotte, NC (KCLT) Airport
Diagram and the navigation map on the WPT – Airport Information page.
Press CHRT Softkey
to Switch Between
FliteCharts and
Navigation Map Page
Figure 8-40 CHRT Softkey, Airport Information Page
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ADDITIONAL FEATURES
Pressing the INFO Softkey returns to the airport diagram when the view is on a different chart. If the
displayed chart is the airport diagram, the INFO Softkey has no effect.
Another source for additional airport information is from the INFO Box above the chart (Figure 8-39) or to
the right of the chart (Figure 8-41) for certain airports. This information source is not related to the INFO
Softkey. When the INFO Box is selected using the FMS Knob, the G1000 softkeys are blank. The Charlotte,
NC airport has three additional charts offering information; the Airport Diagram, Alternate Minimums, and
Take-off Minimums.
Info Box
Selected
Figure 8-41 Airport Information Page, INFO View with Airport Information
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ADDITIONAL FEATURES
In the example shown in Figure 8-41, TAKE OFF MINIMUMS is selected. Pressing the ENT Key displays the
Take-off Minimums and Departure Procedures Chart (Figure 8-42).
Figure 8-42 Airport Information Page, TAKE OFF MINIMUMS Selected from INFO View
Pressing the DP Softkey displays the Departure Procedure Chart if available.
Figure 8-43 Departure Information Page
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
Pressing the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Figure 8-44 Arrival Information Page
Pressing the APR Softkey displays the approach chart for the airport if available.
Figure 8-45 Approach Information Page
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8-37
ADDITIONAL FEATURES
Pressing the WX Softkey shows the airport weather frequency information, when available, and includes
weather data such as METAR and TAF from the XM Data Link Receiver. Weather information is available only
when an XM Data Link Receiver is installed and the XM Weather subscription is current.
Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, press the WX Softkey to display the information windows (AIRPORT,
INFO).
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the INFO Box.
4) Turn the small FMS Knob to select the INFO Box choices. When the INFO Box is selected the G1000 softkeys
are blank. If multiple choices are available, scroll to the desired choice with the large FMS Knob and press the
ENT Key to complete the selection.
5) Press the FMS Knob again to deactivate the cursor.
Info Available
on This Airport
WX Info
When
Available
Chart Not
To Scale
Figure 8-46 Weather Information Page
WX Softkey
Selected
Pressing the GO BACK Softkey reverts to the previous page (Navigation Map Page or Flight Plan Page).
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ADDITIONAL FEATURES
CHART OPTIONS
Pressing the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-35).
Pressing the ALL Softkey shows the entire chart on the screen.
Entire Chart
Shown
Figure 8-47 Airport Information Page, ALL View Selected
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8-39
ADDITIONAL FEATURES
Pressing the FIT WIDTH Softkey fits the width of the chart in the display viewing area. In the example
shown, the chart at close range is replaced with the full width chart.
Press FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-48 Approach Information Page, FIT WDTH Softkey Selected
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
Pressing the FULL SCN Softkey alternates between removing and replacing the data window to the right.
Press FULL SCN
Softkey to Switch
Between Chart on
Full Screen and Chart
with Info Window
Figure 8-49 Airport Information Page, Full Screen and Info Window
Pressing the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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8-41
ADDITIONAL FEATURES
The full screen view can also be selected by using the page menu option.
Selecting full screen On or Off:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
3) Turn the large FMS Knob to move between the FULL SCREEN and COLOR SCHEME Options.
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.
Chart Setup Option
Full Screen On/Off Selection
Figure 8-50 Page Menus
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ADDITIONAL FEATURES
DAY/NIGHT VIEW
FliteCharts can be displayed on a white or black background for day or night viewing. The Day View offers
a better presentation in a bright environment. The Night View gives a better presentation for viewing in a dark
environment. When the CHART SETUP Box is selected the G1000 softkeys are blank.
Selecting Day, Night, or Automatic View:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
Figure 8-51 Waypoint Information Page, OPTIONS Menu
3) Turn the large FMS Knob to move to the COLOR SCHEME Option (Figure 8-52).
4) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
5) If Auto Mode is selected, turn the large FMS Knob to select the percentage field. Use the small FMS Knob to
change the percentage value. The percentage value is the day/night crossover point based on the percentage of
backlighting intensity. For example, if the value is set to 15%, the day/night display changes when the display
backlight reaches 15% of full brightness.
The display must be changed in order for the new setting to become active. This may be accomplished by
selecting another page or changing the display range.
6) Press the FMS Knob when finished to remove the Chart Setup Menu.
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ADDITIONAL FEATURES
Figure 8-52 Approach Information Page, Day View
Figure 8-53 Approach Information Page, Night View
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ADDITIONAL FEATURES
FLITECHARTS CYCLE NUMBER AND EXPIRATION DATE
FliteCharts data is revised every 28 days. Charts are still viewable during a period that extends from the
cycle expiration date to the disables date. FliteCharts is disabled 180 days after the expiration date and are
no longer available for viewing upon reaching the disables date. When turning on the G1000, the Power-up
Page indicates any of five different possible criteria for chart availability. These indications are whether the
databases are not configured, not available, current, out of date, or disabled. See the table below for the various
FliteCharts Power-up Page displays and the definition of each.
Power-up Page Display
Definition
Blank Line. G1000 system is not configured for FliteCharts. Contact
a Garmin-authorized service center for configuration.
System is configured for FliteCharts but no chart database is
installed. Refer to Updating Garmin Databases in Appendix B for the
FliteCharts database
Normal operation. FliteCharts database is valid and within current
cycle.
FliteCharts database is beyond the expiration date, but still within
the 180 day viewing period.
FliteCharts database has timed out. Database is beyond 180 days
after expiration date. FliteCharts database is no longer available for
viewing.
Table 8-2 FliteCharts Power-up Page Annunciations and Definitions
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8-45
ADDITIONAL FEATURES
Examples of four possible Power-up Page messages are shown here. FliteCharts Expires plus a date in white,
indicates the chart database is current. Chart data is out of date! in yellow, indicates charts are still viewable,
but approaching the disable date.
When the 180 day grace period has expired, Chart data is disabled. in yellow indicates that the FliteCharts
database has expired and is no longer viewable. Chart Data: N/A appears in white if no FliteCharts data is
available on the database card or no database card is inserted.
FliteCharts Database is Current
and Available
FliteCharts Database is
Expired but Still Available
FliteCharts Database is Disabled
FliteCharts Database is Not Available
Figure 8-54 FliteCharts Power-up Page Messages
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ADDITIONAL FEATURES
NOTE: A subdued softkey label indicates the function is disabled.
FliteCharts time critical information can also be found on the AUX - System Status page. The FliteCharts
database REGION, CYCLE number, EFFECTIVE, EXPIRES, and DISABLES dates of the subscription appear in
either blue or yellow text. Dates shown in blue are current data. Dates shown in yellow indicate the data is not
within the current subscription period.
FliteCharts becomes inoperative 180 days after the FliteCharts EXPIRES date is reached, and is no longer
available for viewing. This date is shown as the DISABLES date. After the disable date the SHW CHRT Softkey
label appears subdued and is unavailable until a revised issue of FliteCharts is installed.
Press the DBASE Softkey for scrolling through the database information. Scroll through the database with
the FMS knob or ENT Key.
The FliteCharts database cycle number shown in the figure, 0707, is deciphered as follows:
07 – The first 07 indicates the year 2007
07 – The second 07 indicates the seventh issue of the FliteCharts database for the year
The FliteCharts EFFECTIVE date 05–JUL–07 is the first date that this database is current.
The FliteCharts EXPIRES date 02–AUG–07 is the last date that this database is current.
The DISABLES date 29–JAN–08 is the date that this database becomes inoperative.
FliteCharts
Data
Figure 8-55 AUX – System Status Page, FliteCharts Current and Available
DBASE Softkey
Selected
The FliteCharts database is provided from Garmin. Refer to Updating Garmin Databases in Appendix B for
instructions on revising the FliteCharts database.
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ADDITIONAL FEATURES
The other three possible AUX - System Status page conditions are shown here. The EXPIRES date, in yellow,
is the revision date for the next database cycle. The DISABLES date, in yellow, is the date that this database
cycle is no longer viewable. REGION and CYCLE NOT AVAILABLE in blue, indicate that FliteCharts database
is not available on the database card or no database card is inserted.
FliteCharts Database has Expired, but is not Disabled
FliteCharts Database is Disabled
System is
Configured for
FliteCharts but
Database is not
Installed
FliteCharts Database is Not Available
Figure 8-56 AUX – System Status Page, FliteCharts Expired,
FliteCharts Disabled, FliteCharts Not Available
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ADDITIONAL FEATURES
8.4 XM RADIO ENTERTAINMENT (OPTIONAL)
NOTE: Refer to the Hazard Avoidance Section for information about XM Weather products.
The optional XM Radio entertainment feature of the GDL 69A Data Link Receiver is available for the pilot’s and
passengers’ enjoyment. The GDL 69A can receive XM Satellite Radio® entertainment services at any altitude
throughout the Continental U.S. Entertainment audio is not available on the GDL 69 Data Link Receiver.
XM Satellite Radio offers a variety of radio programming over long distances without having to constantly
search for new stations. Based on signals from satellites, coverage far exceeds land-based transmissions.
XM Satellite Radio services are subscription-based. For more information on specific service packages, visit
www.xmradio.com.
ACTIVATING XM SATELLITE RADIO SERVICES
The service is activated by providing XM Satellite Radio with either one or two coded IDs, depending on the
equipment. Either the Audio Radio ID or the Data Radio ID, or both, must be provided to XM Satellite Radio
to activate the entertainment subscription.
It is not required to activate both the entertainment and weather service subscriptions with the GDL 69A.
Either or both services can be activated. XM Satellite Radio uses one or both of the coded IDs to send an
activation signal that, when received by the GDL 69A, allows it to play entertainment programming.
These IDs are located:
• On the label on the back of the Data Link Receiver
• On the XM Information Page on the MFD (Figure 8-57)
• On the XM Satellite Radio Activation Instructions included with the unit (available at www.garmin.com, P/N
190-00355-04)
Contact the installer if the Data Radio ID and the Audio Radio ID cannot be located.
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ADDITIONAL FEATURES
NOTE: The LOCK Softkey on the XM Information Page (Auxiliary Page Group) is used to save GDL 69A
activation data when the XM services are initially set up. It is not used during normal XM Radio operation,
but there should be no adverse effects if inadvertently pressed during flight. Refer to the GDL 69/69A XM
Satellite Radio Activation Instructions (190-00355-04, Rev F or later) for further information.
Activating the XM Satellite Radio services:
1) Contact XM WX Satellite Radio through the email address listed on their website (www.xmradio.com) or by the
customer service phone number listed on the website. Follow the instructions provided by XM Satellite Radio
services.
2) Select the Auxiliary Page Group.
3) Select the next to last page in the AUX Page Group.
4) Press the INFO Softkey to display the XM Information Page.
5) Verify that the desired services are activated.
6) Press the LOCK Softkey.
7) Turn the large FMS Knob to highlight YES.
8) To complete activation, press the ENT Key.
Data
Radio ID
Audio
Radio ID
Weather
Products
Window
RADIO
and INFO
Softkeys
Figure 8-57 XM Information Page
LOCK Softkey
is Used to Save
Activation Data
During Initial Setup
If XM weather services have not been activated, all the weather product boxes are blank on the XM Information
Page and a yellow Activation Required message is displayed in the center of the Weather Data Link Page (Map
Page Group). The Service Class refers to the groupings of weather products available for subscription.
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
USING XM RADIO
The XM Radio Page provides information and control of the audio entertainment features of the XM Satellite
Radio.
Selecting the XM Radio Page:
1) Turn the large FMS Knob to select the Auxiliary Page Group.
2) Turn the small FMS Knob to select the displayed AUX - XM Information Page.
3) Press the RADIO Softkey to show the XM Radio Page where audio entertainment is controlled.
Active
Channel
Channel
List
Volume
Field
Categories
Field
Figure 8-58 XM Radio Page
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ADDITIONAL FEATURES
ACTIVE CHANNEL AND CHANNEL LIST
The Active Channel Box on the XM Radio Page displays the currently selected channel that the XM Radio
is using.
The Channels List Box of the XM Radio Page shows a list of the available channels for the selected category.
Channels can be stepped through one at a time or may be selected directly by channel number.
Selecting a channel from the channel list:
1) While on the XM Radio Page, press the CHNL Softkey.
2) Press the CH + Softkey to go up through the list in the Channel Box, or move down the list with the
CH – Softkey.
Or:
1) Press the FMS Knob to highlight the channel list and turn the large FMS Knob to scroll through the channels.
2) Press the ENT Key to activate the selected channel.
Selecting a channel directly:
1) While on the XM Radio Page, press the CHNL Softkey.
2) Press the DIR CH Softkey. The channel number in the Active Channel Box is highlighted.
3) Press the numbered softkeys located on the bottom of the display to directly select the desired channel
number.
4) Press the ENT Key to activate the selected channel.
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ADDITIONAL FEATURES
CATEGORY
The Category Box of the XM Radio Page displays the currently selected category of audio. Categories of
channels such as jazz, rock, or news can be selected to list the available channels for a type of music or other
contents. One of the optional categories is PRESETS to view channels that have been programmed.
Selecting a category:
1) Press the CATGRY Softkey on the XM Radio Page.
2) Press the CAT + and CAT - Softkeys to cycle through the categories.
Or:
Turn the small FMS Knob to display the Categories list. Highlight the desired category with the small FMS Knob
and press the ENT Key. Selecting All Categories places all channels in the list.
Figure 8-59 Categories List
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ADDITIONAL FEATURES
PRESETS
Up to 15 channels from any category can be assigned a preset number. The preset channels are selected by
pressing the PRESETS and MORE Softkeys. Then the preset channel can be selected directly and added to
the channel list for the Presets category.
Setting a preset channel number:
1) On the XM Radio Page, while listening to an Active Channel that is wanted for a preset, press the PRESETS
Softkey to access the first five preset channels (PS1 - PS5).
2) Press the MORE Softkey to access the next five channels (PS6 – PS10), and again to access the last five
channels (PS11 – PS15). Pressing the MORE Softkey repeatedly cycles through the preset channels.
3) Press any one of the (PS1 - PS15) softkeys to assign a number to the active channel.
4) Press the SET Softkey on the desired channel number to save the channel as a preset.
Press PRESETS to
Access the Preset
Channels Softkeys
Press MORE to Cycle
Through the Preset
Channels
Press SET to
Save Each
Preset Channel
Figure 8-60 Accessing and Selecting XM Preset Channels
Pressing the BACK Softkey, or waiting during 45 seconds of softkey inactivity, returns the system to the top
level softkeys.
VOLUME
Radio volume is shown as a percentage. Volume level is controlled by pressing the VOL Softkey, which
brings up the MUTE Softkey and the volume increase and decrease softkeys.
Adjusting the volume:
1) With the XM Radio Page displayed, press the VOL Softkey.
2) Press the VOL – Softkey to reduce volume or press the VOL + Softkey to increase volume. (Once the VOL
Softkey is pressed, the volume can also be adjusted using the small FMS Knob.)
3) Press the MUTE Softkey to mute the audio. Press the MUTE Softkey again to unmute the audio.
Figure 8-61 Volume Control
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
AUTOMATIC AUDIO MUTING
XM Radio audio is muted automatically when the aircraft groundspeed exceeds approximately 30 knots and
the airspeed is less than approximately 80 knots. The audio is not unmuted automatically. The audio must
be manually unmuted once the aircraft is airborne and outside the applicable speed range. Automatic Audio
Muting has been implemented to meet regulatory requirements that the aural stall warning be heard.
When the aircraft is operating within the automute airspeed range, the MUTE Softkey and the volume softkeys
are subdued, and the Unmute selection of the Page Menu is unavailable, preventing the audio from being
unmuted at this time.
Audio availability conforms to the following three states:
• Audio is available on the ground until the aircraft exceeds 30 knots
• Audio is automatically muted (not available) from Airborne Status up to 80 knots airspeed
• Audio is available when airspeed is over 80 knots
Unmuting XM audio:
1) With the XM Radio Page displayed, press the VOL Softkey.
2) Press the MUTE Softkey to restore (unmute) XM Audio.
Pressing the
MUTE Softkey
When Airborne
Unmutes XM
Audio
Figure 8-62 Unmuting XM Audio Using Softkeys
Or:
1) While on either the XM – Radio Page or the XM – Information Page, press the MENU Key to display the PAGE
MENU.
2) Turn the large FMS Knob to select the Unmute option.
3) Press the ENT Key to restore (unmute) XM Audio.
Figure 8-63 Unmuting XM Audio with the Page Menu
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ADDITIONAL FEATURES
8.5 SCHEDULER
The Scheduler feature can be used to enter and display reminder messages (e.g., Change oil, Switch fuel tanks,
or Altimeter-Transponder Check) in the Alerts Window on the PFD. Messages can be set to display based on
a specific date and time (event), once the message timer reaches zero (one-time; default setting), or recurrently
whenever the message timer reaches zero (periodic). Message timers set to periodic alerting automatically reset to
the original timer value once the message is displayed. When power is cycled, messages are retained until deleted,
and message timer countdown is restarted.
Figure 8-64 Scheduler (Utility Page)
Entering a scheduler message:
1) Select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the first empty scheduler message naming field.
4) Use the FMS Knob to enter the message text to be displayed in the Alerts Window and press the ENT Key.
5) Press the ENT Key again or use the large FMS Knob to move the cursor to the field next to Type.
6) Turn the small FMS Knob to select the message alert type:
• Event—Message issued at the specified date/time
• One-time—Message issued when the message timer reaches zero (default setting)
• Periodic—Message issued each time the message timer reaches zero
7) Press the ENT Key again or use the large FMS Knob to move the cursor to the next field.
8) For periodic and one-time message, use the FMS Knob to enter the timer value (HH:MM:SS) from which to
countdown and press the ENT Key.
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ADDITIONAL FEATURES
9) For event-based messages:
a) Use the FMS Knob to enter the desired date (DD-MM-YY) and press the ENT Key.
b) Press the ENT Key again or use the large FMS Knob to move the cursor to the next field.
c) Use the FMS Knob to enter the desired time (HH:MM) and press the ENT Key.
10) Press the ENT Key again or use the large FMS Knob to move the cursor to enter the next message.
Deleting a scheduler message:
1) Select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the name field of the scheduler message to be deleted.
4) Press the CLR Key to clear the message text. If the CLR Key is pressed again, the message is restored.
5) Press the ENT Key while the message line is cleared to clear the message time.
Scheduler messages appear in the Alerts Window on the PFD. When a scheduler message is waiting, the
ALERTS Softkey label changes to ADVISORY. Pressing the ADVISORY Softkey opens the Alerts Window and
acknowledges the scheduler message. The softkey label reverts to ALERTS when pressed, the Alerts Window is
removed from the display, and the scheduler message is deleted from the message queue.
Figure 8-65 PFD Alerts Window
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ADDITIONAL FEATURES
8.5 ABNORMAL OPERATION
GDL 69/69A DATA LINK RECEIVER TROUBLESHOOTING
Some quick troubleshooting steps listed below can be performed to find the possible cause of a failure.
• Ensure the owner/operator of the aircraft in which the Data Link Receiver is installed has subscribed to XM
• Ensure the XM subscription has been activated
• Perform a quick check of the circuit breakers to ensure that power is applied to the Data Link Receiver
For troubleshooting purposes, check the LRU Information Box on the AUX - System Status Page for Data Link
Receiver (GDL 69/69A) status, serial number, and software version number. If a failure has been detected in the
GDL 69/69A the status is marked with a red X.
Selecting the System Status Page:
1) Turn the large FMS Knob to select the AUX Page Group.
2) Turn the small FMS Knob to select the System Status Page (the last page in the AUX Page Group).
Figure 8-66 LRU Information Window on System Status Page
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ADDITIONAL FEATURES
If a failure still exists, the following messages may provide insight as to the possible problem:
Message
CHECK ANTENNA
UPDATING
NO SIGNAL
LOADING
OFF AIR
---
Message Location
XM Radio Page - active channel field
XM Radio Page - active channel field
XM Radio Page - active channel field
Weather Datalink Page - center of page
XM Radio Page - active channel field
XM Radio Page - active channel field
XM Radio Page - active channel field
Description
Data Link Receiver antenna error; service required
Data Link Receiver updating encryption code
Loss of signal; signal strength too low for receiver
Acquiring channel audio or information
Channel not in service
Missing channel information
No communication from Data Link Receiver
WEATHER DATA LINK FAILURE Weather Datalink Page - center of page
within last 5 minutes
ACTIVATION REQUIRED
Weather Datalink Page - center of page XM subscription is not activated
Table 8-3 GDL 69/69A Data Link Receiver Error Messages
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Garmin G1000 Pilot’s Guide for Cessna Nav III
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ADDITIONAL FEATURES
BLANK PAGE
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Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev A
APPENDIX A
ANNUNCIATIONS AND ALERTS
NOTE: The Cessna aircraft Pilot’s Operating Handbook (POH) supersedes information found in this
document.
The G1000 Alerting System conveys alerts to the pilot using a combination of the following items:
• Annunciation Window: The Annunciation Window displays abbreviated annunciation text. Text color is based
on alert levels described later in the Alert Levels Definitions section. The Annunciation Window is located to
the right of the Altimeter and Vertical Speed Indicator on the display. All Cessna Nav III annunciations can
be displayed simultaneously in the Annunciation Window. A white horizontal line separates annunciations
that are acknowledged from annunciations that are not yet acknowledged. Higher priority annunciations are
displayed towards the top of the window. Lower priority annunciations are displayed towards the bottom of
the window.
• Alerts Window: The Alerts Window displays alert text messages. Up to 64 prioritized alert messages can be
displayed in the Alerts Window. Pressing the ALERTS Softkey displays the Alerts Window. Pressing the ALERTS
Softkey a second time removes the Alerts Window from the display. When the Alerts Window is displayed, the
pilot can use the large FMS Knob to scroll through the alert message list.
• Softkey Annunciation: During certain alerts, the ALERTS Softkey may appear as a flashing annunciation to
accompany an alert. The ALERTS Softkey assumes a new label consistent with the alert level (WARNING,
CAUTION, or ADVISORY). By pressing the softkey annunciation, the pilot acknowledges awareness of the
alert. The softkey then returns to the previous ALERTS label. If alerts are still present, the ALERTS label is
displayed in inverse video (white background with black text). The pilot can press the ALERTS Softkey a
second time to view alert text messages.
• System Annunciations: Typically, a large red ‘X’ appears in windows when a failure is detected in the LRU providing
the information to the window. See the G1000 System Annunciations section for more information.
• Audio Alerting System: The G1000 system issues audio alert tones when specific system conditions are met.
See the Alert Levels Definitions section for more information.
System
Annunciation
Red ‘X’
Annunciation
Window
Alerts Window
ALERTS Softkey
Annunciation
Figure A-1 G1000 Alerting System
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A-1
APPENDIX A
ALERT LEVEL DEFINITIONS
The G1000 Alerting System, as installed in Cessna Nav III aircraft, uses three alert levels.
• WARNING: This level of alert requires immediate pilot attention. A warning alert is annunciated in the
Annunciation Window and is accompanied by a continuous aural tone. Text appearing in the Annunciation
Window is RED. A warning alert is also accompanied by a flashing WARNING Softkey annunciation, as
shown in Figure A-2. Pressing the WARNING Softkey acknowledges the presence of the warning alert and
stops the aural tone, if applicable.
• CAUTION: This level of alert indicates the existence of abnormal conditions on the aircraft that may require
pilot intervention. A caution alert is annunciated in the Annunciation Window and is accompanied by a single
aural tone. Text appearing in the Annunciation Window is YELLOW. A caution alert is also accompanied
by a flashing CAUTION Softkey annunciation, as shown in Figure A-3. Pressing the CAUTION Softkey
acknowledges the presence of the caution alert.
• MESSAGE ADVISORY: This level of alert provides general information to the pilot. A message advisory
alert does not issue annunciations in the Annunciation Window. Instead, message advisory alerts only
issue a flashing ADVISORY Softkey annunciation, as shown in Figure A-4. Pressing the ADVISORY Softkey
acknowledges the presence of the message advisory alert and displays the alert text message in the Alerts
Window.
Figure A-2 WARNING Softkey
Annunciation
Figure A-3 CAUTION Softkey
Annunciation
Figure A-4 ADVISORY Softkey
Annunciation
NAV III AIRCRAFT ALERTS
The following alerts are configured specifically for the Cessna Nav III aircraft. See the Cessna Pilot’s Operating
Handbook (POH) for information regarding pilot responses.
WARNING ALERTS
Annunciation Window Text
Audio Alert
OIL PRESSURE
Continuous Aural Tone
LOW VOLTS
Continuous Aural Tone*
HIGH VOLTS
Continuous Aural Tone
CO LVL HIGH
Continuous Aural Tone
PITCH TRIM**
No Tone
* Aural tone is inhibited while the aircraft is on the ground
** KAP 140 installations only
A-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
CAUTION ALERTS
Annunciation Window Text
LOW VACUUM
LOW FUEL L
LOW FUEL R
STBY BATT
Audio Alert
Single Aural Tone
Single Aural Tone
Single Aural Tone
Single Aural Tone
CAUTION ALERTS (T182, T206, AND 206 WITH PROP DE-ICE ONLY)
Annunciation Window Text
PROP HEAT
Audio Alert
Single Aural Tone
SAFE OPERATING ANNUNCIATION (T182, T206, AND 206 WITH PROP DE-ICE ONLY)
Annunciation Window Text
PROP HEAT
Audio Alert
No Tone
CO GUARDIAN MESSAGES
Alerts Window Message
CO DET SRVC – The carbon
monoxide detector needs
service.
CO DET FAIL – The carbon
monoxide detector is inoperative.
Comments
There is a problem within
the CO Guardian that
requires services.
Loss of communication
between the G1000 and
the CO Guardian.
G1000 SYSTEM ANNUNCIATIONS
When a new alert is issued, the ALERT Softkey flashes to alert the pilot of a new message. It continues to flash
until acknowledged by pressing the softkey. Active alerts are displayed in white text. Alerts that have become
inactive change to gray text. The ALERT Softkey flashes if the state of a displayed alert changes or a new alert is
displayed. The inactive alerts can be removed from the Alert Window by pressing the flashing ALERT Softkey.
The G1000 System Messages convey messages to the pilot regarding problems with the G1000 system. When
an LRU or an LRU function fails, a large red ‘X’ is typically displayed on windows associated with the failed data.
The following section describes various system annunciations. Refer to the POH for additional information
regarding pilot responses to these annunciations.
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A-3
APPENDIX A
NOTE: Upon power-up of the G1000 system, certain windows remain invalid as G1000 equipment begins to
initialize. All windows should be operational within one minute of power-up. Should any window continue
to remain flagged, the G1000 system should be serviced by a Garmin-authorized repair facility.
GIA 63/W
Integrated
Avionics Units
GIA 63/W
Integrated
Avionics Units
GDC 74A Air
Data Computer
GRS 77 AHRS
OR
GMU 44
Magnetometer
GEA 71 Engine
Airframe Unit
OR
GIA 63/W
Integrated
Avionics Unit
GIA 63/W Integrated
Avionics Units
GDC 74A Air
Data Computer
Figure A-5 G1000 System Failure Annunciations
GTX 33 Transponder
OR
GIA 63/W Integrated
Avionics Units
NOTE: Upon power-up, certain windows remain invalid as G1000 equipment begins to initialize. All windows
should be operational within one minute of power-up. If any window continues to remain flagged, the
G1000 System should be serviced by a Garmin-authorized repair facility.
System Annunciation
Comment
Attitude and Heading Reference System is aligning.
Display system is not receiving attitude information from the AHRS.
A-4
Garmin G1000 Pilot’s Guide for Cessna Nav III
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APPENDIX A
System Annunciation
Comment
Indicates a configuration module failure.
This annunciation is only seen when the autopilot is engaged. The
annunciation indicates an AHRS monitor has detected an abnormal flight
parameter, possibly caused by strong turbulence. In this case, the situation
should correct itself within a few seconds. If there is an actual failure, a red
“X” soon appears over the Attitude Indicator.
Display system is not receiving airspeed input from air data computer.
Display is not receiving altitude input from the air data computer.
Display is not receiving vertical speed input from the air data computer.
Display is not receiving valid heading input from AHRS.
‘LOI’ Indicates Loss of Integrity of GPS information. GPS information is either not
present or is invalid for navigation use. ‘DR’ may also be seen indicating that GPS
is in Dead Reckoning Mode. Note that AHRS utilizes GPS inputs during normal
operation. AHRS operation may be degraded if GPS signals are not present (see
AFMS).
Display is not receiving valid transponder information.
Other Various Red X Indications
190-00498-03 Rev. A
A red ‘X’ through any other display field, such as engine instrumentation fields,
indicates that the field is not receiving valid data.
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-5
APPENDIX A
OTHER G1000 AURAL ALERTS
The following voice alerts can be configured for ‘Male’ or ‘Female’ gender by using the Aux System Setup Page on the MFD.
Aural Alert
Description
“Minimums, minimums” The aircraft has descended below the preset barometric minimum descent
altitude.
“Vertical track”
The aircraft is one minute from Top of Descent. Issued only when vertical
navigation is enabled.
“Traffic”
The Traffic Information Service (TIS) or ADS-B traffic system has issued a Traffic
Advisory alert
“Traffic not available”
The aircraft is outside the Traffic Information Service (TIS) or ADS-B coverage
area.
NOTE: Voice alerts are provided to the G1000 by GIA 63/W #1. Should this unit fail, audio and voice alerts are no
longer available.
G1000 SYSTEM MESSAGE ADVISORIES
This section describes various G1000 system message advisories. Certain messages are issued due to an LRU
or an LRU function failure. Such messages are normally accompanied by a corresponding red ‘X’ annunciation
as shown previously in the G1000 System Annunciation section.
NOTE: This Section provides information regarding G1000 message advisories that may be displayed by the
system. Knowledge of the aircraft, systems, flight conditions, and other existing operational priorities must
be considered when responding to a message. Always use sound pilot judgment. The Cessna Nav III Pilot’s
Operating Handbook (POH) takes precedence over any conflicting guidance found in this section.
MFD & PFD MESSAGE ADVISORIES
Message
DATA LOST – Pilot stored data was
lost. Recheck settings.
XTALK ERROR – A flight display
crosstalk error has occurred.
PFD1 SERVICE – PFD1 needs service.
Return unit for repair.
MFD1 SERVICE – MFD1 needs
service. Return unit for repair.
MANIFEST – PFD1 software
mismatch, communication halted.
MANIFEST – MFD1 software
mismatch, communication halted.
PFD1 CONFIG – PFD1 config error.
Config service req’d.
MFD1 CONFIG – MFD1 config error.
Config service req’d.
SW MISMATCH – GDU software
version mismatch. Xtalk is off.
A-6
Comments
The pilot profile data was lost. System reverts to default pilot profile and settings. The
pilot may reconfigure the MFD & PFD with preferred settings, if desired.
The MFD and PFD are not communicating with each other. The G1000 system should
be serviced.
The PFD and/or MFD self-test has detected a problem. The G1000 system should be
serviced.
The PFD and/or MFD has incorrect software installed. The G1000 system should be
serviced.
The PFD and/or MFD configuration settings do not match backup configuration
memory. The G1000 system should be serviced.
The MFD and PFD have different software versions installed. The G1000 system
should be serviced.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
MFD & PFD MESSAGE ADVISORIES (CONT.)
Message
PFD1 COOLING – PFD1 has poor
cooling. Reducing power usage.
MFD1 COOLING – MFD1 has poor
cooling. Reducing power usage.
PFD1 KEYSTK – PFD1 [key name] Key
is stuck.
MFD1 KEYSTK – MFD [key name] Key
is stuck.
CNFG MODULE – PFD1 configuration
module is inoperative.
PFD1 VOLTAGE – PFD1 has low
voltage. Reducing power usage
MFD1 VOLTAGE – MFD1 has low
voltage. Reducing power usage
Comments
The PFD and/or MFD is overheating and is reducing power consumption by dimming
the display. If problem persists, the G1000 system should be serviced.
A key is stuck on the PFD and/or MFD bezel. Attempt to free the stuck key by pressing
it several times. The G1000 system should be serviced if the problem persists.
The PFD1 configuration module backup memory has failed. The G1000 system should
be serviced.
The PFD and/or MFD voltage is low. The G1000 system should be serviced.
DATABASE MESSAGE ADVISORIES
Message
MFD1 DB ERR – MFD1 aviation
database error exists.
PFD1 DB ERR – PFD1 aviation
database error exists.
MFD1 DB ERR – MFD1 basemap
database error exists.
PFD1 DB ERR – PFD1 basemap
database error exists.
MFD1 DB ERR – MFD1 terrain
database error exists.
PFD1 DB ERR – PFD1 terrain
database error exists.
MFD1 DB ERR – MFD1 terrain
database missing.
PFD1 DB ERR – PFD1 terrain
database missing.
MFD1 DB ERR – MFD1 obstacle
database error exists.
PFD1 DB ERR – PFD1 obstacle
database error exists.
MFD1 DB ERR – MFD1 obstacle
database missing.
PFD1 DB ERR – PFD1 obstacle
database missing.
190-00498-03 Rev. A
Comments
The MFD and/or PFD detected a failure in the aviation database. Attempt to reload
the aviation database. If problem persists, the G1000 system should be serviced.
The MFD and/or PFD detected a failure in the basemap database.
The MFD and/or PFD detected a failure in the terrain database. Ensure that the
terrain card is properly inserted in display. Replace terrain card. If problem persists,
the G1000 system should be serviced.
The terrain database is present on another LRU, but is missing on the specified LRU.
The MFD and/or PFD detected a failure in the obstacle database. Ensure that the data
card is properly inserted. Replace data card. If problem persists, the G1000 system
should be serviced.
The obstacle database is present on another LRU, but is missing on the specified LRU.
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-7
APPENDIX A
DATABASE MESSAGE ADVISORIES (CONT.)
Message
MFD1 DB ERR – MFD1 airport terrain
database error exists.
PFD1 DB ERR – PFD1 airport terrain
database error exists.
MFD1 DB ERR – MFD1 airport terrain
database missing.
PFD1 DB ERR – PFD1 airport terrain
database missing.
MFD1 DB ERR – MFD1 SafeTaxi
database error exists.
PFD1 DB ERR – PFD1 SafeTaxi
database error exists.
MFD1 DB ERR – MFD1 Chartview
database error exists.
MFD1 DB ERR – MFD1 FliteCharts
database error exists.
DB MISMATCH – Aviation database
version mismatch. Xtalk is off.
DB MISMATCH – Aviation database
type mismatch. Xtalk is off.
DB MISMATCH – Terrain database
version mismatch.
DB MISMATCH – Terrain database
type mismatch.
DB MISMATCH – Obstacle database
version mismatch.
DB MISMATCH – Airport Terrain
database mismatch.
DB MISMATCH – Aviation database
version mismatch. Xtalk is off.
DB MISMATCH – Aviation database
type mismatch. Xtalk is off.
DB MISMATCH – Terrain database
version mismatch.
DB MISMATCH – Terrain database
type mismatch.
DB MISMATCH – Obstacle database
version mismatch.
DB MISMATCH – Airport Terrain
database mismatch.
A-8
Comments
The MFD and/or PFD detected a failure in the airport terrain database. Ensure that
the data card is properly inserted. Replace data card. If problem persists, the G1000
system should be serviced.
The airport terrain database is present on another LRU, but is missing on the specified
LRU.
The MFD and/or PFD detected a failure in the SafeTaxi database. Ensure that the data
card is properly inserted. Replace data card. If problem persists, the G1000 system
should be serviced.
The MFD and/or PFD detected a failure in the ChartView database (optional feature).
Ensure that the data card is properly inserted. Replace data card. If problem persists,
the G1000 system should be serviced.
The MFD and/or PFD detected a failure in the FliteCharts database (optional feature).
Ensure that the data card is properly inserted. Replace data card. If problem persists,
the G1000 system should be serviced.
The PFD and MFD have different aviation database versions installed. Crossfill is off.
Install correct aviation database version in both displays.
The PFD and MFD have different aviation database types installed (Americas,
European, etc.). Crossfill is off. Install correct aviation database type in both displays.
The PFD and MFD have different terrain database versions installed. Install correct
terrain database version in both displays.
The PFD and MFD have different terrain database types installed. Install correct
terrain database type in both displays.
The PFD and MFD have different obstacle database versions installed. Install correct
obstacle database version in both displays.
The PFD and MFD have different airport terrain databases installed. Install correct
airport terrain database in both displays.
The PFD and MFD have different aviation database versions installed. Crossfill is off.
Install correct aviation database version in both displays.
The PFD and MFD have different aviation database types installed (Americas,
European, etc.). Crossfill is off. Install correct aviation database type in both displays.
The PFD and MFD have different terrain database versions installed. Install correct
terrain database version in both displays.
The PFD and MFD have different terrain database types installed. Install correct
terrain database type in both displays.
The PFD and MFD have different obstacle database versions installed. Install correct
obstacle database version in both displays.
The PFD and MFD have different airport terrain databases installed. Install correct
airport terrain database in both displays.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
GMA 1347 MESSAGE ADVISORIES
Message
GMA1 FAIL – GMA1 is inoperative.
GMA1 CONFIG – GMA1 config error.
Config service req’d.
MANIFEST – GMA1 software
mismatch, communication halted.
GMA1 SERVICE – GMA1 needs
service. Return unit for repair.
Comments
The audio panel self-test has detected a failure. The audio panel is unavailable. The
G1000 system should be serviced.
The audio panel configuration settings do not match backup configuration memory.
The G1000 system should be serviced.
The audio panel has incorrect software installed. The G1000 system should be
serviced.
The audio panel self-test has detected a problem in the unit. Certain audio functions
may still be available, and the audio panel may still be usable. The G1000 system
should be serviced when possible.
GIA 63 MESSAGE ADVISORIES
Message
Comments
GIA1 CONFIG – GIA1 config error.
Config service req’d.
The GIA1 and/or GIA2 configuration settings do not match backup configuration memory.
The G1000 system should be serviced.
GIA2 CONFIG – GIA2 config error.
Config service req’d.
GIA1 CONFIG – GIA1 audio config
error. Config service req’d.
The GIA1 and/or GIA2 have an error in the audio configuration. The G1000 system
should be serviced.
GIA2 CONFIG – GIA2 audio config
error. Config service req’d.
GIA1 COOLING – GIA1 temperature
too low.
The GIA1 and/or GIA2 temperature is too low to operate correctly. Allow units to warm
up to operating temperature.
GIA2 COOLING – GIA2 temperature
too low.
GIA1 COOLING – GIA1 over
temperature.
The GIA1 and/or GIA2 temperature is too high. If problem persists, the G1000 system
should be serviced.
GIA2 COOLING – GIA2 over
temperature.
GIA1 SERVICE – GIA1 needs service.
Return the unit for repair.
The GIA1 and/or GIA2 self-test has detected a problem in the unit. The G1000 system
should be serviced.
GIA2 SERVICE – GIA2 needs service.
Return the unit for repair.
MANIFEST – GIA1 software mismatch,
communication halted.
The GIA1 and/or GIA 2 has incorrect software installed. The G1000 system should be
MANIFEST – GIA2 software mismatch, serviced.
communication halted.
COM1 TEMP – COM1 over temp.
The system has detected an over temperature condition in COM1 and/or COM2. The
Reducing transmitter power.
transmitter is operating at reduced power. If the problem persists, the G1000 system
COM2 TEMP – COM2 over temp.
should be serviced.
Reducing transmitter power.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-9
APPENDIX A
GIA 63 MESSAGE ADVISORIES (CONT.)
Message
Comments
COM1 SERVICE – COM1 needs
service. Return unit for repair.
The system has detected a failure in COM1 and/or COM2. COM1 and/or COM2 may still
be usable. The G1000 system should be serviced when possible.
COM2 SERVICE – COM2 needs
service. Return unit for repair.
COM1 PTT – COM1 push-to-talk key
The COM1 and/or COM2 external push-to-talk switch is stuck in the enable (or “pressed”)
is stuck.
position. Press the PTT switch again to cycle its operation.
COM2 PTT – COM2 push-to-talk key
If the problem persists, the G1000 system should be serviced.
is stuck.
COM1 RMT XFR – COM1 remote
The COM1 and/or COM2 transfer switch is stuck in the enabled (or “pressed”) position.
transfer key is stuck.
Press the transfer switch again to cycle its operation. If the problem persists, the G1000
COM2 RMT XFR – COM2 remote
system should be serviced.
transfer key is stuck.
RAIM UNAVAIL – RAIM is not
GPS satellite coverage is insufficient to perform Receiver Autonomous Integrity Monitoring
available from FAF to MAP waypoints.
(RAIM) from the FAF to the MAP waypoints.
LOI – GPS integrity lost. Crosscheck
Loss of GPS integrity monitoring.
with other NAVS.
GPS NAV LOST – Loss of GPS navigaLoss of GPS navigation due to insufficient satellites.
tion. Insufficient satellites.
GPS NAV LOST – Loss of GPS
Loss of GPS navigation due to position error.
navigation. Position error.
GPS NAV LOST – Loss of GPS
Loss of GPS navigation due to GPS failure.
navigation. GPS fail.
ABORT APR – Loss of GPS navigation.
Abort approach due to loss of GPS navigation.
Abort approach.
TRUE APR – True north approach.
Displayed after passing the first waypoint of a true north approach when the nav
Change hdg reference to TRUE.
angle is set to ‘AUTO’.
GPS1 FAIL – GPS1 is inoperative.
A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver is unavailable.
The G1000 system should be serviced.
GPS2 FAIL – GPS2 is inoperative.
GPS1 SERVICE – GPS1 needs service.
Return unit for repair.
GPS2 SERVICE – GPS2 needs service.
Return unit for repair.
NAV1 SERVICE – NAV1 needs service.
Return unit for repair.
NAV2 SERVICE – NAV2 needs service.
Return unit for repair.
A-10
A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver may still be
available. The G1000 system should be serviced.
A failure has been detected in the NAV1 and/or NAV2 receiver. The receiver may still be
available. The G1000 system should be serviced.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
GIA 63 MESSAGE ADVISORIES (CONT.)
Message
NAV1 RMT XFR – NAV1 remote
transfer key is stuck.
NAV2 RMT XFR – NAV2 remote
transfer key is stuck.
G/S1 FAIL – G/S1 is inoperative.
Comments
The remote NAV1 and/or NAV2 transfer switch is stuck in the enabled (or “pressed”)
state. Press the transfer switch again to cycle its operation. If the problem persists, the
G1000 system should be serviced.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The G1000 system
should be serviced.
G/S2 FAIL – G/S2 is inoperative.
G/S1 SERVICE – G/S1 needs service.
Return unit for repair.
G/S2 SERVICE – G/S2 needs service.
Return unit for repair.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The receiver may
still be available. The G1000 system should be serviced when possible.
GIA 63W MESSAGE ADVISORIES
Message
GIA1 CONFIG – GIA1 configuration
error. Config service req’d.
GIA2 CONFIG – GIA2 configuration
error. Config service req’d.
GIA1 CONFIG – GIA1 audio config
error. Config service req’d.
GIA2 CONFIG – GIA2 audio config
error. Config service req’d.
GIA1 COOLING – GIA1 temperature
too low.
GIA2 COOLING – GIA2 temperature
too low.
GIA1 COOLING – GIA1 over
temperature.
GIA2 COOLING – GIA2 over
temperature.
GIA1 SERVICE – GIA1 needs service.
Return the unit for repair.
GIA2 SERVICE – GIA2 needs service.
Return the unit for repair.
HW MISMATCH – GIA hardware
mismatch. GIA1 communication
halted.
HW MISMATCH – GIA hardware
mismatch. GIA2 communication
halted.
190-00498-03 Rev. A
Comments
The GIA1 and/or GIA2 configuration settings do not match backup configuration
memory. The G1000 system should be serviced.
The GIA1 and/or GIA2 have an error in the audio configuration. The G1000 system
should be serviced.
The GIA1 and/or GIA2 temperature is too low to operate correctly. Allow units to
warm up to operating temperature.
The GIA1 and/or GIA2 temperature is too high. If problem persists, the G1000 system
should be serviced.
The GIA1 and/or GIA2 self-test has detected a problem in the unit. The G1000 system
should be serviced.
A GIA mismatch has been detected, where only one is WAAS capable.
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-11
APPENDIX A
GIA 63W MESSAGE ADVISORIES (CONT.)
Message
MANIFEST – GIA1 software
mismatch, communication halted.
MANIFEST – GIA2 software
mismatch, communication halted.
COM1 TEMP – COM1 over temp.
Reducing transmitter power.
COM2 TEMP – COM2 over temp.
Reducing transmitter power.
COM1 SERVICE – COM1 needs
service. Return unit for repair.
COM2 SERVICE – COM2 needs
service. Return unit for repair.
COM1 PTT – COM1 push-to-talk key
is stuck.
COM2 PTT – COM2 push-to-talk key
is stuck.
COM1 RMT XFR – COM1 remote
transfer key is stuck.
COM2 RMT XFR – COM2 remote
transfer key is stuck.
LOI – GPS integrity lost. Crosscheck
with other NAVS.
GPS NAV LOST – Loss of GPS
navigation. Insufficient satellites.
GPS NAV LOST – Loss of GPS
navigation. Position error.
GPS NAV LOST – Loss of GPS
navigation. GPS fail.
ABORT APR – Loss of GPS navigation.
Abort approach.
APR DWNGRADE – Approach
downgraded.
TRUE APR – True north approach.
Change hdg reference to TRUE.
GPS1 SERVICE – GPS1 needs service.
Return unit for repair.
GPS2 SERVICE – GPS2 needs service.
Return unit for repair.
A-12
Comments
The GIA1 and/or GIA 2 has incorrect software installed. The G1000 system should be
serviced.
The system has detected an over temperature condition in COM1 and/or COM2. The
transmitter is operating at reduced power. If the problem persists, the G1000 system
should be serviced.
The system has detected a failure in COM1 and/or COM2. COM1 and/or COM2 may
still be usable. The G1000 system should be serviced when possible.
The COM1 and/or COM2 external push-to-talk switch is stuck in the enable (or
“pressed”) position. Press the PTT switch again to cycle its operation.
If the problem persists, the G1000 system should be serviced.
The COM1 and/or COM2 transfer switch is stuck in the enabled (or “pressed”)
position. Press the transfer switch again to cycle its operation. If the problem
persists, the G1000 system should be serviced.
GPS integrity is insufficient for the current phase of flight.
Loss of GPS navigation due to insufficient satellites.
Loss of GPS navigation due to position error.
Loss of GPS navigation due to GPS failure.
Abort approach due to loss of GPS navigation.
Vertical guidance generated by WAAS is unavailable, use LNAV only minimums.
Displayed after passing the first waypoint of a true north approach when the nav angle is
set to ‘AUTO’.
A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver may still
be available. The G1000 system should be serviced.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
GIA 63W MESSAGE ADVISORIES (CONT.)
Message
NAV1 SERVICE – NAV1 needs service.
Return unit for repair.
NAV2 SERVICE – NAV2 needs service.
Return unit for repair.
NAV1 RMT XFR – NAV1 remote
transfer key is stuck.
NAV2 RMT XFR – NAV2 remote
transfer key is stuck.
G/S1 FAIL – G/S1 is inoperative.
Comments
A failure has been detected in the NAV1 and/or NAV2 receiver. The receiver may still
be available. The G1000 system should be serviced.
The remote NAV1 and/or NAV2 transfer switch is stuck in the enabled (or “pressed”)
state. Press the transfer switch again to cycle its operation. If the problem persists,
the G1000 system should be serviced.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The G1000
system should be serviced.
G/S2 FAIL – G/S2 is inoperative.
G/S1 SERVICE – G/S1 needs service.
Return unit for repair.
G/S2 SERVICE – G/S2 needs service.
Return unit for repair.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The receiver
may still be available. The G1000 system should be serviced when possible.
GEA 71 MESSAGE ADVISORIES
Message
GEA1 CONFIG – GEA1 configuration
error. Config service req’d.
MANIFEST – GEA1 software
mismatch, communication halted.
Comments
The GEA1 configuration settings do not match those of backup configuration memory.
The G1000 system should be serviced.
The #1 GEA 71 has incorrect software installed. The G1000 system should be
serviced.
GTX 33 MESSAGE ADVISORIES
Message
XPDR1 CONFIG – XPDR1 config error.
Config service req’d.
MANIFEST – GTX1 software
mismatch, communication halted.
XPDR1 SRVC – XPDR1 needs service.
Return unit for repair.
XPDR1 FAIL – XPDR1 is inoperative.
Comments
The transponder configuration settings do not match those of backup configuration
memory. The G1000 system should be serviced.
The transponder has incorrect software installed. The G1000 system should be
serviced.
The #1 transponder should be serviced when possible.
There is no communication with the #1 transponder.
GRS 77 MESSAGE ADVISORIES
Message
AHRS1 TAS – AHRS1 not receiving
airspeed.
AHRS1 GPS – AHRS1 using backup
GPS source.
190-00498-03 Rev. A
Comments
The #1 AHRS is not receiving true airspeed from the air data computer. The AHRS
relies on GPS information to augment the lack of airspeed. The G1000 system should
be serviced.
The #1 AHRS is using the backup GPS path. Primary GPS path has failed. The G1000
system should be serviced when possible.
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-13
APPENDIX A
GRS 77 MESSAGE ADVISORIES (CONT.)
Message
AHRS1 GPS – AHRS1 not receiving
any GPS information.
AHRS1 GPS – AHRS1 not receiving
backup GPS information.
AHRS1 GPS – AHRS1 operating
exclusively in no-GPS mode.
AHRS MAG DB – AHRS magnetic
model database version mismatch.
AHRS1 SRVC – AHRS1 Magnetic-field
model needs update.
GEO LIMITS – AHRS1 too far North/
South, no magnetic compass.
MANIFEST – GRS1 software
mismatch, communication halted.
Comments
The #1 AHRS is not receiving any or any useful GPS information. Check AFMS
limitations. The G1000 system should be serviced.
The #1 AHRS is not receiving backup GPS information. The G1000 system should be
serviced.
The #1 AHRS is operating exclusively in no-GPS mode. The G1000 system should be
serviced.
The #1 AHRS and #2 AHRS magnetic model database versions do not match.
The #1 AHRS earth magnetic field model is out of date. Update magnetic field model
when practical.
The aircraft is outside geographical limits for approved AHRS operation. Heading is
flagged as invalid.
The #1 AHRS has incorrect software installed. The G1000 system should be serviced.
GMU 44 MESSAGE ADVISORIES
Message
HDG FAULT – AHRS1 magnetometer
fault has occurred.
MANIFEST – GMU1 software
mismatch, communication halted.
Comments
A fault has occurred in the #1 GMU 44. Heading is flagged as invalid. The AHRS uses
GPS for backup mode operation. The G1000 system should be serviced.
The GMU 44 has incorrect software installed. The G1000 system should be serviced.
GDL 69A MESSAGE ADVISORIES
Message
GDL69 CONFIG – GDL 69 config
error. Config service req’d.
GDL69 FAIL – GDL 69 has failed.
Comments
GDL 69 configuration settings do not match those of backup configuration memory.
The G1000 system should be serviced.
A failure has been detected in the GDL 69. The receiver is unavailable. The G1000
system should be serviced
MANIFEST – GDL software mismatch, The GDL 69 has incorrect software installed. The G1000 system should be serviced.
communication halted.
GDC 74A MESSAGE ADVISORIES
Message
ADC1 ALT EC – ADC1 altitude error
correction is unavailable.
ADC1 AS EC – ADC1 airspeed error
correction is unavailable.
MANIFEST – GDC1 software
mismatch, communication halted.
A-14
Comments
The GDC 74A is reporting that the altitude error correction is unavailable.
The GDC 74A is reporting that the airspeed error correction is unavailable.
The GDC 74A has incorrect software installed. The G1000 system should be serviced.
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
MISCELLANEOUS MESSAGE ADVISORIES
Message
Comments
FPL WPT LOCK – Flight plan waypoint Upon power-up, the G1000 system detects that a stored flight plan waypoint is
is locked.
locked. This occurs when an aviation database update eliminates an obsolete
waypoint. The flight plan cannot find the specified waypoint and flags this message.
This can also occur with user waypoints in a flight plan that is deleted.
Remove the waypoint from the flight plan if it no longer exists in any database,
Or
update the waypoint name/identifier to reflect the new information.
FPL WPT MOVE – Flight plan
The system has detected that a waypoint coordinate has changed due to a new
waypoint moved.
aviation database update. Verify that stored flight plans contain correct waypoint
locations.
TIMER EXPIRD – Timer has expired.
The system notifies the pilot that the timer has expired.
DB CHANGE – Database changed.
This occurs when a stored flight plan contains procedures that have been manually
Verify user modified procedures.
edited. This alert is issued only after an aviation database update. Verify that the usermodified procedures in stored flight plans are correct and up to date.
FPL TRUNC – Flight plan has been
This occurs when a newly installed aviation database eliminates an obsolete approach
truncated.
or arrival used by a stored flight plan. The obsolete procedure is removed from the
flight plan. Update flight plan with current arrival or approach.
LOCKED FPL – Cannot navigate
This occurs when the pilot attempts to activate a stored flight plan that contains
locked flight plan.
locked waypoint. Remove locked waypoint from flight plan. Update flight plan with
current waypoint.
WPT ARRIVAL – Arriving at waypoint
Arriving at waypoint [xxxx], where [xxxx] is the waypoint name.
-[xxxx]
STEEP TURN – Steep turn ahead.
A steep turn is 15 seconds ahead. Prepare to turn.
INSIDE ARSPC – Inside airspace.
The aircraft is inside the airspace.
ARSPC AHEAD – Airspace ahead less Special use airspace is ahead of aircraft. The aircraft will penetrate the airspace within
than 10 minutes.
10 minutes.
ARSPC NEAR – Airspace near and
Special use airspace is near and ahead of the aircraft position.
ahead.
ARSPC NEAR – Airspace near – less
Special use airspace is within 2 nm of the aircraft position.
than 2 nm.
APR INACTV – Approach is not active. The system notifies the pilot that the loaded approach is not active. Activate
approach when required.
The system notifies the pilot to load the approach frequency for the appropriate NAV
SLCT FREQ – Select appropriate
frequency for approach.
receiver. Select the correct frequency for the approach.
SLCT NAV – Select NAV on CDI for
The system notifies the pilot to set the CDI to the correct NAV receiver. Set the CDI to
the correct NAV receiver.
approach.
PTK FAIL – Parallel track unavailable:
Bad parallel track geometry.
bad geometry
PTK FAIL – Parallel track unavailable:
Invalid leg type for parallel offset.
invalid leg type.
PTK FAIL – Parallel track unavailable:
IAF waypoint for parallel offset has been passed.
past IAF.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-15
APPENDIX A
MISCELLANEOUS MESSAGE ADVISORIES (CONT.)
Message
Comments
UNABLE V WPT – Can’t reach current The current vertical waypoint can not be reached within the maximum flight path
vertical waypoint.
angle and vertical speed constraints. The system automatically transitions to the next
vertical waypoint.
VNV – Unavailable. Unsupported leg The lateral flight plan contains a procedure turn, vector, or other unsupported leg
type in flight plan.
type prior to the active vertical waypoint. This prevents vertical guidance to the active
vertical waypoint.
VNV – Unavailable. Excessive
The current crosstrack exceeds the limit, causing vertical deviation to go invalid.
crosstrack error.
VNV – Unavailable. Excessive track
The current track angle error exceeds the limit, causing the vertical deviation to go
angle error.
invalid.
VNV – Unavailable. Parallel course
A parallel course has been selected, causing the vertical deviation to go invalid.
selected.
NO WGS84 WPT – Non WGS 84
The selected waypoint [xxxx] does not use the WGS 84 datum. Cross-check position
waypoint for navigation -[xxxx]
with alternate navigation sources.
TRAFFIC FAIL – Traffic device has
The G1000 is no longer receiving data from the traffic system. The traffic device
failed.
should be serviced.
STRMSCP FAIL – Stormscope has
Stormscope has failed. The G1000 system should be serviced.
failed.
FAILED PATH – A data path has failed. A data path connected to the GDU or the GIA 63/W has failed.
MAG VAR WARN – Large magnetic
The GDU’s internal model cannot determine the exact magnetic variance for
variance. Verify all course angles.
geographic locations near the magnetic poles. Displayed magnetic course angles may
differ from the actual magnetic heading by more than 2°.
SCHEDULER [#] – <message>.
Message criteria entered by the user.
A-16
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
AFCS ALERTS
System Status Field
Figure A-6 AFCS System Status Field
The following alert annunciations appear in the AFCS System Status field on the PFD.
Condition
Pitch Failure
Annunciation
Description
Pitch axis control failure. AP is inoperative.
Roll Failure
Roll axis control failure. AP is inoperative.
MET Switch Stuck, or
Pitch Trim Axis Control
Failure
System Failure
If annunciated when AP is engaged, take control of the aircraft and disengage the autopilot.
If annunciated when AP is not engaged, move each half of the MET switch separately to
check if a stuck switch is causing the annunciation.
AP and MET are unavailable. FD may still be available.
Elevator Mistrim Up
A condition has developed causing the pitch servo to provide a sustained force. Be prepared
to apply nose up control wheel force upon autopilot disconnect.
A condition has developed causing the pitch servo to provide a sustained force. Be prepared
to apply nose down control wheel force upon autopilot disconnect.
A condition has developed causing the roll servo to provide a sustained left force. Ensure
the slip/skid indicator is centered and observe any maximum fuel imbalance limits.
A condition has developed causing the roll servo to provide a sustained right force. Ensure
the slip/skid indicator is centered and observe any maximum fuel imbalance limits.
Performing preflight system test. Upon completion of the test, the aural alert is heard.
Elevator Mistrim
Down
Aileron Mistrim Left
Aileron Mistrim Right
Preflight Test
Preflight system test has failed.
NOTE: Do not press the AP DISC switch during servo power-up and preflight system tests as this may cause
the preflight system test to fail or never to start (if servos fail their power-up tests). Power must be cycled
to the servos to remedy the situation.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-17
APPENDIX A
TAWS ALERTS
Annunciations appear on the PFD and MFD. Pop-up alerts appear only on the MFD.
Alert Type
PFD/MFD
TAWS Page
Annunciation
MFD Map Page
Pop-Up Alert
Aural Message
Excessive Descent Rate Warning (EDR)
“Pull Up”
or
“Terrain, Terrain; Pull Up, Pull Up”
or
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
or
Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
or
“Terrain, Terrain; Pull Up, Pull Up”
or
“Obstacle, Obstacle; Pull Up, Pull Up”
or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
or
“Obstacle, Obstacle; Pull Up, Pull Up”
or
“Caution, Terrain; Caution, Terrain”
or
“Terrain Ahead; Terrain Ahead”
or
“Terrain Ahead; Terrain Ahead”
or
“Caution, Terrain; Caution, Terrain”
Reduced Required Obstacle Clearance
Caution (ROC)
or
“Caution, Obstacle; Caution, Obstacle”
or
“Obstacle Ahead; Obstacle Ahead”
Imminent Obstacle Impact Caution
(IOI)
or
“Obstacle Ahead; Obstacle Ahead”
or
“Caution, Obstacle; Caution, Obstacle”
Reduced Required Terrain Clearance
Warning (RTC)
Imminent Terrain Impact Warning (ITI)
Reduced Required Obstacle Clearance
Warning (ROC)
Imminent Obstacle Impact Warning
(IOI)
Reduced Required Terrain Clearance
Caution (RTC)
Imminent Terrain Impact Caution (ITI)
Premature Descent Alert Caution (PDA)
Altitude Callout “500”
“Too Low, Terrain”
None
None
“Sink Rate”
Negative Climb Rate Caution (NCR)
“Don’t Sink”
or
“Too Low, Terrain”
or
A-18
“Five-Hundred”
Excessive Descent Rate Caution (EDR)
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX A
TAWS SYSTEM STATUS ANNUNCIATIONS
PFD/MFD
TAWS Page
Annunciation
MFD
Pop-Up Alert
Aural Message
TAWS System Test Fail
None
“TAWS System Failure”
TAWS Alerting is disabled
None
None
No GPS position or excessively
degraded GPS signal
None
System Test in progress
None
“TAWS Not Available”
“TAWS Available” will be heard when sufficient
GPS signal is re-established.
None
None
“TAWS System Test OK”
Alert Type
System Test pass
190-00498-03 Rev. A
None
Garmin G1000 Pilot’s Guide for Cessna Nav III
A-19
APPENDIX A
BLANK PAGE
A-20
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX B
SD CARD USE
The G1000 System uses Secure Digital (SD) cards to load and store various types of data. For basic flight
operations, SD cards are required for database storage as well as Jeppesen aviation and ChartView database
updates.
JEPPESEN DATABASES
The Jeppesen aviation database is updated on a 28-day cycle. The ChartView database is updated on a 14day cycle. If the ChartView database is not updated within 70 days of the expiration date, ChartView will no
longer function.
Both these databases are provided directly from Jeppesen. The ChartView database should be copied to the
Garmin supplied Supplemental Data Card which will reside in the bottom card slot on the MFD. The aviation
database may be installed from the Jeppesen supplied SD data card or copied to one of the Garmin supplied
Supplemental Data Cards. Contact Jeppesen (www.jeppesen.com) for subscription and update information.
The aviation database may be programmed to only one of the Supplemental Data Cards. This card must then
be used to update the PFD and the MFD.
NOTE: After the aviation database is installed, the card may be removed after loading the update to each
LRU.
Updating the Jeppesen aviation database:
1) With the G1000 System OFF, insert the SD card containing the aviation database update into the top card slot
of the PFD to be updated (Label of SD card facing left).
2) Turn the G1000 System ON. A prompt similar to the following is displayed in the upper left corner of the PFD:
Figure B-1 Database Update Prompt
3) Press the ENT Key to start the database update. A prompt similar to the following is displayed:
Figure B-2 Database Update Confirmation
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
B-1
APPENDIX B
4) After the update completes, the PFD starts in normal mode.
5) Turn the G1000 System OFF and remove the SD card.
6) Repeat steps 1 through 4 for the MFD. The MFD and PFD databases are now updated. Remove the SD card
when finished.
7) Verify that the correct update cycle is loaded during startup of the MFD.
GARMIN DATABASES
The following G1000 databases are available on a subscription basis and are stored on Supplemental Data
Cards provided by Garmin:
• Expanded basemap
• Obstacle
• Terrain
• SafeTaxi
• Airport terrain
• FliteCharts
After subscribing to the desired database product, these database products will be downloaded to two
Supplemental Data Cards (with the exception of FliteCharts, which is loaded on only one card). Insert each
Supplemental Data Card into the correct location shown in Figure B-3. These cards must not be removed
except to update the databases stored on each card.
PFD
MFD
Figure B-3 Correct Database Locations
Since databases are not stored internally in the MFD or PFD, a Supplemental Data Card containing identical
database versions must be kept in each display unit.
The expanded basemap database contains data for the topography and land features, such as rivers, lakes,
and towns. It is updated only periodically, with no set schedule. There is no expiration date for the expanded
basemap database.
B-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX B
The terrain and airport terrain databases contain the terrain mapping and airport diagram data. They are
updated periodically and have no expiration date.
The obstacle database contains data for locating man-made obstacles that pose a potential hazard to aircraft.
Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all
obstacles are necessarily charted and therefore may not be contained in the obstacle database. This database is
updated on a 56-day cycle.
NOTE: The data contained in the terrain and obstacle databases comes from government agencies. Garmin
accurately processes and cross-validates the data, but cannot guarantee the accuracy and/or completeness
of the data.
The SafeTaxi database contains detailed airport diagrams for selected airports. These diagrams aid in following
ground control instructions by accurately displaying the aircraft position on the map in relation to taxiways,
ramps, runways, terminals, and services. This database is updated on a 56-day cycle.
The FliteCharts database contains procedure charts for the United States only. This database is updated on a
28-day cycle. If not updated within 180 days of the expiration date, FliteCharts will no longer function.
UPDATING GARMIN DATABASES
The Garmin database updates can be obtained by following the instructions detailed in the ‘Aviation
Databases’ section of the Garmin website (www.garmin.com). Once the updated files have been downloaded
from the website, a PC equipped with an appropriate SD card reader is used to unpack and program the
new databases onto the existing Supplemental Data Cards. Equipment required to perform the update is as
follows:
• Windows-compatible PC computer (Windows 2000 or XP recommended)
• SanDisk SD Card Reader, P/Ns SDDR-93 or SDDR-99 or equivalent card reader
• Updated database obtained from the Garmin website
• Existing 010-00330-42 Supplemental Database SD Cards from both PFD and MFD
In some cases it may be necessary to obtain an unlock code from Garmin in order to make the database
product functional. It may also be necessary to have the system configured by a Garmin authorized service
facility in order to use some database features.
After the data has been copied to the appropriate data cards, perform the following steps:
1) Insert one SD card in the bottom card slot of the MFD and one in the bottom card slot of the PFD. The SD card
containing the ChartView or FliteCharts database must be inserted into the bottom slot on the MFD.
2) Apply power to the G1000 System. View the MFD power-up splash screen. Check that the databases are
initialized and displayed on the scrolling window of the splash screen. When updating the terrain and FliteCharts
databases, an ‘in progress’ message may be seen. If this message is present, wait for the system to finish
loading before verifying the correct databases are initialized, then proceed to step 3.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
B-3
APPENDIX B
Figure B-4 Database Information on the Splash Screen
3) Acknowledge the Power-up Page agreement by pressing the ENT Key or the right most softkey.
4) Turn the large FMS Knob to select the AUX Page group on the MFD.
5) Turn the small FMS Knob to select the System Status Page.
6) Press the DBASE Softkey to place the cursor in the ‘DATABASE’ box.
7) Turn either FMS Knob to scroll through the database list and check that all databases are current and there are
no errors.
8) Power down the G1000.
B-4
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX C
GLOSSARY
ACC
ACT, ACTV
ADC
ADF
ADI
ADS-B
AF
AFCS
AFM
AFMS
AFRM
AGL
AHRS
AIM
AIRMET
ALRT
ALT
ALT, ALTN
AMPS
ANNUNC
ANT
AP
AP DISC
APR
APT
ARINC
ARSPC
ARTCC
ARV
AS
ASB
ASOS
ATC
ATCRBS
ATIS
ATK
AUTOSEQ
AUX
AWOS
B ALT
BARO
BATT
BC
190-00498-03 Rev. A
accuracy
active, activate
air data computer
Automatic Direction Finder
Attitude Direction Indicator
Automatic Dependent Surveillance
– Broadcast
Arc to fix
Automatic Flight Control System
Aircraft Flight Manual
Aircraft Flight Manual Supplement
airframe
Above Ground Level
Attitude and Heading Reference
System
Airman’s Information Manual
Airman’s Meteorological Information
alert
altitude
alternator
amperes
annunciation
antenna
autopilot
autopilot disconnect
approach
airport, aerodrome
Aeronautical Radio Incorporated
airspace
Air Route Traffic Control Center
arrival
airspeed
Aviation Support Branch
Automated
Surface
Observing
System
Air Traffic Control
ATC Radar Beacon System
Automatic Terminal Information
Service
along-track
automatic sequence
auxiliary
Automated Weather Observing
System
barometric altitude
barometric setting
battery
backcourse
Bearing
BFO
BKSP
BRG
C
ºC
CA
CALC
Calibrated Airspeed
CD
CDI
CDU
CF
CHT
CHKLIST
CHNL
CI
CLD
CLR
cm
CNS
CO
COM
CONFIG
COOL
COPLT
Course
Course to Steer
CR
CRG
CRNT
Crosstrack Error
CRS
CRS
CRSR
CTA
CTRL
Cumulative
The compass direction from the
present position to a destination
waypoint.
beat frequency oscillator
backspace
bearing
center runway
degrees Celsius
Course to Altitude
calculator
Indicated airspeed corrected for
installation and instrument errors.
Course to DME distance
Course Deviation Indicator
Control Display Unit
Course to Fix
Cylinder Head Temperature
checklist
channel
Course to Intercept
cloud
clear
centimeter
Communication, Navigation, &
Surveillance
carbon monoxide
communication radio
configuration
coolant
co-pilot
The line between two points to be
followed by the aircraft.
The recommended direction to steer
in order to reduce course error or
stay on course. Provides the most
efficient heading to get back to the
desired course and proceed along
the flight plan.
Course to Radial
Cockpit Reference Guide
current
The distance the aircraft is off a
desired course in either direction, left
or right.
course
Course to Steer
cursor
Control Area
control
The total of all legs in a flight plan.
Garmin G1000 Pilot’s Guide for Cessna Nav III
C-1
APPENDIX C
CVR
CVRG
CWS
CYL
Cockpit Voice Recorder
coverage
control wheel steering
cylinder
D ALT
DB, DBASE
dBZ
DCLTR, DECLTR
DEC FUEL
deg
DEIC, DEICE
DEP
Desired Track
density altitude
database
decibels ‘Z’ (radar return)
declutter
decrease fuel
degree
de-icing
departure
The desired course between the
active “from” and “to” waypoints.
DEST
destination
DF
Direct to Fix
DFLT
default
DGRD
degrade
DH
decision height
Dilution of Precision A measure of GPS satellite geometry
quality on a scale of one to ten (lower
numbers equal better geometry,
where higher numbers equal poorer
geometry).
DIR
direction
DIS
distance
Distance
The ‘great circle’ distance from the
present position to a destination
waypoint.
DME
Distance Measuring Equipment
DOP
Dilution of Precision
DP
Departure Procedure
DPRT
departure
DR
dead reckoning
DSBL
disabled
DTK
Desired Track
E
ECU
Efficiency
EGT
EIS
ELEV
ELEV
EMERGCY
EMI
ENDUR
empty, east
Engine Control Unit
A measure of fuel consumption,
expressed in distance per unit of
fuel.
Exhaust Gas Temperature
Engine Indication System
elevation
elevator
emergency
Electromagnetic Interference
endurance
Endurance
Flight endurance, or total possible
flight time based on available fuel on
board.
ENG
engine
ENGD
engaged
ENR
enroute
Enroute Safe Altitude The recommended minimum altitude
within ten miles left or right of the
desired course on an active flight
plan or direct-to.
ENT
enter
EPE
Estimated Position Error
EPU
Estimated Position Uncertainty
ERR
error
ESA
Enroute Safe Altitude
Estimated Position Error A measure of horizontal GPS
position error derived by satellite
geometry conditions and other
factors.
Estimated Time of Arrival The estimated time at which the
aircraft should reach the destination
waypoint, based upon current speed
and track.
Estimated Time Enroute The estimated time it takes to
reach the destination waypoint from
the present position, based upon
current ground speed.
ETA
Estimated Time of Arrival
ETE
Estimated Time Enroute
EXPIRD
expired
ºF
FA
FAA
FADEC
FAF
FAIL
FC
FCC
FCST
FD
FD
FDE
FFLOW
FIS-B
FISDL
FL
FLC
FM
FMS
C-2
degrees Fahrenheit
Course From Fix to Altitude
Federal Aviation Administration
Full Authority Digital Engine Control
Final Approach Fix
failure
Course From Fix to Distance
Federal Communication Commission
forecast
Course From Fix to DME Distance
flight director
Fault Detection and Exclusion
fuel flow
Flight
Information
ServicesBroadcast
Flight Information Service Data Link
flight level
Flight Level Change
Course From Fix to Manual
Termination
Flight Management System
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX C
FOB
FPL
fpm
FREQ
FRZ
FSS
ft
Fuel Flow
Fuel On Board
G/S, GS
GA
gal, gl
GBOX
GDC
GDL
GDU
GEA
GEO
GFC
GIA
GLS
GMA
GMT
GMU
GND
gph
GPS
Grid MORA
Groundspeed
Ground Track
GRS
GS
GTX
HA
HDG
Heading
HF
190-00498-03 Rev. A
Fuel On Board
flight plan
feet per minute
frequency
freezing
Flight Service Station
foot/feet
The fuel flow rate, expressed in units
of fuel per hour.
The total amount of usable fuel on
board the aircraft.
glideslope
go-around
gallon(s)
gearbox
Garmin Air Data Computer
Garmin Satellite Data Link
Garmin Display Unit
Garmin Engine/Airframe Unit
geographic
Garmin Flight Control
Garmin Integrated Avionics Unit
Global Navigation Satellite Landing
System
Garmin Audio Panel System
Greenwich Mean Time
Garmin Magnetometer Unit
ground
gallons per hour
Global Positioning System
Grid Minimum Off-Route Altitude;
one degree latitude by one degree
longitude in size and clears the
highest elevation reference point in
the grid by 1000 feet for all areas of
the grid
The velocity that the aircraft is
travelling relative to a ground
position.
see Track
Garmin Reference System
Ground speed
Garmin Transponder
Hold Terminating at Altitude
heading
The direction an aircraft is pointed,
based upon indications from a
magnetic compass or a properly set
directional gyro.
Hold Terminating at Fix
HFOM
Horizontal Figure of Merit
Hg
mercury
HI
high
HI SENS
High Sensitivity
HM
Hold with Manual Termination
Horizontal Figure of Merit A measure of the uncertainty in
the aircraft’s horizontal position.
hPa
hectopascal
HPL
Horizontal Protection Level
hr
hour
HSDB
High-Speed Data Bus
HSI
Horizontal Situation Indicator
HT
heat
HUL
Horizontal Uncertainty Level
Hz
Hertz
I
Inner Marker
IAF
Initial Approach Fix
IAT
Indicated Air Temperature
IAU
Integrated Avionics Unit
ICAO
International
Civil
Aviation
Organization
ICS
Intercom System
ID
Identification/Morse Code Identifier
IDENT, IDNT
identification
IF
Initial Fix
IFR
Instrument Flight Rules
IG
Imperial gallon
ILS
Instrument Landing System
IMC
Instrument
Meteorological
Conditions
in
inch
INACTV
inactive
INC FUEL
increase fuel
IND
indicated
Indicated
Information provided by properly
calibrated and set instrumentation
on the aircraft panel.
INFO
information
in HG
inches of mercury
INT
intersection(s)
INTEG
integrity (RAIM unavailable)
IrDA, IRDA
Infrared Data Association
KEYSTK
kg
kHz
km
kt
key stuck
kilogram
kilohertz
kilometer
knot
L
LAT
left, left runway
latitude
Garmin G1000 Pilot’s Guide for Cessna Nav III
C-3
APPENDIX C
LBL
label
lb
pound
LCD
Liquid Crystal Display
LCL
local
LED
Light Emitting Diode
Left Over Fuel On Board The amount of fuel remaining
on board after the completion of
one or more legs of a flight plan or
direct-to.
Left Over Fuel Reserve The amount of flight time remaining,
based on the amount of fuel on
board after the completion of one or
more legs of a flight plan or directto, and a known consumption rate.
Leg
The portion of a flight plan between
two waypoints.
LIFR
Low Instrument Flight Rules
LNAV
Lateral Navigation
LO
low
LOC
localizer
LOI
loss of integrity (GPS)
LON
longitude
LPV
Localizer Performance with Vertical
guidance
LRU
Line Replacement Unit
LT
left
LTNG
lightning
LVL
level
Minimum Safe Altitude
Uses Grid MORAs to determine
a safe altitude within ten miles of
the aircraft present position.
MKR
marker beacon
MOA
Military Operations Area
MOV
movement
mpm
meters per minute
MSA
Minimum Safe Altitude
MSG
message
MSL
Mean Sea Level
MT
meter
mV
millivolt(s)
MVFR
Marginal Visual Flight Rules
M
m
MAG
MAG VAR
MAHP
MAN IN
MAN SQ
MAP
MASQ
MAX
MAXSPD
MDA
MET
METAR
MEPT
MFD
MGRS
MHz
MIC
MIN
C-4
Middle Marker
meter
Magnetic
Magnetic Variation
Missed Approach Hold Point
manifold pressure (inches Hg)
Manual Squelch
Missed Approach Point
Master Avionics Squelch
maximum
maximum speed (overspeed)
barometric
minimum
descent
altitude
manual electric trim
Meteorological Aviation Routine
manual electric pitch trim
Multi Function Display
Military Grid Reference System
megahertz
microphone
minimum
N
NAV
NAVAID
NDB
NEXRAD
nm
NPT
NRST
north
navigation
NAVigation AID
Non-directional Beacon
Next Generation Radar
nautical mile(s)
O
OAT
OBS
OFST
OXY
Outer Marker
Outside Air Temperature
Omni Bearing Selector
offset
oxygen
P ALT
PA
PA
PASS
PC
PFD
PI
PIT, PTCH
POH
POHS
pressure altitude
Passenger Address
Proximity Advisory
passenger(s)
personal computer
Primary Flight Display
Procedure Turn to Course Intercept
pitch
Pilot’s Operating Handbook
Pilot’s
Operating
Handbook
Supplement
position
parts per million
Present Position
pressure
procedure(s), procedure turn
pounds per square inch
Procedure Turn
parallel track
Push-to-Talk
power
POSN
PPM
P. POS
PRES, PRESS
PROC
psi
PT
PTK
PTT
PWR
nearest
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX C
QTY
quantity
R
RAD
RAIM
right, right runway
radial
Receiver Autonomous Integrity
Monitoring
random access memory
reference
remaining (fuel remaining above
Reserve)
required
reserve (fuel reserve entered by
pilot)
reverse, revision, revise
Constant Radius Turn to Fix
Radio Magnetic Indicator
remote
range
runway
roll
read only memory
revolutions per minute
reset fuel
reserve (fuel reserve entered by
pilot)
right
reversionary
receive
RAM
REF
REM
REQ
RES
REV
RF
RMI
RMT
RNG
RNWY
ROL
ROM
rpm
RST FUEL
RSV
RT
RVRSNRY
RX
S
SA
SAT
SBAS
SCIT
SD
sec
SEL, SLCT
SFC
SIAP
SID
SIGMET
Sim
SLP/SKD
SMBL
SPD
190-00498-03 Rev. A
south
Selective Availability
Static Air Temperature
Satellite-Based
Augmentation
System
Storm Cell Identification and
Tracking
Secure Digital
second(s)
select
surface
Standard Instrument Approach
Procedures
Standard Instrument Departure
Significant
Meteorological
Information
simulator
slip/skid
symbol
speed
SPI
SPKR
SQ
SRVC, SVC
STAL
STAR
STATS
STBY
STD
STRMSCP
SUA
SUSP
SW
SYS
Special Position Identification
speaker
squelch
service
stall
Standard Terminal Arrival Route
statistics
standby
standard
Stormscope
Special Use Airspace
suspend
software
system
T
TA
TACAN
TAF
TAS
TAS
true
Traffic Advisory
Tactical Air Navigation System
Terminal Aerodrome Forecast
True Airspeed
Traffic Advisory System, true
airspeed
Total Air Temperature
Terrain Awareness and Warning
System
Terminal Control Area
Traffic Collision Avoidance System
telephone
temperature
terminal
Track Between Two Fixes
Temporary Flight Restriction
True Heading
Traffic Information System
Turbine Inlet Temperature
Track Angle Error
Terminal Maneuvering Area
Timer/Reference
topographic
Direction of aircraft movement
relative to a ground position; also
‘Ground Track’
The angle difference between the
desired track and the current track.
target
track
Terminal Radar Service Area
truncated
total
procedure turn
TAT
TAWS
TCA
TCAS
TEL
TEMP
TERM
TF
TFR
T HDG
TIS
TIT
TKE
TMA
TMR/REF
Topo
Track
Track Angle Error
TRG
TRK
TRSA
TRUNC
TTL
TURN
Garmin G1000 Pilot’s Guide for Cessna Nav III
C-5
APPENDIX C
TX
transmit
UNAVAIL
USR
UTC
UTM/UPS
unavailable
user
Coordinated Universal Time
Universal Transverse Mercator / Universal Polar Stereographic Grid
V, Vspeed
velocity (airspeed)
VA
Heading Vector to Altitude
VAPP
VOR approach
VAR
variation
VD
Heading Vector to DME Distance
Vdc
volts, direct current
VERT
vertical
Vertical Figure of Merit
A measure of the uncertainty in the aircraft’s vertical position.
Vertical Speed Required The vertical speed necessary to descend/climb from a current position and altitude to a defined
target position and altitude, based upon current groundspeed.
VFOM
Vertical Figure of Merit
VFR
Visual Flight Rules
VHF
Very High Frequency
VI
Heading Vector to Intercept
VLOC
VOR/Localizer Receiver
VM
Heading Vector to Manual Termination
VMC
Visual Meteorological Conditions
VNAV, VNV
vertical navigation
VOL
volume
VOR
VHF Omni-directional Range
VORTAC
very high frequency omnidirectional range station and tactical air navigation
VPL
Vertical Protection Level
VPROF
VNAV profile, vertical profile
VPTH
VNAV path, vertical path
VR
Heading Vector to Radial
VS
vertical speed
VSI
Vertical Speed Indicator
VSR
Vertical Speed Required
VTF
vector to final
C-6
W
WAAS
WARN
WGS-84
WPT
WW
WX
watt(s), west
Wide Area Augmentation System
warning (GPS position error)
World Geodetic System - 1984
waypoint(s)
world wide
weather
XFER, XFR
XPDR
XTALK
XTK
transfer
transponder
cross-talk
cross-track
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX D
FREQUENTLY ASKED QUESTIONS
If a particular aspect of G1000 operational capability is not addressed by these commonly asked questions or in
the index, contact Garmin (see the copyright page or back cover for contact information) or a Garmin-authorized
dealer. Garmin is dedicated to supporting its products and customers.
WHAT IS WAAS?
The Wide Area Augmentation System (WAAS) uses a system of ground stations to correct any GPS signal
errors. These ground stations correct for errors caused by ionospheric disturbances, timing, and satellite
orbit errors. It also provides vital integrity information regarding the health of each GPS satellite. The signal
correction is then broadcast through one of two geostationary satellites. This correction information can then
be received by any WAAS-enabled GPS receiver.
WAAS is designed to provide the additional accuracy, availability, and integrity necessary to enable users to
rely on GPS for all phases of flight. WAAS is currently available in the United States, including Alaska and
Hawaii.
HOW DOES WAAS AFFECT APPROACH OPERATIONS?
Both LNAV/VNAV and LPV approaches use the accuracy of WAAS to include vertical (glide path) guidance
capability. The additional accuracy and vertical guidance capability allows improved instrument approaches to
an expanded number of airports throughout the U.S.
The implementation of LPV approaches further improves precision approach capabilities. LPV approaches
are designed to make full use of the improved GPS signal from the WAAS. This approach combines the LNAV/
VNAV vertical accuracy with lateral guidance similar to the typical Instrument Landing System (ILS). LPV
approaches allow lower approach minimums.
WHAT IS RAIM AND HOW DOES IT AFFECT APPROACH OPERATIONS?
In systems using the GIA 63, or when WAAS is unavailable, the GPS receivers use Receiver Autonomous
Integrity Monitoring (RAIM) to perform the following functions:
• Monitor and verify integrity and geometry of tracked GPS satellites
• Notify pilot when satellite conditions do not provide necessary coverage to support a certain phase of
flight
• Predict satellite coverage of a destination area to determine whether the number of available satellites is
sufficient to satisfy requirements (refer to the System Overview Section for instructions on RAIM prediction)
• Detect and exclude bad satellites from the navigation solution (Fault Detection and Exclusion, FDE)
RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection
limit (4.0 nm for oceanic, 2.0 nm for enroute, 1.0 nm for terminal, and 0.3 nm for non-precision approaches).
Without WAAS or RAIM, GPS position accuracy integrity cannot be monitored.
NOTE: If RAIM is not predicted to be available for the final approach course, the approach does not become
active, as indicated by the “RAIM not available from FAF to MAP” message and the LOI annunciation
flagging on the HSI.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
D-1
APPENDIX D
For RAIM to work correctly, the GPS receiver must track at least five satellites. A minimum of six satellites is
required to allow RAIM to eliminate a single corrupt satellite from the navigation solution.
RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection
limit (2.0 nm for oceanic and en route, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The
G1000 System monitors RAIM and issues an alert message when RAIM is not available (see Appendix A).
Without RAIM, GPS position accuracy cannot be monitored. If RAIM is not available when crossing the FAF,
the pilot must fly the missed approach procedure.
WHY ARE THERE NOT ANY APPROACHES AVAILABLE FOR A FLIGHT PLAN?
Approaches are available for the final destination airport in a flight plan or as a direct-to (keep in mind
that some VOR/VORTAC identifiers are similar to airport identifiers). If a destination airport does not have a
published approach, the G1000 indicates “NONE” for the available procedures.
WHAT HAPPENS WHEN AN APPROACH IS SELECTED? CAN A FLIGHT PLAN WITH AN APPROACH, A DEPARTURE, OR AN
ARRIVAL BE STORED?
When an approach, departure, or arrival is loaded into the active flight plan, a set of approach, departure,
or arrival waypoints is inserted into the flight plan, along with a header line showing the title of the selected
instrument procedure. The original en route portion of the flight plan remains active, unless the instrument
procedure is activated. This may be done either when the procedure is loaded or at a later time.
Flight plans can also be stored with an approach, a departure, or an arrival. Note that the active flight plan
is erased when the system is turned off. Also, the active flight plan is overwritten when another flight plan is
activated. When storing flight plans with an approach, a departure, or an arrival, the G1000 uses the waypoint
information from the current database to define the waypoints. If the database is changed or updated, the
G1000 System automatically updates the information, provided the procedure has not been modified. Should
an approach, departure, or arrival procedure no longer be available, the flight plan becomes locked until the
procedure is deleted from the flight plan.
CAN “SLANT GOLF” (“/G”) BE FILED USING THE G1000?
“/G” may be filed for a flight plan. The G1000 System meets the requirements of TSO-C129 Class A1 or A2
installation. Non-precision GPS approaches are not to be flown with an expired database. See the approved
Airplane Flight Manual (AFM) as well as the Aeronautical Information Manual (AIM) for more information.
WHAT DOES THE OBS SOFTKEY DO?
The OBS Softkey is used to select manual sequencing of waypoints. Activating OBS mode sets the current
active-to waypoint as the primary navigation reference and prevents the system from sequencing to the next
waypoint in a flight plan. When OBS mode is cancelled, automatic waypoint sequencing is continued, and
the G1000 automatically activates the next waypoint in the flight plan once the aircraft has crossed the present
active waypoint.
D-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX D
Normal (OBS not activated)
• Automatic sequencing of waypoints
OBS
• Manual sequencing - ‘holds’ on selected
waypoint
• Manual course change on HSI not possible
• Manually select course to waypoint from
HSI
• Always navigates ‘TO’ the active waypoint
• Indicates ‘TO’ or ‘FROM’ waypoint
• Must be in this mode for final approach
course
• Cannot be set for final approach course or
published holding patterns
When OBS mode is active, the G1000 allows the pilot to set a desired course to/from a waypoint using the
CRS/BARO Knob and HSI (much like a VOR).
The most common application for using the OBS Softkey is the missed approach. The G1000 suspends
automatic waypoint sequencing (indicated by a ‘SUSP’ annunciation placed on the HSI) when the missed
approach point (MAP) is crossed. This prevents the G1000 from automatically sequencing to the missed
approach holding point (MAHP). During this time, the OBS Softkey designation changes to SUSP. Pressing
the SUSP Softkey reactivates automatic waypoint sequencing. The OBS Softkey then resumes its normal
functionality.
WHY DOES THE G1000 NOT AUTOMATICALLY SEQUENCE TO THE NEXT WAYPOINT?
The G1000 only sequences flight plan waypoints when automatic sequencing is enabled (i.e., no “OBS” or
‘SUSP’ annunciation). For automatic sequencing to occur, the aircraft must also cross the “bisector” of the turn
being navigated. The bisector is a line passing through the waypoint common to two flight plan legs at an
equal angle from each leg.
HOW CAN A WAYPOINT BE SKIPPED IN AN APPROACH, A DEPARTURE, OR AN ARRIVAL?
The G1000 allows the pilot to manually select any approach, departure, or arrival leg as the active leg of
the flight plan. This procedure is performed on the MFD from the Active Flight Plan Page by highlighting the
desired waypoint and selecting the ACT LEG Softkey then the ENT Key to approve the selection. The GPS
then provides navigation along the selected flight plan leg.
WHEN DOES TURN ANTICIPATION BEGIN?
The G1000 smooths adjacent leg transitions based on a normal 15° bank angle (with the ability to roll up to
30°) and provides three pilot cues for turn anticipation:
• A waypoint alert (‘Next DTK ###° in # seconds’ or ‘Next HDG ###° in # seconds’) appears on the PFD 10
seconds before the turn point and flashes as it counts down to zero.
• A flashing turn advisory (‘Turn [right/left] to ###° in # seconds’) appears on the PFD 10 seconds before the
turn and flashes as it counts down to zero. ‘Turn [right/left] to ###° now’ or ‘Next [DTK/HDG] to ###° now’
is displayed when the pilot is to begin the turn and the HSI (GPS mode) automatically sequences to the next
DTK or HDG value.
• The To/From indicator on the HSI flips momentarily to indicate that the midpoint of the turn has been
crossed.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
D-3
APPENDIX D
WHEN DOES THE CDI SCALE CHANGE?
• When set to ‘Auto’ (default), the GPS CDI scale automatically adjusts to the desired limits based upon the
current phase of flight.
• When a departure procedure is activated, the CDI is scaled for departure (0.3 nm).
• The system switches from departure to terminal CDI scaling (1.0 nm) under the following conditions:
- The next leg in the departure procedure is not aligned with the departure runway
- The next leg in the departure procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
(see Glossary for leg type definitions)
- After any leg in the departure procedure that is not a CA or FA leg
• At 30 nm from the departure airport the enroute phase of flight is automatically entered and CDI scaling
changes to 2.0 nm over a distance of 1.0 nm, except under the following conditions:
- When navigating with an active departure procedure, the flight phase and CDI scale will not change until
the aircraft arrives at the last departure waypoint (if more than 30 nm from the departure airport) or the leg
after the last departure waypoint has been activated or a direct-to waypoint is activated.
• If after completing the departure procedure the nearest airport is more than 200 nm away from the aircraft
and the approach procedure has not yet commenced, the CDI is scaled for oceanic flight (2.0 nm).
• Within 31 nm of the destination airport (terminal area), the CDI scale gradually ramps down from 2.0 nm
to 1.0 nm over a distance of 1.0 nm, except under the following conditions:
- When navigating with an active arrival route, the flight phase and CDI scale will not change until the
aircraft arrives at the first waypoint in the arrive route (if within 31 nm from the destination airport).
• During approach, the CDI scale ramps down even further. This transition normally occurs within 2.0 nm
of the Final Approach Fix (FAF). The CDI switches to approach scaling automatically once the approach
procedure becomes active or if Vectors-To-Final (VTF) are selected.
- If the active waypoint is the FAF, the ground track and the bearing to the FAF must be within 45° of the
final approach segment course.
- If the active waypoint is part of the missed approach procedure, the active leg and the preceding missed
approach legs must be aligned within 3° of the final approach segment course and the aircraft position
must be prior to the turn initiation point.
• When a missed approach is activated, the CDI scale changes to 0.3 nm.
• The system automatically switches back to terminal mode under the following conditions:
- If the next leg in the missed approach procedure is not aligned with the final approach path
- If the next leg in the missed approach procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
- After any leg in the missed approach procedure that is not a CA or FA leg
D-4
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX D
WHY DOES THE HSI NOT RESPOND LIKE A VOR WHEN OBS MODE IS ACTIVE?
Unlike a VOR, the CDI scale used on GPS equipment is based on the crosstrack distance to the desired
course, not on the angular relationship to the destination. Therefore, the CDI deflection on the GPS is constant
regardless of the distance to the destination and does not become less sensitive when further away from the
destination.
WHAT IS THE CORRECT MISSED APPROACH PROCEDURE? HOW IS THE MISSED APPROACH HOLDING POINT SELECTED?
To comply with TSO specifications, the G1000 does not automatically sequence past the MAP. The first
waypoint in the missed approach procedure becomes the active waypoint when the SUSP Softkey is selected
after crossing the MAP. All published missed approach procedures must be followed, as indicated on the
approach plate.
To execute the missed approach procedure prior to the MAP (not recommended), select the Active Flight Plan
Page and use the ACT LEG Softkey to activate the missed approach portion of the procedure.
AFTER A MISSED APPROACH, HOW CAN THE SAME APPROACH BE RE-SELECTED? HOW CAN A NEW APPROACH BE
ACTIVATED?
NOTE: Do not attempt to reactivate the current approach prior to crossing the missed approach point
(MAP). If an attempt to do so is made, an alert message “Are you sure you want to discontinue the current
approach?” appears. The G1000 directs the pilot back to the transition waypoint and does not take into
consideration any missed approach procedures, if the current approach is reactivated.
After flying the missed approach procedure, the pilot may reactivate the same approach for another attempt by
pressing the PROC Key. Once the clearance is given for another attempt, activate the approach by highlighting
‘ACTIVATE APPROACH’ using the large FMS Knob and pressing the ENT Key. The G1000 provides navigation
along the desired course to the waypoint and rejoins the approach in sequence from that point.
To activate a new approach for the same airport, select the new procedure by pressing the PROC Key. Choose
‘SELECT APPROACH’, select the desired approach from the list shown, and press the ENT Key. Select the
desired transition, then activate the approach using the ENT Key.
To activate a new approach to a different airport, press the Direct-to Key and select the desired airport using
the FMS Knobs. Press the ENT Key to accept the selected airport, then follow the steps in the preceding
paragraph to select an approach for the new airport.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
D-5
APPENDIX D
BLANK PAGE
D-6
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX E
GENERAL TIS INFORMATION
INTRODUCTION
NOTE: Aircraft without an operating transponder are invisible to TIS.
The Traffic Information Service (TIS) provides traffic advisory information to non-TAS/TCAS-equipped
aircraft. TIS is a ground-based service providing the relative locations of all ATCRBS Mode-A and Mode-C
transponder equipped aircraft within a specified service volume. The TIS ground sensor uses real-time track
reports to generate traffic notification. The G1000 System displays TIS traffic information on the Traffic Map
Page of the MFD. TIS information may also be displayed for overlay on the MFD Navigation Map Page, as
well as on the PFD Inset Map. Surveillance data includes all transponder-equipped aircraft within the coverage
volume. The G1000 System displays up to eight traffic targets within a 7.5 nm radius, from 3,000 feet below,
to 3,500 feet above the requesting aircraft.
TIS VS. TAS/TCAS
The Traffic Information System (TIS) is a ground-based service that requires contact with a ground station
through a datalink radio in order to receive traffic information. Traffic Advisory (TAS) and Traffic Collision
Avoidance Systems (TCAS) are self-contained. TAS/TCAS uses an airborne interrogator with a half-second
update rate, while TIS utilizes the terminal Mode-S ground interrogator and accompanying data link to provide
a five-second update rate. TIS and TAS/TCAS have similar ranges.
TIS LIMITATIONS
NOTE: TIS is not intended to be used as a collision avoidance system and does not relieve the pilot of the
responsibility to “see and avoid” other aircraft. TIS shall not be used for avoidance maneuvers during
instrument meteorological conditions (IMC) or when there is no visual contact with the intruder aircraft.
NOTE: Refer to the TIS Limitations section of the Aeronautical Information Manual (AIM) for a more
comprehensive explanation.
TIS relies on surveillance of the Mode-S radar system, which is a “secondary surveillance” radar system
similar to that used by ATCRBS. Many limitations are inherent in secondary radar surveillance. Information
provided by TIS is neither better nor more accurate than the information used by ATC. TIS is intended only
to assist in visual acquisition of other aircraft in visual meteorological conditions (VMC). While TIS is a useful
aid for visual traffic avoidance, system limitations must be considered to ensure proper use. No recommended
avoidance maneuvers are given, nor authorized, as a direct result of a TIS intruder display or TIS advisory.
• TIS operation may be intermittent during turns or other maneuvering.
• TIS is dependent on two-way, line-of-sight communications between the aircraft and the Mode-S radar
antenna. Whenever the structure of the aircraft comes between the transponder antenna and the groundbased radar antenna, the signal may be temporarily interrupted.
• Other limitations and anomalies associated with TIS are described in the AIM.
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
E-1
APPENDIX E
WARNING: Garmin is not responsible for Mode S geographical coverage. Operation of the ground stations
is the responsibility of the FAA. Refer to the AIM for a Terminal Mode S radar site map.
NOTE: TIS is unavailable at low altitudes in many areas of the United States. This is often the case in
mountainous regions.
TIS information is collected during a single radar sweep. Collected information is then sent through the
Mode S uplink on the next radar sweep. Because of this, the surveillance information is approximately five
seconds old. TIS ground station tracking software uses prediction algorithms to compensate for this delay.
These algorithms use track history data to calculate expected intruder positions consistent with the time of
display. Occasionally, aircraft maneuvering may cause variations in this calculation and create slight errors on
the Traffic Map Page. Errors affect relative bearing information and target track vector. This can cause a delay in
the displayed intruder information. However, intruder distance and altitude typically remain relatively accurate
and may be used to assist in spotting traffic.
The following errors are common examples:
• When the client or intruder aircraft maneuvers excessively or abruptly, the tracking algorithm may report
incorrect horizontal position until the maneuvering aircraft stabilizes.
• When a rapidly closing intruder is on a course that intercepts the client aircraft course at a shallow angle
(either overtaking or head-on) and either aircraft abruptly changes course within 0.25 nm, TIS may display
the intruder aircraft on the incorrect side of the client aircraft.
These are rare occurrences and are typically resolved within a few radar sweeps once the client/intruder
aircraft course stabilizes.
Pilots using TIS can provide valuable assistance in the correction of malfunctions by reporting observations
of undesirable performance. Reports should identify the time of observation, location, type and identity of
the aircraft, and describe the condition observed. Reports should also include the type of transponder and
transponder software version. Since TIS performance is monitored by maintenance personnel, not ATC,
malfunctions should be reported in the following ways:
• By telephone to the nearest Flight Service Station (FSS) facility
• By FAA Form 8000-7, Safety Improvement Report (postage-paid card can be obtained at FAA FSSs, General
Aviation District Offices, Flight Standards District Offices, and General Aviation Fixed Base Operators)
E-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX F
MAP SYMBOLS
AIRPORT
BASEMAP
Item
Symbol
Item
Symbol
Item
Symbol
Interstate Highway
Unknown Airport
State Highway
Non-towered, Non-serviced Airport
US Highway
Towered, Non-serviced Airport
National Highway
Non-towered, Serviced Airport
Small City or Town
Towered, Serviced Airport
Medium City
Restricted (Private) Airport
Large City
Heliport
TRAFFIC
NAVAIDS
Item
Symbol
Intersection
Non-Threat Traffic
LOM (compass locator at outer marker)
NDB (Non-directional Radio Beacon)
VOR
VOR/DME
Proximity Advisory
Traffic Advisory, Out of Range
Traffic Advisory
VOR/ILS
VORTAC
TACAN
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
F-1
APPENDIX F
LINE SYMBOLS
Item
Symbol
ICAO Control Area
Class B Airspace
Mode C Tower Area
Warning Area
Alert Area
Caution Area
Danger Area
Prohibited Area
Restricted Area
Training Area
Unknown Area
Class C
Terminal Radar Service Area
Mode C Area
Military Operations Area (MOA)
State or Province Border
International Border
Road
Railroad
Lattitude/Longitude
OBSTACLE SYMBOLS
Obstacle Symbol
Unlighted Obstacle
Lighted Obstacle
< 1000 ft AGL > 1000 ft AGL < 1000 ft AGL > 1000 ft AGL
Obstacle
Color
Obstacle Location
Red
Obstacle within 100 ft or
above aircraft altitude
Yellow
Obstacle within 1000 ft of
aircraft altitude
Gray
Obstacle more than 1000
ft below aircraft altitude
Table F-1 Obstacle Symbols and Colors
F-2
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
APPENDIX F
TERRAIN PROXIMITY COLOR CHART
Aircraft Altitude
100 ft Threshold
1000 ft
Terrain Color
Red
Yellow
Black
Terrain Location
Terrain above or within 100 ft below aircraft altitude
Terrain between 100 ft and 1000 ft of aircraft altitude
Terrain more than 1000 ft below aircraft altitude
Figure F-1 Terrain Proximity Colors
TAWS COLOR CHART
Potential Impact Point
Projected Flight Path
100' Threshold
Unlighted Obstacle
1000'
Terrain Color
Red (WARNING)
Yellow (CAUTION)
Black (NO DANGER)
Terrain Location
Terrain above or within 100 ft below aircraft altitude
Terrain between 100 ft and 1000 ft of aircraft altitude
Terrain more than 1000 ft below aircraft altitude
Potential Impact Points
Figure F-2 TAWS Symbols & Colors
190-00498-03 Rev. A
Garmin G1000 Pilot’s Guide for Cessna Nav III
F-3
APPENDIX F
MISCELLANEOUS
Item
Symbol
Item
ARTCC Frequency or FSS Frequency
User Waypoint
Default Map Pointer
Vertical Navigation Along Track Waypoint
Elevation Pointer
Parallel Track Waypoint
Wind Vector
Unanchored Flight Path Waypoint
Measuring Pointer
Top of Descent (TOD)
Overzoom Indicator
Bottom of Descent (BOD)
Terrain Proximity or TAWS Enabled
Navigating using Dead Reckoning
Symbol
Traffic Enabled
F-4
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
INDEX
A
Activate a Flight Plan-------------------------------------5-71
Active channel ---------------------------------------------8-52
Active frequency ------------------------------------ 4-6, 4-15
ADS-B ---------------------------------------- 6-64, 6-65, 6-66
AFCS Status Box ------------------------------------------- 7-5
AHRS ------------------------------------------------ A-13, A-14
Aircraft alerts ----------------------------------------------- A-2
Airport
Information ---------------------------------------------5-35
Nearest --------------------------------------------------1-36
Airspace Alerts --------------------------------------------5-49
Airspace alerts---------------------------------------------5-48
Airspeed Indicator ------------------------------2-2, 2-4–2-5
Airspeed Reference ------------------------------- 7-12, 7-46
Airways
Collapsed ------------------------------------------------5-84
Expanded ------------------------------------------------5-84
Air Data Computer ---------------------------------------- 1-1
Alerting System -------------------------------------------- A-3
Alerting system --------------------------------------------- A-1
Alerts -------------------------------------------------------- A-1
Airspace -------------------------------------------------1-34
Arrival ----------------------------------------------------1-35
Audio voice ---------------------------------------------1-35
Alerts Window---------------------------------------------2-25
Alert levels -------------------------------------------------- A-2
Along Track Offset -------------------------------- 5-75, 5-76
ALT -------------------------------------------------------- 5-132
Altimeter -----------------------------------------2-2, 2-7–2-8
Altitude
Constraints -------------------------------------------- 5-120
Altitude alerting -------------------------------------------2-27
Altitude buffer ---------------------------------------------1-34
Altitude capture -------------------------------------------7-18
Altitude constraints ---------------------------------------5-87
Altitude Display Mode -----------------------------------6-60
Altitude Hold ----------------------------------------------- 1-9
Altitude hold------------------------------------------------ 1-9
Altitude Hold Mode (ALT)--------------------------------- 7-9
Altitude Reference ---------------------------7-9, 7-10, 7-18
ALT knob ---------------------------------------------------- 1-9
Ammeter --------------------------------3-4–3-5, 3-11–3-12
Annunciations
Test tone-------------------------------------------------1-37
Annunciations, G1000 System -------------------- 1-17, A-3
Annunciations, softkey -----------------------------------2-25
Annunciation Window ----------------------------- 2-3, 2-25
AP ----------------------------------------------------- 1-9, A-17
Approach ---------------------------------------------------- D-2
Activating -----------------------------------------------5-99
ILS --------------------------------------------------------7-41
190-00498-03 Rev. A
Loading ----------------------------------- 5-68, 5-97, 5-99
Missed ---------------------------------------------------7-43
Removing---------------------------------------------- 5-100
WAAS ----------------------------------------------------7-42
Approach box ---------------------------------------------8-33
Approach Mode, AFCS --------------------------- 7-41, 7-42
Approach Mode (GPS, VAPP, LOC) ---------------------7-27
APR softkey ---------------------------------------5-99, 5-105
Arrival procedure5-55, 5-66, 5-94, 5-95, 5-96, 5-97, 5-99,
5-118, 5-120, 5-128
Attitude------------------------------------------------------ 1-1
Attitude and Heading Reference System (AHRS) --- 1 - 1 3 ,
1-15–1-16
Attitude Indicator ----------------------------- 2-2, 2-6, 2-31
Audio alerting system ------------------------------------- A-1
Audio Panel ------------------------------------------------1-15
Audio Panel controls
SPKR -----------------------------------------------------4-32
Audio Panel fail-safe operation -------------------------4-38
Aural alerts ------------------------------------------------- A-6
Auto-tuning ------------------------------------------------4-22
Auto-tuning, COM ----------------------------------------- 4-9
Auto-tuning, NAV -----------------------------------------4-18
Automatic audio muting ---------------------------------8-55
Automatic Flight Control System (AFCS) --------7-1–7-46
Alerts ---------------------------------------------------- A-17
Alerts and annunciations -----------------------------7-46
Controls -------------------------------------------- 7-2–7-3
Example procedures --------------------------- 7-32–7-39
Status Annunciations ----------------------------------- 2-3
Status Box -------------------------------------------2-2, 7-5
Automatic squelch ----------------------------------------4-14
Autopilot ------------------------------ 7-1, 7-30–7-31, A-17
Autopilot disconnect ------------------------7-3, 7-21, 7-31
Auto Zoom -------------------------------------------------- 5-7
Auxiliary Pages (AUX) ------------------------------------1-30
AUX - System Status Page8-5, 8-6, 8-28, 8-29, 8-47, 8-48
Aviation Symbols---------------------------------- 5-18, 5-55
B
Backcourse Mode -----------------------------------------7-29
Backlighting -------------------------------- 1-14, 1-40, 1-41
Barometric setting, Altimeter------------------2-2, 2-8–2-9
Battery current -------------------------3-4–3-5, 3-11–3-12
Bearing/distance, measuring ----------------------------5-12
Bearing information ------------------------ 2-3, 2-13–2-14
Bus voltage ------------------------------------------ 3-4, 3-11
C
Calibrated Airspeed------------------------------------- 5-102
CAUTION ---------------------------------------------------- A-2
Caution alerts ---------------------------------------------- A-3
Garmin G1000 Pilot’s Guide for Cessna Nav III
I-1
INDEX
CDI -------------- 5-96, 5-109, 5-120, 5-127, 5-134, A-15
Cell Movement --------------------------------------------6-17
ChartView -------------------------------------- 8-1, 8-7, 8-28
ChartView database ----------------------- 8-26, 8-28, 8-29
ChartView functions --------------------------------------- 8-7
ChartView plan view -------------------------------------8-19
ChartView profile view -----------------------------------8-20
ChartView softkeys ---------------------------------------- 8-7
ChartView subscription ----------------------------------8-28
Chart Not Available--------------------------------- 8-8, 8-31
Chart options -------------------------------------- 8-18, 8-39
Chart setup box ----------------------------------- 8-24, 8-43
Clearance recorder----------------------------------------4-35
Closest Point -----------------------------------------------5-84
CLR ----------------------------------------------------------- 1-8
CNS system ------------------------------------------------- 4-1
Command Bars, flight director --------------------------- 7-6
Communication Radio (COM) Frequency Box --------- 2-2
COM channel spacing ------------------------------------4-13
COM frequency box --------------------------------------- 4-6
COM radio
Channel spacing ---------------------------------------1-36
COM tuning failure ---------------------------------------4-38
Controls ----------------------------------------------------- 1-7
AFCS ------------------------------------------------ 7-2–7-3
Softkeys ------------------------------------------ 1-17–1-20
Control Wheel Steering (CWS) -------------------- 7-3, 7-31
Copy a Flight Plan ----------------------------------------5-71
Course ------------------------------- 2-10–2-11, 2-20–2-21
Course Deviation Indicator (CDI) -- 1-36, 2-2, 2-15–2-16
Course To Fix -------------------------------------------- 5-101
Cylinder Head Temperature (CHT) ------3-3–3-5, 3-6–3-9
D
Databases -------------------------------------1-12, 1-13, B-1
Data Bar fields, MFD -------------------------------------1-35
Data link ---------------------------------------------------- 1-1
Data Link Receiver troubleshooting --------------------8-58
Date and time ---------------------------------------------1-33
Day/Night views----------------------------------- 8-24, 8-43
Day view -----------------------------8-24, 8-25, 8-43, 8-44
Dead Reckoning (DR) ------------------------------------2-30
Decision Height (DH) ------------------------------- 2-3, 2-28
Declutter, display ------------------------------------------2-31
Delete Flight Plans ----------------------------------------5-71
Deleting an entire airway ------------------------ 5-73, 5-74
Deleting an entire procedure-------------------- 5-73, 5-74
Deleting an individual waypoint ---------------- 5-72, 5-73
Deleting Flight Plan Items -------------------------------5-72
Density Altitude ----------------------------------------- 5-104
Departure
Select----------------------------- 5-91, 5-94, 5-97, 5-100
Timer -----------------------------------------------------1-39
I-2
Departure procedure ---------------5-64, 5-78, 5-91, 5-93
Departure Time ------------------------------------------ 5-102
Digital audio entertainment ------------------------------ 1-4
Dilution of Precision (DOP) ------------------------------1-25
Direct-to5-29, 5-50, 5-51, 5-52, 5-53, 5-54, 5-85, 5-86, 5118, 5-120, 5-133, 5-134
Display backup -------------------------------1-15, 4-5, 4-38
DME
HOLD mode ---------------------------------------------4-24
NAV1 mode ---------------------------------------------4-24
DME information------------------------------------ 2-3, 2-14
DME transceiver pairing ---------------------------------4-24
DME tuning window -------------------------------------4-24
E
Emergency frequency-------------------------------------4-38
Engine Display (EIS) --------------------------------- 3-3–3-5
Engine hours--------------------------------- 3-4, 3-10–3-12
Engine Indication System (EIS) --------------------3-1–3-14
Engine Leaning Assist -------------------------- 3-6, 3-8, 3-9
Engine manifold pressure- 3-3–3-5, 3-7–3-9, 3-11–3-13
Entering Flight ID -----------------------------------------4-25
Entertainment inputs -------------------------------------4-36
Estimated Position Error (EPE) --------------------------1-25
Ethernet ----------------------------------------------------- 1-2
Exhaust Gas Temperature (EGT) --------3-3–3-4, 3-6–3-9
F
Fail-safe operation ----------------------------------------4-38
FD ----------------------------------------------------- 1-9, A-17
FLC ----------------------------------------------------------- 1-9
Flight director------------------------------------7-1, 7-4–7-5
Pitch modes ---------------------------------------7-7–7-13
Roll modes ----------------------------------------------7-22
Flight ID ----------------------------------------------------4-31
Flight level change----------------------------------------- 1-9
Flight Level Change Mode-------------------------------7-39
Flight Level Change Mode (FLC) -------- 7-12, 7-37, 7-46
Flight plan
Closest point to reference ----------------------------5-84
Storing ---------------------------------------------------- D-2
Flight timer-------------------------------------------------1-39
FliteCharts ------------------------------------8-1, 8-30, 8-45
FliteCharts database -------------------------------------8-47
FliteCharts functions -------------------------------------8-30
FPA -------------------------------------------------5-87, 5-124
Frequency
Nearest --------------------------------------------------5-46
Frequency spacing ----------------------------------------4-13
Frequency toggle key -------------------------------------- 1-8
Frequently asked questions------------------------------- D-1
Fuel
Calculations ------------------------------------- 3-10–3-12
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
INDEX
Effiency ------------------------------------------------ 5-104
Endurance --------------------------------------------- 5-104
Flow ----------------------- 3-3–3-5, 3-7–3-9, 3-11–3-13
Quantity ------------------ 3-4–3-6, 3-7–3-8, 3-11–3-12
Remaining ------------------------------ 3-11–3-12, 5-104
Required ----------------------------------------------- 5-104
Used ---------------------------------------------- 3-11–3-12
Fuel on Board ------------------------------------------- 5-104
Fuel Statistics -------------------------------------------- 5-104
Inset Map --------------------------------------------------- 2-3
Intercom system (ICS) ------------------------------------4-36
Intercom volume and squelch---------------------------4-34
Intersection
Information ------------------------------------- 5-36–5-37
Inverting a flight plan ------------------------------------5-71
IOI --------------------------------------------------- 6-42, A-18
G
Jeppesen aviation database ------------------------------ B-1
GDC 74A ---------------------------------------------------- 1-1
GDL 69/69A -------------------------------------------1-1, 6-1
GDL 90 --------------------------------------------- 6-64, 6-66
GDU 1040 -------------------------------------------------- 1-1
GEA 71 ------------------------------------------------------ 1-1
GFC 700 AFCS --------------------------------------7-1–7-46
GIA 63 ------------------------------------------------------- 1-1
Glidepath------------------------------------------------- 5-132
Glidepath Indicator ---------------------------------------- 2-9
Glidepath Mode (GP)---------------------- 7-19, 7-27, 7-42
Glideslope ------------------------------------------------ 5-132
Glideslope Indicator ----------------------------------2-3, 2-9
Glideslope Mode (GS) -----------------------7-3, 7-20, 7-41
Global Positioning System (GPS)
Navigation -------------------------------------5-50–5-138
Receiver information--------------------------- 1-24–1-26
GMA 1347 ------------------------------------------- 1-1, 1-40
GMU 44 ----------------------------------------------------- 1-1
Go Around Mode (GA) -------------- 7-3, 7-21, 7-43–7-44
Groundspeed ----------------------------------------------1-39
GRS 77 ------------------------------------------------------ 1-1
GTX 33 -------------------------------------------------1-1, 1-4
GTX 33 Transponder --------------------------------------4-25
J
K
Key(s) -------------------------------------------------------- 1-9
L
Land Symbols ----------------------------------------------5-17
Lean Display (EIS) ------------------------------------ 3-6–3-9
Lightning ---------------------------------------------------1-22
LNAV ------------------------------------------------------ 5-109
Low Altitude Annunciation ------------------------------2-28
LO SENS ----------------------------------------------------4-23
LPV ----------------------------------------------- 5-109, 5-134
LPV approach ----------------------------------------------7-32
M
Magnetometer --------------------------------------------- 1-1
Manual Electric Trim (MET) ------------------ 7-1, 7-3, 7-30
Map pages -------------------------------------------------1-29
Map Panning ----------------------------------------------- 5-9
Map symbols ------------------------------------------------F-1
Marker beacon --------------------------------------------4-23
Marker Beacon Annunciations -------------------- 2-3, 2-26
MASQ processing ------------------------------------------ 4-1
Measurement units, changing displayed --------------1-33
Menus ------------------------------------------------------1-27
H
Message advisoriesA-2, A-6, A-7, A-8, A-9, A-10, A-11, AHeading -------------------------------------- 2-2, 2-10–2-11
12, A-13, A-14, A-15, A-16
Heading Select ----------------------------------------1-8, 1-9
MET -------------------------------------------------------- A-17
Heading Select Mode (HDG) -------------------- 7-24, 7-33
MFD Data Bar fields --------------------------------------1-35
HI SENS -----------------------------------------------------4-23
Minimums --------------------------------------------------- A-6
Horizontal Situation Indicator (HSI)2-2, 2-10–2-16, 2-10–2Minimum Descent Altitude (MDA) --------------- 2-3, 2-28
21
Missed Approach5-55, 5-100, 5-101, 5-106, 5-109, 5-133,
HSI double green arrow----------------------------------4-15
5-134, 7-43
HSI magenta arrow ---------------------------------------4-15
Mistrim ---------------------------------------------------- A-17
HSI single green arrow -----------------------------------4-15
MKR/MUTE ------------------------------------------------4-23
Mode S --------------------------------------------- 4-25, 4-26
I
Mode selection softkeys ------------------------- 4-26, 4-29
ID indicator ------------------------------------------------4-17
Morse code identifier-------------------------------------4-17
ILS approach -----------------------------------------------7-41
Multi Function Display (MFD)
Indicated Altitude --------------------------------------- 5-102
Softkeys --------------------------------------------------1-21
INFO box ---------------------------------------------------8-35
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Garmin G1000 Pilot’s Guide for Cessna Nav III
I-3
INDEX
N
Q
National Weather Service --------------------------------6-24
Navigation database ----------------------------- 5-87, 5-88
Navigation Map -------------------------------------------5-52
Navigation Mode, AFCS-------------------------- 7-35–7-36
Navigation Mode (VOR, GPS, LOC, BC) ---------------7-25
Navigation mode selection ------------------------------4-15
Navigation Radio (NAV) Frequency Box ---------------- 2-2
Navigation source -------------------------------- 2-15–2-17
Navigation Status Box ------------------------------------ 2-2
NAV radio selection --------------------------------------4-15
Nearest
Airports -----------------------------------1-36, 5-46–5-49
VOR ---------------------------------------------- 5-46–5-47
Nearest Airport -------------- 5-32, 5-33, 5-34, 5-35, 5-99
Minimum Runway Length ----------------------------5-35
Surface Matching --------------------------------------5-35
nearest airport------------------------------ 5-32, 5-33, 5-34
Nearest Airports Page --------------------- 5-33, 5-34, 5-35
Nearest Pages (NRST) ------------------------------------1-30
Night view ---------------------------8-24, 8-25, 8-43, 8-44
Non-path descent--------------------------7-17, 7-39–7-40
Normal display operation --------------------------------1-14
Normal operating mode ---------------------------------1-14
Quick tuning 121.500 MHz ------------------------------ 4-8
O
S
Obstacles ---------------------------------------------A-8, A-11
Odometer --------------------------------------------------1-39
Oil pressure -----------------------------3-3–3-5, 3-11–3-13
Oil temperature ------------------------3-3–3-5, 3-11–3-13
Omni Bearing Selector (OBS)----------------------- D-2–D-3
Other Statistics --------------------------------- 5-102, 5-104
Outside Air Temperature (OAT) ------------------- 2-2, 2-22
Overspeed protection, autopilot ------------------------7-46
Overview ---------------------------------------------------- 1-1
P
Page groups --------------------------------------- 1-28–1-31
Parallel Track --------------------------------------- 5-77, 5-78
Passenger address ----------------------------------------4-35
PA system --------------------------------------------------4-35
Pitch hold --------------------------------------------------- 1-9
Pitch Hold Mode (PIT) ------------------------------ 7-8, 7-46
Pitch indication -------------------------------------- 2-6, 2-31
Pitch modes, flight director ------------------------7-7–7-13
Pitch Reference --------------------------------------------- 7-8
Power-up, system -----------------------------------------1-13
Power-up page ------------------------------------ 8-27, 8-46
Power-up splash screen ----------------------------------1-13
Presets ------------------------------------------------------8-54
Primary Flight Display (PFD)
Softkeys ------------------------------------------ 1-17–1-19
Procedure examples, AFCS ---------------------- 7-32–7-39
I-4
R
Radio volume level ---------------------------------------4-17
RAIM -----------------------------5-96, 5-106, 5-107, 5-108
Range -------------------------------------------------------5-27
Receiver Autonomous Integrity Monitoring (RAIM)1-25–126, 5-106
Required Vertical Speed -------------------------------- 5-125
Required Vertical Speed Indicator -------------------- 5-125
Reversionary display operation -------------------------1-14
Reversionary mode ---------------------------------------4-38
ROC ------------------------------------------------- 6-42, A-18
Roll Hold Mode (ROL) ------------------------------ 7-3, 7-23
Roll modes, flight director ----------------------- 7-22–7-25
Roll Reference ---------------------------------------------7-23
RS-232--------------------------------------------------1-3, 1-4
RS-485------------------------------------------------------- 1-3
Runway
Minimum length----------------------------------------1-37
Surface ---------------------------------------------------1-37
RVSI ---------------------------------------------- 5-125, 5-126
RX indicator------------------------------------------------- 4-7
SafeTaxi------------------------------------------- 8-1, 8-2, 8-4
SafeTaxi database------------------------------------------ 8-5
SBAS ------------------------------------ 5-106, 5-107, 5-108
Scheduler --------------------------------------- 8-1–8-2, 8-56
Secure Digital (SD) card ---------------------------- 1-12, B-1
Selected Altitude -------- 2-2, 2-7, 2-27, 7-14, 7-18, 7-33
Selected Altitude Capture Mode (ALTS) ------- 7-10, 7-14
Selected Course --------------- 2-3, 2-11, 7-26, 7-28, 7-29
Selected Heading ----------------------------- 2-2, 2-3, 2-11
Selecting a COM radio ------------------------------------ 4-6
Selecting a NAV radio ------------------------------------4-16
Sequencing, automatic ------------------------------------ D-3
Service Class -----------------------------------------------8-50
Servos -------------------------------------------------------7-30
Slip/Skid Indicator-------------------------------------2-2, 2-6
Softkeys
LTNG -----------------------------------------------------6-16
PFD ----------------------------------------------- 1-18–1-20
Softkey annunciations ------------------------------------2-25
Sort Flight Plans -------------------------------------------5-70
Speaker -----------------------------------------------------4-32
Splash screen, power-up ---------------------------------1-13
Standby frequency ---------------------------- 4-6, 4-9, 4-15
Standby frequency field ----------------------------------- 4-6
Stereo headsets -------------------------------------------4-32
Stormscope lightning data ------------------------------1-22
Stuck microphone-----------------------------------------4-38
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
INDEX
Sunrise ---------------------------------------------------- 5-103
Sunset ---------------------------------------------------- 5-103
Symbols, map ------------------------------------------------F-1
System annunciations ------------------------ 1-17, A-1, A-3
System Display (EIS) ------------------------------ 3-10–3-12
System message advisories------------------------------- A-6
System power-up -----------------------------------------1-13
System Setup Page ---------------------------------------1-32
System Status Page ---------------------------------------1-37
System time ------------------------------------------ 1-33, 2-2
T
Tachometer ----------------- 3-3–3-5, 3-7–3-9, 3-11–3-13
TAS --------------------------------------------------------- A-13
TAWS ---------------------------------------- 6-40, A-18, A-19
TAWS Annunciations -------------------------------------2-27
Terminal procedures charts ------------------------ 8-8, 8-31
Terrain ------------------------------------------------------- A-8
Color indications -----------------------------------------F-3
Time, system -----------------------------------------------1-33
Timer
Departure------------------------------------------------1-39
Flight -----------------------------------------------------1-39
Timer, PFD generic ----------------------------------------1-38
TOD ------------------------------------- 5-124, 5-125, 5-131
TOPO DATA --------------------------------- 5-14, 5-15, 5-24
TOPO SCALE -----------------------------------------------5-16
Top of Descent --------------------------------- 5-124, 5-125
Track -------------------------------------------------- 2-2, 2-10
Traffic advisory (TA) ---------------------------------------2-26
Traffic Annunciation --------------------------------------- 2-3
Traffic Information Service (TIS) ---------------------E-1–E-2
Voice alerts ----------------------------------------------2-26
Transponder code entry ----------------------------------4-29
Transponder data box ------------------------------------- 4-1
Transponder ground mode ------------------------------4-26
Transponder softkeys -------------------------------------4-26
Transponder standby mode -----------------------------4-27
Transponder Status Box ----------------------------------- 2-2
Transponder VFR code -----------------------------------4-30
Trim adapter -----------------------------------------------7-30
Trip Planning --------------------------- 5-102, 5-103, 5-104
Trip Statistics------------------------------------ 5-103, 5-104
Trip statistics -----------------------------------------------1-39
True Airspeed -------------------------------------------- 5-104
True airspeed ------------------------------------------2-2, 2-4
Turbine Inlet Temperature (TIT) --------- 3-3, 3-5, 3-7, 3-9
Turn anticipation ------------------------------------------- D-3
Turn Rate Indicator --------------------------------- 2-2, 2-13
TX indicator ------------------------------------------------- 4-7
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U
Unable to display chart ---------------------------- 8-9, 8-32
Updating Garmin databases ---------------------- 8-5, 8-47
Updating Jeppesen databases --------------------------8-28
V
Vacuum Pressure -----------------------3-3–3-4, 3-11–3-12
VDI ----------------------------------------------- 5-125, 5-126
Vertical Descent Indicator ----------------------------- 5-125
Vertical deviation -----------------------------------------7-16
Vertical deviation guidance -----------------------------5-88
Vertical Deviation Indicator (VDI)------------------------ 2-9
Vertical navigation ----------------------------------------5-87
Direct-to -------------------------------------------------5-86
Vertical Navigation (VNV)
Flight control------------------------------------ 7-14–7-18
Vertical Path Tracking Mode (VPTH) ----7-14–7-15, 7-38
Vertical speed ---------------------------------------------- 1-9
Vertical speed guidance ---------------------------------5-88
Vertical Speed Indicator (VSI) -----------------------2-2, 2-8
Vertical Speed Mode (VS)--------------------------------7-11
Vertical Speed Reference --------------------------------7-11
Vertical track ------------------------------------------------ A-6
VNAV ----------------------------------------------- 5-54, A-16
VNV ------------------------------------------------------- 5-124
VNV guidance
Disabling ------------------------------------------------5-85
Enabling -------------------------------------------------5-85
VNV indications, PFD -------------------------------------2-24
VNV Target Altitude ------------------------ 2-9, 7-14–7-17
VNV Target Altitude Capture Mode (ALTV) -----------7-18
Voice alerts ------------------------------------------------- A-2
Voice alerts, TIS Traffic ---------------------------- 2-26, 6-52
Voltmeter--------------------------------3-4–3-5, 3-11–3-12
VOR
Nearest ------------------------------------------ 5-46–5-47
VOR selection----------------------------------------------4-15
VS ------------------------------------------------------------ 1-9
VSI--------------------------------------------------------- 5-126
Vspeed references ------------------------------------2-3, 2-5
VS TGT ---------------------------------------------5-87, 5-124
W
WAAS -------------------------------------- 5-109, 7-32, A-11
WARNING --------------------------------------------------- A-2
Warning alerts ---------------------------------------------- A-2
Waypoint
Automatic sequencing --------------------------------- D-3
Skipping -------------------------------------------------- D-3
Waypoint Pages (WPT) -----------------------------------1-29
Garmin G1000 Pilot’s Guide for Cessna Nav III
I-5
INDEX
Waypoint Selection Submenu5-51, 5-57, 5-58, 5-60, 5-106
Weather (real-time)---------------------------------------- 1-4
Wind -------------------------------- 5-4, 5-26, 5-102, 5-104
Wind data -------------------------------------------- 2-3, 2-23
Wings level ---------------------------------------- 7-21, 7-23
X
XM
radio------------------------------------------------ 6-1, 8-49
Receiver troubleshooting -----------------------------8-58
XM channel list--------------------------------------------8-51
XM radio ---------------------------------------------------8-51
XM radio entertainment ---------------------------------4-36
XM radio volume------------------------------------------8-54
XM Satellite Radio ----------------------------------------8-49
XM satellite radio -----------------------------------------8-52
XM weather/radio ----------------------------------------- 1-4
Z
Zoom
Auto ------------------------------------------------------- 5-7
I-6
Garmin G1000 Pilot’s Guide for Cessna Nav III
190-00498-03 Rev. A
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