Garmin | G1000: Cessna 350 | Garmin G1000: Cessna 350 G1000 Pilot's Guide for the Cessna 350/400

Garmin G1000: Cessna 350 G1000 Pilot's Guide for the Cessna 350/400
Cessna
350/400
Copyright © 2007 Garmin Ltd. or its subsidiaries. All rights reserved.
This manual reflects the operation of System Software version 0545.00 or later for the Cessna 350 and 0530.04 or later for the Cessna 400.
Some differences in operation may be observed when comparing the information in this manual to earlier or later software versions.
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Tel: 913/397.8200
Fax: 913/397.8282
Garmin AT, Inc., 2345 Turner Road SE, Salem, OR 97302, U.S.A.
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Tel: 44/0870.8501241
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Tel: 886/02.2642.9199
Fax: 886/02.2642.9099
Website Address: www.garmin.com
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored
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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
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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. WATCH™, FliteCharts™, and SafeTaxi™ are trademarks
of Garmin Ltd. or its subsidiaries. These trademarks may not be used without the express permission of Garmin.
Stormpscope® is a registered trademark of L-3 Communications; Ryan® is a registered trademark of Avidyne Corporation; NavData® is a
registered trademark of Jeppesen, Inc.; and XM® is a registered trademark of XM Satellite Radio, Inc..
August 2007
Printed in the U.S.A.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
LIMITED WARRANTY
LIMITED WARRANTY
This Garmin product is warranted to be free from defects in materials or workmanship for three 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 Website at “http://www.garmin.com” or contact Garmin Customer Service at 800-800-1020.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
i
WARNINGS, CAUTIONS, AND NOTES
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 Garmin G1000 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: For safety reasons, G1000 operational procedures must be learned on the ground.
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: 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: 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: 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: 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.
ii
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
WARNINGS, CAUTIONS, AND NOTES
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. The aircraft should be maneuvered based only upon ATC guidance or positive visual
acquisition of conflicting traffic.
WARNING: XM Weather should not be used for hazardous weather penetration. Weather information
provided by the GDL 69/69A 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.
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: 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 Aeronautical Information
Manual (AIM) recommend avoiding “by at least 20 miles any thunderstorm identifi ed as severe or giving
an intense radar echo.”
WARNING: 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. For additional information, refer to the website at www.garmin.com/
prop65.
WARNING: Lamp(s) inside this product may contain mercury (Hg) and must be recycled or disposed of
according to local, state, or federal laws. For more information, refer to the website at www.garmin.com/
aboutGarmin/environment/disposal.jsp.
WARNING: Because of anomalies in the earth’s magnetic field, operating in the following areas could result
in loss of reliable attitude and heading indications. North latitude and south of 70° South latitude. An area
north of 65° North latitude longitude 75° West and 120° West. An area south 55° South latitude between
East and 165° East.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
iii
WARNINGS, CAUTIONS, AND NOTES
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.
CAUTION: The GDU 1040 PFD and GDU 1040/1044 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.
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 for example only, are subject to change, and may not reflect the most current G1000
System. Depictions of equipment may differ slightly from the actual equipment.
NOTE: The GDU 1040/1044 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 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: Interference from GPS repeaters operating inside nearby hangars can cause an intermittent loss of
attitude and heading displays while the aircraft is on the ground. Moving the aircraft more than 100 feet
away from the source of the interference should alleviate the condition.
NOTE: Use of polarized eyewear may cause the flight displays to appear dim or blank.
iv
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
REVISION INFORMATION
Record of Revisions
Part Number
190-00552-00
190-00552-01
190-00552-01 Rev. D
Revision
A
A
B
C
D
Date
03/29/06
07/11/07
07/26/07
08/03/07
12/13/07
Page Range
i – I-4
i – I-6
i – I-6
i – I-6
i-I-6
Description
Initial release
Added GDU 8.10 parameters, WAAS, VNAV, Airways and Charts
Clerical
Clerical
Changed aircraft designation to Cessna 350/400
Garmin G1000 Pilot’s Guide for the Cessna 350/400
v
TABLE OF CONTENTS
1.1
1.2
1.3
1.4
1.5
1.6
1.7
SECTION 1 SYSTEM OVERVIEW
Line Replaceable Units ........................................1-2
Secure Digital (SD) Cards ....................................1-7
System Power-up ..................................................1-8
System Operation.................................................1-9
Normal Display Operation ..........................................1-9
Reversionary Display Operation ..................................1-9
G1000 System Annunciations ...................................1-10
System Status..........................................................1-11
AHRS Operation ......................................................1-13
GPS Receiver Operation ...........................................1-14
G1000 Controls...................................................1-18
PFD/MFD Controls ...................................................1-18
MFD/PFD Control Unit ..............................................1-20
Softkey Function ......................................................1-22
Accessing G1000 Functionality ........................1-28
Menus ....................................................................1-28
Data Entry ..............................................................1-28
Page Groups ...........................................................1-30
System Settings .......................................................1-34
Timers ....................................................................1-39
Scheduler................................................................1-41
Electronic Checklists (Optional) .................................1-43
Display Backlighting ..........................................1-45
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
Temperature displays ...............................................2-22
Wind Data ..............................................................2-23
Vertical Navigation (VNV) Indications ........................2-24
2.3 PFD Annunciations and Alerting Functions .....2-25
G1000 Alerting System.............................................2-25
Marker Beacon Annunciations ..................................2-26
Traffic Annunciation .................................................2-27
vi
TAWS Annunciations (Optional) ................................2-27
Altitude Alerting ......................................................2-28
Low Altitude Annunciation .......................................2-28
Minimum Descent Altitude/Decision Height Alerting ...2-29
2.4 Abnormal Operations ........................................2-30
Abnormal GPS Conditions ........................................2-30
Unusual Attitudes ....................................................2-31
SECTION 3 ENGINE INDICATION SYSTEM
3.1 EIS Display.............................................................3-2
3.2 Engine Page ..........................................................3-4
Carbon Monoxide Detection .......................................3-6
Fuel Calculations Group .............................................3-6
Engine Temperature Group .........................................3-7
3.3 Engine Leaning Assist Mode ...............................3-8
Cessna 350 ...............................................................3-8
Cessna 400 .............................................................3-10
4.1
4.2
4.3
4.4
SECTION 4 AUDIO PANEL AND CNS
Overview ...............................................................4-1
MFD/PFD Controls and Frequency Display ....................4-2
Audio Panel Controls .................................................4-4
MFD/PFD Control Unit ................................................4-6
COM Operation .....................................................4-8
COM Transceiver Selection and Activation ....................4-8
COM Transceiver Manual Tuning .................................4-9
Quick-Tuning and Activating 121.500 MHz.................4-11
Auto-Tuning the COM Frequency...............................4-12
Frequency Spacing ...................................................4-16
Automatic Squelch...................................................4-17
Volume ...................................................................4-17
NAV Operation ....................................................4-18
NAV Radio Selection and Activation ..........................4-18
NAV Receiver Manual Tuning ....................................4-19
Auto-Tuning a NAV Frequency from the MFD .............4-21
Marker Beacon Receiver ...........................................4-26
GTX 33 Mode S Transponder .............................4-27
Transponder Controls ...............................................4-27
Transponder Mode Selection .....................................4-28
Entering a Transponder Code ....................................4-31
IDENT Function .......................................................4-32
Flight ID Reporting ..................................................4-33
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
TABLE OF CONTENTS
4.5 Additional Audio Panel Functions ....................4-34
Power-Up ................................................................4-34
Mono/Stereo Headsets .............................................4-34
Speaker ..................................................................4-34
Intercom .................................................................4-35
Passenger Address (PA) System .................................4-37
Clearance Recorder and Player..................................4-37
Split COM ...............................................................4-38
Entertainment Inputs ...............................................4-39
4.6 Audio Panel Preflight Procedure ......................4-40
4.7 Abnormal Operation ..........................................4-41
Stuck Microphone....................................................4-41
COM Tuning Failure..................................................4-41
Audio Panel Fail-Safe Operation ................................4-41
Reversionary Mode ..................................................4-41
5.1
5.2
5.3
5.4
5.5
5.6
SECTION 5 GPS NAVIGATION
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
190-00552-01 Rev. D
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
SECTION 6 HAZARD AVOIDANCE
6.1 XM Satellite Weather (Optional) ........................6-2
Activating XM Satellite Services ..................................6-2
Using XM SATELLITE Weather Products........................6-4
Weather Softkeys on the Weather Data Link Page .........6-7
6.2 Terrain Awareness & Warning System (TAWS) 6-28
Displaying TAWS Data ..............................................6-29
TAWS Page .............................................................6-31
TAWS Alerts ............................................................6-33
System Status..........................................................6-41
6.3 Traffic Information Service (TIS) .......................6-42
Displaying TRAFFIC Data ..........................................6-44
Traffic Map Page......................................................6-46
TIS Alerts ................................................................6-47
System Status..........................................................6-48
6.4 Ryan 9900BX Traffic Advisory Systems (TAS)
(Optional) ......................................................................6-51
TAS Symbology........................................................6-51
Operation ...............................................................6-52
TAS Alerts ...............................................................6-56
System Status..........................................................6-57
Garmin G1000 Pilot’s Guide for the Cessna 350/400
vii
TABLE OF CONTENTS
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
7.1 AFCS Controls .......................................................7-2
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, BC) .......................7-25
Approach mode (GPS, VAPP, LOC) ..............................7-27
7.5 Autopilot Operation...........................................7-29
Engaging the Autopilot ............................................7-29
Control Wheel Steering ............................................7-30
Disengaging the Autopilot ........................................7-30
7.6 Example Procedures...........................................7-31
Departure ...............................................................7-32
Intercepting a VOR Radial.........................................7-34
Flying a Flight Plan/GPS Course ................................7-35
Descent ..................................................................7-36
Approach ................................................................7-40
Go Around/Missed Approach ....................................7-42
7.7 AFCS Annunciations and Alerts ........................7-44
AFCS Status Alerts ...................................................7-44
Overspeed Protection ...............................................7-45
Terminal Procedures Charts ........................................8-8
Chart Options..........................................................8-18
Day/Night View .......................................................8-24
ChartView Cycle Number and Expiration Date ............8-26
8.3 FliteCharts ...........................................................8-30
FliteCharts Softkeys .................................................8-30
Terminal Procedures Charts ......................................8-31
Chart Options..........................................................8-39
Day/Night View .......................................................8-42
FliteCharts Cycle Number and Expiration Date............8-44
8.4 XM Radio Entertainment (Optional) ................8-48
Activating XM Satellite Radio Services .......................8-48
Using XM Radio ......................................................8-50
8.5 Scheduler.............................................................8-54
8.6 Electronic Checklists (Optional) .......................8-56
8.7 Abnormal Operation ..........................................8-59
APPENDICES
Annunciations and Alerts ..............................................A-1
SD Card Use and Databases..........................................B-1
Glossary...........................................................................C-1
Frequently Asked Questions .........................................D-1
General TIS Information ................................................ E-1
Map Symbols .................................................................. F-1
INDEX
Index ................................................................................I-1
SECTION 8 ADDITIONAL FEATURES
8.1 SafeTaxi .................................................................8-1
SafeTaxi Cycle Number and Revision ...........................8-4
8.2 ChartView..............................................................8-7
ChartView Softkeys ....................................................8-7
viii
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
SYSTEM OVERVIEW
SECTION 1 SYSTEM OVERVIEW
NOTE: Refer to the Automatic Flight Control System (AFCS) Section for details on the GFC 700 AFCS.
This section is designed to provide an overview of the G1000 Integrated Flight Deck as installed in Cessna
350/400 aircraft. The G1000 is an integrated flight deck system that presents flight instrumentation, position,
navigation, communication, and identification information to the pilot using flat-panel color displays. The system
is distributed across the following Line Replaceable Units (LRUs):
• GDU 1040 Primary Flight Display (PFD)
• GTX 33 Mode S Transponder
• GDU 1042/1044 Multi Function Display (MFD)
• GRS 77 Attitude and Heading Reference System
(AHRS)
• GMA 1347 Audio Panel with Integrated Marker
Beacon Receiver
• GMU 44 Magnetometer
• GCU 476 MFD/PFD Control Unit
• GDL 69A Data Link Receiver
• GIA 63/63W Integrated Avionics Units (IAU)
• GSA 81 AFCS Servos
• GDC 74 Air Data Computer (ADC)
• GTA 82 Pitch Trim Adapter
• GEA 71 Engine/Airframe Unit
• GSM 85 Servo Mounts
Figure 1-1 shows interactions between the LRUs. Additional/optional equipment are shown in Figure 1-2.
The Cessna 350/400 is also equipped with a GFC 700 Automated Flight Control System (AFCS), providing the
flight director (FD), autopilot (AP), and manual electric trim (MET) functions of the G1000 System.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
1-1
SYSTEM OVERVIEW
1.1 LINE REPLACEABLE UNITS
• GDU 1040/1042/1044 (2) – The GDU 1040 is configured as a Primary Flight Display (PFD) and the GDU
1042 or 1044 as a Multi Function Display (MFD). Both displays feature 10.4-inch LCD screens with 1024 x
768 resolution. The displays communicate with each other through a High-Speed Data Bus (HSDB) Ethernet
connection. Each display is also paired with an Ethernet connection to an IAU.
• GMA 1347 – The Audio Panel integrates navigation/communication radio (NAV/COM) digital audio, intercom,
and marker beacon controls, and is installed between the displays. This unit also provides manual control of
display reversionary mode (red DISPLAY BACKUP button; see Section 1.4, System Operation) and communicates
with both IAUs using an RS-232 digital interface.
• GCU 476 – The Control Unit provides MFD/PFD and radio tuning control through an RS-232 digital interface
1-2
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
SYSTEM OVERVIEW
• GIA 63/63W (2) – The Integrated Avionics Units (IAU) function as the main communications hub, linking
all LRUs with the PFD. Each IAU contains a GPS receiver, a very high frequency (VHF) communication/
navigation/glideslope (COM/NAV/GS) receiver, and system integration microprocessors, and is paired with
the on-side display via an HSDB connection. The GIA 63W contains a GPS WAAS receiver. The IAUs are not
paired together and do not communicate with each other directly.
• GDC 74 – The Air Data Computer (ADC) processes data from the pitot/static system and outside air temperature
(OAT) sensor. The ADC provides pressure altitude, airspeed, vertical speed, and OAT information to the
G1000 System, and it communicates with the primary IAU, displays, and AHRS using an ARINC 429 digital
interface.
• GEA 71 – The Engine Airframe Unit receives and processes signals from the engine and airframe sensors. This
unit communicates with both IAUs using an RS-485 digital interface.
• GTX 33 – The solid-state Transponder provides Modes A, C, and S capability and communicates with both IAUs
through an RS-232 digital interface.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
1-3
SYSTEM OVERVIEW
• GRS 77 (2) – The Attitude and Heading Reference System (AHRS) provides aircraft attitude and heading
information via ARINC 429 to both the PFD and the primary IAU. The AHRS contains advanced sensors
(including accelerometers and rate sensors) and interfaces with the Magnetometer to obtain magnetic field
information, with the ADC to obtain air data, and with both IAUs to obtain GPS information. AHRS operation
is discussed in Section 1.4, System Operation.
• GMU 44 – The Magnetometer measures local magnetic field and sends data to the AHRS for processing to
determine aircraft magnetic heading. This unit receives power directly from the AHRS and communicates with
it via an RS-485 digital interface.
• GDL 69A – The Data Link Satellite Radio Receiver provides real-time weather information to the G1000 MFD
and PFD Inset Map, as well as digital audio entertainment. The Data Link Receiver communicates with the
MFD via a HSDB connection. A subscription to XM Satellite Radio Service is required to enable the GDL 69A
capability.
• GSA 81, GTA 82, and GSM 85 – The GSA 81 servos are used for automatic control of pitch and roll. The GTA
82 Pitch Trim Adapter works with the existing motor to provide automatic pitch trim. These units interface
with each IAU.
The GSM 85 servo mounts are responsible for transferring the output torque of the GSA 81 servo actuators to
the mechanical flight-control surface linkages.
1-4
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
SYSTEM OVERVIEW
High-Speed Data Bus (Ethernet)
GMA 1347
Audio Panel
GDU 1040 (PFD)
GDU 1042 (MFD)
Reversionary
Control
Reversionary
Control
GCU 476
Control Unit
GDC 74
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
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
GPS Output
GMU 44
Magnetometer
Heading
GTX 33
Transponder
GEA 71
Engine/Airframe
Unit
GSA 81
Pitch Servo
Autopilot Calculations
GTA 82
Pitch Trim
Adapter
Autopilot Calculations
GSA 81
Roll Servo
Autopilot Calculations
Figure 1-1 Basic G1000 System Block Diagram
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SYSTEM OVERVIEW
High-Speed Data Bus (Ethernet)
No. 2 GIA 63/63W
Integrated Avionics Unit
GDL 69A
System Integration Processors
I/O Processors
VHF COM
VHF NAV/LOC
GPS/WAAS
Glideslope
L3
Stormscope
Lightning Strike and
Thunderstorm Detection
(optional)
Ryan 9900BX
Provides TAS Information
(optional)
Data Link
Real-time Weather and
Digital Audio Entertainment
(subscription-based service)
CO Guardian
Carbon Monoxide
Detection
Figure 1-2 G1000 With Optional/Additional Interfaces
NOTE: For information on additional equipment shown in Figure 1-2, consult the applicable optional interface
user’s guide. This document assumes that the reader is already familiar with the operation of this additional
equipment.
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SYSTEM OVERVIEW
1.2 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 the aviation database.
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 (the front of the card should be 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 1-3 Display Bezel SD Card Slots
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SYSTEM OVERVIEW
1.3 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 1-4. 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, the MFD/PFD Control Unit, and the display bezels.
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 1-5) displays the following information:
• System version
• Obstacle database name and version
• Copyright
• Terrain database name and version
• Land database name and version
• Aviation database name, 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 1-4 PFD Initialization
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Figure 1-5 MFD Power-Up Splash Screen
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SYSTEM OVERVIEW
1.4 SYSTEM OPERATION
NOTE: Refer to Appendix A for detailed descriptions of all alerts and annunciations. Refer to the Aircraft
Flight Manual (AFM) for additional information regarding pilot responses to these annunciations.
The displays are connected together via a single Ethernet bus for high-speed communication. As shown in
Figure 1-1, each IAU is connected to the on-side display. This allows the units to share information, enabling true
system integration.
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 GPS Navigation 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 1-6 G1000 Normal Operation
REVERSIONARY DISPLAY OPERATION
In the event of a display failure, the G1000 System automatically switches to reversionary (backup) mode. In
Reversionary Mode, all important flight information from the PFD is presented on the remaining display in the
same format as in normal operating mode, with the addition of the EIS. EIS operation while in Reversionary
Mode is discussed in the EIS Section. As when the PFD is operating normally, windows for flight planning,
nearest airports, and procedures are available. The Inset Map is moved to the right side of the display.
If a display fails, the appropriate IAU-display Ethernet interface 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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SYSTEM OVERVIEW
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. Pressing this button again deactivates Reversionary Mode.
NAV1 and COM1 (provided by the failed PFD)
Flagged Invalid
The DISPLAY BACKUP Button Activates/Deactivates
Reversionary Mode on Both Displays
Figure 1-7 G1000 Reversionary Mode (Failed PFD)
G1000 SYSTEM ANNUNCIATIONS
When an LRU or an LRU function fails, a large red ‘X’ is typically displayed over the instrument experiencing
failed data (Figure 1-8 displays all possible flags and responsible LRUs). The G1000 System alerts the pilot
when backup paths are utilized by the LRUs. Upon G1000 power-up, certain instruments remain invalid as
equipment begins to initialize. All instruments should be operational within one minute of power-up. If any
instrument remains flagged, the G1000 should be serviced by a Garmin-authorized repair facility.
GIA 63/63W
Integrated
Avionics Unit
GIA 63/63W
Integrated
Avionics Unit
GRS 77 AHRS
OR
GMU 44
Magnetometer
GEA 71 Engine
Airframe Unit
OR
GIA 63/63W
Integrated
Avionics Unit
GDC 74 Air
Data Computer
1-10
GDC 74 Air
Data Computer
GIA 63/63W
Integrated
Avionics Unit
Figure 1-8 G1000 System Failure Annunciations
Garmin G1000 Pilot’s Guide for the Cessna 350/400
GTX 33 Transponder
OR
GIA 63/63W
Integrated
Avionics Unit
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SYSTEM OVERVIEW
SYSTEM STATUS
The System Status Page displays the statuses, serial numbers, and software version numbers for all detected
system LRUs. Active LRUs are indicated by green check marks; failed LRUs by red ‘X’s. Failed LRUs should
be noted and a service center or Garmin-authorized dealer informed.
Viewing LRU information:
1) Use the FMS Knob to select the AUX - System Status Page.
2) To place the cursor in the ‘LRU Info’ Box,
a) Select the LRU Softkey.
Or:
a) Press the MENU Key.
b) With ‘Select LRU Window’ highlighted, press the ENT Key.
3) Use the FMS Knob to scroll through the box to view LRU status information.
Figure 1-9 Example System Status Page
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SYSTEM OVERVIEW
Pertinent information on all system databases is also displayed on this page. Refer to the Appendices and
Additional Features sections for more information about databases.
Viewing database information:
1) Select the AUX - System Status Page.
2) To place the cursor in the ‘Database’ Box, select the DBASE Softkey.
Or:
a) Press the MENU Key.
b) Highlight ‘Select Dbase Window’ and press the ENT Key.
3) Use the FMS Knob to scroll through the box to view database status information.
The G1000 uses aural tones to convey the priority of airframe-specific alerts. The alerting system’s annunciation
tone may be tested from the System Status Page. Refer to the Appendices for airframe-specific alerts.
Testing the system annunciation tone:
1) Select the AUX - System Status Page.
2) Select the ANN TEST Softkey.
Or:
a) Press the MENU Key.
b) Highlight ‘Enable Annunciator Test Mode’ and press the ENT Key.
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SYSTEM OVERVIEW
AHRS OPERATION
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.
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 1-10 AHRS Operation
Loss of GPS, magnetometer, or air data inputs is communicated to the pilot by message advisory alerts (refer
to Appendix A for specific AHRS alert information). 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).
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.
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’.
Failure of the air data input has no effect 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
GPS RECEIVER OPERATION
Each Integrated Avionics Unit (IAU) contains a GPS receiver. Internal system checking is performed to
ensure both GPS receivers are providing accurate data to the PFD. When both GPS receivers are providing
accurate data, the GPS receiver producing the better solution is used by the system. 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.
Viewing GPS receiver status information:
1) Use the large FMS Knob on the MFD to select the Auxiliary Page Group (see Section 1.6 for information on
navigating MFD page groups).
2) Use the small FMS Knob to select GPS Status Page (third page in the AUX Page Group).
3) To change the selected GPS receiver:
Select 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
GPS
Receiver
Status
RAIM
Availability
Prediction
Satellite Signal
Strength Bars
Figure 1-11 GPS Status Page
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SYSTEM OVERVIEW
For WAAS-enabled systems, GPS sensor annunciations are most often seen after system power-up when one
GPS receiver has acquired satellites before the other or 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 no failure message exists, check the GPS Status Page
and compare the information for GPS1 and GPS2. Discrepancies may indicate a problem.
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. Satellite-Based Augmentation System (SBAS)
status should be indicated as INACTIVE at this point. When acquisition is complete, the solution status
changes to 3D DIFF NAV and SBAS becomes active.
In certain situations, such as when the aircraft is outside or on the fringe of the WAAS coverage area, it may
be desirable to disable WAAS (although it is not recommended). When disabled, the SBAS field in the GPS
Status box indicates DISABLED.
Disabling WAAS (for WAAS-enabled systems):
1) Select the GPS Status Page.
2) Select the SBAS Softkey. The RAIM PREDICTION box is replaced by SBAS SELECTION.
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.
Figure 1-12 Enable/Disable WAAS
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SYSTEM OVERVIEW
RAIM PREDICTION
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. In most cases
performing 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.
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”. If RAIM is not available when crossing the FAF, the missed approach
procedure must be flown.
Predicting RAIM availability:
1) Select the GPS Status Page.
2) Select the RAIM Softkey.
2) Press the FMS Knob. The ‘WAYPOINT’ field is highlighted.
3) Turn the small FMS Knob to display the Waypoint Information Window.
4) Enter the desired waypoint and press the ENT Key (refer to Section 1.6 for instructions on data 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.
5) Enter an arrival time and press the ENT Key.
6) Enter an arrival date and press the ENT Key.
7) 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
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SYSTEM OVERVIEW
SATELLITE INFORMATION
Satellites currently in view are shown at their respective positions on a satellite constellation diagram.
This sky view is always oriented north-up, with the outer circle representing the horizon, the inner circle
representing 45° above the horizon, and the center point showing the position directly overhead. 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.
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 indicated by signal bar appearance:
• No signal strength bar—Receiver is looking for the indicated satellite.
• Hollow signal strength bar—Receiver has found the satellite and is collecting data. Each satellite has a 30second data transmission that must be collected (signal strength bar is hollow) before the satellite may be
used for navigation (signal strength bar becomes solid).
• Solid signal strength bar—Receiver has collected the necessary data and the satellite signal can be used.
• Checkered signal strength bar—Receiver has excluded the satellite (Fault Detection and Exclusion; FDE).
• “D” indication on signal strength bar—Satellite is being used for differential computations.
Using the current satellite signal information, they system calculates the aircraft’s GPS position, time,
altitude, ground speed, and track for the aircraft (displayed below the satellite signal accuracy measurements
for reference). The following quantities denote the accuracy of the aircraft’s GPS fix:
• Estimated Position Uncertainty (EPU)—A statistical error indication; the radius of a circle centered on an
estimated horizontal position in which actual position has 95% probability of lying
• Horizontal Dilution of Precision (HDOP)—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
• Horizontal and Vertical Figures of Merit (HFOM and VFOM)—Measures of horizontal and vertical position
uncertainty; the current 95% confidence horizontal and vertical accuracy values reported by the GPS
receiver
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SYSTEM OVERVIEW
1.5 G1000 CONTROLS
The G1000 controls have been designed to simplify operation of the system and minimize workload and the
time required to access sophisticated functionality. Controls are located on the PFD and MFD bezels, MFD/PFD
Control Unit, and Audio Panel. PFD and MFD controls and softkeys are discussed in this section. Audio Panel
and AFCS (on the bezel of the MFD) controls are described in the Audio Panel and CNS and AFCS sections,
respectively. See the Audio Panel and CNS Section for more information about NAV/COM controls.
PFD/MFD CONTROLS
1
2
3
4
5
6
7
8
9
10
13
11
14
12
15
16
18
17
Figure 1-13 PFD/MFD Controls
The NAV, CRS/BARO, COM, FMS, and ALT knobs are concentric dual knobs, each having small (inner)
and large (outer) control portion. When a portion of the knob is not specified in the text, either may be used.
Large (Outer)
Knob
Small (Inner)
Knob
Figure 1-14 Dual Concentric Knob
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SYSTEM OVERVIEW
1
NAV VOL/ID Knob Turn to control NAV audio volume (shown in the NAV Frequency Box as a
percentage)
2
NAV Frequency
Transfer Key
3 NAV Knob
4
5
6
Press to toggle Morse code identifier audio ON/OFF
Transfers the standby and active NAV frequencies
Turn to tune NAV receiver standby frequencies (large knob for MHz; small for kHz)
Heading Knob
Press to toggle light blue tuning box between NAV1 and NAV2
Turn to manually select a heading
Joystick
Press to display a digital heading momentarily to the left of the HSI and synchronize
the Selected Heading to the and current heading
Turn to change map range
CRS/BARO Knob
Press to activate Map Pointer for map panning
Turn large knob for altimeter barometric pressure setting
Turn small knob to adjust course (only when HSI is in VOR or OBS Mode)
7
COM Knob
Press to re-center the CDI and return course pointer directly TO bearing of active
waypoint/station
Turn to tune COM transceiver standby frequencies (large knob for MHz; small for
kHz)
Press to toggle light blue tuning box between COM1 and COM2
8
COM Frequency
Transfer Key
(EMERG)
The selected COM (green) is controlled with the COM MIC Key (Audio Panel).
Transfers the standby and active COM frequencies
Press and hold two seconds to tune the emergency frequency (121.5 MHz)
automatically into the active frequency field
9 COM VOL/SQ Knob Turn to control COM audio volume level (shown as a percentage in the COM
Frequency Box)
10
Direct-to Key (
11
FPL Key
12
CLR Key
(DFLT MAP)
13
MENU Key
14
PROC Key
190-00552-01 Rev. D
Press to turn the COM automatic squelch ON/OFF
) Activates the direct-to function and allows the user to enter a destination waypoint
and establish a direct course to the selected destination (specified by identifier,
chosen from the active route)
Displays flight plan information
Erases information, cancels entries, or removes menus
Press and hold to display the MFD Navigation Map Page (MFD only).
Displays a context-sensitive list of options for accessing additional features or making
setting changes
Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and
approach procedures (IAPs) for a flight plan or selected airport
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SYSTEM OVERVIEW
15
ENT Key
Validates/confirms menu selection or data entry
16
FMS Knob
Press to turn the selection cursor ON/OFF.
(Flight Management Data Entry: With cursor ON, turn to enter data in the highlighted field (large
knob moves cursor location; small knob selects character for highlighted cursor
System Knob)
location)
Scrolling: When a list of information is too long for the window/box, a scroll bar
appears, indicating more items to view. With cursor ON, turn large knob to scroll
through the list.
17
Softkey Selection
Keys
18 ALT Knob
Page Selection: Turn knob on MFD to select the page to view (large knob selects a
page group; small knob selects a specific page from the group)
Press to select softkey shown above the bezel key on the PFD/MFD display
Sets the Selected Altitude, shown above the Altimeter (the large knob selects the
thousands, the small knob selects the hundreds)
MFD/PFD CONTROL UNIT
The MFD/PFD Control Unit is a pedestal-mounted user interface allowing for ease of data entry, PFD/MFD
operation, and NAV/COM tuning. Many procedures in this Pilot’s Guide can be performed using the MFD/PFD
Control Unit rather than the display bezel controls. Indicators above the PFD, MFD, NAV, and COM keys are
illuminated when their respective control mode(s) are selected. The unit is in MFD control mode by default on
system power-up.
NAV/COM radio tuning can be accomplished in either PFD or MFD control mode. The appropriate frequency
box (refer to Figure 2-1) on the selected display is outlined by a light blue selection box, which flashes for a
few seconds to indicate Control Unit activity (refer to the Audio Panel and CNS Section for more information
about NAV/COM tuning). Selection of a different display control or radio tuning mode results in cancelation
of the previous radio tuning mode.
Figure 1-15 G1000 Control Unit Layout
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SYSTEM OVERVIEW
1
2
3
4
5
19
18
17
16
15
6
14
13
7
12
8
11
10
9
Figure 1-16 GCU 476 MFD/PFD Control Unit
1
FPL Key
2
Direct-to Key (
3
MENU Key
4
PROC Key
5
Joystick
Displays flight plan information
) Activates the direct-to function and allows the user to enter a destination waypoint
and establish a direct course to the selected destination (specified by identifier,
chosen from the active route)
Displays a context-sensitive list of options for accessing additional features or making
setting changes
Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and
approach procedures (IAPs) for a flight plan or selected airport
Turn to change map range
Press to activate Map Pointer for map panning
6 Alphanumeric Keys Allow data entry (rather than using the FMS Knob to select characters/numbers)
7
BKSP Key
Moves cursor back one character space and removes last character entered
8
SPC Key
Adds a space character
9
ENT Key
Validates or confirms a menu selection or data entry
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SYSTEM OVERVIEW
10
11
CLR Key
Erases information, cancels entries, or removes menus
SEL Key
Press and hold to display the MFD Navigation Map Page (MFD only).
Arrows move light blue Softkey Selection Box (Figure 1-14) on selected display
Press the center to activate the selected softkey
12
Decimal Key
13
Plus-Minus (±) Key Toggles entry between the + and - characters
14
NAV Key
Selects/deselects NAV radio tuning mode on the MFD/PFD Control Unit
15
COM Key
Selects/deselects COM radio tuning mode on the MFD/PFD Control Unit
16
Frequency Transfer Transfers between active and standby selected COM or NAV tuning frequencies
Key
Press and hold two seconds to tune the emergency frequency (121.5 MHz)
(EMERG)
automatically into the active frequency field
17
PFD Key
When selected, the MFD/PFD Control Unit can be used to access PFD functions
18
MFD Key
19
FMS/NAV-COM
Knob
When selected, the MFD/PFD Control Unit can be used to access MFD functions
(default display control mode)
NAV/COM Tuning Modes: Acts as the NAV or COM Knob
Enters a decimal point character
PFD/MFD Control Modes: Acts as the FMS Knob
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. When a softkey function is disabled, the softkey
label is subdued (dimmed). Softkeys revert to the previous level after 45 seconds of inactivity.
Bezel-Mounted
Softkeys (Press)
Softkey
On
Softkey Selection
Box (Light Blue)
Softkey Names
(Displayed)
Figure 1-17 Softkeys (Second-Level PFD Configuration)
The MFD/PFD Control Unit can also be used to select softkeys.
Selecting a softkey using the MFD/PFD Control Unit:
1) Choose the desired display control mode by pressing the PFD or MFD Key on the MFD/PFD Control Unit.
2) Move the softkey selection box to the desired softkey using the arrows of the SEL Key.
3) Press the center of the SEL Key to select the desired softkey.
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SYSTEM OVERVIEW
In the following descriptions, top level softkeys are denoted by bullets.
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).
INSET
PFD
OBS
CDI
XPDR
IDENT
TMR/REF
NRST
ALERTS
Press the CDI Softkey to cycle
through navigation sources:
- GPS
- NAV1 (VOR/LOC)
- NAV2 (VOR/LOC)
Figure 1-18 Top Level PFD Softkeys
Displays Inset Map in PFD lower left corner
• INSET
Removes Inset Map
OFF
DCLTR (3) Selects desired amount of map detail; cycles through declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Removes land data
DCLTR-2: Removes land and SUA data
DCLTR-3: Removes everything except active flight plan
TRAFFIC Displays/removes traffic information on Inset Map
Displays/removes topographical data (e.g., coastlines, terrain, rivers, lakes) on Inset Map
TOPO
TERRAIN Displays/removes terrain information on Inset Map
STRMSCP Displays/removes Stormscope weather information on Inset Map (350 only, optional)
Displays/removes NEXRAD weather and coverage information on Inset Map (optional)
NEXRAD
XM LTNG Displays/removes XM lightning information on Inset Map (optional)
INSET
(350 only,
(optional) (optional)
optional)
OFF
DCLTR
TRAFFIC
TOPO
TERRAIN STMSCP
NEXRAD XM LTNG
BACK
ALERTS
Press the BACK or OFF softkey
to return to the top-level softkeys.
DCLTR-1
DCLTR-2
DCLTR-3
Figure 1-19 INSET Softkeys
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1-23
SYSTEM OVERVIEW
Displays second-level softkeys for additional PFD configuration
Resets PFD to default settings, including changing units to standard
Displays softkeys to select and configure wind data
Displays wind data in longitudinal and lateral components
Displays wind data total direction and speed
Displays wind data total direction with head and cross-wind speed components
Removes wind information from display
Cycles the Bearing 1 Information Window through:
NAV1: Waypoint frequency/identifier and DME information
GPS: Waypoint identifier and GPS distance information
Off: Removes window
Displays softkeys to select the HSI format
HSI FMT
360 HSI Displays HSI as a 360° compass rose
ARC HSI Displays HSI as a 140° viewable arc (Bearing Information windows unavailable)
Cycles the Bearing 2 Information Window through:
BRG2
NAV2: Waypoint frequency/identifier and DME information
GPS: Waypoint identifier and GPS distance information
Off: Removes window
ALT UNIT Displays softkeys for changing the Altimeter barometric setting and altitude displays to
metric units
METERS Displays the current and Selected altitudes in meters in addition to feet, when selected
Displays the Altimeter barometric setting in inches of mercury (in Hg)
IN
Displays the Altimeter barometric setting in hectopascals (hPa)
HPA
STD BARO Sets barometric pressure to 29.92 in Hg (1013 hPa if metric display is selected)
Selects OBS Mode on the CDI when navigating by GPS (only available with active leg)
• OBS
Cycles CDI through GPS, NAV1 (VOR/LOC), and NAV2 (VOR/LOC) navigation sources
• CDI
• PFD
DFLTS
WIND
OPTN1
OPTN2
OPTN3
OFF
BRG1
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SYSTEM OVERVIEW
PFD
DFLTS
WIND
BRG1
HSI FMT
BRG2
ALT UNIT STD BARO
BACK
ALERTS
Press the STD BARO or BACK
Press the BRG1/BRG2
softkeys to display/remove Softkey to return to the top-level
softkeys.
the Bearing Information
windows and cycle through
bearing sources:
- NAV1/NAV2
- GPS
OPTN1
OPTN2
OPTN3
360 HSI
METERS
OFF
BACK
ALERTS
ARC HSI
BACK
ALERTS
BACK
ALERTS
IN
HPA
Figure 1-20 PFD Configuration Softkeys
• XPDR
STBY
ON
ALT
GND
VFR
CODE
0—7
BKSP
• IDENT
• TMR/REF
• NRST
• ALERTS
190-00552-01 Rev. D
Displays transponder mode selection softkeys:
Selects standby mode (Transponder does not reply to any interrogations)
Selects Mode A (Transponder replies to interrogations)
Selects Mode C – altitude reporting mode (Transponder replies to identification and altitude
interrogations)
Manually selects Ground Mode (Transponder does not allow Mode A and Mode C
replies, but does permit acquisition squitter and replies to discretely addressed Mode S
interrogations)
Automatically enters the VFR code (1200 in U.S.A. only)
Displays transponder code selection softkeys 0-7
Use numbers to enter code
Removes numbers entered, one at a time
Activates the Special Position Identification (SPI) pulse for 18 seconds, identifying the
transponder return on the ATC screen
Displays/removes Timer/References Window
Displays/removes Nearest Airports Window
Displays/removes Alerts Window
Garmin G1000 Pilot’s Guide for the Cessna 350/400
1-25
SYSTEM OVERVIEW
XPDR
VFR
ALT
ON
STBY
CODE
BACK
IDENT
ALERTS
Press the BACK softkey to return
to the top-level softkeys.
0
1
4
3
2
5
6
7
IDENT
BKSP
BACK
ALERTS
Press the IDENT or BACK softkeys
to return to the top-level softkeys.
Figure 1-21 XPDR Softkeys
MFD SOFTKEYS
MFD softkeys vary depending on the page selected. EIS and Navigation Map Page (default MFD page)
softkeys are described here.
SYSTEM
MAP
DCLTR
(optional)
SHW CHRT CHKLIST
DCLTR-1
DCLTR-2
Press the SYSTEM Softkey to
return to the top-level softkeys.
SYSTEM
OXYGEN
DCLTR-3
DCLTR
ASSIST
CO RST
(350 only,
(optional) (optional)
optional)
TRAFFIC
TOPO
TERRAIN
STMSCP NEXRAD XM LTNG
DEC FUEL INC FUEL RST FUEL
Press the BACK Softkey to
return to the top-level softkeys.
BACK
Figure 1-22 MFD Softkeys (EIS and Navigation Map)
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SYSTEM OVERVIEW
• SYSTEM
OXYGEN
DCLTR
ASSIST
CO RST
DEC FUEL
INC FUEL
RST FUEL
• MAP
TRAFFIC
TOPO
TERRAIN
STRMSCP
NEXRAD
XM LTNG
BACK
• DCLTR (3)
• CHKLIST
190-00552-01 Rev. D
Displays EIS Page and second-level engine softkeys; press again to exit EIS Page (see the EIS
Section for more information)
Turns oxygen system ON/OFF
Turns off CHT and EGT cylinder readouts
Accesses engine leaning assist mode
Resets the CO Guardian and acknowledges CO warning alert
Decreases displayed fuel remaining in 1-gal increments
Increases displayed fuel remaining in 1-gal increments
Resets displayed fuel remaining to 98 gallons and fuel used to zero
Enables second-level Navigation Map Page softkeys
Displays/removes traffic information on Navigation Map Page
Displays/removes topographical data (e.g., coastlines, terrain, rivers, lakes) on Navigation
Map Page
Displays/removes terrain information on Navigation Map Page
Displays/removes Stormscope weather information on Navigation Map Page (Cessna 350
only, optional)
Displays/removes NEXRAD weather/coverage on Navigation Map Page (optional)
Displays/removes XM lightning information on Navigation Map Page (optional)
Returns to top-level softkeys
Selects desired amount of map detail; cycles through declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Removes land data
DCLTR-2: Removes land and SUA data
DCLTR-3: Removes everything except the active flight plan
Displays the Checklist Page; press the EXIT Softkey to return to the top-level softkeys
Garmin G1000 Pilot’s Guide for the Cessna 350/400
1-27
SYSTEM OVERVIEW
1.6 ACCESSING G1000 FUNCTIONALITY
MENUS
The G1000 has a dedicated 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 1.6, G1000 Controls. Softkey presses do not display
menus or submenus.
Navigating a menu:
1) Press the MENU Key to display the menu.
2) Turn the FMS Knob to scroll through a list of available options (a scroll bar always appears to the right of the
window/box when the option list is longer than the window/box).
3) Press the ENT Key to select the desired option.
4) Press the CLR Key or FMS Knob to remove the menu and cancel the operation.
No Options for
NRST Window
Options for FPL Window
Figure 1-23 Page Menu Examples
DATA ENTRY
Two methods exist for directly entering alphanumeric data (e.g., Flight ID, waypoint identifiers, barometric
minimum descent altitude) into the G1000: using the alphanumeric keypad (on the MFD/PFD Control Unit) or
the FMS Knob corresponding to the display (PFD, MFD, or MFD/PFD Control Unit). In some instances, such
as when entering an identifier, the G1000 will try to predict the desired identifier based on the characters being
entered. In this case, if the desired identifier appears, use the ENT Key to confirm the entry without entering
the rest of the identifier manually. This can save the pilot from entering all the characters of the identifier.
Besides character-by-character data entry, the system also provides a shortcut for entering waypoint identifiers.
When the cursor is on a field awaiting entry of a waypoint identifier, turning the small FMS Knob counterclockwise accesses three different lists of waypoint identifiers for quick selection: flight plan (FPL), nearest
(NRST), and recently-entered (RECENT). The G1000 automatically fill in the identifier, facility, and city fields
with the information for the selected waypoint.
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SYSTEM OVERVIEW
Using the MFD/PFD Control Unit keypad to enter data:
1) Choose the desired display control mode by pressing the PFD or MFD Key on the MFD/PFD Control Unit.
2) If needed, press the FMS Knob to activate the cursor.
3) Use the large FMS Knob to highlight the desired field.
4) Use the alphanumeric keys to enter the desired information.
5) Press the ENT Key to confirm the entry
6) Press the CLR Key to cancel data entry (the field revers back to its previous information).
Using the FMS Knob to enter data:
1) If needed, press the FMS Knob to activate the cursor.
2) Use the large FMS Knob to highlight the desired field.
3) Begin entering data by turning the small FMS Knob to select a character for the first placeholder.
Turning the knob to the right scrolls through the alphabet (where appropriate) toward the letter Z, starting in
the middle at K, and the digits zero through nine. Turning the knob to the left scrolls in the opposite direction.
4) Use the large FMS Knob to move the cursor to the next placeholder in the field.
5) Repeat, using the small FMS Knob to select a character and the large FMS Knob to move the cursor, until the
field is complete.
6) Press the ENT Key to confirm entry.
7) Press the FMS Knob or CLR Key to cancel data entry (the field reverts back to its previous information).
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1-29
SYSTEM OVERVIEW
PAGE GROUPS
NOTE: Refer to other supporting sections in this Pilot’s Guide for details on specific pages.
Information on the MFD is presented on pages which are grouped according to function. The page group and
active page title are displayed in the upper center of the screen, below the Navigation Status 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 by icons. For some of these pages (Airport/Procedure/Weather
Information, XM, Procedure Loading), the title of the page may change while the page icon remains the same.
Page Group
Active Page Title
Figure 1-24 Page Title
Page Groups
Pages in Current Group
Selected Page
Figure 1-25 Page Group Icons
MFD
There are four main page groups, navigated using the FMS Knob; 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.
There are also several pages (Airport/Procedures/Weather Information and XM pages) which are selected first
from within a main page group with the FMS Knob, then with the appropriate softkey at the bottom of the page
(or from the page menu). In this case, the page remains set to the selected page until a different page softkey is
selected, even if a different page group is selected.
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SYSTEM OVERVIEW
• Map Page Group (MAP)
Navigation Map
Traffic Map
Stormscope (Cessna 350 only,
optional)
Weather Data Link (optional)
Terrain/TAWS (TAWS optional)
Figure 1-26 Map Pages
• Waypoint Page Group (WPT)
Airport/Procedures/Weather Information Pages
- Airport Information
(INFO Softkey)
- Departure Information
(DP Softkey)
- Arrival Information
(STAR Softkey)
- Approach Information
(APR Softkey)
- Weather Information (optional)
(WX Softkey)
Intersection Information
Airport/
Procedures/
Weather
Information Pages
NDB Information
VOR Information
User Waypoint Information
190-00552-01 Rev. D
Figure 1-27 Waypoint Pages
Garmin G1000 Pilot’s Guide for the Cessna 350/400
1-31
SYSTEM OVERVIEW
• Auxiliary Page Group (AUX)
Trip Planning
Utility
GPS Status
System Setup
XM Satellite screens (optional)
- XM Information
(INFO Softkey)
- XM Radio
(RADIO Softkey)
XM
Pages
System Status
Figure 1-28 Auxiliary Pages
• Nearest Page Group (NRST)
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User Waypoints
Nearest Frequencies
Nearest Airspaces
Figure 1-29 Nearest Pages
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SYSTEM OVERVIEW
In addition to the main page groups accessed exclusively using the FMS Knob, there are pages for flight
planning (FPL) and loading procedures (PROC) which are accessed by key. In some instances, softkeys may be
used to access the Procedure Loading pages.
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.
• Flight Plan Page Group (FPL)
Active Flight Plan
Flight Plan Catalog
- Stored Flight Plan
(NEW Softkey)
Vertical Navigation
Figure 1-30 Flight Plan Pages
The Procedure Loading 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. These pages can also be accessed from the Active and Stored Flight Plan pages using the LD softkeys.
Turning the FMS Knob does not scroll through the Procedure Loading pages (note the single page icon in the
lower right corner).
• Procedure Loading Page Group (PROC)
Departure Loading
Arrival Loading
Approach Loading
Figure 1-31 Procedure Loading Pages
Information on optional electronic checklist pages is offered later in this section. Checklist pages may be
accessed from any page on the MFD using the CHKLIST Softkey.
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SYSTEM OVERVIEW
SYSTEM SETTINGS
G1000 system settings are managed from the System Setup Page. The following settings can be changed:
• CDI scaling for GPS navigation source
(see the Flight Instruments Section)
• Date/time
• Navigation angle reference
(see the Flight Instruments Section)
• Airspace alerts (see the GPS Navigation Section)
• Arrival alerts (see the GPS Navigation Section)
• MFD Navigation Status Box fields
(see the GPS Navigation Section)
• COM channel spacing
(see the Audio Panel and CNS Section)
• Criteria for displaying nearest airports
(see the GPS Navigation Section)
Restoring system setup defaults:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Select the DFLTS Softkey.
Or:
1) Use the FMS Knob to select the AUX - System Setup Page.
2) Press the MENU Key.
3) Highlight ‘Restore Defaults’ and press the ENT Key.
Figure 1-32 System Setup Page
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SYSTEM OVERVIEW
DATE/TIME
The G1000 obtains the current Universal Coordinated Time (UTC) date and time directly from the GPS
satellite signals. System time (in the lower right corner of the PFD) can be displayed in three formats: local
12-hr, local 24-hr, or UTC. Local time is set by adding/subtracting an offset (hours:minutes) to/from UTC.
PFD
Figure 1-33 System Time (Local 24-hr Format)
Configuring the system time:
1) Select the AUX - System Setup Page using the FMS Knob.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the ‘Time Format’ field.
4) Turn the small FMS Knob to select the desired format and press the ENT Key to confirm selection. The ‘Time
Offset’ field is highlighted.
5) Use the FMS Knob to enter the desired time offset (±HH:MM) and press the ENT Key to confirm selection.
Figure 1-34 Date/Time Settings (System Setup Page)
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1-35
SYSTEM OVERVIEW
DISPLAY UNITS
Units in which various quantities are displayed on the G1000 screens are listed on the System Setup Page.
The Navigation Angle reference can be set from here (refer to the Flight Instruments Section).
Figure 1-35 Display Unit Settings (System Setup Page)
Category
Settings
Affected Quantities
Navigation Angle Magnetic (North) Heading
True (North)
Course
Bearing
Track
Desired Track
Wind direction (Trip Planning Page)
Distance and
Metric
Crosstrack error (HSI)
Speed
Nautical*
Bearing distances (information windows)
DME distance (information window)
Flight plan distances
Map ranges
DIS, GS, TAS, XTK fields (Navigation Status Box)
All distances on MFD
Altitude buffer distance (System Setup)
Arrival Alert trigger distance (System Setup)
All speeds on MFD
Altitude and
Feet*
All altitudes on MFD
Meters
Vertical Speed
All elevations on MFD
Temperature
Fuel and
Fuel Flow*
Weight
Position
Celsius*
Fahrenheit
Gallons
All temperatures on PFD
Total Air Temperature (Trip Planning Page)
Fuel parameters (Trip Planning Page)
Pounds*
N/A
Kilograms
HDDD°MM.MM’ All positions
HDDD°MM’SS.S”
Exceptions
Airspeed Indicator
True Airspeed (PFD)
Wind speed vector
Map range (Traffic Page, Terrain
Proximity/TAWS Page)
CDI scaling (System Setup)
Fuel range calculation (EIS)
Altimeter
Vertical Speed Indicator
VNV altitudes (Active Flight Plan)
Engine Indication System (EIS)
Engine Indication System (EIS)
N/A
N/A
* Default setting; contact a Garmin-authorized service center to change display units settings
Table 1-1 Display Units Settings (System Setup Page)
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SYSTEM OVERVIEW
PILOT PROFILES
System settings may be saved under a pilot profile. When the system is powered on, the last selected pilot
profile is shown on the MFD Power-up Splash Screen (Figure 1-5). The G1000 can store up to 25 profiles;
the currently active profile, the amount of memory used, and the amount of memory available are shown at
the top of the System Setup Page in the box labeled ‘Pilot Profile’. From here, pilot profiles may be created,
selected, renamed, or deleted.
Figure 1-36 Pilot Profiles (System Setup Page)
Creating a profile:
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 ‘CREATE’ in the Pilot Profile Box.
4) Press the ENT Key. A ‘Create Profile’ window is displayed.
5) Use the FMS Knob to enter a profile name up to 16 characters long and press the ENT Key. Pilot profile names
cannot begin with a blank as the first letter.
6) In the next field, use the small FMS Knob to select the desired settings upon which to base the new profile.
Profiles can be created based on Garmin factory defaults, default profile settings (initially based on Garmin
factory defaults unless edited by the pilot), or current system settings.
7) Press the ENT Key.
8) With ‘CREATE’ highlighted, press the ENT Key to create the profile
Or:
Use the large FMS Knob to select ‘CREATE and ACTIVATE’ and press the ENT Key to activate the new profile.
9) To cancel the process, select ‘CANCEL’ with the large FMS Knob and press the ENT Key.
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SYSTEM OVERVIEW
Selecting an active profile:
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 active profile field in the Pilot Profile Box.
4) Turn the small FMS Knob to display the pilot profile list and highlight the desired profile.
5) Press the ENT Key. The G1000 loads and displays the system settings for the selected profile.
Renaming a profile:
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 ‘RENAME’ in the Pilot Profile Box.
4) Press the ENT Key.
5) In the ‘Rename Profile’ window, turn the FMS Knob to select the profile to rename.
6) Press the ENT Key.
7) Use the FMS Knob to enter a new profile name up to 16 characters long and press the ENT Key.
8) With ‘RENAME’ highlighted, press the ENT Key.
9) To cancel the process, use the large FMS Knob to select ‘CANCEL’ and press the ENT Key.
Deleting a profile:
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 ‘DELETE’ in the Pilot Profile Box.
4) Press the ENT Key.
5) In the ‘Delete Profile’ window, turn the FMS Knob to select the profile to delete.
6) Press the ENT Key.
7) With ‘DELETE’ highlighted, press the ENT Key.
8) To cancel the process, use the large FMS Knob to select ‘CANCEL’ and press the ENT Key.
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SYSTEM OVERVIEW
TIMERS
The G1000 timers available include:
• Stopwatch-like generic timers (available from the PFD Timer/References Window and on the MFD AUX Utility Page)
• Total-time-in-flight timer (MFD AUX - Utility Page)
• Time since departure (MFD AUX - Utility Page)
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 (PFD):
1) Select the TMR/REF Softkey.
2) Turn the large FMS Knob to select the timer field (hh/mm/ss).
3) Use the FMS Knob to enter the desired time and press the ENT Key.
4) With the UP/DN field highlighted, turn the small FMS Knob to select the timer counting direction.
5) Press the ENT Key.
6) With ‘START?’ highlighted, press the ENT Key to start the timer. The field changes to ‘STOP?’.
7) To stop the timer, press the ENT Key with ‘STOP?’ highlighted. The field changes to ‘RESET?’.
8) To reset the timer, press the ENT Key with ‘RESET?’ highlighted. The field changes back to ‘START?’ and the
digits are reset.
9) To remove the window, press the CLR Key or select the TMR/REF Softkey.
PFD
Figure 1-37 Generic Timer (Timer/References Window
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1-39
SYSTEM OVERVIEW
Setting the generic timer (MFD AUX - Utility Page):
1) 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) Use the FMS Knob to enter the desired time and press the ENT Key.
5) With ‘START?’ highlighted, 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.
Figure 1-38 Timers (Utility Page)
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) 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) Select the AUX - Utility Page.
2) Press the MENU Key.
3) With ‘Reset Flight Timer’ highlighted, press the ENT Key.
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SYSTEM OVERVIEW
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.
SCHEDULER
The Scheduler feature can be used to enter and display reminder messages (e.g., “Change oil”, “Switch fuel
tanks”, “Overhaul”) 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 1-39 Scheduler (Utility Page)
Entering a scheduler message:
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 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.
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SYSTEM OVERVIEW
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 set 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 (HHH:MM:SS) from which to
countdown and press the ENT Key.
9) For event-based messages:
a) Use the FMS Knob to enter the desired date (DD-MMM-YYY) 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) 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 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 to confirm message deletion.
Scheduler messages appear in the Alerts Window on the PFD and cause the ALERTS Softkey label to change
to ‘ADVISORY’. Pressing the ADVISORY Softkey opens the Alerts Window and acknowledges the scheduler
message. The softkey revers to the ‘ALERTS’ label and when pressed, the Alerts Window is removed from the
display and the scheduler message is deleted from the message queue.
PFD
Figure 1-40 PFD Alerts Window
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SYSTEM OVERVIEW
ELECTRONIC CHECKLISTS (OPTIONAL)
NOTE: The checklists presented in this section are for example only and may not reflect checklists actually
available for the Cessna 350/400. The information described in this section is not intended to replace the
checklist information described in the AFM or the Pilot Safety and Warning Supplements document.
NOTE: Garmin is not responsible for the content of the checklists. User-defined checklists are created by
the aircraft manufacturer. Modifications or updates to the checklists are coordinated through the aircraft
manufacturer. The user cannot edit the checklists.
NOTE: Checklists cannot be edited from within the system. Refer to the Garmin Aviation Checklist Editor
(ACE) User’s Guide for information on creating and editing checklists.
The MFD is able to display optional electronic checklists, which allow a pilot to quickly find the proper
procedure on the ground and during each phase of flight. The G1000 accesses the checklists from an SD card
inserted into the bezel slot (see Figure 1-3). If the SD card contains an invalid checklist file or no checklist,
the Power-up Splash Screen displays ‘Invalid Checklist File’ or ‘Checklist File Not Present’ and the CHKLIST
Softkey is not available.
Figure 1-41 Checklist Page Example
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SYSTEM OVERVIEW
Accessing and navigating checklists:
1) From any page, select the CHKLIST Softkey.
2) Turn the large FMS Knob to select the ‘GROUP’ field.
3) Turn the small FMS Knob to select the desired procedure and press the ENT Key.
4) Turn the large FMS Knob to select the ‘Checklist’ field.
5) Turn the FMS Knob to select the desired checklist and press the ENT Key.
6) Turn the FMS Knob to scroll through the checklist and highlight the desired checklist item (has a hollow white
box for checkmark).
The following colors are used for checklist items:
• Blue - Items has not been highlighted
• Green - Item has been selected
• White - Item is highlighted for selection
• Yellow - Warning notes
7) Press the ENT Key or select the DONE Softkey to select the highlighted checklist item (item turns green and a
checkmark is placed in the box next to the item). The next item is automatically highlighted for selection.
Press the CLR Key to remove a check mark from an item.
8) Once the last item in a checklist is selected, ‘Go to the next checklist?’ is highlighted. Press the ENT Key to
advance to the next checklist displayed.
9) Select the EXIT Softkey or hold down the CLR Key momentarily to exit the Checklist Page and return to the page
last viewed.
Immediately accessing emergency procedures:
1) From any page, select the CHKLIST Softkey.
2) Select the EMERGCY Softkey.
Figure 1-42 Sample Checklist
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SYSTEM OVERVIEW
1.7 DISPLAY BACKLIGHTING
The backlighting of the PFD and MFD displays and bezel and Audio Panel keys can be adjusted automatically or
manually. The default setting (automatic backlighting adjustment) uses photocell technology to automatically adjust
for ambient lighting conditions. Photocell calibration curves are pre-configured to optimize display appearance
through a broad range of cockpit lighting conditions. Manual backlighting adjustment can be accomplished using
the existing instrument panel dimmer bus or the following procedures: In normal operating mode, backlighting
can only be adjusted from the PFD. In Reversionary Mode, it can be adjusted from the remaining display.
Adjusting display backlighting:
1) Press the PFD MENU Key to display the PFD Setup Menu. ‘AUTO’ is now highlighted next to ‘PFD DSPL’.
2) Turn the small FMS Knob to select ‘MANUAL’.
3) Press the ENT Key.
4) With the intensity value now highlighted, enter the desired backlighting then press the ENT Key.
5) Turn the large FMS Knob to highlight ‘AUTO’ next to ‘MFD DSPL’ and repeat steps 2-4.
6) To remove the menu, press the CLR or MENU Key.
Adjusting key backlighting:
1) Press the PFD MENU Key to display the PFD Setup Menu. ‘AUTO’ is now highlighted next to ‘PFD DSPL’.
2) Turn the large FMS Knob to highlight ‘PFD DSPL’.
3) Turn the small FMS Knob in the direction of the green arrowhead to display ‘PFD KEY’.
4) Turn the large FMS Knob to highlight ‘AUTO’.
5) Turn the small FMS Knob to select ‘MANUAL’.
6) Press the ENT Key.
7) With the intensity value now highlighted, enter the desired backlighting and press the ENT Key.
8) Turn the large FMS Knob to highlight ‘MFD DSPL’.
9) Turn the small FMS Knob in the direction of the green arrowhead to display ‘MFD KEY’ and repeat steps 4-7.
10) To remove the menu, press the CLR or MENU Key.
PFD
Figure 1-43 PFD Setup Menu
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SYSTEM OVERVIEW
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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 instrument 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:
• Airspeed Indicator, showing
– True airspeed
– Airspeed awareness ranges
– Reference flags
• Attitude Indicator with slip/skid
indication
• Altimeter, showing
– Barometric setting
• Vertical Deviation, Glideslope,
and Glidepath Indicators
• Vertical Speed Indicator (VSI)
• Horizontal Situation Indicator,
showing
• International Standard
Atmosphere (ISA)
• Outside Air Temperature (OAT)
– Turn Rate Indicator
• Wind data
– Course Deviation Indicator
(CDI)
• Vertical Navigation indications
– Bearing pointers and
information windows
– Selected Altitude
The PFD also displays various alerts and annunciations.
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FLIGHT INSTRUMENTS
22
21
20
19
1
18
17
16
2
15
14
3
13
12
4
11
5
10
6
9
7
8
1
NAV Frequency Box
12 Turn Rate Indicator
2
Airspeed Indicator
13 Altimeter Barometric Setting
3
True Airspeed
14 Vertical Speed Indicator (VSI)
4
Current Heading
15 Selected Altitude Bug
5
Horizontal Situation Indicator ( HSI)
16 Altimeter
6
Outside Air Temperature (OAT)
17 Selected Altitude
7
ISA Temperature Deviation
18 COM Frequency Box
8
Softkeys
19 AFCS Status Box
9
System Time
20 Navigation Status Box
10 Transponder Data Box
21 Slip/Skid Indicator
11 Selected Heading Bug
22
Attitude Indicator
Figure 2-1 Primary Flight Display (Default)
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FLIGHT INSTRUMENTS
13
12
1
2
11
3
10
4
9
5
8
7
6
1
Traffic Annunciation
8
Alerts Window
2
Vspeed References
9
Barometric Minimum Descent Altitude
3
Selected Heading
10 Annunciation Window
4
Wind Data
11 Vertical Deviation/Glideslope Indicator
5
Inset Map
12 Marker Beacon Annunciation
6
Bearing Information Windows
13 AFCS Status Annunciation
7
Selected Course
Figure 2-2 Additional PFD Information
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FLIGHT INSTRUMENTS
2.1 FLIGHT INSTRUMENTS
AIRSPEED INDICATOR
NOTE: Refer to the Aircraft Flight Manual (AFM) for speed criteria.
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.
Airspeed
Trend
Vector
Vspeed
References
Actual
Airspeed
Speed
Ranges
True
Airspeed
Figure 2-4 Red Pointer at VNE
Figure 2-3 Airspeed Indicator
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, 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) Select 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 2-5 Timer/References Window
Figure 2-6 Timer/References Menu
Turning all Vspeed flags on/off:
1) Select the TMR/REF Softkey.
2) Press the MENU Key.
3) To view all Vspeed flags, highlight ‘All References On’ and press the ENT Key.
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) Select 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 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. The metric value, when selected, is displayed
in a separate box above the Selected Altitude.
Setting the Selected Altitude:
Turn the ALT Knob to set the Selected Altitude (large knob for 1000-ft increments, small for 100-ft increments,
increments reduce to 10 feet for approach).
Selected
Altitude
Selected
Altitude
(Meters)
Selected
Altitude
Bug
Altitude
Trend
Vector
Current
Altitude
(Meters)
Current
Altitude
MDA/DH
Bug
Barometric
Setting
Barometric
Setting Box
(Hectopascals)
Figure 2-9 Altimeter
Figure 2-10 Altimeter (Metric)
Selected and current altitudes can be displayed in meters (readouts displayed above the normal readouts in
feet) and the Altimeter barometric setting in hectopascals (see Figure 2-10). Note that the altitude tape does
not change scale.
Displaying altitude in meters:
1) Select the PFD Softkey to display the second-level softkeys.
2) Select the ALT UNIT Softkey.
3) Select the METERS Softkey to turn on metric altitude readouts.
4) Select the BACK Softkey 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. 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) Select the PFD Softkey.
2) Select the STD BARO Softkey.
Changing altimeter barometric pressure setting units:
1) Select the PFD Softkey to display the second-level softkeys.
2) Select the ALT UNIT Softkey.
3) Select the IN Softkey to display the barometric pressure setting in inches of mercury (in Hg).
Or, select the HPA Softkey to display the barometric pressure setting in hectopascals (hPa; see Figure 2-10).
4) Select the BACK Softkey 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) for reaching a VNV
Target Altitude once the “TOD [Top of Descent] within 1 minute” alert has been generated. See the GPS
Navigation 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 GPS Navigation 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,
L/VNV, 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
Marker
Beacon
Annunciation
Vertical
Speed
Indicator
Vertical
Deviation
Indicator
Vertical
Speed
Pointer
Glideslope
Indicator
Glidepath
Indicator
Required
Vertical
Speed
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 the Cessna 350/400
Figure 2-13 Glidepath Indicator
2-9
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. 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) Select the PFD Softkey.
2) Select the HSI FRMT Softkey.
3) Select the 360 HSI or ARC HSI Softkey.
The 360˚ HSI 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.
15
14
13
1
2
3
4
12
5
11
6
10
7
9
8
To/From Indicator
1
Turn Rate Indicator
9
2
Current Track Indicator
10 Course Pointer
3
Lateral Deviation Scale
11 Heading Bug
4
Navigation Source
12 Flight Phase
5
Aircraft Symbol
13 Turn Rate/Heading
6
7
Course Deviation Indicator
(CDI)
Rotating Compass Rose
15 Lubber Line
8
OBS Mode Active
Trend Vector
14 Current Heading
Figure 2-14 Horizontal Situation Indicator (HSI)
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FLIGHT INSTRUMENTS
The Arc HSI 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
Navigation
Source
Course Deviation
and To/From
Indicator
Lateral
Deviation
Scale
Figure 2-15 Arc HSI
The Selected Heading is shown to the upper left of the HSI for 3 seconds after being adjusted The light blue
bug on the compass rose corresponds to the Selected Heading. While the HSI is displayed as an arc, if the
Selected Heading Bug is adjusted off the shown portion of the compass rose, the digital reading displayed.
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 for 3 seconds after being adjusted. While the
HSI is displayed as an arc, the Selected Course is displayed whenever the Course Pointer is not within the 140˚
currently shown.
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 Indicator
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.
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.
½ Standard
Turn Rate
Arrowhead
Shown for
a Turn Rate
> 4 deg/sec
Standard
Turn Rate
Figure 2-19 Turn Rate Indicator and Trend Vector
BEARING POINTERS AND INFORMATION WINDOWS
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 and GPS 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).
Bearing 1
Pointer
Distance to
Bearing Source
Bearing
Source
Bearing 2
Pointer
No
Waypoint
Selected
Station
Identifier
Pointer
Icon
Pointer
Icon
Bearing 1
Information
Window
Bearing
Source
Bearing 2
Information
Window
Figure 2-20 HSI with Bearing 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)
• Station/waypoint identifier (NAV, GPS)
• Pointer icon (BRG1 = single line, BRG2 = double line)
• GPS-derived great circle distance to bearing
source
• Frequency (NAV)
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) Select the PFD Softkey.
2) Select a BRG Softkey to display the desired bearing pointer and information window with a NAV source.
3) Select the BRG Softkey again to change the bearing source to GPS.
4) To remove the bearing pointer and information window, select the BRG 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) Select 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) Select 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) Select the CDI Softkey a third time to return to GPS.
NAV2 Selected
for Tuning
NAV1 Selected
for Tuning
LOC1
Selected
GPS
Selected
VOR2
Selected
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 waypoint, 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; see the GPS Navigation 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
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FLIGHT INSTRUMENTS
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
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).
Missed
Approach
Figure 2-25 Automatic CDI Scaling
• Once 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 procedure is not aligned with the departure runway
- The next leg in the departure procedure is not CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF (see
Glossary for leg type definitions)
- After any leg in the departure procedure that is not CA or FA
• 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 is activated or if Vector-to-Final (VTF) is 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 preceding missed
approach legs must be aligned with the final approach segment course and the aircraft must not have
passed 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 scaling under the following conditions:
- The next leg in the missed approach procedure is not aligned with the final approach path
- The next leg in the missed approach procedure is not CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF
- After any leg in the missed approach procedure that is not CA or FA
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.
GPS
Selected
OBS
Mode
Enabled
Extended
Course
Line
Pressing the OBS
Softkey Suspends
Waypoint Sequencing
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) Select 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) Select 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
SUSP Softkey Suspends
Waypoint Sequencing
Figure 2-29 Suspending Automatic Waypoint Sequencing
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FLIGHT INSTRUMENTS
2.2 SUPPLEMENTAL FLIGHT DATA
NOTE: Selecting the DFLTS Softkey (a second-level PFD softkey) turns off metric Altimeter display, the Inset
Map, and wind data display.
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.
TEMPERATURE DISPLAYS
The Outside Air Temperature (OAT) and deviation from International Standard Atmosphere (ISA) temperature
are displayed in the lower left of the PFD under normal display conditions, or to the right of the Elevator Trim
in reversionary display mode. Both are displayed in degrees Celsius (°C).
Normal Display
Reversionary Mode
Figure 2-30 Outside Air Temperature and ISA 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) Select the PFD Softkey.
2) Select the WIND Softkey to display wind data below the Selected Heading.
3) Select one of the OPTN softkeys to change how wind data is displayed:
• OPTN 1: Head and crosswind components
• OPTN 2: Total wind direction and speed
• OPTN 3: Total wind direction with head and crosswind speed components
4) To remove the window, select 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, RSVI, VDI) appear on
the PFD in conjunction with the “TOD within 1 minute” message and “Vertical track” voice alert. See the GPS
Navigation 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
Criteria
Required Vertical
Vertical
VNV Target
Speed (RSVI)
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 selected on MFD)
X
X
X
Distance to active waypoint cannot be computed due to
X
X
X
unsupported flight plan leg type (see GPS Navigation 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)
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 ALERTING SYSTEM
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 selecting the ALERTS Softkey. If the window is already open when a new
message is generated, selecting 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. 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 selecting 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 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 selecting 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 selecting 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 selecting 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 yellow, 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
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FLIGHT INSTRUMENTS
TRAFFIC ANNUNCIATION
Traffic is symbolically displayed 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 occur:
• The PFD Inset Map is enabled and displays traffic
• A flashing black-on-yellow ‘TRAFFIC’ annunciation (Figure 2-38) 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.
Figure 2-36 Traffic Annunciation
Traffic
Symbols
Figure 2-37 Inset Map with Traffic Displayed
TAWS ANNUNCIATIONS (OPTIONAL)
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 2-38 Traffic and Example TAWS Annunciations
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FLIGHT INSTRUMENTS
ALTITUDE ALERTING
The Altitude Alerting function provides the pilot with visual and aural 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 feet 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 pilot flies outside the deviation band (±200 feet 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 ft
Within 200 ft
Deviation of ±200 ft
Figure 2-39 Altitude Alerting Visual Annunciations
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 2-40 Low Altitude on GPS WAAS Approach
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FLIGHT INSTRUMENTS
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 2-41 Minimum Descent Altitude/Decision Height Alerting Visual Annunciations
Setting the barometric minimum descent altitude/decision height and bug:
1) Select the TMR/REF Softkey.
2) Turn the large FMS Knob to highlight the ‘Minimums’ field (Figure 2-42).
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 select the TMR/REF Softkey.
Figure 2-42 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
2-43 for examples. Refer to the GPS Navigation 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 2-43 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 2-44 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:
• Windows displayed in the lower
right corner of the PFD:
• Traffic Annunciations
• AFCS Annunciations
• Vertical Deviation, Glideslope,
and Glidepath Indicators
• Flight director Command Bars
– Timer/References
• Altimeter Barometric Setting
• Inset Map
– Nearest Airports
• Selected Altitude
• Outside air temperature (OAT)
– Flight Plan
• VNV Target Altitude
• Wind data
– Alerts
• Transponder Status Box
– Procedures
• System Time
• PFD Setup Menu
190-00552-01 Rev. D
• Minimum Descent Altitude/
Decision Height readout
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FLIGHT INSTRUMENTS
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ENGINE INDICATION SYSTEM
SECTION 3 ENGINE INDICATION SYSTEM
The G1000 Engine Indication System (EIS) for the Cessna 350/400 displays critical engine, electrical, fuel,
and other system parameters on the left side of the MFD during normal operations. EIS information can be
fully expanded to an entire page (Engine Page) using the SYSTEM Softkey. In reversionary display mode, the
remaining display is re-configured to present PFD symbology together with the EIS Display (refer to the System
Overview for information about reversionary display mode).
Instrument types include dial gauges, horizontal and vertical bar indicators, digital readouts, slide bars, and
bar graphs. Green bands indicate normal ranges of operation; yellow and red bands indicate caution and
warning, respectively. White bands indicate areas outside of normal operation not yet in the caution or warning
ranges.
When unsafe operating conditions occur, the corresponding readouts flash to indicate cautions and warnings.
If sensory data to an instrument becomes invalid or unavailable, a red “X” is displayed across the instrument.
EIS Display
Figure 3-1 MFD (Cessna 350)
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ENGINE INDICATION SYSTEM
3.1 EIS DISPLAY
NOTE: For engine speeds less than 500 rpm, no warning occurs for manifold pressure, oil pressure, oil
temperature, Cylinder Head Temperature (CHT), or bus voltage outside the acceptable operating range.
1
2
3
4
5
6
7
8
9
10
3-2
Engine Manifold Pressure
Gauge (MAN IN HG)
Tachometer (RPM)
Fuel Quantity Indicator
(FUEL QTY GAL)
Fuel Flow Indicator
(FFLOW GPH)
Oil Pressure Indicator
(OIL PSI)
Oil Temperature Indicator
(OIL °F)
Exhaust Gas Temperature
Indicator (EGT °F) Cessna
350 only
Turbine Inlet Temperature
Indicator (TIT °F) Cessna
400 only
Cylinder Head Temperature
Indicator (CHT °F)
Trim Group (AILERON
TRIM, ELEV TRIM)
Displays engine power in inches of Mercury (in Hg)
Shows propeller speed in revolutions per minute (rpm)
Displays the amount of fuel in gallons (gal)
A light blue marker is displayed next to the selected fuel tank. If the
tanks become unbalanced by at least 10 gal, the marker flashes.
Displays fuel flow in gallons per hour (gph)
Oil pressure is displayed in pounds per square inch (psi)
Oil temperature is shown in degrees Fahrenheit (°F)
Shows the Exhaust Gas Temperature of the hottest cylinder (number is
shown in pointer) in degrees Fahrenheit (°F)
Displays the inlet temperature for both turbine inlets in degrees
Fahrenheit (°F); the inlet number is shown in pointer
Shows the head temperature of the hottest cylinder (number is shown
in pointer) in degrees Fahrenheit (°F)
Aileron and elevator trim are displayed on slide bars; the green portions
of the bars represent correct takeoff trim positions
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ENGINE INDICATION SYSTEM
1
2
3
4
5
6
6
7
8
9
9
10
10
Cessna 350
Cessna 400
Figure 3-2 EIS Display
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
3-3
ENGINE INDICATION SYSTEM
3.2 ENGINE PAGE
Selecting the SYSTEM Softkey on the MFD accesses the Engine Page, which displays all Engine Indication
System instruments; selecting the softkey again exits the Engine Page.
The Engine Page displays engine, fuel, fuel calculation, electrical, oxygen, and trim information using round dial
gauges, bar indicators, bar graphs, digital readouts, and slide bars. As in the EIS Display, the manifold pressure
gauge, tachometer, and trim slide bars are shown. Fuel flow and oil parameters are displayed using gauges rather
than horizontal bar indicators.
Oxygen quantity and outlet pressure are also shown on the Engine Page. The OXYGEN Softkey can be used to
turn the optional oxygen system on/off. If an oxygen system is not installed, blank gauges are displayed.
1
2
3
4
5
6
7
8
9
10
11
3-4
Oil Temperature/Pressure
Gauge
(OIL °F PSI)
Engine Manifold Pressure
Gauge
(MAN IN HG)
Tachometer
(RPM)
Fuel Calculations Group
(GAL REM, GAL USED,
ENDUR, RANGE NM)
Oxygen Quantity Gauge
(OXY QTY PSI)
Oxygen Outlet Pressure
Gauge
(OXY OUTLET PSI)
Electrical Group
(ALT AMPS, BATT AMPS,
BUS VOLTS)
Trim Group
(AILERON TRIM,
ELEV TRIM)
Engine Temperature Group
(EGT °F, CHT °F, TIT °F)
Fuel Quantity Gauges
(L/R FUEL QTY GAL)
Fuel Flow Gauge
(FFLOW GPH)
Oil temperature is shown on the left half in degrees Fahrenheit (°F) and
pressure is displayed on the right in pounds per square inch (psi)
Displays engine power in inches of Mercury (in Hg)
Shows propeller speed in revolutions per minute (rpm)
The fuel totalizer fuel remaining and used and the totalizer-based
endurance and range calculations are displayed
Oxygen amount given in terms of pressure (psi); note that gauge
increment is 100 psi
Oxygen outlet pressure in psi
Currents for the right and left alternators and batteries along with bus
voltages are displayed using vertical bar indicators and readouts
Aileron and elevator trim are displayed on slide bars.
For each cylinder, the exhaust gas and head temperatures are shown in
degrees Fahrenheit (°F). The temperature for both turbine inlets in
°F is also shown.
Gauges display the amount of fuel in gallons (gal)
The light blue indicator light for the selected tank flashes if tanks become
unbalanced by at least 10 gal
Displays fuel flow in gallons per hour (gph)
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
ENGINE INDICATION SYSTEM
4
3
2
1
5
11
6
10
7
9
8
Carbon
Monoxide
Warning
Figure 3-3 Engine Page (Cessna 350)
1
2
3
4
5
11
6
10
7
9
8
Figure 3-4 Engine Page (Cessna 400)
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
3-5
ENGINE INDICATION SYSTEM
CARBON MONOXIDE DETECTION
If carbon monoxide (CO) in the cabin becomes too high (exceeds 50 ppm), a flashing red annunciation and
the current level of CO in parts per million (ppm) are displayed in the lower right corner of the Engine Page.
Figure 3-5 Carbon Monoxide Warning
When a warning is generated, the CO RST Softkey becomes available to reset the CO Guardian and
acknowledge the alert. A warning annunciation is also displayed on the PFD in the Annunciations Window
along with an aural warning (refer to the aircraft-specific alerts in Appendix A).
FUEL CALCULATIONS GROUP
NOTE: Fuel calculations do not use the aircraft fuel quantity indicators and are calculated from the last time
the fuel was reset.
Fuel used (GAL USED), endurance (ENDUR), and range (RANGE NM) are all calculated based on the
displayed fuel remaining (GAL REM) and the fuel flow totalizer. The fuel remaining can be adjusted using the
following softkeys:
• DEC FUEL – Decreases totalizer-based fuel remaining in one-gallon increments
• INC FUEL – Increases totalizer-based fuel remaining in one-gallon increments
• RST FUEL – Resets totalizer-based fuel remaining to the aircraft’s fuel capacity (98 gal usable) and sets the
GAL USED display to zero
Endurance
Calculation
Fuel
Remaining
Fuel Used
Calculation
Range
Calculation
Figure 3-6 Fuel Calculations Group
3-6
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
ENGINE INDICATION SYSTEM
ENGINE TEMPERATURE GROUP
The temperature group displays the Cylinder Head Temperature (CHT) and Exhaust Gas Temperature (EGT)
in degrees Fahrenheit for each cylinder using bar graphs and digital readouts. For the Cessna 400, Turbine Inlet
Temperature (TIT) is shown on a sliding bar scale.
The following softkeys can be used to modify the display of engine temperature information:
• DCLTR – Removes/displays the EGT and CHT readouts from the display
• ASSIST – Accesses the Engine Leaning Assist Mode (see Section 3.3)
Turbine Inlet
Temperature
Cylinder Head
Temperature
Exhaust Gas
Temperature
Figure 3-7 Engine Temperature Group (Cessna 400)
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
3-7
ENGINE INDICATION SYSTEM
3.3 ENGINE LEANING ASSIST MODE
NOTE: Consult the Cessna 350/400 Aircraft Flight Manual (AFM) for leaning procedures.
From the Engine Page, the Engine Leaning Assist Mode may be accessed by selecting the ASSIST Softkey.
Selecting the ASSIST Softkey again returns the MFD to the Engine Page. Use the SYSTEM Softkey to exit the
Engine Page.
While in Assist Mode, the EIS Display is shown along with the Fuel Flow Gauge and an expanded Engine
Temperature Group.
CESSNA 350
When the ASSIST Softkey is selected, the system initially highlights the number and EGT readout of the
cylinder with the hottest EGT.
Fuel Flow Gauge
EIS Display
EGT Deviation
from Peak
Figure 3-8 Engine Leaning Assist Mode (Cessna 350)
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
ENGINE INDICATION SYSTEM
When the first peak is detected, the cylinder numbers disappear, “1st” is annunciated in light blue below that
cylinder’s EGT bar, the temperature is marked in light blue on the graph, and the EGT readout is outlined.
Temperature Deviation from Peak
(First Cylinder)
Light Blue Bar
Represents Peak
Indicates First
Cylinder to Peak
Figure 3-9 Assist Mode - First Peaked Cylinder (Cessna 350)
The system continues to detect peak EGTs for each cylinder as the fuel flow is decreased and the peak of
each cylinder’s EGT is indicated by a light blue marker. The last cylinder to peak is denoted by the “Last”
annunciation below its bar on the graph and the EGT readout is outlined in light blue.
Temperature Deviation from Peak
(Last Cylinder)
Indicates Last
Cylinder to Peak
Figure 3-10 Assist Mode - Last Peaked Cylinder (Cessna 350)
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
3-9
ENGINE INDICATION SYSTEM
CESSNA 400
Once the ASSIST Softkey is selected, the peak of each TIT is indicated by a light blue bar which moves and
remains at the peak Turbine Inlet Temperature.
Peak TIT
Lean or Rich
From Peak
TIT Deviation
from Peak
Figure 3-11 Engine Leaning Assist Mode (Cessna 400)
3-10
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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 350/400 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)
• MFD/PFD Control Unit
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).
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
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, NAV/COM Frequency Tuning Boxes, and Nearest Window (PFD Shown)
4-2
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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
Nearest Airports Window – Display by selecting NRST Softkey.
10
ENT Key – Validates or confirms an Auto-tune selection.
11
FMS Knob – Flight Management System Knob, used to enter transponder codes and select Auto-tune
entries when 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.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
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 350/400 aircraft.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
AUDIO PANEL AND CNS
6
COM3 – Not used in Cessna 350/400 aircraft.
7
COM 1/2 – Split COM Key. Allows simultaneous transmission on COM1 and COM2 by the pilot and copilot.
8
TEL – Not used in Cessna 350/400 aircraft.
9
PA – Selects the passenger address system. The selected COM transmitter is deselected when the PA Key
is pressed.
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 – Not used in Cessna 350/400 aircraft.
14
NAV1 – When selected, audio from the #1 NAV receiver can be heard.
15
ADF – Not used in Cessna 350/400 aircraft.
16
NAV2 – When selected, audio from the #2 NAV receiver can be heard.
17
AUX – Not used in Cessna 350/400 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 will be 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.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
4-5
AUDIO PANEL AND CNS
MFD/PFD CONTROL UNIT
The MFD/PFD Control Unit is a pedestal-mounted interface allowing MFD/PFD operation, data entry, COM
and NAV tuning, and transponder control. Many procedures can be performed using the MFD/PFD Control
Unit rather than the MFD or PFD display bezel controls. Annunciators above the PFD, MFD, NAV, and COM
keys are illuminated when their respective control modes are selected. The unit is in MFD control mode by
default on system power-up.
COM and NAV radio tuning can be accomplished in either MFD or PFD control mode. The appropriate
frequency box on the selected display is outlined by a light blue selection box, which flashes for a few seconds to
indicate control unit activity. Selection of a different display control or radio tuning mode results in cancelation
of the previous radio tuning mode.
1
13
12
11
10
9
2
8
3
7
6
5
4
Figure 4-3 MFD/PFD Control Unit
Tuning Selection
Box
Figure 4-4 Frequency Tuning with the MFD/PFD Control Unit
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
AUDIO PANEL AND CNS
1
MENU Key – Displays a list of options for accessing additional features or making setting changes.
2
Alphanumeric Keys – Allows data entry (rather than using the FMS Knob to select characters/
numbers).
3
BKSP Key – Moves cursor back one character space and removes last character entered.
4
ENT Key – Validates or confirms a menu selection or data entry.
5
CLR Key – Erases information, cancels entries, or removes menus.
6
SEL Key – Arrows move light blue Softkey Selection Box on selected display. Press the center to activate
the selected softkey
7
Decimal Key – Enters a decimal point.
8
NAV Key – Selects NAV radio tuning mode on the MFD/PFD Control Unit. The NAV tuning box is
outlined with a light blue selection line when the NAV frequency is active on the control unit.
9
COM Key – Selects COM radio tuning mode on the MFD/PFD Control Unit. The COM tuning box is
outlined with a light blue selection line when the COM frequency is active on the control unit.
10
Frequency Transfer Key (EMERG) – Transfers the standby and active COM or NAV frequencies. Press
and hold for two seconds to tune the emergency frequency (121.500 MHz) automatically into the COM
active frequency field.
11
PFD Key – When selected, the MFD/PFD Control Unit is used to access PFD functions.
12
MFD Key – When selected, the MFD/PFD Control Unit is used to access MFD functions (default control
mode).
13
FMS/NAV-COM Knob – NAV/COM Tuning Modes: Acts as the NAV or COM Knob. MFD/PFD Control
Modes: Acts as the FMS Knob.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
4-7
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).
Frequencies in the standby field are displayed in either white or gray. The standby frequency in the tuning
box is white. The other standby frequency is gray.
Active
Fields
Standby
Fields
Top Section of
the Audio Panel
Tuning Box
COM2 Radio is Selected
on the Audio Panel
Figure 4-5 Selecting a COM Radio for Transmit
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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.
Transmit and
Receive Indicators
Annunciator
Flashes During
Transmission
Figure 4-6 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 4-7 COM Frequency Tuning
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
4-9
AUDIO PANEL AND CNS
Manual frequency tuning from the MFD/PFD Control Unit
1) Press the COM Key to select the COM frequency box.
2) Turn the NAV/COM Knob to tune the desired frequency in the COM Tuning Box (large knob for MHz; small knob
for kHz).
3) Press the Frequency Transfer Key to transfer the frequency to the active field.
Second, Turn the NAV/COM Knob
to Enter a Frequency into the
COM Standby Frequency Field
Third, Press the Frequency
Transfer Key to Move the
Frequency to the Active Field.
First, Press the COM Key to
Place the Tuning Selection
Box on the COM frequencies
Figure 4-8 Frequency Tuning from the MFD/PFD Control Unit
4-10
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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 4-9 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 4-10 Quickly Tuning 121.500 MHz
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
4-11
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) Select 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 4-11 Nearest Airports Window (PFD)
4-12
Garmin G1000 Pilot’s Guide for the Cessna 350/400
Select the
NRST Softkey
to Open
the Nearest
Airports
Window
190-00552-01 Rev. D
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 4-12, 4-13, and 4-14).
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 4-14).
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 4-12 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 4-13 Nearest Pages Menus
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4-13
AUDIO PANEL AND CNS
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.
Figure 4-14 WPT – Airport Information Page
4-14
Garmin G1000 Pilot’s Guide for the Cessna 350/400
Select INFO Softkey for
AIRPORT, RUNWAYS,
and FREQUENCIES
Windows
190-00552-01 Rev. D
AUDIO PANEL AND CNS
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 4-15 NRST – Nearest Airspaces, NRST – Nearest Airports, and NRST – Nearest Frequencies Pages
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
4-15
AUDIO PANEL AND CNS
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 4-16 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 4-17 AUX – System Setup Page
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
AUDIO PANEL AND CNS
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 4-18 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 4-19 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 selecting the CDI Softkey located on the PFD. The active NAV
frequency selected for navigation is displayed in green. Selecting the CDI Softkey once selects NAV1 as the
navigation radio. Selecting the CDI Softkey twice selects NAV2 as the navigation radio. Selecting the CDI
Softkey a third time activates GPS mode. Selecting 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 Selecting
the CDI Softkey
Figure 4-20 Selecting a NAV Radio for Navigation
See the Flight Instruments Section for selecting the Bearing Information windows and using VOR 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 or NAV2 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 4-21 Selecting a NAV Radio Receiver
NAV RECEIVER MANUAL TUNING
The NAV frequency controls and frequency boxes are on the left side of the PFD and MFD.
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 4-22 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 4-23 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 4-24 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
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Figure 4-25 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 4-26, 4-27, and 4-28).
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) Select the FREQ Softkey to place the cursor on the NAV frequency (Figure 4-28).
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 4-26 NAV Frequency Auto-Tuning from the MFD
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AUDIO PANEL AND CNS
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 4-27 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.
Select the VOR
Softkey to Place
the Cursor on the
VOR Identifier
Select the FREQ
Softkey to Place
the Cursor on the
VOR Frequency
Figure 4-28 Loading the NAV Frequency from the NRST – Nearest VOR Page
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AUDIO PANEL AND CNS
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 4-29 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 GPS Navigation 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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AUDIO PANEL AND CNS
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 4-30 Marker Beacon Annunciations on the PFD
Figure 4-31 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 4-30). 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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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 selected, 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. Selecting the numbered softkeys in sequence enters
the transponder code. If an error is made, selecting the BKSP Softkey moves the code selection cursor to the
previous digit. Selecting the BKSP Softkey again moves the cursor to the next previous digit.
Selecting the BACK Softkey during code selection reverts to the Mode Selection Softkeys. Selecting 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 or MFD/PFD Control Unit. Code entry must
be completed with either the softkeys or the FMS Knob, but not a combination of both.
Selecting 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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AUDIO PANEL AND CNS
STBY
ON
ALT
GND
VFR
XPDR
IDENT
CODE
IDENT
BACK
ALERTS
Selecting the IDENT or BACK Softkey
returns to the top-level softkeys.
0
1
2
3
4
5
6
7
IDENT
BKSP
BACK
ALERTS
Selecting the IDENT Softkey returns to the top-level softkeys.
Selecting the BACK Softkey returns to the mode selection softkeys.
Figure 4-32 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 selecting the XPDR Softkey.
Selecting a transponder mode:
1) Select the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Select 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 selecting 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 selecting the GND Softkey.
GND
Mode
Figure 4-33 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 selecting 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 4-34 Standby Mode
MANUAL ON MODE
ON Mode can be selected at any time by selecting 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 4-35 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 selecting 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 4-36 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 4-37 Reply Indication
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ENTERING A TRANSPONDER CODE
Entering a transponder code with softkeys:
1) Select the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Select the CODE Softkey to display the Transponder Code Selection Softkeys, for digit entry.
3) Select the digit softkeys to enter the code in the code field. When entering the code, the next softkey in sequence
must be selected within 10 seconds, or the entry is cancelled and restored to the previous code. Selecting 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 4-38 Entering a Code
Entering a transponder code with the PFD FMS Knob:
1) Select 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 4-39 Entering a Code with the FMS Knob
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VFR CODE
The VFR code can be entered either manually or by selecting the XPDR Softkey, then the VFR Softkey.
When the VFR Softkey is selected, the pre-programmed VFR code is automatically displayed in the code field
of the Transponder Data Box. Selecting 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 4-40 VFR Code
IDENT FUNCTION
NOTE: In Standby Mode, the IDENT Softkey is inoperative.
Selecting 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 selected, 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 selected while in Mode or Code Selection, the system reverts to the top-level
softkeys.
IDNT
Indication
Select the
IDENT Softkey
to Initiate the
ID Function
Figure 4-41 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) Select 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 4-42 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 4-43 Passenger Address and Speaker Keys
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INTERCOM
The Audio Panel includes a six-position intercom system (ICS) and two stereo music inputs for the pilot,
copilot and up to four passengers. The intercom provides Pilot and Copilot isolation from the passengers and
aircraft radios.
Figure 4-44 Intercom Controls
PILOT KEY
Annunciator
COPLT KEY
Annunciator
Pilot Hears
Copilot Hears
Passenger Hears
OFF
OFF
Selected radios, aural
alerts, pilot, copilot,
passengers, MUSIC 1
Selected radios, aural
alerts, pilot, copilot,
passengers, MUSIC 1
Selected radios, aural alerts,
pilot, copilot, passengers,
MUSIC 2
ON
OFF
Selected radios, aural
alerts, pilot
Copilot,
passengers,
MUSIC 1
Copilot,
passengers,
MUSIC 2
OFF
ON
Selected radios,
aural alerts, pilot;
passengers, MUSIC 1
Copilot
Selected radios, aural alerts,
pilot, passengers,
MUSIC 2
ON
ON
Selected radios, aural
alerts, pilot, copilot
Selected radios, aural
alerts, pilot, copilot
Passengers;
MUSIC 2
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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AUDIO PANEL AND CNS
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 4-45 Volume/Squelch Control
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PASSENGER ADDRESS (PA) SYSTEM
A passenger address system is available for delivering voice messages over the cabin speaker. 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 4-46 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
Play Function
Figure 4-47 Marker Mute and Play Keys
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SPLIT COM
NOTE: Split COM performance is affected by the distance between the COM antennas and the separation
of the tuned frequencies. If the selected COM1 and COM2 frequencies are too close together, interference
may be heard during transmission on the other radio.
During Split COM operation, both the pilot and the copilot can transmit simultaneously over separate radios.
The pilot can still monitor NAV1, NAV2, ADF, DME, and MKR Audio as selected, but the copilot is only able
to monitor COM2.
Pressing the COM 1/2 Key selects Split COM operation. The COM 1/2 Annunciator is illuminated indicating
Split COM operation. Split COM operation is cancelled by pressing the COM 1/2 Key again, at which time the
annunciator is extinguished.
When Split COM operation is selected, COM1 is used by the pilot and COM2 is used by the copilot. The
COM1 MIC Annunciator flashes when the pilot’s microphone PTT is pressed. The COM2 MIC Annunciator
flashes when the copilot’s microphone PTT is pressed.
COM1 Radio is Used
by the Pilot
COM2 Radio is Used
by the Copilot
Figure 4-48 Split COM Operation
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ENTERTAINMENT INPUTS
NOTE: MUSIC 1 and MUSIC 2 inputs cannot be completely turned off. Audio level for MUSIC 1 and MUSIC 2
can be adjusted by a Garmin-authorized service center.
The Audio Panel provides two stereo auxiliary entertainment inputs: MUSIC 1 and MUSIC 2. These inputs
are compatible with popular portable entertainment devices such as MP3 and CD players. Two 3.5-mm
stereo phone jacks are installed in convenient locations for audio connection. The headphone outputs of the
entertainment devices are plugged into the MUSIC 1 or MUSIC 2 jacks.
The current ICS state of isolation affects the distribution of the entertainment input MUSIC 1 (see
Table 4-1).
MUSIC 1
MUSIC 1 can be heard by the pilot and copilot when both the PILOT and the COPLT Annunciators are
extinguished. MUSIC 1 can also be heard by the pilot when the COPLT Annunciator is illuminated and by
the copilot when the PILOT Annunciator is illuminated.
MUSIC 1 MUTING
MUSIC 1 muting occurs when aircraft radio or marker beacon activity is heard. MUSIC 1 is always soft
muted when an interruption occurs from these sources. Soft muting is the gradual return of MUSIC 1 to
its original volume level. The time required for MUSIC 1 volume to return to normal is between one-half
and four seconds.
MUSIC 1 MUTING ENABLE/DISABLE
Pressing and holding the MKR/MUTE Key for three seconds switches MUSIC 1 muting on and off. When
switching, either one or two beeps are heard; one beep indicates that music muting is enabled, two beeps
indicate music muting is disabled. MUSIC 1 muting is reset (enabled) during power up.
MUSIC 2
MUSIC 2 can be heard only by the passengers and is never muted.
XM RADIO ENTERTAINMENT (OPTIONAL)
XM Radio 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.
Connecting a stereo input to either MUSIC 1 or MUSIC 2 jacks removes the XM Radio Audio from that input.
For example, if passengers prefer their own music while the pilot listens to the XM Radio, the entertainment
audio should be connected to the MUSIC 2 jack.
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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 will 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 4-49 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 will set 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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AUDIO PANEL AND CNS
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 4-50 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 4-51 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 will not be available on the speaker.
REVERSIONARY MODE
The red DISPLAY BACKUP Button selects Reversionary Mode for both displays. Reversionary Mode
operation displays flight and engine information on both the PFD and MFD, in case of display failure.
See the System Overview Section for more information on the DISPLAY BACKUP Button.
Figure 4-52 Display Backup Button
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GPS NAVIGATION
SECTION 5 GPS NAVIGATION
5.1 INTRODUCTION
The G1000 is an integrated flight, engine, communication, navigation and surveillance system. This section of
the Pilot’s Guide explains GPS navigation 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 selecting 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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GPS NAVIGATION
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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GPS NAVIGATION
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
Left Procedure Turn
Right Holding Pattern
• Minimum Safe Altitude (MSA)
• True Air Speed (TAS)
• 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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GPS NAVIGATION
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. Sekecting 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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GPS NAVIGATION
• 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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) Select the MAP Softkey (the INSET Softkey for the PFD Inset Map).
2) Select the TOPO Softkey.
3) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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 Additional Features
N/A
Table 5-2 Aviation Symbol Information
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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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:
Select 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) Select the INSET Softkey.
2) Select the DCLTR Softkey. The current declutter level is shown. With each selection, another level of map
information is removed.
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GPS NAVIGATION
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
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
Airways
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
Table 5-3 Navigation Map Items Displayed by Declutter Level
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GPS NAVIGATION
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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GPS NAVIGATION
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) Select the MAP Softkey.
2) Select the AIRWAYS Softkey. Both High and Low Altitude Airways are displayed.
3) Select the AIRWY ON Softkey to display the Low Altitude Airways only.
4) Select the AIRWY LO Softkey to display the High Altitude Airways only.
5) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
Nearest Airports
- ID/Type
- Bearing/Distance
Airport Information
- Facility/City/Elevation
Nearest Airport
Runway Information
- Designation/Surface
- Length/Width
Navigation Map
Showing Nearest
Airport
COM/NAV Freq. Info.
- 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) Select 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) Select 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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GPS NAVIGATION
Viewing runway information for a specific airport:
1) With the Nearest Airports Page displayed, select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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) Select 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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GPS NAVIGATION
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. Select 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) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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 1
Airspace/Agency Info
- 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) Select 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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Selecting 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 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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GPS NAVIGATION
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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GPS NAVIGATION
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 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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GPS NAVIGATION
Any NRST, RECENT, or AIRWAY waypoint 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 flight plan waypoints (the FPL list is populated
only when navigating a flight plan).
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
Turn Anticipation Arc
- Active Vertical WPT Alt/ID
- Vertical Speed Target
- Flight Path Angle
- Vertical Speed Target
- Time to Top of Descent
- Vertical Deviation
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) Select 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) Select 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) Select 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 select 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
KMCI
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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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
Approaches Available
at KCOS
Preview of
Selected
Approach
Approach Waypoint
Sequence
Figure 5-69 Approach Loading Page - Selecting the Approach
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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select 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) Select the VIEW Softkey to display the CUM and LEG-LEG Softkeys.
3) Select the CUM Softkey to view cumulative waypoint distance, or select the LEG-LEG Softkey to view leg-to-leg
waypoint distance.
4) Select 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) Select the VIEW Softkey to display the WIDE and NARROW Softkeys.
3) Select the WIDE Softkey to display the wide view, or select the NARROW Softkey to display the narrow view.
4) Select 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) Select 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) Select 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 Indicator (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.
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4) Press the ENT Key. Vertical guidance begins to the altitude constraint for the selected waypoint.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) Select 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 arrival and approach procedures are “auto-designated”. This means the system
automatically uses the altitudes loaded with the arrival or 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), select 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) Select 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), select 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) Select 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), select 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) Select 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) Select 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) Select 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:
Select 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:
Select 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) Select 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) Select 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 the WAAS capable GPS system while the
G1000 provides vertical guidance through descents. A lateral flight plan (LNAV) 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 5-102. 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) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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.
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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GPS NAVIGATION
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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5-121
GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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) Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
Figure 5-131 Approaching PYNON
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5-129
GPS NAVIGATION
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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GPS NAVIGATION
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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5-131
GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
25) Upon reaching the MAP, it is decided to execute a missed approach. Automatic waypoint sequencing is
suspended past the MAP. Select 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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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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GPS NAVIGATION
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HAZARD AVOIDANCE
SECTION 6 HAZARD AVOIDANCE
The G1000 hazard avoidance features are designed to provide advisory information of potential hazards to flight
safety associated with weather, terrain, and air traffic.
This section is divided into the following groups:
Weather
• GDL 69/69A XM® Satellite Weather
Terrain Avoidance
• TAWS (Terrain Awareness Warning System - TSO-C151b certified)
Traffic
• TIS (Traffic Information Service)
• Ryan 9900BX Traffic Advisory System (Optional)
Determine what type of traffic system is installed by looking at the Traffic Page softkeys.
Figure 6-1 Traffic Softkeys
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6-1
HAZARD AVOIDANCE
6.1 XM SATELLITE WEATHER (OPTIONAL)
NOTE: XM Satellite Weather data provides information for avoiding hazardous weather. It is not meant for
use 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. Refer to the Additional Features Section for information about XM Radio Entertainment.
ACTIVATING XM SATELLITE 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
• 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 the 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 next-to-last page in the AUX page group.
3) Select the INFO Softkey to display the XM Information Page.
4) Verify that the desired services are activated.
5) Select the LOCK Softkey to lock subscription information.
6) Turn the large FMS Knob to highlight YES.
7) To complete activation, press the ENT Key.
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Audio Radio
ID (for XM
Satellite Radio)
Data Radio
ID (for XM
Weather)
Weather Products
(Available Products
for Service Class
Indicated in Green)
INFO Softkey
Displays XM
Information Page
Figure 6-2 XM Information Page
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
LOCK Softkey
is Used to Save
Activation Data
During Initial Setup
6-3
HAZARD AVOIDANCE
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
and Legend
NEXRAD
Weather Product
Display Enabled
Figure 6-3 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. 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, 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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HAZARD AVOIDANCE
This table 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 refreshed at intervals that are defined and controlled by XM Satellite Radio
and its data vendors.
Expiration Time
(Minutes)
30
Refresh Rate
(Minutes)
5
Cloud Top (CLD TOP)
60
15
Echo Top (ECHO TOP)
30
7.5
XM Lightning (LTNG)
30
5
Cell Movement (CELL MOV)
30
1.25
SIGMETs/AIRMETs (SIG/AIR)
60
12
METARs
90
12
City Forecast (CITY)
90
12
Surface Analysis (SFC)
60
12
Freezing Levels (FRZ LVL)
60
12
Winds Aloft (WIND)
60
12
County Warnings (COUNTY)
60
5
Cyclone Warnings (CYCLONE)
60
12
30
60
60
5
12
12
Weather Product
Symbol
NEXRAD
Radar Coverage
TFRs
TAFs
No product image
No product image
No product image
Table 6-1 Weather Product Symbols and Data Timing
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HAZARD AVOIDANCE
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
This table 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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HAZARD AVOIDANCE
WEATHER SOFTKEYS ON THE WEATHER DATA LINK PAGE
Softkeys control the display of weather information on most MFD pages and the PFD Inset Map (The figure
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
SFC OFF
FRZ LVL
LTNG
CELL MOV
SIG/AIR
METAR
WIND OFF COUNTY CYCLONE
SFC Softkey label changes
to reflect current selection.
LEGEND MORE WX CHKLIST
LEGEND
Select the BACK Softkey to
return to the top-level softkeys.
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 6-4 Weather 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 with the FMS Knob.
2) Press the MENU Key.
3) With Weather Setup highlighted, press the ENT Key (Figure 6-5).
4) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-6).
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 6-5 Weather Data Link Page Menu
Figure 6-6 Weather Data Link Page Setup Menu
Restoring default Weather Data Link Page settings:
1) Select the Weather Data Link Page with the FMS Knob.
2) Press the MENU Key.
3) With Weather Setup highlighted, press the ENT Key.
4) Press the MENU Key.
5) Highlight the desired default(s) to restore (all or for selection) and press ENT Key.
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Maps 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 6-7).
4) Turn the small FMS Knob to select the Weather Group and press the ENT Key (Figure 6-8).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-9).
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 6-7 Navigation Map Page Menu
Figure 6-8 Navigation Map Page Setup Menu
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Each active weather product has an associated legend which can be displayed on the Weather Data Link Page.
Weather product legends are not interchangeable.
Viewing legends for displayed weather products
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the LEGEND Softkey to display the legends for the displayed weather products.
Or:
1) Press the MENU Key.
2) 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, select 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 Joystick. The map range is adjusted by turning the
Joystick. 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
Tornado Warning
Selected With
Map Pointer
Figure 6-10 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 for 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. Instead, use it in an early-warning capacity of predeparture and enroute evaluation.
Figure 6-11 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) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey). This step is not necessary on the
Weather Data Link Page.
2) Select 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, select the LEGEND Softkey when NEXRAD is selected for display.
No Radar
Coverage
Figure 6-12 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.
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REFLECTIVITY
Reflectivity is the amount of transmitted power returned to the radar receiver. Colors on the NEXRAD
display directly correlate 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.
NEXRAD LIMITATIONS
NEXRAD radar images may have certain limitations:
• NEXRAD base reflectivity does not provide sufficient information to determine cloud layers or precipitation
characteristics. 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.
Each block
covers an Area
of 4 sq. km
Figure 6-13 NEXRAD Data - Zoomed
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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
ECHO TOPS
NOTE: Display of Echo Tops is mutually exclusive with Cloud Tops and NEXRAD.
Echo Tops data 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
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Displaying Echo Tops information:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the ECHO TOPS Softkey.
To display the Echo Tops legend, select 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
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.
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CLOUD TOPS
NOTE: Cloud Tops and Echo Tops cannot be displayed at the same time.
Cloud Tops data 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 with the FMS Knob.
2) Select the CLOUD TOPS Softkey.
To display the Cloud Tops legend, select 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
Lightning data 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) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey). This step is not necessary on the
Weather Data Link Page.
2) Select the XM LTNG Softkey (LTNG Softkey on the Weather Data Link Page).
To display the XM Lightning legend on the Weather Data Link Page, select the LEGEND Softkey when XM
Lightning is selected for display.
Figure 6-19 Lightning Legend
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CELL MOVEMENT
Cell Movement data 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) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey). This step is not necessary on the
Weather Data Link Page.
2) Select 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, select 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.
SIGMET
Mountain
Obscuration
SIGMET
Icing
SIGMET:
Turbulence
Figure 6-22 SIGMET/AIRMET Data
Displaying SIGMETs and AIRMETs:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the SIG/AIR Softkey.
3) To view the text of the SIGMET or AIRMET, press the Joystick and move the Map Pointer over the icon.
4) Press the ENT key. Figure 6-23 shows a sample of SIGMET text.
To display the SIGMET and AIRMET legend, select the LEGEND Softkey when SIGMETs and AIRMETs
are selected for display.
Sample SIGMET Text
SIGMET/AIRMET Legend
Figure 6-23 SIGMET/AIRMET Text and Legend
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METARS AND TAFS
NOTE: Atmospheric pressure reported for METARs is given in hectopascals (hPa), except 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 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 6-24 METAR Flags on the Weather Data Link Page
TAF (Terminal Area Forecast) 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, select the METAR Softkey.
2) Press the Joystick 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 is placed ahead of
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. (The first rectangular page in the Waypoint Page Group.)
2) Select the WX Softkey to select the Weather Information Page.
3) Press the FMS Knob to display the cursor.
4) Using the FMS Knob, enter the desired airport and press the ENT Key.
5) Scroll through the METAR and TAF text with the FMS Knob or the ENT Key. Scroll through all of the METAR
text to get to the TAF text.
METAR
Text
METAR
Symbol
TAF
Text
Figure 6-25 METAR with Text
To display the METAR legend on the Weather Data Link Page, select the LEGEND Softkey when METARs
are selected for display.
Figure 6-26 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 6-27 Surface Analysis Data - 36-Hour
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Displaying Surface Analysis and City Forecast information:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the MORE WX Softkey.
3) Select the SFC Softkey.
4) Select the 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, select the LEGEND Softkey when Surface
Analysis and City Forecast are selected for display.
Figure 6-28 Surface Analysis Legend
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FREEZING LEVEL
Freezing Level data shows the color-coded contour lines for the altitude and location at which the first
isotherm is found. 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 6-29 Freeze Level Data
Displaying Freezing Level information:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the MORE WX Softkey.
3) Select the FRZ LVL Softkey.
To display the Freezing Level legend, select the LEGEND Softkey when Freezing Level data is selected to
be displayed.
Figure 6-30 Freezing Level Legend
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WINDS ALOFT
Winds Aloft data shows the forecast wind speed and direction at the surface and at selected altitudes.
Altitude can be displayed in 3000-foot increments up to 42,000 feet MSL.
Displaying Winds Aloft data:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the MORE WX Softkey.
3) Select the WIND Softkey.
4) Select the desired altitude level: SFC (surface) up to 42,000 feet. Select the NEXT or PREV Softkey to cycle
through the altitude softkeys. The WIND Softkey label changes to reflect the altitude selected.
Figure 6-31 Winds Aloft at 27,000 Feet
To display the Winds Aloft legend, select the LEGEND Softkey when Winds Aloft is selected for
display.
Figure 6-32 Winds Aloft Data with Legend
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COUNTY WARNINGS
County data 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.
Flood
Warnings
Figure 6-33 County Flood Warnings
Displaying County Warning information:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the MORE WX Softkey.
3) Select the COUNTY Softkey.
To display the County Warnings legend, select the LEGEND Softkey when County Warnings are selected
to be displayed.
Figure 6-34 County Warnings Legend
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CYCLONE
The Cyclone weather product shows the current location of cyclones (hurricanes) and their projected
tracks.
Figure 6-35 Cyclone Data Selected for Display
Displaying cyclone (hurricane) track information:
1) Select the Weather Data Link Page with the FMS Knob.
2) Select the MORE WX Softkey.
3) Select the CYCLONE Softkey.
To display the Cyclone legend, select the LEGEND Softkey when Cyclones are selected to be displayed.
Figure 6-36 Cyclone Legend
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6.2 TERRAIN AWARENESS & WARNING SYSTEM (TAWS)
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.
The Terrain Awareness and Warning System (TAWS) 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.
Terrain information should be used as an aid to situational awareness. Never use this information for navigation
or to maneuver to avoid obstacles.
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 are given relative to aircraft altitude. Colors are adjusted automatically as
the aircraft altitude changes. The colors and symbols shown in the figure and table below are used to represent
terrain, obstacles, and potential impact points.
Potential Impact Point
Terrain above or
within 100 ft
below the aircraft
altitude
Projected Flight Path
100 ft Threshold
Unlighted Obstacle
1000 ft
Terrain between 100 ft and 1000 ft below the
aircraft altitude
Terrain more than 1000 ft below the aircraft altitude
Figure 6-37 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 6-3 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) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey).
2) Select 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 is shown.
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 other than 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 6-38).
4) Turn the small FMS Knob to select the Map Group and press the ENT Key (Figure 6-39).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-40).
• 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 6-38 Navigation Map Page Menu
Figure 6-39 Navigation Map Page Setup Menu
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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 Joystick 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 the last rectangular page icon.
3) To change the view;
a) Select the VIEW Softkey.
b) Select the 360 or ARC Softkey to select the desired view.
Or:
1) Press the MENU Key.
2) Select View 120º or View 360º, 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, 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)
Map Range
Yellow Terrain
(Caution - Terrain
Between 100’ and
1000’ Below the
Aircraft Altitude)
Black Terrain (No
Danger - Terrain
More than
1000’ Below the
Aircraft Altitude)
Terrain Legend
Figure 6-41 TAWS Page, 360º View
Red Terrain
(Warning - Terrain
Above or Within
100’ Below the
Aircraft Altitude)
Map Range
Black Terrain
(Terrain More
than 1000’
Below the
Aircraft Altitude)
Yellow Terrain
(Caution - Terrain
Between 100’ and
1000’ Below the
Aircraft Altitude)
Terrain Legend
Figure 6-42 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 6-4 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
Figure 6-43 Alert Annunciation on the PFD
Figure 6-44 Alert Pop-up on the MFD
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HAZARD AVOIDANCE
Potential
Impact Point
Alert
Annunciation
Figure 6-45 TAWS PULL UP Alert Annunciation on the MFD
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TAWS INHIBIT
PDA and FLTA aural and visual alerts can be manually inhibited. Use caution when inhibiting TAWS as the
system should be enabled when appropriate. When TAWS is inhibited, the alert annunciation TAWS INHB
is shown on the PFD and MFD.
Figure 6-46 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, dependending on the current state, and press the ENT Key.
Or:
Select the INHIBIT Softkey to inhibit TAWS.
If TAWS alerts are inhibited when the Final Approach Fix is the active waypoint during 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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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
or
Imminent Obstacle Impact
Warning (IOI)
or
Reduced Required Terrain
Clearance Caution (RTC)
“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
Imminent Obstacle Impact
Caution (IOI)
Negative Climb Rate Caution
(NCR)
*
or
Reduced Required Obstacle
Clearance Caution (ROC)
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull
Up”*
or
“Obstacle, Obstacle; Pull Up, Pull Up”
* “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
or
“Obstacle, Obstacle; Pull Up, Pull Up”
or
Imminent Terrain Impact Caution
(ITI)
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”
*
Reduced Required Obstacle
Clearance Warning (ROC)
“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.
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PFD/MFD Alert
Annunciation
Alert Type
MFD Pop-Up Alert
Aural Message
Table 6-4 TAWS Alerts Summary
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. The following figure shows the
parameters for the alert as defined by TSO-C151b.
6000
5500
Height Above Terrain (Feet)
5000
4500
4000
K
IN
"S
3500
T
RA
E"
3000
2500
2000
1500
"PULL UP"
1000
500
0
2000
4000
6000
8000
10000
12000
Descent Rate (FPM)
Figure 6-47 Excessive Descent Rate Alert Criteria
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FORWARD LOOKING TERRAIN AVOIDANCE
The Forward Looking Terrain Avoidance (FLTA) alert is used by TAWS and is composed of:
• REDUCED REQUIRED TERRAIN CLEARANCE AND REDUCED REQUIRED OBSTACLE CLEARANCE
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. When an RTC alert is issued, a potential impact point is displayed on the TAWS Page.
• IMMINENT TERRAIN IMPACT AND IMMINENT OBSTACLE IMPACT
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 the table.
Flight Phase
Enroute
Terminal
Approach
Departure
Minimum Clearance Altitude (ft)
Level Flight
Descending
700
500
350
300
150
100
100
100
Table 6-5 FLTA Alert Minimum Terrain and Obstacle Clearance Values
During final approach, 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.
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 will 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 6-48 PDA Alerting Threshold
FIVE-HUNDRED AURAL ALERT
The purpose of the aural alert message “Five-hundred” is to provide an advisory alert to the pilot 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.
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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)
The figure below 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 6-49 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 6-6 TAWS System Test Status Annunciations
Manually testing the TAWS System:
1) Select the TAWS Page.
2) Press the MENU Key.
3) Select Test TAWS and press the ENT Key to confirm the selection.
Figure 6-50 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 6-7 TAWS Status Annunciations
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6.3 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 when a Traffic Advisory System (TAS) is installed.
The type of traffic systems that is installed is determined by the traffic page softkeys.
Figure 6-51 TIS Traffic Softkeys
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.
TIS Symbol
Description
Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale
Table 6-8 TIS Traffic Symbols
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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 5nm 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.
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 or in a banner at the lower left corner of maps other than the Traffic Map Page on which traffic
can be displayed.
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.
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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
• VOR Information Page
Displaying traffic information (maps other than the Traffic Map Page):
1) Select the MAP Softkey (select the INSET Softkey for the PFD Inset Map).
2) Select the TRAFFIC Softkey to display traffic.
When traffic is selected on maps other than the Traffic Map Page, the traffic icon is shown to indicate the
feature is enabled for display.
Traffic
Advisory
Non-Threat
Traffic
Aircraft Symbol
Traffic Symbol &
Display Range
MAP Softkey
Figure 6-52 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 other than 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 6-53).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-54).
5) Turn the large FMS Knob or press the ENT Key to scroll though product selections (Figure 6-55).
• 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 6-53 Navigation Map Page Menu
Figure 6-54 Navigation Map Page Setup Menu
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Figure 6-55 Navigation Map Page Setup Menu, Traffic Group
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HAZARD AVOIDANCE
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 Joystick 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:
Select the OPERATE Softkey to begin displaying traffic.
Or:
1) Press the MENU Key.
2) Select Operate Mode (shown if TIS is in Standby Mode) and press the ENT Key.
Operating
Mode
Non-Threat
Traffic
“Non-Bearing” Traffic
(System is Unable to
Determine Bearing),
Aircraft Distance is
8.0 nm, 1100’ Above
and Descending
Traffic Advisory,
Off Scale Aircraft
is Out of Range,
200’ Above and
Descending
Proximity Advisory
1700’ Above
and Descending,
Moving in the
Direction of the
Vector Line
Traffic Advisory,
Aircraft is 400’
Below and
Climbing
Non-Threat
Traffic
System
Status
Display
Mutes “Traffic
Not Available”
Voice Alert
Figure 6-56 Traffic Map Page - Advisories
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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 6-57 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.
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Muting the “Traffic Not Available” voice alert:
1) Select the Traffic Map Page.
2) Select the TNA MUTE Softkey. The status is displayed in the upper left corner of the Traffic Map Page.
Or:
1) Press the MENU Key.
2) Select “Not Available” Mute On (shown if TNA muting is currently off).
3) 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*
UNAVAILABLE
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
TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
Table 6-9 TIS Failure Annunciations
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System
Test Failed
No Data
Received from
Transponder
Figure 6-58 TIS Power-up Test Failure
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 when 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 6-10 TIS Modes
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HAZARD AVOIDANCE
Switching between TIS modes:
1) Select the Traffic Map Page.
2) Select the STANDBY or OPERATE Softkey to switch between modes. The mode is displayed in the upper left
corner of the Traffic Map Page.
Or:
1) Press the MENU Key.
2) Select Operate Mode or Standby Mode whether airborne or on the ground.
3) Press the ENT Key.
The annunciations 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 ↕**
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 6-11 TIS Traffic Status Annunciations
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6.4 RYAN 9900BX TRAFFIC ADVISORY SYSTEMS (TAS) (OPTIONAL)
NOTE: TIS is disabled when Traffic Advisory System (TAS) is installed.
Refer to the Ryan 9900BX Pilot’s Guide for a detailed discussion of the Ryan 9900BX Traffic Advisory System.
The type of traffic systems that is installed is determined by the Traffic Page softkeys.
Figure 6-59 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, select the OPERATE Softkey or press the MENU Key and turn the small FMS knob to select
Operating Mode.
2) If using the FMS menu, press the ENT Key to place the 9900BX in the operating mode.
3) To switch to Standby Mode from the Traffic Page, select the STANDBY Softkey.
Displaying traffic on the Traffic Map Page:
1) Use the FMS knob to select the second rectangular page icon in the Map Page Group.
2) Select the OPERATE Softkey to begin displaying traffic. OPERATING is displayed in the Traffic mode field.
3) Select the ALT MODE Softkey to change the altitude volume.
4) Select the STANDBY Softkey to place the system in the Standby mode. STANDBY is displayed in the Traffic
mode field.
5) Turn the Joystick clockwise to display a larger area or counter-clockwise to display a smaller area.
Heading
Indicator
Traffic Mode and
Altitude Display
Mode Indicator
Traffic Display
Range
Off Scale
Traffic Advisory
Non-Threat
Traffic 4700’
Below
Proximity Traffic
500’ Above &
Climbing
Altitude Mode
Softkey
Mute Softkey
Figure 6-60 Traffic Map Page (TAS)
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 no valid heading is received.
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 9900BX-series unit is operating:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Nearest Pages
• Traffic Map Page
• Active Flight Plan Page
• VOR Information Page
Displaying traffic information (maps other than the Traffic Map Page):
1) Select the MAP Softkey (for the PFD Inset Map, select the INSET Softkey).
3) Select the TRAFFIC Softkey to display terrain and obstacle data.
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, select the MAP Softkey.
2) Select 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 6-61 TAS Traffic on Navigation Map
The Navigation Map Page Setup Menu also controls the display of traffic and 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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HAZARD AVOIDANCE
ALTITUDE DISPLAY
Changing the altitude display mode:
1) On the Traffic Page, select the ALT MODE Softkey.
2) Select one of the following Softkeys:
•
BELOW
•
NORMAL
•
ABOVE
•
UNREST (unrestricted)
3) To return to the Traffic Page, select 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) Select 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
Joystick from 2 to 40 nm, as indicated by the map range rings.
Changing the display range on the Traffic Page:
1) Turn the Joystick.
2) The following range options are available:
6-54
•
2 nm
•
2 and 6 nm
•
6 and 12 nm
•
12 and 24 nm
•
24 and 40 nm
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
HAZARD AVOIDANCE
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 6-62).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-63).
5) Turn the large FMS Knob or press the ENT Key to scroll though the selections (Figure 6-64).
• 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 6-62 Navigation Map Page Menu
Figure 6-63 Navigation Map Page Setup Menu
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Figure 6-64 Navigation Map Page Setup Menu, Traffic Group
Garmin G1000 Pilot’s Guide for the Cessna 350/400
6-55
HAZARD AVOIDANCE
TAS ALERTS
NOTE: Refer to the TAS600 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 6-65 Traffic Annunciation (PFD)
Aural traffic alerts generated by the TAS600-series, including those in progress, can be manually suspended.
If muting is turned off, the system annunciates all traffic voice alerts which were issued while the system was
muted.
Muting TAS voice alerts:
1) Select the Traffic Map Page.
2) Select the MUTE Softkey to turn muting on and off.
Or:
1) Press the MENU Key.
2) Select Mute On or Off (depending on current setting) and press the ENT Key.
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HAZARD AVOIDANCE
SYSTEM STATUS
NOTE: Refer to the TAS600 documentation for information on the self-test and operating modes.
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
Traffic Display Enabled Icon
(Other Maps)
OPERATING
TAS 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.
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
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HAZARD AVOIDANCE
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.
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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AUTOMATIC FLIGHT CONTROL SYSTEM
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
NOTE: The approved Aircraft Flight Manual (AFM) always supersedes the information in this Pilot’s Guide.
NOTE: A failure of the primary (#1) Integrated Avionics Unit (IAU) results in loss of the flight director. Any
IAU failure results in loss of the autopilot and manual electric trim.
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 (Figure 1-1) to support this
system description. GFC 700 AFCS functionality in the Cessna 350/400 aircraft is distributed across the
following Line Replaceable Units (LRUs):
• GDU 1040 Primary Flight Display (PFD)
• GSA 81 AFCS Servos (2)
• GDU 1042 Multi-Function Display (MFD)
• GTA 82 Pitch Trim Adapter (1)
• GIA 63/63W Integrated Avionics Units (2)
• GSM 85 Servo Mounts (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 and roll servos and the pitch trim adapter
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-1
AUTOMATIC FLIGHT CONTROL SYSTEM
7.1 AFCS CONTROLS
The following dedicated AFCS keys are located on the bezel of the MFD:
AP Key
2 FD Key
1
3
4
5
6
7
8
NAV Key
ALT Key
VS Key
FLC Key
HDG Key
APR Key
Engages/disengages the autopilot
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 Navigation Mode
Selects/deselects Altitude Hold Mode
Selects/deselects Vertical Speed Mode
Selects/deselects Flight Level Change Mode
Selects/deselects Heading Select Mode
Selects/deselects Approach Mode
VNV Key (WAAS Selects/deselects Vertical Navigation Mode (WAAS capable aircraft only)
only)
10 NOSE UP/
Control the mode reference in Pitch Hold, Vertical Speed, and Flight Level Change
modes
NOSE DN Keys
9
1
2
7
3
8
4
9
5
10
6
Figure 7-1 Dedicated MFD AFCS Controls
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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AUTOMATIC FLIGHT CONTROL SYSTEM
The following AFCS controls are located in the cockpit separately from the MFD:
Disengages the autopilot and interrupts pitch trim operation
AP DISC Switch
(Autopilot Disconnect) The AP DISC Switch is located on the control stick.
This switch may be used to acknowledge an autopilot disconnect alert and
mute the associated aural tone.
While pressed, allows manual control of the aircraft while the autopilot is
engaged and synchronizes the flight director’s Command Bars with the current
aircraft pitch (if not in Glideslope Mode) and roll (if in Roll Hold Mode)
CWS Button
(Control Wheel
Steering)
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 control stick.
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 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 trim switch is located on the control stick; push up/down for MET.
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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**
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
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
*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.
Table 7-1 Flight Director Activation
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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˚.
Command Bars
Aircraft Symbol
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-7
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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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 the Cessna 350/400
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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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-11
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-13
AUTOMATIC FLIGHT CONTROL SYSTEM
VERTICAL NAVIGATION MODES (VPTH, ALTV)
NOTE: VNV is disabled when parallel track or dead reckoning mode 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 GPS Navigation 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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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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 and the VNV Key annunciator (GDU 1044 only) 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 GPS Navigation 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 (RVSI) 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 GPS Navigation 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
Pushing 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
BC
GPS
Approach, LOC Capture/Track
(Glideslope Mode automatically armed)
Go Around
LOC
Captures and tracks
a localizer signal for
backcourse approaches
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
VAPP
LOC
GA
Switch
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, BC)
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 fly to the starting waypoint of the active leg.
NOTE: When making a backcourse approach, set the Selected Course to the localizer front course.
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.
Backcourse Navigation Mode is selected when the localizer front course is greater than 105° from the aircraft
heading. Backcourse Navigation Mode captures and tracks a localizer signal in the backcourse direction. The
annunciation ‘BC’ in the AFCS Status Box indicates Backcourse Navigation Mode.
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
7.5 AUTOPILOT OPERATION
NOTE: Refer to the AFM 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 7-25 Autopilot and Yaw Damper Engaged
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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 7-26 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 7-27 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 7-28 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 section provides a scenario-based set of procedures showing 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 7-29 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
G
Mo
de
3
Selected Altitude of 12,000 MSL
ALT Mode
4
KMKC
1
2
VS
e
Mod
Figure 7-30 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
9
o
255
24
Salina
VOR
(SLN)
VO
R
NA
V
Mo
de
2
HD
G
12
M
od
e,
VO
R
Ar
m
ed
15
1
21
18
Figure 7-31 Intercepting a VOR Radial
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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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.
0
33
33
3
30
0
V4
6
3
30
o
6
27
3
075
e
V Mod
PS NA
G
2
12
21
18
12
15
24
9
Hays
VOR
(HYS)
Salina
VOR
(SLN)
V 244
1
24
27
076
Mode
9
o
260
o
AV
VOR N
15
21
18
Figure 7-32 Transition to GPS Flight Plan
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-35
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 7-33 FLC Descent
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
AUTOMATIC FLIGHT CONTROL SYSTEM
Vertical Path Tracking descent to VNV Target Altitude:
1) Select coupled VNV:
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 75 feet below the flight plan’s VNV Target Altitude of 10,000
feet.
If the Selected Altitude is not at least 75 feet 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
HM
ode
3
BOD
VNAV Target Altitude of 10,000 MSL
ALT Mode
Selected Altitude (set below VNAV Target Altitude)
3 nm
OPSHN
Figure 7-34 VPTH Descent
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-37
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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AUTOMATIC FLIGHT CONTROL SYSTEM
VP
T
H
M
od
e
Planned
TOD
2
BOD
ALT Mode
1
FL
C
Selected Altitude of 9,400 MSL
VNAV Target Altitude of 10,000 MSL
Pla
nn
M
od
e
3
ed
De
sce
nt
ALT Mode
Pa
th
TOD
4
VP
VNAV Target Altitude of 9,000 MSL
TH
Mo
de
5
BOD
ALT Mode
Selected Altitude
3 nm
OPSHN
HABUK
Figure 7-35 Non-path Descent
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-39
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 7-36 ILS Approach to KCOS
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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 7-37 LPV Approach to KCOS
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-41
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.
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.
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
AUTOMATIC FLIGHT CONTROL SYSTEM
4
MOGAL
GPS NAV Mode
3
2
GA Mode
KCOS
1
Figure 7-38 Go Around/Missed Approach
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-43
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 7-39 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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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 7-40 Overspeed Annunciation
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
7-45
AUTOMATIC FLIGHT CONTROL SYSTEM
BLANK PAGE
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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
• Electronic Checklists (Optional)
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
maintenance phase checks or other events in the Alerts Window on the PFD.
Optional checklists help to quickly find the proper procedure on the ground or during flight.
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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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 inside 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.
Taxiway
Identification
Aircraft
Position
Airport Hot
Spot Outline
Airport
Features
Figure 8-1 SafeTaxi Depiction on the Navigation Map Page
DCLTR Softkey
Removes Taxiway
Markings
The DCLTR Softkey (declutter) label advances to DCLTR-1, DCLTR -2, and DCLTR-3 each time the softkey is
selected for easy recognition of decluttering level. Selecting the DCLTR Softkey removes the taxiway markings
and airport feature labels. Selecting the DCLTR-1 Softkey removes VOR station ID, the VOR symbol, and
intersection names if within the airport plan view. Selecting the DCLTR-2 Softkey removes the airport runway
layout, unless the airport in view is part of an active route structure. Selecting 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 the Cessna 350/400
190-00552-01 Rev. D
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 the Cessna 350/400
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 the Cessna 350/400
190-00552-01 Rev. D
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.
Select 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, 07S6, is deciphered as follows:
07 – Indicates the year 2007
S – Indicates the data is for SafeTaxi
6 – Indicates the sixth issue of the SafeTaxi database for the year
The SafeTaxi EFFECTIVE date 25–OCT–07 is the beginning date for the current database cycle. SafeTaxi
EXPIRES date 20–DEC–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 the Cessna 350/400
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 the Cessna 350/400
190-00552-01 Rev. D
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, selecting 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.
Selecting the GO BACK Softkey reverts to the top level softkeys and previous page.
Selecting 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
Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.
ALL
HEADER
PLAN
PROFILE
MINIMUMS FIT WDTH FULL SCN
BACK
Selecting 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 the Cessna 350/400
8-7
ADDITIONAL FEATURES
TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, select 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
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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 selecting 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, selecting the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown will be 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 will appear. If Airport Information pages are unavailable, the Approach Chart for the
airport is shown.
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8-9
ADDITIONAL FEATURES
Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, select the SHW CHRT
Softkey. The airport diagram or approach chart will be 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. (Select 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 will not be shown.
The Aircraft Not Shown Icon may appear at certain times, even if the chart is displayed to scale.
8-10
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
ADDITIONAL FEATURES
Selecting 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 Colorado Springs, CO (KCOS)
Airport Diagram and the navigation map on the WPT – Airport Information page.
Select CHRT Softkey
to Switch Between
ChartView and WPT Airport Information Page
Figure 8-12 CHRT Softkey, Airport Information Page
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ADDITIONAL FEATURES
Selecting 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 will have 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 turning onto Taxiway Romeo 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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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
Selecting 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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ADDITIONAL FEATURES
Selecting the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Chart Not
To Scale
Zoom and Pan
Through the
Chart With the
Joystick
Aircraft Not
Shown Icon
Figure 8-16 Arrival Information Page
Selecting the APR Softkey displays the approach chart for the airport if available.
Figure 8-17 Approach Information Page
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ADDITIONAL FEATURES
Selecting 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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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. Selecting
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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ADDITIONAL FEATURES
Local
NOTAM on
This Airport
NOTAM
Softkey
Selected
Figure 8-20 Airport Information Page, Local NOTAMs
Selecting the NOTAM Softkey again removes the NOTAMS information.
Selecting 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
Selecting the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-7).
Selecting 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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ADDITIONAL FEATURES
Selecting 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
Selecting 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
Selecting 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
Selecting 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, selecting the FIT WIDTH Softkey
changes the chart size to fit the available screen width.
Select FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-26 Airport Information Page, FIT WDTH Softkey Selected
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ADDITIONAL FEATURES
Selecting 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, select 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
Select FULL SCN
Softkey to Switch
Between Full
Screen and Chart
with Info Window
Figure 8-27 Airport Information Page, Full Screen and Info Window
Selecting the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
The full screen view can also be selected by using the page menu option.
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ADDITIONAL FEATURES
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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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 between the FULL SCREEN and COLOR SCHEME Options (Figure 8-30).
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.
5) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
6) In Auto Mode, turn the large FMS Knob to select the percentage field and change percentage with the small
FMS Knob. The percentage of change is the day/night crossover point based on backlighting intensity.
NOTE: Once an adjustment is made to the percentage field in Auto mode, the chart must be redrawn
(zoomed in or out, or another chart selected) before the switch from Day to Night is seen.
7) 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
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 will
not be 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 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.
Select 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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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, selecting 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.
Selecting the GO BACK Softkey reverts to the top level softkeys and previous page.
Selecting 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
WX
APR
GO BACK
Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.
ALL
FIT WDTH
FULL SCN
BACK
Selecting 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 the Cessna 350/400
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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, select 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 selecting 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 will
appear on the screen. When no flight plan is active, or when not flying to a direct-to destination, selecting the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown will be 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 will appear. 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, select the SHW CHRT
Softkey. The airport diagram or approach chart will be 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.
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
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
Selecting 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.
Select CHRT Softkey
to Switch Between
FliteCharts and
Navigation Map Page
Figure 8-41 CHRT Softkey, Airport Information Page
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ADDITIONAL FEATURES
Selecting 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 will have no effect.
Another source for additional airport information is from the INFO Box above the chart (Figure 8-41) or to
the right of the chart (Figure 8-42) 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 8-42 Airport Information Page, INFO View with Airport Information
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ADDITIONAL FEATURES
In the example shown in Figure 8-42, TAKE OFF MINIMUMS is selected. Pressing the ENT Key displays the
Take-off Minimums and Departure Procedures Chart (Figure 8-43).
Figure 8-43 Airport Information Page, TAKE OFF MINIMUMS Selected from INFO View
Selecting the DP Softkey displays the Departure Procedure Chart if available.
Figure 8-44 Departure Information Page
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ADDITIONAL FEATURES
Selecting the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Figure 8-45 Arrival Information Page
Selecting the APR Softkey displays the approach chart for the airport if available.
Figure 8-46 Approach Information Page
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ADDITIONAL FEATURES
Selecting 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, select 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 8-47 Weather Information Page
WX Softkey
Selected
Selecting the GO BACK Softkey reverts to the previous page (Navigation Map Page or Flight Plan Page).
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ADDITIONAL FEATURES
CHART OPTIONS
Selecting the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-35).
Selecting the ALL Softkey shows the entire chart on the screen.
Entire Chart
Shown
Figure 8-48 Airport Information Page, ALL View Selected
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ADDITIONAL FEATURES
Selecting the FIT WIDTH Softkey fits the width of the chart in the display viewing area. In the example
shown, the zoomed-in chart is replaced with the full width chart.
Select FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-49 Approach Information Page, FIT WDTH Softkey Selected
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ADDITIONAL FEATURES
Selecting the FULL SCN Softkey alternates between removing and replacing the data window to the right.
Select FULL SCN
Softkey to Switch
Between Chart on
Full Screen and Chart
with Info Window
Figure 8-50 Airport Information Page, Full Screen and Info Window
Selecting the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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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 between the FULL SCREEN and COLOR SCHEME Options.
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.
5) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
6) In Auto Mode, turn the large FMS Knob to select the percentage field and change percentage with the small
FMS Knob. The percentage of change is the day/night crossover point based on backlighting intensity.
NOTE: Once an adjustment is made to the percentage field in Auto mode, the chart must be redrawn
(zoomed in or out, or another chart selected) before the switch from Day to Night is seen.
7) 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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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.
Select 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, 0604 is broken down as follows:
06 – Indicates the year 2006
04 – Indicates the fourth issue of the FliteCharts database for the year
The FliteCharts EFFECTIVE date 13–APR–06 is the first date that this database is current.
The FliteCharts EXPIRES date 11–MAY–06 is the last date that this database is current.
The DISABLES date 07–NOV–06 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 selected 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) Select the INFO Softkey to display the XM Information Page.
5) Verify that the desired services are activated.
6) Select the LOCK Softkey.
7) Turn the large FMS Knob to highlight YES.
8) To complete activation, press the ENT Key.
Audio
Radio ID
Data
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 cleared 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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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) Select 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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Garmin G1000 Pilot’s Guide for the Cessna 350/400
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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, select the CHNL Softkey.
2) Select 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, select the CHNL Softkey.
2) Select the DIR CH Softkey. The channel number in the Active Channel Box will be highlighted.
3) Select 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) Select the CATGRY Softkey on the XM Radio Page.
2) Select 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
selecting 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, select the PRESETS
Softkey to access the first five preset channels (PS1 - PS5).
2) Select the MORE Softkey to access the next five channels (PS6 – PS10), and again to access the last five
channels (PS11 – PS15). Selecting the MORE Softkey repeatedly cycles through the preset channels.
3) Select any one of the (PS1 - PS15) softkeys to assign a number to the active channel.
4) Select the SET Softkey on the desired channel number to save the channel as a preset.
Select PRESETS to
Access the Preset
Channels Softkeys
Select MORE to Cycle
Through the Preset
Channels
Select SET
to Save Each
Preset Channel
Figure 8-60 Accessing and Selecting XM Preset Channels
Selecting 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 selecting 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, select the VOL Softkey.
2) Select the VOL – Softkey to reduce volume or select the VOL + Softkey to increase volume. (Once the VOL
Softkey is selected, the volume can also be adjusted using the small FMS Knob.)
3) Select the MUTE Softkey to mute the audio. Select the MUTE Softkey again to unmute the audio.
Figure 8-61 Volume Control
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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 8-62 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 8-63 PFD Alerts Window
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ADDITIONAL FEATURES
8.6 ELECTRONIC CHECKLISTS (OPTIONAL)
NOTE: The checklists presented in this section are for example only and may not reflect checklists actually
available for the Cessna Caravan. The information described in this section is not intended to replace the
checklist information described in the AFM or the Pilot Safety and Warning Supplements document.
NOTE: Garmin is not responsible for the content of checklists. User-defined checklists are created by the
aircraft manufacturer. Modifications or updates to the checklists are coordinated through the aircraft
manufacturer. The user cannot edit these checklists.
NOTE: Checklists cannot be edited from within the system. Refer to the Garmin Aviation Checklist Editor
(ACE) User’s Guide for information on creating and editing checklists.
The optional Checklist functions are displayed on two levels of softkeys that are available from any MFD
page.
(Optional)
SYSTEM
SYSTEM
DCLTR
MAP
DONE
SHW CHRT CHKLIST
EXIT
EMERGCY
The DONE Softkey label changes to UNDO
when the checklist item is already checked.
Figure 8-64 Checklist Softkeys
The MFD is able to display optional electronic checklists which allow a pilot to quickly find the proper
procedure on the ground and during each phase of flight. The G1000 accesses the checklists from an SD card
inserted into the bezel slot (see Figure 1-3). If the SD card contains an invalid checklist file or no checklist,
the Power-up Splash Screen displays ‘Invalid Checklist File’ or ‘Checklist File Not Present’ and the CHKLIST
Softkey is not available.
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ADDITIONAL FEATURES
Figure 8-65 Checklist Page Example
Accessing and navigating checklists:
1) From any page, press the CHKLIST Softkey.
2) Turn the large FMS Knob to select the ‘GROUP’ field.
3) Turn the small FMS Knob to select the desired procedure and press the ENT Key.
4) Turn the large FMS Knob to select the ‘Checklist’ field.
5) Turn the FMS Knob to select the desired checklist and press the ENT Key.
6) Turn the FMS Knob to scroll through the checklist and highlight the desired checklist item (has a hollow white
box for checkmark).
The following colors are used for checklist items:
• Blue - Items has not been highlighted
• Green - Item has been selected
• White - Item is highlighted for selection
• Yellow - Warning notes
7) Press the ENT Key or DONE Softkey to select the highlighted checklist item (item turns green and a checkmark
is placed in the box next to the item). The next item is automatically highlighted for selection.
Press the CLR Key to remove a check mark from an item.
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ADDITIONAL FEATURES
8) Once the last item in a checklist is selected, ‘Go to the next checklist?’ is highlighted. Press the ENT Key to
advance to the next checklist displayed.
9) Select the EXIT Softkey or hold down the CLR Key momentarily to exit the Checklist Page and return to the page
last viewed.
Immediately accessing emergency procedures:
1) From any page, select the CHKLIST Softkey.
2) Select the EMERGCY Softkey.
Figure 8-66 Sample Checklist
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ADDITIONAL FEATURES
8.7 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 will be 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 8-67 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 the Cessna 350/400
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APPENDIX A
ANNUNCIATIONS AND ALERTS
NOTE: The Aircraft Flight Manual (AFM) supersedes information found in this document.
The G1000 Alerting System conveys alerts using the following:
• Annunciation Window: The Annunciation Window displays abbreviated annunciation text. Text color is
based on alert levels described in the following section. The Annunciation Window is located to the right
of the Altimeter and Vertical Speed Indicator. All aircraft 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.
• Alerts Window: The Alerts Window displays text messages for up to 64 prioritized alert messages. Selecting
the ALERTS Softkey displays the Alerts Window. Selecting the ALERTS Softkey a second time removes the
Alerts Window from the display. When the Alerts Window is displayed, the FMS Knob can be used 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 selecting the softkey when flashing an annunciation, the alert is acknowledged.
The softkey label then returns to ALERTS. If alerts are still present, the ALERTS label is displayed in white
with black text. Selecting the ALERTS Softkey a second time views the alert text messages.
• System Annunciations: Typically, a large red ‘X’ appears over instruments whose information is supplied by
a failed Line Replaceable Unit (LRU). See the G1000 System Annunciations Section for more information.
System
Annunciation
(Red ‘X’)
Annunciation
Window
Alerts
Window
Softkey
Annunciation
Figure A-1 G1000 Alerting System
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Garmin G1000 Pilot’s Guide for the Cessna 350/400
A-1
APPENDIX A
• Audio Alerting System: The G1000 System issues audio alert tones when specific system conditions are met.
See the Alert Level Definitions Section for more information. The annunciation tone may be tested from the
AUX - System Status Page.
Testing the system annunciation tone:
1) Use the FMS Knob to select the AUX - System Status Page.
2) Select the ANN TEST Softkey.
Or:
a) Press the MENU Key.
b) Highlight ‘Enable Annunciator Test Mode’ and press the ENT Key.
Press
to Test
Annunciation
Tone
Figure A-2 System Status Page,
Annunciation Tone Testing
A-2
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
ALERT LEVEL DEFINITIONS
The G1000 Alerting System, as installed in Cessna 350/400 aircraft, uses three alert levels.
• WARNING: This level of alert requires immediate attention.
Warning alert text is shown in red in the Annunciation Window and is accompanied by a continuous
chime and a flashing ‘WARNING’ Softkey annunciation (see Figure A-3). Selecting the WARNING Softkey
acknowledges the presence of the warning alert and stops the aural chime.
• CAUTION: This level of alert indicates the existence of abnormal conditions on the aircraft that may require
intervention.
Caution alert text is shown in yellow in the Annunciation Window and is accompanied by a single chime and
a flashing ‘CAUTION’ Softkey annunciation (see Figure A-3). Selecting the CAUTION Softkey acknowledges
the presence of the caution alert.
• ANNUNCIATION OR MESSAGE ADVISORY: This level of alert provides general information.
Annunciation alert text is shown in white in the Annunciation Window; no aural tone is generated. An
annunciation alert is accompanied by a flashing ‘ADVISORY’ Softkey annunciation (see Figure A-3). Selecting
the ADVISORY Softkey acknowledges the presence of the annunciation alert.
Message advisory alerts do not issue annunciations in the Annunciation Window. Instead, message advisory
alerts only issue a flashing ‘ADVISORY’ Softkey annunciation (see Figure A-3). Selecting the ADVISORY
Softkey acknowledges the presence of the message advisory alert and displays the alert text message in the
Alerts Window.
Figure A-3 Softkey Annunciation (ALERTS Softkey Labels)
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A-3
APPENDIX A
AIRCRAFT ALERTS
The following alerts are configured specifically for the Cessna 350/400. Red annunciation window text
signifies warnings and yellow, cautions, and white, annunciation advisories. See the Aircraft Flight Manual
(AFM) for recommended pilot actions.
Annunciation Window Text
DOOR OPEN
FUEL VALVE
L BUS OFF
R BUS OFF
CO LVL HIGH
OIL PRES LOW
L ALT OFF
R ALT OFF
FUEL PUMP
L LOW FUEL
R LOW FUEL
RUDR LMTR*
STARTER ENGD
OXYGEN
OXYGEN PRES
OXYGEN QTY
OXYGEN ON
SPEED BRAKES
None
None
None
None
None
None
None
* Cessna 350 only
** Cessna 400 only
A-4
Alerts Window Message
Audio Alert/Voice Message
Door not secured
Chime/”Door Open”
Fuel tank is not correctly selected or in OFF position
Chime/”Fuel Valve”
No power on the left bus
Chime/None
No power on the right bus
Chime/None
Carbon Monoxide level is too high
Chime/”Carbon Monoxide”
Low oil pressure
Chime/”Oil Pressure Low”
Left Alternator offline
Single Chime/”Left Alternator Out”
Right Alternator offline
Single Chime/”Right Alternator Out”
Fuel pump is operating
Single Chime/”Fuel Pump”
Low fuel in the left tank
Single Chime/None
Low fuel in the right tank
Single Chime/None
Rudder limiter is engaged
Single Chime/None
Starter relay has power applied
Single Chime/None
Oxygen system needs attention or is off
Single Chime/None
Pressure above 12000 ft and oxygen system off
Single Chime/None
Oxygen quantity below 250 psi.
Single Chime/None
Reminder: Turn off oxygen
None
Speed brakes are active
None
PFD FAN FAIL – The cooling fan for the PFD is
None
inoperative.
MFD FAN FAIL – The cooling fan for the MFD is
None
inoperative.
AVIONICS FAN – The cooling fan for remote avionics
None
is inoperative.
TIMER ZERO – Timer has counted down to zero.
“Timer Expired”
FUEL IMBAL – Fuel imbalance is greater than 10
None
gallons.
LOW MAN PRES – Manifold pressure is below 15 in.
None
VAPOR SUPPR – Turn on Vapor Suppression.**
None
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
VOICE ALERTS
The following audio alerts are announced by the system using a voice of male or female gender (see the AUX
- System Setup Page for the default configured voice gender; contact a Garmin-authorized service center to
change the audio alert voice). If the optional Terrain Awareness and Warning System is installed, voice alerts
are also generated (refer to the TAWS Alerts section).
Voice Alert
“Minimums, Minimums”
“Vertical Track”
“Traffic”
“Traffic Not Available”
Alert Trigger
Issued when the aircraft transitions through the minimum descent altitude/decision height (MDA/DH)
Aircraft is one minute from Top of Descent - issued only when vertical navigation is enabled
TIS voice alert - issued when a Traffic Advisory (TA) is issued
TIS voice alert - issued when the traffic system fails or cannot communicate
G1000 SYSTEM ANNUNCIATIONS
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.
When an LRU or an LRU function fails, a large red ‘X’ is typically displayed on windows associated with the
failed data. Refer to the Aircraft Flight Manual (AFM) for additional information regarding pilot responses to
these annunciations.
GIA 63/63W
Integrated
Avionics Units
GIA 63/63W
Integrated
Avionics Units
GDC 74A
Air Data
Computer
GRS 77 AHRS
Or
GMU 44
Magnetometer
GEA 71 Engine
Airframe Unit
Or
GIA 63/63W
Integrated
Avionics Unit
GTX 33
Transponder
Or
GIA 63/63W
Integrated
Avionics Units
GDC 74A
Air Data
Computer
Figure A-4 G1000 System Failure Annunciations
190-00552-01 Rev. D
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GIA 63/63W
Integrated
Avionics Units
A-5
APPENDIX A
The status of detected LRUs can be checked on the AUX - System Status Page (Figure A-2). Active LRUs
are indicated by green check marks; failed, by red ‘X’s. Failed LRUs should be noted and a service center or
Garmin-authorized dealer informed.
Viewing LRU information:
1) Use the FMS Knob to select the AUX - System Status Page.
2) To place the cursor in the ‘LRU Info’ Box,
a) Select the LRU Softkey.
Or:
a) Press the MENU Key.
b) With ‘Select LRU Window’ highlighted, press the ENT Key.
3) Use the FMS Knob to scroll through the box to view LRU status information.
A-6
Garmin G1000 Pilot’s Guide for the Cessna 350/400
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APPENDIX A
System Annunciation
Comment
System Annunciation
Attitude and Heading
Reference System is aligning.
Display system is not receiving
airspeed input from air data
computer.
Display system is not receiving
attitude information from the
AHRS.
Display system is not receiving
vertical speed input from the
air data computer.
AHRS calibration incomplete or
configuration module failure.
This annunciation is seen only
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.
GPS information is either
not present or is invalid for
navigation use. Note that
AHRS utilizes GPS inputs
during normal operation.
AHRS operation may be
degraded if GPS signals are not
present (see AFM).
190-00552-01 Rev. D
Comment
Display system is not receiving
valid heading input from AHRS.
Display system is not receiving
altitude input from the air data
computer.
Other Various Red X
Indications
Garmin G1000 Pilot’s Guide for the Cessna 350/400
Display system is not receiving
valid true airspeed information
from air data computer.
Display system is not receiving
valid OAT information from air
data computer.
Display system is not receiving
valid transponder information.
A red ‘X’ through any other
display field (such as engine
instrumentation fields)
indicates that the field is not
receiving valid data.
A-7
APPENDIX A
G1000 SYSTEM MESSAGE ADVISORIES
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.
This section describes various G1000 System message advisories. Certain messages are issued due to an LRU
or LRU function failure. Such messages are normally accompanied by a corresponding red ‘X’ annunciation as
shown previously in the G1000 System Annunciations section.
GDU 104X PRIMARY FLIGHT DISPLAY/MULTI FUNCTION DISPLAY
Message Advisory
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.
PFD1 COOLING – PFD1 has poor
cooling. Reducing power usage.
MFD1 COOLING – MFD1 has poor
cooling. Reducing power usage.
PFD1 KEYSTK – PFD1 [key name] is
stuck.
MFD1 KEYSTK – MFD1 [key name]
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
A-8
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 configuration settings do not match backup configuration memory. The
G1000 system should be serviced.
The 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.
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 PFD1 voltage is low. The G1000 system should be serviced.
The MFD voltage is low. The G1000 system should be serviced.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
DATABASES
Message Advisory
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 obstacle
database error exists.
PFD1 DB ERR – PFD1 obstacle
database error exists.
MFD1 DB ERR – MFD1 airport terrain
database error exists.
PFD1 DB ERR – PFD1 airport terrain
database error exists.
MFD1 DB ERR – MFD1 Safe Taxi
database error exists.
PFD1 DB ERR – PFD1 Safe Taxi
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.
190-00552-01 Rev. D
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 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 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 MFD and/or PFD detected a failure in the Safe Taxi 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.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
A-9
APPENDIX A
GMA 1347 AUDIO PANEL
Message Advisory
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 INTEGRATED AVIONICS UNIT
Message
GIA1 CONFIG – GIA1 config error.
Config service req’d.
GIA2 CONFIG – GIA2 config 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.
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.
A-10
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.
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 will operate at reduced power. If the problem persists, the G1000 system
should be serviced.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
GIA 63 (CONT.)
Message
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.
RAIM UNAVAIL – RAIM is not
available from FAF to MAP waypoints.
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.
TRUE APR – True north approach.
Change HDG reference to TRUE.
GPS1 FAIL – GPS1 is inoperative.
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.
NAV1 RMT XFR – NAV1 remote
transfer key is stuck.
NAV2 RMT XFR – NAV2 remote
transfer key is stuck.
190-00552-01 Rev. D
Comments
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 satellite coverage is insufficient to perform Receiver Autonomous Integrity
Monitoring (RAIM) from the FAF to the MAP waypoints.
Loss of GPS integrity monitoring.
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.
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 is
unavailable. The G1000 system should be serviced.
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.
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.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
A-11
APPENDIX A
GIA 63 (CONT.)
Message
G/S1 FAIL – G/S1 is inoperative.
Comments
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 INTEGRATED AVIONICS UNIT
Message Advisory
GIA1 CONFIG – GIA1 config error.
Config service req’d.
GIA2 CONFIG – GIA2 config 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.
MANIFEST – GIA1 software
mismatch, communication halted.
MANIFEST – GIA2 software
mismatch, communication halted.
A-12
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.
The GIA1 and/or GIA 2 has incorrect software installed. The G1000 system should be
serviced.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
GIA 63W (CONT.)
Message Advisory
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.
NAV1 SERVICE – NAV1 needs service.
Return unit for repair.
NAV2 SERVICE – NAV2 needs service.
Return unit for repair.
190-00552-01 Rev. D
Comments
The system has detected an over temperature condition in COM1 and/or COM2. The
transmitter operates 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.
Use LNAV minima when approach is downgraded.
Displayed after passing the first waypoint of a true north approach when the nav
angle is set to ‘MAGNETIC’.
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 the Cessna 350/400
A-13
APPENDIX A
GIA 63W (CONT.)
Message Advisory
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.
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.
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.
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.
GDC 74A AIR DATA COMPUTER
Message Advisory
MANIFEST – GDC1 software
mismatch, communication halted.
Comments
The GDC 74A has incorrect software installed. The G1000 system should be serviced.
GEA 71 ENGINE/AIRFRAME UNIT
Message Advisory
GEA1 CONFIG – GEA1 config 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 TRANSPONDER
Message Advisory
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.
GMU 44 MAGNETOMETER
Message Advisory
HDG FAULT – AHRS1 magnetometer
fault has occurred.
MANIFEST – GMU1 software
mismatch, communication halted.
A-14
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.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
GRS 77 ATTITUDE AND HEADING REFERENCE SYSTEM
Message Advisory
AHRS1 TAS – AHRS1 not receiving
airspeed.
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.
AHRS1 GPS – AHRS1 using backup
The #1 AHRS is using the backup GPS path. Primary GPS path has failed. The G1000
GPS source.
system should be serviced when possible.
AHRS1 GPS – AHRS1 not receiving
The #1 AHRS is not receiving any or any useful GPS information. Check AFMS
any GPS information.
limitations. The G1000 system should be serviced.
AHRS1 GPS – AHRS1 not receiving
The #1 AHRS is not receiving backup GPS information. The G1000 system should be
backup GPS information.
serviced.
AHRS1 GPS – AHRS1 operating
The #1 AHRS is operating exclusively in no-GPS mode. The G1000 system should be
serviced.
exclusively in no-GPS mode.
AHRS1 SRVC – AHRS1 Magnetic-field The #1 AHRS earth magnetic field model is out of date. Update magnetic field model
model needs update.
when practical.
GEO LIMITS – AHRS1 too far North/ The aircraft is outside geographical limits for approved AHRS operation. Heading is
South, no magnetic compass.
flagged as invalid.
MANIFEST – GRS1 software
The #1 AHRS has incorrect software installed. The G1000 system should be serviced.
mismatch, communication halted.
GCU 476 MESSAGE ADVISORIES
Alerts Window Message
GCU CNFG – GCU config error.
Config service req’d.
GCU FAIL – GCU is inoperative.
GCU PATH – A GCU path has failed.
Comments
GCU 476 configuration settings do not match those of backup configuration
memory. The G1000 System should be serviced.
The GCU 476 has failed. The G1000 System should be serviced when possible.
The GCU 476 is using a backup communications data path. The G1000 System
should be serviced when possible.
GDL 69/69A SATELLITE DATALINK RECEIVER
Message Advisory
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.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
A-15
APPENDIX A
MISCELLANEOUS
Message Advisory
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
user-modified procedures in stored flight plans are correct and up to date.
DB CHANGE – Database changed.
This occurs when a stored flight plan contains an airway that is no longer consistent
Verify stored airways.
with the aviation database. This alert is issued only after an aviation database update.
Verify use of airways in stored flight plans and reload airways as needed.
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.
LEG UNSMOOTH – Flight plan leg will The approaching flight plan waypoints are too close to allow for smooth turns.
not be smooth.
Prepare for steep turns ahead and expect noticeable course deviations.
APR INACTV – Approach is not active. The system notifies the pilot that the loaded approach is not active. Activate
approach when required.
SLCT FREQ – Select appropriate
The system notifies the pilot to load the approach frequency for the appropriate NAV
frequency for approach.
receiver. Select the correct frequency for the approach.
A-16
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
MISCELLANEOUS (CONT.)
Message Advisory
SLCT NAV – Select NAV on CDI for
approach.
PTK FAIL – Parallel track unavailable:
bad geometry.
PTK FAIL – Parallel track unavailable:
invalid leg type.
PTK FAIL – Parallel track unavailable:
past IAF.
UNABLE V WPT – Can’t reach current
vertical waypoint.
VNV – Unavailable. Unsupported leg
type in flight plan.
VNV – Unavailable. Excessive
crosstrack error.
VNV – Unavailable. Excessive track
angle error.
VNV – Unavailable. Parallel course
selected.
NO WGS84 WPT – Non WGS 84
waypoint for navigation -[xxxx]
TRAFFIC FAIL – Traffic device has
failed.
STRMSCP FAIL – Stormscope has
failed.
FAILED PATH – A data path has
failed.
MAG VAR WARN – Large magnetic
variance. Verify all course angles.
SCHEDULER [#] – <message>.
190-00552-01 Rev. D
Comments
The system notifies the pilot to set the CDI to the correct NAV receiver. Set the CDI to
the correct NAV receiver.
Bad parallel track geometry.
Invalid leg type for parallel offset.
IAF waypoint for parallel offset has been passed.
The current vertical waypoint can not be reached within the maximum flight path
angle and vertical speed constraints. The system automatically transitions to the next
vertical waypoint.
The lateral flight plan contains a procedure turn, vector, or other unsupported leg
type prior to the active vertical waypoint. This prevents vertical guidance to the active
vertical waypoint.
The current crosstrack exceeds the limit, causing vertical deviation to go invalid.
The current track angle error exceeds the limit, causing the vertical deviation to go
invalid.
A parallel course has been selected, causing the vertical deviation to go invalid.
The selected waypoint [xxxx] does not use the WGS 84 datum. Cross-check position
with alternate navigation sources.
The G1000 is no longer receiving data from the traffic system. The traffic device
should be serviced.
Stormscope has failed. The G1000 System should be serviced.
A data path connected to the GDU or the GIA 63/63W has failed.
The GDU’s internal model cannot determine the exact magnetic variance for
geographic locations near the magnetic poles. Displayed magnetic course angles may
differ from the actual magnetic heading by more than 2°.
Message criteria entered by the user.
Garmin G1000 Pilot’s Guide for the Cessna 350/400
A-17
APPENDIX A
AFCS STATUS ANNUNCIATIONS
The following annunciations (listed in order of increasing priority) can appear on the PFD above the
Airspeed and Attitude indicators. Only one annunciation may occur at a time, and messages are prioritized by
criticality.
AFCS Status
Annunciation
Figure A-5 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
A-18
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX A
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS) ALERTS
Annunciations appear on the PFD and MFD. Pop-up alerts appear only on the MFD. For more information
on TAWS, refer to the Hazard Avoidance Section.
Alert Type
Annunciation
(PFD/MFD
TAWS Page)
Pop-Up Alert
(MFD Navigation Map
Page)
Aural Message
Excessive Descent
Rate Warning (EDR)
“Pull Up”
Reduced Required
Terrain Clearance
Warning (RTC)
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”
or
“Caution, Obstacle; Caution, Obstacle”
or
“Obstacle Ahead; Obstacle Ahead”
or
“Obstacle Ahead; Obstacle Ahead”
or
“Caution, Obstacle; Caution, Obstacle”
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)
Reduced Required
Obstacle Clearance
Caution (ROC)
Imminent Obstacle
Impact Caution (IOI)
Premature Descent
Alert Caution (PDA)
Altitude Callout “500”
Excessive Descent
Rate Caution (EDR)
Negative Climb Rate
Caution (NCR)
190-00552-01 Rev. D
“Too Low, Terrain”
None
None
“Five-Hundred”
“Sink Rate”
or
“Don’t Sink”
or
“Too Low, Terrain”
Garmin G1000 Pilot’s Guide for the Cessna 350/400
A-19
APPENDIX A
TAWS SYSTEM STATUS ANNUNCIATIONS
Annunciation
(PFD/MFD
TAWS Page)
Pop-Up Alert
(MFD Navigation Map
Page)
Aural Message
TAWS System Test Fail
None
“TAWS System Failure”
TAWS Alerting is
disabled
None
None
None
“TAWS Not Available”
(“TAWS Available” will be heard when sufficient
GPS signal is re-established)
None
None
None
“TAWS System Test OK”
Alert Type
No GPS position or
excessively degraded
GPS signal
System Test in
progress
System Test pass
None
Annunciation
Figure A-6 TAWS Annunciation Locations
Pop-up
Alert
Figure A-7 TAWS Pop-up Alert
A-20
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX B
SD CARD USE AND DATABASES
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 optional ChartView database is updated
on a 14-day cycle. If the ChartView database is not updated within 70 days of the expiration date, ChartView
no longer functions.
Both these databases are provided directly from Jeppesen. The ChartView database should be copied to the
Garmin-supplied Supplemental Data Card which resides 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. 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 should face 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
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
B-1
APPENDIX B
4) After the update completes, the PFD continues to power-up normally.
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 the correct update cycle is loaded during MFD power-up.
GARMIN DATABASES
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 completeness of
the data.
The following G1000 databases are stored on Supplemental Data Cards provided by Garmin:
• Expanded basemap –The 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.
• Terrain – The terrain database contains terrain mapping data. It is updated periodically and has no expiration
date.
• Airport terrain – The airport terrain database contains airport diagram data. It is updated periodically and
has no expiration date.
• Obstacle – The obstacle database contains data for obstacles, such as towers, 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.
• SafeTaxi – 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.
• FliteCharts – 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 no longer
functions.
Since these databases are not stored internally in the PFD or MFD, a Supplemental Data Card containing
identical database versions must be kept in each display unit. After subscribing to the desired databases
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. If one of the Supplemental Data Cards contains the ChartView database, or the FliteCharts
database, this card must be inserted into the bottom card slot on the MFD. These cards must not be removed
except to update the databases stored on each card.
B-2
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX B
PFD
MFD
Figure B-3 Correct Database Locations
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. The following equipment is required to perform the update:
• 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.
Updating Garmin databases:
1) Copy the data to the appropriate data cards.
2) Insert one SD card in the bottom card slot of the MFD and one in the bottom card slot of each PFD. The SD card
containing the ChartView or FliteCharts database must be inserted into the bottom slot on the MFD.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
B-3
APPENDIX B
3) Apply power to the G1000 System. View the MFD power-up splash screen. Check that the databases are
initialized and displayed on 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.
Figure B-4 Database Information on the Splash Screen
4) Acknowledge the Power-up Page agreement by pressing the ENT Key or the right most softkey.
5) Use the FMS Knob to select the AUX - System Setup Page.
6) Select the DBASE Softkey to place the cursor in the ‘DATABASE’ box.
7) Turn the FMS Knob to scroll through the 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 the Cessna 350/400
190-00552-01 Rev. D
APPENDIX C
GLOSSARY
ACC
ACT, ACTV
ADC
ADF
ADI
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
190-00552-01 Rev. D
accuracy
active, activate
air data computer
Automatic Direction Finder
Attitude Direction Indicator
Arc to fix
Automatic Flight Control System
Airplane Flight Manual
Airplane 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
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
Garmin G1000 Pilot’s Guide for the Cessna 350/400
C-1
APPENDIX C
Cumulative
CVR
CVRG
CWS
CYL
The total of all legs in a flight plan.
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
C-2
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
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
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX C
FMS
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
Flight Management System
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
Ground Track
GRS
GS
GTX
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
HA
HDG
Hold Terminating at Altitude
heading
GMA
GMT
GMU
GND
gph
GPS
Grid MORA
Groundspeed
Heading
The direction an aircraft is pointed,
based upon indications from a
magnetic compass or a properly set
directional gyro
HF
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
190-00552-01 Rev. D
key stuck
kilogram
Garmin G1000 Pilot’s Guide for the Cessna 350/400
C-3
APPENDIX C
kHz
km
kt
kilohertz
kilometer
knot
L
left, left runway
LAT
latitude
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
M
m
MAG
MAG VAR
MAHP
MAN IN
MAN SQ
MAP
MASQ
MAX
MAXSPD
MDA
MET
METAR
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
MEPT
manual electric pitch trim
MFD
Multi Function Display
MGRS
Military Grid Reference System
MHz
megahertz
MIC
microphone
MIN
minimum
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
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
POSN
PPM
P. POS
PRES, PRESS
PROC
psi
PT
pressure altitude
Passenger Address
Proximity Advisory
passenger(s)
personal computer
Primary Flight Display
Procedure Turn to Course Intercept
pitch
position
parts per million
Present Position
pressure
procedure(s), procedure turn
pounds per square inch
Procedure Turn
nearest
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX C
PTK
PTT
PWR
parallel track
Push-to-Talk
power
QTY
quantity
R
RAD
RAIM
right, right runway
radial
Receiver Autonomous Integrity
Monitoring
random access memory
reference
remaining (fuel remaining)
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
190-00552-01 Rev. D
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
SMBL
SPD
SPI
SPKR
SQ
SRVC, SVC
STAL
STAR
STATS
STBY
STD
STRMSCP
SUA
SUSP
SW
SYS
symbol
speed
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
TAT
TAWS
true
Traffic Advisory
Tactical Air Navigation System
Terminal Aerodrome Forecast
True Airspeed
Traffic Advisory System
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
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
Garmin G1000 Pilot’s Guide for the Cessna 350/400
C-5
APPENDIX C
TURN
TX
procedure turn
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
C-6
VMC
VNAV, VNV
VOL
VOR
VORTAC
VPL
VPROF
VPTH
VR
VS
VSI
VSR
VTF
Visual Meteorological Conditions
vertical navigation
volume
VHF Omni-directional Range
very high frequency omnidirectional
range station and tactical air
navigation
Vertical Protection Level
VNV profile, vertical profile
VNV path, vertical path
Heading Vector to Radial
vertical speed
Vertical Speed Indicator
Vertical Speed Required
vector to final
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 the Cessna 350/400
190-00552-01 Rev. D
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.
If WAAS is not available for the final approach course, the approach downgrades, as indicated by the “Approach
downgraded. Use LNAV minima.” message.
WHAT IS RAIM AND HOW DOES IT AFFECT APPROACH OPERATIONS?
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.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
D-1
APPENDIX D
WHY MIGHT THERE BE NO 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 enroute 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. 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
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
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX D
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. Selecting
the SUSP Softkey reactivates automatic waypoint sequencing. The OBS Softkey then resumes its normal
functionality.
WHY MIGHT 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 on the HSI). 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.
WHEN DOES THE CDI SCALE CHANGE?
Once a departure is activated, the G1000 Course Deviation Indicator (CDI) full scale deflection is set to 0.3
nm. The CDI scale changes to 1.0 nm (terminal mode) then ramps up to 2.0 nm (enroute mode) at 30 nm
from the departure airport. When 31 nm from the destination, the CDI scale smoothly transition from 2.0 nm
back to 1.0 nm (terminal mode). At 2.0 nm before the FAF during an active approach, the CDI scale transitions
down further based on the type of approach activated (LNAV, LNAV/VNAV, LPV). When a missed approach is
activated, the CDI is set to 0.3 nm. See the Flight Instruments Section for more details on CDI scaling.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
D-3
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.
D-4
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX E
GENERAL TIS INFORMATION
NOTE: Aircraft without an operating transponder are invisible to TIS.
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 should not be used for avoidance maneuvers during
instrument meteorological conditions (IMC) or when there is no visual contact with the intruder aircraft.
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.
The main difference between the Traffic Information System (TIS) and Traffic Advisory (TAS) or Traffic Collision
Avoidance Systems (TCAS) is the source of surveillance data. TAS/TCAS uses an airborne interrogator with a halfsecond 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 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 ground-based radar
antenna, the signal may be temporarily interrupted.
NOTE: Refer to the TIS Limitations section of the Aeronautical Information Manual (AIM) for a more
comprehensive explanation of limitations and anomalies associated with TIS.
NOTE: TIS is unavailable at low altitudes in many areas of the United States. This is often the case in
mountainous regions.
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
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.
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 which
affect relative bearing information and the target track vector and may delay display of the 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 the Cessna 350/400
190-00552-01 Rev. D
APPENDIX F
MAP SYMBOLS
AIRPORTS
BASEMAP
Item
Item
Symbol
Unknown Airport
Interstate Highway
Non-towered, Non-serviced Airport
State Highway
Symbol
US Highway
Towered, Non-serviced Airport
National Highway
Non-towered, Serviced Airport
City
Towered, Serviced Airport
State/Province Border
Restricted (Private) Airport
International Border
Heliport
Road
Railroad
NAVAIDS
Item
Symbol
Latitude/Longitude
Intersection
LOM (compass locator at outer marker)
AIRSPACE BOUNDARIES
VOR
Item
ICAO Control Area
Class B Airspace
VOR/DME
Mode C Tower Area
NDB (non-directional radio beacon)
VOR/ILS
VORTAC
TACAN
Symbol
Warning Area Prohibited Area
Alert Area
Restricted Area
Caution Area Training Area
Danger Area
Unknown Area
Class C
Terminal Radar Service Area
Mode C Area
Military Operations Area (MOA)
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
F-1
APPENDIX F
HAZARD AVOIDANCE FEATURES
Feature
TRAFFIC
Symbol
Item
Terrain Proximity/TAWS display enabled
Non-threat Traffic
Traffic display enabled
Proximity Advisory
NEXRAD display enabled
Traffic Advisory, Out of Range
Cloud Top display enabled
Symbol
Traffic Advisory
Echo Top display enabled
MISCELLANEOUS
XM Lightning display enabled
Item
Cell Movement display enabled
Symbol
ARTCC Frequency or FSS Frequency
SIGMETs/AIRMETs display enabled
METARs display enabled
Map Pointer (when panning)
Elevation Pointer
(on Topography Scale when panning)
City Forecast display enabled
Measuring Pointer
Surface Analysis display enabled
Wind Vector
Freezing Levels display enabled
Winds Aloft display enabled
Overzoom Indicator
County Warnings display enabled
User Waypoint
Cyclone Warnings display enabled
Vertical Navigation Along Track Waypoint
Loss of hazard avoidance feature
(loss of GPS position)
Parallel Track Waypoint
Unanchored Flight Path Waypoint
Top of Descent (TOD)
Bottom of Descent (BOD)
Navigating using Dead Reckoning
F-2
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
APPENDIX F
OBSTACLE DATABASE
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
Gray obstacle is more than 1000 ft
below aircraft altitude
Table G-1 Obstacle Colors
TERRAIN AVOIDANCE COLORS AND SYMBOLS
Terrain Above Aircraft Altitude
Aircraft Altitude
100 ft Threshold
Red terrain is above
or within 100 ft below
the aircraft altitude
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 G-1 Terrain Altitude/Color Correlation
Figure G-2 TAWS Potential Impact Points
190-00552-01 Rev. D
Garmin G1000 Pilot’s Guide for the Cessna 350/400
F-3
APPENDIX F
BLANK PAGE
F-4
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
INDEX
A
Activate a Flight Plan-------------------------------------5-71
Active channel ---------------------------------------------8-51
Active frequency ------------------------------------ 4-8, 4-18
AFCS Status Box --------------------------------------2-2, 7-5
AHRS ------------------------------------------------ A-14, A-15
Aileron trim --------------------------------------------3-2, 3-4
Airport
Information ---------------------------------------------5-35
Airspace Alerts --------------------------------------------5-49
Airspace alerts---------------------------------------------5-48
Airspeed Indicator ------------------------------2-2, 2-4–2-5
Airspeed Reference ------------------------------- 7-12, 7-45
Airways
Collapsed ------------------------------------------------5-84
Expanded ------------------------------------------------5-84
Air Data Computer (ADC) -------------------------------- 1-3
Alerting system --------------------------------------------- A-1
Alerts -------------------------------------------------------- A-1
Aircraft ---------------------------------------------------- A-4
Audio voice ---------------------------------------------- A-5
Alerts Window--------------------------------------- 2-3, 2-25
Alert levels -------------------------------------------------- A-3
Along Track Offset -------------------------------- 5-75, 5-76
ALT -------------------------------------------------------- 5-132
Alternator current (ALT AMPS) --------------------------- 3-4
Altimeter -----------------------------------------2-2, 2-7–2-8
Altimeter barometric setting ------------------------2-2, 2-8
Altitude alerting -------------------------------------------2-28
Altitude capture -------------------------------------------7-18
Altitude constraints ---------------------------------------5-87
Altitude Display Mode -----------------------------------6-54
Altitude Hold Mode (ALT)--------------------------------- 7-9
Altitude Reference ---------------------------7-9, 7-10, 7-18
Ammeter ---------------------------------------------------- 3-4
Annunciations
AFCS Status -------------------------------------------- A-18
G1000 System ------------------------------1-10, A-5–A-6
TAWS Status ------------------------------------------- A-20
Test tone------------------------------------------- 1-12, A-2
Annunciations, softkey -----------------------------------2-25
Annunciation Window ----------------------------- 2-3, 2-25
Annunciator lights ----------------------------------------4-34
Approach ---------------------------------------------------- D-2
Activating -----------------------------------------------5-99
ILS --------------------------------------------------------7-40
Loading ----------------------------------- 5-68, 5-97, 5-99
Missed ---------------------------------------------------7-42
Removing---------------------------------------------- 5-100
WAAS ----------------------------------------------------7-41
Approach box ---------------------------------------------8-33
Approach Mode, AFCS --------------------------- 7-40, 7-41
Approach Mode (GPS, VAPP, LOC) ---------------------7-27
190-00552-01 Rev. D
Arc HSI------------------------------------------------------2-11
Arrival procedure---- 5-55, 5-66, 5-94, 5-95, 5-96, 5-97,
5-99, 5-118, 5-120, 5-128
Assist, engine leaning ------------------------------3-8–3-10
Attitude and Heading Reference System (AHRS) 1-4, 1-8,
1-13–1-14
Attitude Indicator -------------------------------2-2, 2-6–2-7
Audio alerting system ------------------------------------- A-2
Audio Panel ------------------------------------------ 1-2, 1-10
Audio panel controls
SPKR -----------------------------------------------------4-34
Audio panel fail-safe operation-------------------------4-41
Auto-tuning ------------------------------------------------4-25
Auto-tuning, COM ----------------------------------------4-12
Auto-tuning, NAV -----------------------------------------4-21
Automatic Flight Control System (AFCS) -- 1-1, 7-1–7-46
Alerts and annunciations --------------------- 7-45–7-46
Controls -------------------------------------------- 7-2–7-3
Example procedures --------------------------- 7-31–7-38
Automatic squelch ----------------------------------------4-17
Autopilot ------------------------------------- 7-1, 7-29–7-30
Autopilot disconnect ------------------------7-3, 7-21, 7-30
Auto Zoom -------------------------------------------------- 5-7
Auxiliary Pages (AUX) ------------------------------------1-32
AUX - System Status Page ---------------------------8-5, 8-6
AUX - System Status page---------8-28, 8-29, 8-46, 8-47
Aviation Symbols---------------------------------- 5-18, 5-55
B
Backcourse Mode (BC) -----------------------------------7-25
Backlighting -----------------------------------------------1-45
Barometric minimum descent altitude ------------------ 2-3
Barometric setting, Altimeter------------------------2-2, 2-8
Battery current (BATT AMPS) ---------------------------- 3-4
Bearing/distance, measuring ----------------------------5-12
Bearing information ------------------------------ 2-13–2-14
Bearing Information Windows --------------------------- 2-3
Bearing source --------------------------------------------2-14
Bus voltage (BUS VOLTS) --------------------------------- 3-4
C
Calibrated Airspeed------------------------------------- 5-102
Carbon monoxide detection------------------------------ 3-6
CDI ----------------------5-96, 5-109, 5-120, 5-127, 5-134
ChartView --------------------------------------------------8-28
Chartview ----------------------------------------------8-1, 8-7
ChartView database ----------------------- 8-26, 8-28, 8-29
ChartView plan view -------------------------------------8-19
ChartView profile View-----------------------------------8-20
ChartView subscription ----------------------------------8-28
Chart Not Available--------------------------------- 8-8, 8-31
Chart options -------------------------------------- 8-18, 8-39
Chart setup box ----------------------------------- 8-24, 8-42
Garmin G1000 Pilot’s Guide for the Cessna 350/400
I-1
INDEX
Chart setup menu--------------------------------- 8-24, 8-42
Checklists --------------------------- 1-43–1-44, 8-56–8-57
Checklist softkeys -----------------------------------------8-56
Closest Point -----------------------------------------------5-84
Command Bars, flight director --------------------------- 7-6
Communication (COM) Frequency Box ----------------- 2-2
COM channel spacing ------------------------------------4-16
COM frequency box ----------------------------------4-3, 4-8
COM tuning failure ---------------------------------------4-41
Controls
PFD/MFD ---------------------------------1-18–1-19, 1-29
Softkeys ------------------------------------------ 1-22–1-25
Control Wheel Steering (CWS) -------------------- 7-3, 7-30
Copy a Flight Plan ----------------------------------------5-71
Course Deviation Indicator (CDI) --------------- 2-15–2-16
Changing scale ------------------------------------------ D-3
Course To Fix -------------------------------------------- 5-101
Cylinder Head Temperature (CHT °F) -------- 3-2, 3-4, 3-7
D
Databases -------------------------------- 1-7, 1-8, 1-12, B-1
Data entry ------------------------------------------ 1-28–1-29
Data Link Receiver ----------------------------------------- 1-4
Data Link Receiver troubleshooting --------------------8-59
Date and time ---------------------------------------------1-35
Day/Night views----------------------------------- 8-24, 8-42
Day view -----------------------------8-24, 8-25, 8-42, 8-43
Dead Reckoning -------------------------------------------2-30
Decision Height (DH) -------------------------------------2-29
Declutter, display ------------------------------------------2-31
Declutter EIS ----------------------------------------- 1-27, 3-7
Declutter maps ------------------------------------ 1-23, 1-27
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 -----------------------------------------------------1-41
Departure procedure ---------------5-64, 5-78, 5-91, 5-93
Departure procedure chart ---------------------- 8-13, 8-36
Departure Time ------------------------------------------ 5-102
Dilution of Precision (DOP) ------------------------------1-17
Direct-to 5-29, 5-50, 5-51, 5-52, 5-53, 5-54, 5-85, 5-86,
5-118, 5-120, 5-133, 5-134
Display backup -------------------------------1-10, 4-5, 4-41
Display controls ----------------------------------- 1-18–1-25
E
Electronic checklists ----1-43–1-44, 8-1–8-2, 8-56–8-57
Elevator trim -------------------------------------------3-2, 3-4
I-2
Emergency frequency-------------------------------------4-41
Endurance, calculated (ENDUR) --------------------3-4, 3-6
Engine Airframe Unit -------------------------------------- 1-3
Engine Indication System (EIS) --------------------3-1–3-10
Engine leaning assist -------------------------------3-8–3-10
Engine Manifold Pressure (MAN IN HG) ----------3-2, 3-4
Entering Flight ID -----------------------------------------4-27
Entertainment inputs -------------------------------------4-39
Estimated Position Error (EPE) --------------------------1-17
Exhaust Gas Temperature (EGT °F)3-2, 3-4, 3-7, 3-8–3-9
F
Flight director------------------------------------7-1, 7-4–7-5
Pitch modes ---------------------------------------7-7–7-13
Roll modes ----------------------------------------------7-22
Flight ID ----------------------------------------------------4-33
Flight Level Change Mode-------------------------------7-38
Flight Level Change Mode (FLC) -------- 7-12, 7-36, 7-45
Flight plan
Closest point to reference ----------------------------5-84
Storing ---------------------------------------------------- D-2
Flight Plan Pages (FPL) -----------------------------------1-33
Flight timer-------------------------------------------------1-40
FliteCharts ------------------------------8-1, 8-30, 8-44, B-2
FliteCharts database ----------------------------- 8-30, 8-46
FliteCharts functions -------------------------------------8-30
FliteCharts softkeys ---------------------------------------8-30
FPA -------------------------------------------------5-87, 5-124
Frequency
Nearest --------------------------------------------------5-46
Frequency spacing ----------------------------------------4-16
Frequency transfer arrow --------------------------------- 4-9
Frequently asked questions------------------------------- D-1
Fuel
Effiency ------------------------------------------------ 5-104
Endurance --------------------------------------------- 5-104
Remaining --------------------------------------------- 5-104
Required ----------------------------------------------- 5-104
Fuel calculations ------------------------------------------- 3-6
Fuel Flow (FFLOW GPH) ----------------------- 3-2, 3-4, 3-8
Fuel flow totalizer------------------------------------------ 3-6
Fuel on Board ------------------------------------------- 5-104
Fuel Quantity (FUEL QTY GAL)----------------------3-2, 3-4
Fuel remaining, calculated (GAL REM) ------------3-4, 3-6
Fuel Statistics -------------------------------------------- 5-104
Fuel used, calculated (GAL USED) ------------------3-4, 3-6
G
GDL 69/69A ------------------------------------------------ 6-2
GFC 700 AFCS --------------------------------------7-1–7-46
Glidepath------------------------------------------------- 5-132
Glidepath Indicator ---------------------------------------- 2-9
Glidepath Mode (GP)---------------------- 7-19, 7-27, 7-41
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
INDEX
Glideslope ------------------------------------------------ 5-132
Glideslope Indicator ----------------------------------2-3, 2-9
Glideslope Mode (GS) -----------------------7-3, 7-20, 7-40
Global Positioning System (GPS)
Navigation -------------------------------------5-50–5-138
Go Around Mode (GA) -------------- 7-3, 7-21, 7-42–7-43
GTX 33 Transponder --------------------------------------4-27
H
Heading ----------------------------------------------------- 2-2
Heading Select Mode (HDG) -------------------- 7-24, 7-32
HI SENS -----------------------------------------------------4-26
Horizontal Situation Indicator (HSI) ------ 2-2, 2-10–2-21
HSI double green arrow----------------------------------4-18
HSI magenta arrow ---------------------------------------4-18
HSI single green arrow -----------------------------------4-18
I
IDENT function --------------------------------------------4-33
ID indicator ------------------------------------------------4-20
ILS approach -----------------------------------------------7-40
Indicated Altitude --------------------------------------- 5-102
Info Box ----------------------------------------------------8-35
Inset Map, PFD --------------------------------------------- 2-3
Integrated Avionics Unit (IAU) --------------------------- 1-3
Intercom system (ICS) ------------------------------------4-39
Intersection
Information ------------------------------------- 5-36–5-37
Inverting a flight plan ------------------------------------5-71
IOI -----------------------------------------------------------6-36
J
Jeppesen aviation database ------------------------------ B-1
Joystick --------------------------------------------- 8-10, 8-33
L
Land Symbols ----------------------------------------------5-17
Line Replaceable Units (LRU) ---------------------- 1-2–1-5
LNAV ------------------------------------------------------ 5-109
Low Altitude Annunciation ------------------------------2-28
LO SENS ----------------------------------------------------4-26
LPV ----------------------------------------------- 5-109, 5-134
LPV approach ----------------------------------------------7-31
M
Manual Electric Trim (MET) ------------------ 7-1, 7-3, 7-29
Map Pages (MAP) ----------------------------------------1-31
Map Panning ----------------------------------------------- 5-9
Map symbols ------------------------------------------------F-1
Marker beacon --------------------------------------------4-26
Marker Beacon Annunciations -------------------- 2-3, 2-26
190-00552-01 Rev. D
MASQ processing ------------------------------------------ 4-1
Measurement units, changing displayed --------------1-36
Menus ------------------------------------------------------1-28
Messages
Reminder ------------------------------------------------1-41
Message advisoriesA-3, A-8, A-9, A-10, A-13, A-14, A-15,
A-16, A-17
Metric display, Altimeter ---------------------------- 2-7–2-8
MFD/PFD Control Unit ------------ 1-20–1-21, 1-29–1-30
Minimum Descent Altitude (MDA) --------------- 2-3, 2-29
Missed Approach ---- 5-55, 5-100, 5-101, 5-106, 5-109,
5-133, 5-134, 7-42
Mode S --------------------------------------------- 4-27, 4-28
Morse code identifier-------------------------------------4-20
Multi Function Display (MFD) ---------------------------- 1-2
Controls ----------------------------------------- 1-18–1-19
Softkeys --------------------------------------------------1-26
Music 1 -----------------------------------------------------4-39
Music 2 -----------------------------------------------------4-39
N
National Weather Service --------------------------------6-26
Navigation (NAV) Frequency Box ------------------------ 2-2
Navigation database ----------------------------- 5-87, 5-88
Navigation Map -------------------------------------------5-52
Navigation Mode, AFCS-------------------------- 7-34–7-35
Navigation Mode (VOR, GPS, LOC, BC) ---------------7-25
Navigation mode selection ------------------------------4-18
Navigation source -------------------------------- 2-15–2-17
Navigation Status Box ------------------------------------ 2-2
NAV frequency box ---------------------------------------- 4-3
Nav radio selection ---------------------------------------4-18
Nearest
Airports ------------------------------------------ 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) ------------------------------------1-32
Night view ---------------------------8-24, 8-25, 8-42, 8-43
Non-path descent--------------------------7-17, 7-38–7-39
Normal display operation --------------------------------- 1-9
NOTAMs ----------------------------------------------------8-16
O
Obstacles ---------------------------------------------A-9, A-12
OBS Mode ----------------------------------------- 2-20–2-21
Oil Pressure (OIL PSI) ---------------------------------3-2, 3-4
Oil Temperature (OIL °F) -----------------------------3-2, 3-4
Omni Bearing Selector (OBS)----------------------- D-2–D-3
Garmin G1000 Pilot’s Guide for the Cessna 350/400
I-3
INDEX
Other Statistics --------------------------------- 5-102, 5-104
Outside Air Temperature (OAT) ------------------- 2-2, 2-22
Overspeed protection, autopilot ------------------------7-45
Oxygen Outlet Pressure (OXY OUTLET PSI) ------------ 3-4
Oxygen Quantity (OXY QTY PSI)------------------------- 3-4
P
Page groups --------------------------------------- 1-30–1-33
Page menus ------------------------------------------------1-28
Parallel Track --------------------------------------- 5-77, 5-78
Passenger address ----------------------------------------4-37
PA system --------------------------------------------------4-37
Pilot profiles --------------------------------------- 1-37–1-38
Pitch Hold Mode (PIT) ------------------------------ 7-8, 7-45
Pitch indication --------------------------------------------- 2-6
Pitch modes, flight director ------------------------7-7–7-13
Pitch Reference --------------------------------------------- 7-8
Power-up, system ------------------------------------------ 1-8
Power-up page ------------------------------------ 8-27, 8-45
Power-up splash screen ----------------------------------- 1-8
Primary Flight Display (PFD) ------------------------------ 1-2
Controls ----------------------------------------- 1-18–1-19
Softkeys ------------------------------------------ 1-22–1-24
Procedure examples, AFCS ---------------------- 7-31–7-38
Procedure Loading Pages (PROC) ----------------------1-33
Q
Quick tuning 121.500 MHz -----------------------------4-11
R
RAIM --------------- 1-16, 5-96, 5-106, 5-107, 5-108, D-1
Range -------------------------------------------------------5-27
Range, calculated (RANGE NM) ------------------------- 3-4
Receiver Autonomous Integrity Monitoring (RAIM) ------1-16–1-17, 5-106
Reminder messages --------------------------------------1-41
Required Obstacle Clearance ---------------------------6-36
Required Vertical Speed -------------------------------- 5-125
Required Vertical Speed Indicator -------------------- 5-125
Roll Hold Mode (ROL) ------------------------------ 7-3, 7-23
Roll modes, flight director ----------------------- 7-22–7-25
Roll Reference ---------------------------------------------7-23
RVSI ---------------------------------------------- 5-125, 5-126
RX Indicator ------------------------------------------------ 4-9
Ryan 9900BX TAS-----------------------------------------6-51
S
SafeTaxi------------------------------------- 8-1, 8-2, 8-4, B-2
SafeTaxi database------------------------------------------ 8-5
SBAS ------------------------------------ 5-106, 5-107, 5-108
Scheduler ------------------------ 1-41–1-42, 8-1–8-2, 8-54
Secure Digital (SD) card ---------------1-7, 1-43, 8-56, B-1
I-4
Selected Altitude -------------- 2-2, 2-28, 7-14, 7-18, 7-32
Selected Altitude Bug ------------------------------------- 2-2
Selected Altitude Capture Mode (ALTS) ------- 7-10, 7-14
Selected Course ---------------------- 2-3, 2-11, 7-26, 7-28
Selected Heading ----------------------------------- 2-3, 2-11
Selecting a COM radio ------------------------------------ 4-8
Sequencing, automatic ------------------------------------ D-3
Sequencing waypoints, suspend ------------------------2-21
Service Class -----------------------------------------------8-49
Servos ------------------------------------------------- 1-4, 7-29
Slip/Skid Indicator-------------------------------------2-2, 2-6
Softkeys
EIS ---------------------------------1-27, 3-1, 3-4, 3-6, 3-8
MFD ------------------------------------------------------1-26
PFD ----------------------------------------- 1-23–1-25, 2-2
Softkey annunciations ------------------------------------2-25
Sort Flight Plans -------------------------------------------5-70
Speaker -----------------------------------------------------4-34
Splash screen, power-up ---------------------------------- 1-8
Split COM operation--------------------------------------4-38
Standby frequency ---------------------------4-8, 4-12, 4-18
Standby frequency field ----------------------------------- 4-8
Stereo headsets -------------------------------------------4-34
Stuck microphone-----------------------------------------4-41
Sunrise ---------------------------------------------------- 5-103
Sunset ---------------------------------------------------- 5-103
Symbols, map ------------------------------------------------F-1
System annunciations ------------------------------ 1-10, A-1
System power-up ------------------------------------------ 1-8
System Status Page ---------------------------------------1-11
System time ------------------------------------------------- 2-2
T
Tachometer (RPM) ------------------------------------3-2, 3-4
TAS --------------------------------------------------------- A-15
TAWS ---------- 6-28, 6-29, 6-31, 6-32, 6-33, A-19, A-20
Terminal procedures charts ------------------------ 8-8, 8-31
Terrain ------------------------------------------------ 6-33, A-9
Color indications -----------------------------------------F-3
Terrain Awareness and Warning System (TAWS) ---- 2-27,
A-19
Timer
Departure------------------------------------------------1-41
Flight -----------------------------------------------------1-40
Timer, PFD generic ----------------------------------------1-39
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 --------------------------------------------------------2-10
Traffic advisory (TA) ---------------------------------------2-27
Traffic Advisory Systems ----------------------------------6-51
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
INDEX
Traffic Annunciation --------------------------------------- 2-3
Traffic Information Service (TIS) ---------------------E-1–E-2
Voice alerts ----------------------------------------------2-27
Transponder------------------------------------------------- 1-3
Transponder code entry ----------------------------------4-31
Transponder data box --------------------------------4-1, 4-3
Transponder ground mode ------------------------------4-28
Transponder mode field ------------------- 4-28, 4-29, 4-30
Transponder softkeys -------------------------------------4-28
Transponder standby mode -----------------------------4-29
Transponder Status Box ----------------------------------- 2-2
Trend Vector
Turn Rate ------------------------------------------------2-13
Trim -----------------------------------------------------3-2, 3-4
Trim adapter -----------------------------------------------7-29
Trip Planning --------------------------- 5-102, 5-103, 5-104
Trip Statistics------------------------------------ 5-103, 5-104
True Airspeed ---------------------------------2-2, 2-4, 5-104
Turbine Inlet Temperature (TIT °F) ---------- 3-2, 3-4, 3-10
Turn anticipation ------------------------------------------- D-3
Turn Rate Indicator --------------------------------- 2-2, 2-13
TX indicator ------------------------------------------------- 4-9
WAAS -------------------------------------- 5-109, 7-31, A-12
WAAS precision approach -------------------------------7-41
Warranty -------------------------------------------------------- i
Waypoint
Automatic sequencing --------------------------- D-2, D-3
Skipping -------------------------------------------------- D-3
Waypoint Pages (WPT) -----------------------------------1-31
Waypoint Selection Submenu ---- 5-51, 5-57, 5-58, 5-60,
5-106
Waypoint sequencing, suspend -------------------------2-21
Wind -------------------------------- 5-4, 5-26, 5-102, 5-104
Wings level ---------------------------------------- 7-21, 7-23
U
X
Unable to display chart ---------------------------- 8-9, 8-32
Updating Garmin databases ----------------------------- 8-5
Updating Jeppesen databases --------------------------8-28
V
VDI ----------------------------------------------- 5-125, 5-126
Vertical Descent Indicator ----------------------------- 5-125
Vertical deviation -----------------------------------------7-16
Vertical deviation guidance -----------------------------5-88
Vertical Deviation Indicator (VDI)-------------------2-3, 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, 7-37
Vertical speed guidance ---------------------------------5-88
Vertical Speed Indicator (VSI) -----------------------2-2, 2-8
Vertical Speed Mode (VS)--------------------------------7-11
Vertical Speed Reference --------------------------------7-11
VFR code ---------------------------------------------------4-32
VNAV -------------------------------------------------------5-54
VNV ------------------------------------------5-124, A-17, C-6
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
190-00552-01 Rev. D
Voice alerts, TIS Traffic -----------------------2-27, 6-47, A-5
Voltmeter---------------------------------------------------- 3-4
VOL annunciation -----------------------------------------4-36
VOR
Nearest ------------------------------------------ 5-46–5-47
VOR selection----------------------------------------------4-18
VSI--------------------------------------------------------- 5-126
VS TGT ---------------------------------------------5-87, 5-124
W
XM
Radio ------------------------------------------------------ 6-2
radio------------------------------------------------------8-48
Receiver troubleshooting -----------------------------8-59
XM channel list--------------------------------------------8-50
XM radio entertainment ---------------------------------4-39
XM radio volume------------------------------------------8-53
XM Satellite Radio ---------------------------------- 1-4, 8-48
XM satellite radio -------------------------- 8-50, 8-51, 8-53
Z
Zoom
Auto ------------------------------------------------------- 5-7
Garmin G1000 Pilot’s Guide for the Cessna 350/400
I-5
INDEX
BLANK PAGE
I-6
Garmin G1000 Pilot’s Guide for the Cessna 350/400
190-00552-01 Rev. D
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