Garmin | G1000H: Bell 505 Jet Ranger X | Garmin G1000H: Bell 505 Jet Ranger X G1000H Pilot’s Guide for Bell 505

Garmin G1000H: Bell 505 Jet Ranger X G1000H Pilot’s Guide for Bell 505
G1000H
®
Integrated Flight Deck
Pilot’s Guide
Bell 505 Jet Ranger X
Copyright © 2016 Garmin Ltd. or its subsidiaries. All rights reserved.
This manual reflects the operation of System Software version 2472.00 or later for the Bell 505 Jet Ranger X Helicopter. Some differences
in operation may be observed when comparing the information in this manual to earlier or later software versions.
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incidental, special or consequential damages that result from the use or inability to use the software or related documentation, even if
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or alleged inaccuracies in the information. Some jurisdictions do not allow the limitation or exclusion of implied warranties or liability for
incidental or consequential damages so the above limitations or exclusions may not apply to you.
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
AC-U-KWIK and its related organizations (hereafter collectively “AC-U-KWIK Organizations”) expressly disclaim all warranties with
respect to the AC-U-KWIK information included in this data, express or implied, including, but not limited to, the implied warranties of
merchantability and fitness for a particular purpose. The information is provided “as is” and AC-U-KWIK Organizations do not warrant or
make any representations regarding its accuracy, reliability, or otherwise. Licensee agrees not to sue AC-U-KWIK Organizations and, to the
maximum extent allowed by law, to release and hold harmless AC-U-KWIK Organizations from any cause of action, claims or losses related
to any actual or alleged inaccuracies in the information arising out of Garmin’s use of the information in the datasets. Some jurisdictions
do not allow the limitation or exclusion of implied warranties or liability for incidental or consequential damages so the above limitations
or exclusions may not apply to licensee.
October, 2016
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
Printed in the U.S.A.
190-02064-00 Rev. A
WARNINGS, CAUTIONS, AND NOTES
WARNING: Do not use terrain avoidance displays as the sole source of information for maintaining separation
from terrain and obstacles. Garmin obtains terrain and obstacle data from third party sources and cannot
independently verify the accuracy of the information.
WARNING: Always refer to current aeronautical charts and NOTAMs for verification of displayed aeronautical
information. Displayed aeronautical data may not incorporate the latest NOTAM information.
WARNING: Do not use geometric altitude for compliance with air traffic control altitude requirements. The
primary barometric altimeter must be used for compliance with all air traffic control altitude regulations,
requirements, instructions, and clearances.
WARNING: Do not use basemap information (land and water data) as the sole means of navigation. Basemap
data is intended only to supplement other approved navigation data sources and should be considered only
an aid to enhance situational awareness.
WARNING: Do not rely solely upon the display of traffic information to accurately depict all of the traffic
within range of the aircraft. Due to lack of equipment, poor signal reception, and/or inaccurate information
from aircraft or ground stations, traffic may be present that is not represented on the display.
WARNING: Do not use data link weather information for maneuvering in, near, or around areas of hazardous
weather. Information contained within data link weather products may not accurately depict current
weather conditions.
WARNING: Do not use the indicated data link weather product age to determine the age of the weather
information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be older than the indicated weather product age.
WARNING: The displayed minimum safe altitude (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: Always obtain qualified instruction prior to operational use of this equipment.
WARNING: Do not use a QFE altimeter setting with this system. System functions will not operate properly
with a QFE altimeter setting. Use only a QNH altimeter setting for height above mean sea level, or the
standard pressure setting, as applicable.
WARNING: Do not use GPS to navigate to any active waypoint identified as a ‘NON WGS84 WPT’ by a
system message. ‘NON WGS84 WPT’ waypoints are derived from an unknown map reference datum that
may be incompatible with the map reference datum used by GPS (known as WGS84) and may be positioned
in error as displayed.
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
iii
WARNINGS, CAUTIONS, AND NOTES
WARNING: Do not rely on information from a lightning detection system display as the sole basis for hazardous
weather avoidance. Range limitations and interference may cause the system to display inaccurate or
incomplete information. Refer to documentation from the lightning detection system manufacturer for
detailed information about the system.
WARNING: Use appropriate primary systems for navigation, and for terrain, obstacle, and traffic avoidance.
Garmin SVT is intended as an aid to situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to avoid terrain, obstacles, or traffic.
WARNING: Intruder aircraft at or below 500 ft. AGL may not appear on the Garmin SVT display or may
appear as a partial symbol.
WARNING: Do not use TAWS information for primary terrain or obstacle avoidance. TAWS is intended only
to enhance situational awareness.
WARNING: Do not use SurfaceWatch™ information as the primary method of flight guidance during airborne
or ground operations. SurfaceWatch does not have NOTAM or ATIS information regarding the current active
runway, condition, or information about the position of hold lines.
WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any
circumstances or conditions relieve the pilot’s responsibility to see and avoid other aircraft.
CAUTION: Do not clean display surfaces with abrasive cloths or cleaners containing ammonia. They will
harm the anti-reflective coating.
CAUTION: Repairs should only be made by an authorized Garmin service center. Unauthorized repairs or
modifications could void both the warranty and affect the airworthiness of the aircraft.
NOTE: Do not rely solely upon data link services to provide Temporary Flight Restriction (TFR) information.
Always confirm TFR information through official sources such as Flight Service Stations or Air Traffic Control.
NOTE: All visual depictions contained within this document, including screen images of the system panel
and displays, are subject to change and may not reflect the most current system and aviation databases.
Depictions of equipment may differ slightly from the actual equipment.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
WARNINGS, CAUTIONS, AND NOTES
NOTE: 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 system utilize GPS as a precision electronic NAVigation
AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the system can be misused or
misinterpreted and, therefore, become unsafe.
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 yards
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.
NOTE: This product, its packaging, and its components contain chemicals known to the State of California
to cause cancer, birth defects, or reproductive harm. This notice is being provided in accordance with
California’s Proposition 65. If you have any questions or would like additional information, please refer to
our web site at www.garmin.com/prop65.
NOTE: Operating the system in the vicinity of metal buildings, metal structures, or electromagnetic fields
can cause sensor differences that may result in nuisance miscompare annunciations during start up, shut
down, or while taxiing. If one or more of the sensed values are unavailable, the annunciation indicates no
comparison is possible.
NOTE: The system responds to a terminal procedure based on data coded within that procedure in the
Navigation Database. Differences in system operation may be observed among similar types of procedures
due to differences in the Navigation Database coding specific to each procedure.
NOTE: The FAA has asked Garmin to remind pilots who fly with Garmin database-dependent avionics of the
following:
• It is the pilot’s responsibility to remain familiar with all FAA regulatory and advisory guidance and information
related to the use of databases in the National Airspace System.
• Garmin equipment will only recognize and use databases that are obtained from Garmin or Jeppesen. Databases
obtained from Garmin or Jeppesen are assured compliance with all data quality requirements (DQRs) by virtue
of a Type 2 Letter of Authorization (LOA) from the FAA. A copy of the Type 2 LOA is available for each database
and can be viewed at http://fly.garmin.com by selecting ‘Type 2 LOA Status.’
• Use of a current Garmin or Jeppesen database in your Garmin equipment is required for compliance with
established FAA regulatory guidance, but does not constitute authorization to fly any and all terminal procedures
that may be presented by the system. It is the pilot’s responsibility to operate in accordance with established
AFM(S) and regulatory guidance or limitations as applicable to the pilot, the aircraft, and installed equipment.
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
v
WARNINGS, CAUTIONS, AND NOTES
NOTE: The pilot/operator must review and be familiar with Garmin’s database exclusion list as discussed in
SAIB CE-14-04 to determine what data may be incomplete. The database exclusion list can be viewed at
www.flygarmin.com by selecting ‘Database Exclusions List.’
NOTE: The pilot/operator must have access to Garmin and Jeppesen database alerts and consider their
impact on the intended aircraft operation. The database alerts can be viewed at www.flygarmin.com by
selecting ‘Aviation Database Alerts.’
NOTE: If the pilot/operator wants or needs to adjust the database, contact Garmin Product Support to
coordinate the revised DQRs.
NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.
These discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles
and fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go
to FlyGarmin.com and select ‘Aviation Data Error Report’.
NOTE: Lamp(s) inside this product contain mercury (HG) and must be recycled or disposed of according to
local, state, or federal laws. For more information, refer to our website at www.garmin.com/aboutGarmin/
environment/disposal.jsp
NOTE: When operating the system with the magnetic sensor uncoupled from the AHRS, the displayed
heading and heading information used by some system components (e.g. traffic system, AFCS, and weather
radar) will be different from the heading calculated by the AHRS. The difference is an amount equal to the
difference between the current Magnetic Field Variation Database (MV DB) value, and the MV DB value
when the magnetic sensor was uncoupled. Due to the convergence of isogonic lines, this condition is most
noticeable at or near the north and south magnetic poles.
NOTE: The system supports approval of AC 120-76C Hardware Class 3, Software Type B Electronic Flight Bag
(EFB) electronic aeronautical chart applications. Possible additional requirements may make a secondary
source (traditional paper or additional electronic display) necessary onboard the aircraft. If the secondary
source is a Portable Electronic Device (PED), its use must be consistent with guidance in AC 120-76C.
NOTE: Operate G1000H system power through at least one cycle in a period of four days of continuous
operation to avoid an autonomous system reboot.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
REVISION INFORMATION
Record of Revisions
Part Number
190-02064-00
190-02064-00 Rev. A
Revision
A
Date
10/19/16
Page Range Description
i - I-6
Production Release at GDU 15.11
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
vii
TABLE OF CONTENTS
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
SECTION 1 SYSTEM OVERVIEW
System Description.................................................. 1
Line Replaceable Units (LRU).................................. 2
G1000H Controls...................................................... 4
PFD Controls................................................................. 4
Audio Panel Controls..................................................... 6
Secure Digital Cards................................................ 8
System Power-up...................................................... 9
System Operation................................................... 11
Normal Display Operation............................................ 11
Reversionary Display Operation.................................... 11
ADAHRS Operation...................................................... 12
GPS Input Failure......................................................... 14
Air Data Input Failure................................................... 14
Magnetometer Failure.................................................. 14
G1000H System Annunciations..................................... 15
Softkey Function.......................................................... 15
GPS Receiver Operation............................................... 21
Accessing G1000H Functionality.......................... 26
Menus........................................................................ 26
MFD Page Groups........................................................ 26
MFD System Pages...................................................... 30
Display Backlighting.............................................. 46
Automatic Adjustment................................................. 46
Manual Adjustment..................................................... 46
SECTION 2 FLIGHT INSTRUMENTS
2.1 Flight Instruments.................................................... 52
Airspeed Indicator....................................................... 52
Attitude Indicator........................................................ 53
Altimeter.................................................................... 54
Vertical Speed Indicator (VSI)........................................ 57
Vertical Deviation........................................................ 57
Horizontal Situation Indicator (HSI)............................... 58
2.2 Supplemental Flight Data..................................... 71
Temperature Displays................................................... 71
Wind Data.................................................................. 72
Vertical Navigation (VNV) Indications............................ 73
2.3 PFD Annunciations and Alerting Functions......... 74
System Alerting........................................................... 74
Marker Beacon Annunciations...................................... 74
viii
Traffic Annunciation..................................................... 75
HTAWS Annunciations.................................................. 76
Altitude Alerting.......................................................... 76
Low Altitude Annunciation........................................... 77
Minimum Descent Altitude/Decision Height Alerting....... 77
Radar Altimeter........................................................... 78
2.4 Abnormal Operations............................................ 80
Abnormal GPS Conditions............................................ 80
Abnormal Altimeter Conditions..................................... 81
Unusual Attitudes........................................................ 82
SECTION 3 ENGINE AND CREW ALERTING SYSTEMS
3.1 Engine Indication System (EIS) Display............... 85
3.2 Engine Power and Speed Indications.................. 87
Power Situation Indicator............................................. 87
Takeoff Timer............................................................... 88
Dual Tachometer.......................................................... 88
3.3 Engine Page............................................................ 89
Engine Hour Display..................................................... 90
Power Assurance Check................................................ 90
Engine Tests................................................................ 91
3.4 Crew Alerting System (CAS).................................. 94
4.1
4.2
4.3
4.4
SECTION 4 AUDIO PANEL AND CNS
Overview................................................................. 97
MFD/PFD Controls and Frequency Display...................... 98
Audio Panel Controls................................................. 100
COM Operation..................................................... 102
COM Transceiver Selection and Activation.................... 102
COM Transceiver Manual Tuning................................. 104
Quick-Tuning and Activating 121.500 MHz................... 106
Auto-Tuning the COM Frequency................................. 106
Frequency Spacing..................................................... 110
Automatic Squelch..................................................... 111
COM Volume............................................................. 112
NAV Operation...................................................... 113
NAV Radio Selection and Activation............................ 113
NAV Receiver Manual Tuning...................................... 114
Auto-Tuning a NAV Frequency from the MFD............... 116
Marker Beacon Receiver (Optional)............................. 120
GTX 33 ES Mode S Transponder......................... 122
Transponder Controls................................................. 122
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
TABLE OF CONTENTS
Transponder Mode Selection....................................... 123
Entering a Transponder Code...................................... 125
ADS-B TX.................................................................. 126
IDENT Function......................................................... 127
4.5 Additional Audio Panel Functions...................... 128
Power-Up.................................................................. 128
Mono/Stereo Headsets............................................... 128
Intercom................................................................... 128
Clearance Recorder and Player.................................... 134
Split COM................................................................. 134
3D Audio.................................................................. 135
Voice Recognition...................................................... 137
Entertainment Inputs................................................. 140
4.6 Audio Panel Preflight Procedure........................ 141
4.7 Abnormal Operation............................................ 142
Stuck Microphone...................................................... 142
COM Tuning Failure.................................................... 142
Audio Panel Fail-Safe Operation.................................. 142
5.1
5.2
5.3
5.4
SECTION 5 FLIGHT MANAGEMENT
Introduction.......................................................... 143
Navigation Status Box................................................ 145
Using Map Displays.............................................. 147
Map Orientation........................................................ 147
Map Range............................................................... 149
Map Panning............................................................. 152
Measuring Bearing and Distance................................. 156
Topography............................................................... 157
Map Symbols............................................................ 160
Airways.................................................................... 166
Track Vector.............................................................. 168
Wind Vector.............................................................. 169
Nav Range Ring........................................................ 170
Fuel Range Ring........................................................ 171
Field of View (SVT)..................................................... 172
Selected Altitude Intercept Arc.................................... 173
Waypoints.............................................................. 174
Airports.................................................................... 175
Intersections............................................................. 182
NDBs........................................................................ 184
VORs........................................................................ 186
User Waypoints......................................................... 188
Airspaces............................................................... 194
190-02064-00 Rev. A
5.5 Direct-to-Navigation ........................................... 198
5.6 Flight Planning...................................................... 204
Flight Plan Creation................................................... 205
Adding Waypoints to an Existing Flight Plan................. 210
Adding Airways to a Flight Plan.................................. 212
Adding Procedures to a Stored Flight Plan................... 214
Flight Plan Storage.................................................... 221
Flight Plan Editing..................................................... 223
Along Track Offsets.................................................... 226
Parallel Track............................................................. 228
Activating a Flight Plan Leg........................................ 231
Inverting a Flight Plan................................................ 232
Flight Plan Views....................................................... 233
Closest Point of FPL................................................... 235
User-Defined Holding Patterns.................................... 235
5.7 Vertical Navigation.............................................. 240
Altitude Constraints................................................... 242
5.8 Procedures............................................................ 246
Departures................................................................ 247
Arrivals .................................................................... 250
Approaches .............................................................. 253
5.9 Trip Planning......................................................... 261
Trip Planning............................................................. 261
Weight and Balance Planning..................................... 265
Weight and Balance Caution And Warning Conditions... 268
5.10 RAIM Prediction................................................... 269
5.11 Navigating a Flight Plan...................................... 272
5.12 Abnormal Operation............................................ 298
6.1
6.2
6.3
6.4
SECTION 6 HAZARD AVOIDANCE
Terrain Proximity.................................................. 302
Terrain Proximity Page................................................ 306
HTAWS................................................................... 308
Displaying HTAWS Information................................... 309
HTAWS Page............................................................. 312
HTAWS Alerts............................................................ 314
System Status............................................................ 318
Profile View Terrain.............................................. 321
Profile View Display................................................... 321
Traffic Information Service (TIS)......................... 325
Displaying Traffic Information .................................... 326
Traffic Map Page........................................................ 328
TIS Alerts.................................................................. 329
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
ix
TABLE OF CONTENTS
System Status............................................................ 331
6.5 Traffic Advisory System (TAS)............................. 333
Theory of Operation................................................... 333
TAS Symbology.......................................................... 334
TA Alerting Conditions............................................... 335
TAS Alerts................................................................. 336
System Test............................................................... 337
Operation................................................................. 338
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
8.1
8.2
8.3
8.4
8.5
8.6
8.7
SECTION 8 ADDITIONAL FEATURES
Synthetic Vision Technology (SVT™)................... 350
SVT Operation........................................................... 351
SVT Features............................................................. 353
Field of View............................................................. 362
SafeTaxi................................................................. 364
ChartView.............................................................. 370
ChartView Softkeys.................................................... 371
Terminal Procedures Charts........................................ 372
Chart Options............................................................ 380
Day/Night View......................................................... 386
ChartView Cycle Number and Expiration Date.............. 388
FliteCharts............................................................. 391
FliteCharts Softkeys................................................... 392
Terminal Procedures Charts........................................ 392
Chart Options............................................................ 400
Day/Night View......................................................... 404
FliteCharts Cycle Number and Expiration Date.............. 406
Airport Directory.................................................. 409
Airport Directory Database Cycle Number and Revision.410
Scheduler............................................................... 412
Abnormal Operation............................................ 414
SVT Troubleshooting.................................................. 414
Reversionary Mode.................................................... 414
Unusual Attitudes...................................................... 415
Voice Alerts............................................................... 429
G1000H System Message Advisories........................... 429
Pilot Profile Import/Export Messages........................... 438
Flight Plan Import/Export Messages............................ 439
Database Management.............................................. 441
Navigation Databases................................................ 441
Garmin Databases/Jeppesen Chartview Database......... 446
Garmin Aviation Glossary............................................. 453
Frequently Asked Questions......................................... 463
General TIS Information................................................ 467
Introduction.............................................................. 467
TIS vs. TAS/TCAS........................................................ 467
TIS Limitations.......................................................... 467
Display Symbols............................................................. 469
INDEX
Index .................................................................................I-1
APPENDICES
Annunciations and Alerts.............................................. 417
CAS Message Prioritization......................................... 417
G1000H System Annunciations................................... 422
TIS Alerts and Annunciations...................................... 428
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
SECTION 1 SYSTEM OVERVIEW
1.1 SYSTEM DESCRIPTION
This section provides an overview of the G1000H Integrated Flight Deck as installed in the Bell 505 Jet Ranger X.
The G1000H system is an integrated avionics system that presents flight and engine instrumentation, position,
navigation, communication, and identification information to the pilot through large-format displays. The system
consists of the following Line Replaceable Units (LRUs):
• GDU 1040H Primary Flight Display (PFD) and Multi
Function Display (MFD)
• GTX 33H Mode S Transponder with extended
squitter
• GIA 63H Integrated Avionics Unit
• GTS 800 Traffic Avoidance System (optional)
• GEA 71H Engine/Airframe Unit
• GTP 59 Outside Air Temperature (OAT) Probe
• GTR 225B Comm Radio (optional)
• GRA 55 Radar Altimeter (optional)
• GSU 75H Air Data, Attitude and Heading Reference • GA 58 Directional Antenna (optional)
System (ADAHRS)
• GMU 44 Magnetometer
• GMA 350H Audio System with Integrated Marker
Beacon Receiver
A top-level G1000H system block diagram is shown in Figure 1-1.
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
1
SYSTEM OVERVIEW
1.2 LINE REPLACEABLE UNITS (LRU)
• GDU 1040H (2) – One unit is configured as a PFD, the other as an MFD, each featuring a 10.4-inch LCD with
1024 x 768 resolution. The unit installed on the right/pilot side is designated as the PFD, and the one installed
on the left/copilot side is designated as the MFD. These units communicate with each other and with the GIA
63H Integrated Avionics Unit through a High-Speed Data Bus (HSDB) connection.
• GIA 63H (1) – Functions as the main communication hub, linking all LRUs with the on-side PFD. The
GIA 63H contains a GPS SBAS receiver, VHF COM/NAV/GS receiver, a flight director (FD) and system integration
microprocessors. The GIA 63H is paired with a respective GDU 1040H via HSDB connection.
• GEA 71H (1) – Receives and processes signals from the engine and airframe sensors. This unit communicates
with the GIA 63H using an RS-485 digital interface.
• GSU 75H (1) – Processes data from the pitot/static system as well as the OAT probe to provide pressure
altitude, airspeed, vertical speed and OAT information to the G1000H system. This unit also provides aircraft
attitude and heading information via ARINC 429 to both GDU 1040H units and the GIA 63H unit. The GSU
75H contains advanced sensors (including accelerometers and rate sensors) and interfaces with the GMU 44
to obtain magnetic field information, and with the GIA 63H to obtain GPS information. ADAHRS modes of
operation are discussed later in this document.
• GMU 44 (1) – Measures local magnetic field. Data is sent to the GSU 75H for processing to determine aircraft
magnetic heading. This unit receives power directly from the GSU 75H and communicates with the GSU 75H,
using an RS-485 digital interface.
• GMA 350H (1) – Integrates NAV/COM digital audio, intercom system and marker beacon controls. This unit
communicates with the GIA 63H, using an RS-232 digital interface.
• GTX 33H/ES (1) – The GTX 33H/ES is a solid-state, Mode-S transponder that provides Modes A, C and S
operation. The unit is controlled through the PFD and communicates with the GIA 63H through an RS-232
digital interface. Extended Squitter (ES) provides ADS-B output.
• GTP 59 (1) – Provides Outside Air Temperature (OAT) data to the GDC 74H.
• GTS 800 (1) (optional) – The GTS 800 Traffic Advisory System (TAS) uses active interrogations of Mode S and
Mode C transponders to provide Traffic Advisories to the pilot independent of the air traffic control system.
• GA 58 (1) (optional) – The GA 58 are directional antennas for the Traffic Avoidance System. One top-mounted
directional antenna is required. Optional bottom mounted antenna offers better threat visibility.
• GTR 225B (1) (optional) – The GTR 225 is a 10 watt COM radio that operates in the aviation voice band from
118.000 to 136.975 MHz, in 25 kHz steps.
• GRA 55 (1) (optional) – The Radar Altimeter provides altitude above the ground (AGL) and rate of change of
radar altitude information.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
SYSTEM OVERVIEW
GTS 800
(TAS)
#2
GDU 1040
(MFD)
#1
GDU 1040H
(PFD)
GRA 55
(Radio
Altimeter)
GMA 44
(Magnetometer)
#2 GIA 63H
Future
Growth
(Integrated
Avionics
Unit)
GTP 59
(OAT Probe)
PFD
Fail
Normal Mode
#1 GIA 63H
(Integrated
Avionics
Unit)
GSU 75H
(ADAHRS)
GMA 350H
(Audio
Panel)
GTR 225B
(COM)
VHF COM
GPS/SBAS
VHF COM
VOR/LOC
GTX 33H w/ES
(Transponder)
GPS/SBAS
VOR/LOC
G/S
G/S
Engine &
Airframe
Sensors
GEA 71
(Engine & Airframe
I/F)
FADEC
(CH A, CH B,
Analog)
ELT
Garmin Equipment
Non-Garmin Equipment
Optional
Garmin Equipment
Optional
Non-Garmin Equipment
Figure 1-1 G1000H System (LRU Configuration)
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
3
SYSTEM OVERVIEW
1.3 G1000H CONTROLS
NOTE: The Audio Panel (GMA 350) are described in the CNS & Audio Panel.
The G1000H system controls are located on the PFD and MFD bezels and audio panel. The controls for the
PFD and MFD are discussed within the following pages of this section.
PFD CONTROLS
1
2
3
4
5
6
7
8
9
10
13
11
14
12
15
16
18
17
Figure 1-2 PFD/MFD Controls
The following list provides an overview of the controls located on the PFD bezel (see Figure 1-2).
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 Heading Knob
4
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)
Press to toggle light blue tuning box between NAV1 and NAV2
Turn to manually select a heading.
Press to display a digital heading momentarily to the left of the HSI and synchronize the
Selected Heading to the and current heading.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
5 Joystick
Turn to change map range.
Press to activate Map Pointer for map panning.
6 CRS/BARO Knob
Turn large knob for altimeter barometric pressure setting.
Turn small knob to adjust course (only when HSI is in VOR or OBS Mode).
Press to re-center the CDI and return course pointer directly TO bearing of active waypoint/
station.
7 COM Knob
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.
The selected COM (green) is controlled with the COM MIC Key (Audio Panel).
8 COM Frequency
Transfers the standby and active COM frequencies.
Transfer Key (EMERG) Press and hold two seconds to tune the emergency frequency (121.5 MHz) automatically into
the active frequency field.
9 COM VOL/SQ Knob
10 Direct-to Key (
Turn to control COM audio volume level (shown as a percentage in the COM Frequency Box).
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).
11 FPL Key
Displays flight plan information.
12 CLR Key
Erases information, cancels entries, or removes menus.
Press and hold to display the MFD Navigation Map Page (MFD only).
(DFLT MAP)
13 MENU Key
Displays a context-sensitive list of options for accessing additional features or making setting
changes.
14 PROC Key
Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and approach
procedures (IAPs) for a flight plan or selected airport.
15 ENT Key
Validates/confirms menu selection or data entry.
16 FMS Knob
Press to turn the selection cursor ON/OFF.
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 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.
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).
(Flight Management
System Knob)
17 Softkey Selection
Press to select softkey shown above the bezel key on the PFD/MFD display.
Keys
18 ALT Knob
Sets the Selected Altitude, shown above the Altimeter (the large knob selects the thousands, the
small knob selects the hundreds).
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.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
Large (Outer)
Knob
Small (Inner)
Knob
Figure 1-3 Dual Concentric Knob
AUDIO PANEL CONTROLS
1
11
2
3
4
5
6
7
8
9
12
13
14
15
16
17
18
19
10
20
21
Figure 1-4 GMA 350H Audio Panel Controls
NOTE: When a key is selected, a triangular annunciator above the key is illuminated.
1 MKR/MUTE Key
Selects marker beacon receiver audio. Mutes the currently received marker beacon receiver
audio. Deactivates automatically and marker beacon audio is heard when the next marker
beacon signal is received. Also, stops play of recorded COM audio.
2 COM1 Key
When selected, audio from the #1 COM receiver can be heard. Press and hold to enable/disable
monitored COM muting during primary COM reception
3 COM2 Key
If equipped and selected, audio from the #2 COM receiver can be heard. Press and hold to
enable/disable monitored COM muting during primary COM reception
4 COM3 Key
Not used.
5 NAV1 Key
When selected, audio from the #1 NAV receiver can be heard.
6 AUX Key
(optional) When selected, audio from the AUX input can be heard.
7 Telephone/
Selects and deselects audio from a telephone or entertainment device connected to the Front
Panel Jack. Audio from a telephone device connected to the rear of the panel if a device is not
connected to the Front Panel Jack.
Entertainment Key
6
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
SYSTEM OVERVIEW
8 MUSIC Key
Selects and deselects music audio.
9 MAN SQ Key
Manual Squelch annunciator. When lit, intercom squelch is controlled manually.
10 Volume Indicator
Indicates volume/squelch setting relative to full scale.
11 Front Panel Jack
Used for an entertainment or telephone input.
12 MIC1 Key
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. If equipped,
COM2 receive can be added by pressing the COM2 Key. Pressing the MIC1 and MIC2 keys
simultaneously initiates the Split-COM mode (COM1/COM2). During Split-COM operation, both
the pilot and the copilot can transmit simultaneously over separate radios. When in Split-COM
mode, the pilot is using the lower numbered COM, the copilot is using the higher numbered
COM.
13 MIC2 Key
If equipped, 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
or COM2 receive can be added by pressing the COM1 or COM2 Key. Pressing the MIC1 and
MIC2 keys simultaneously initiates the Split-COM mode (COM1/COM2). During Split-COM
operation, both the pilot and the copilot can transmit simultaneously over separate radios. When
in Split-COM mode, the pilot is using the lower numbered COM, the copilot is using the higher
numbered COM.
14 MIC3 Key
Not used.
15 NAV2 Key
If equipped and selected, audio from the #2 NAV receiver can be heard.
16 PILOT Key
Controls the pilot intercom isolation.
17 COPLT Key
Controls the copilot intercom isolation. Press and hold to toggle copliot configuration between
crew and passengers
18 PASS Key
Controls the passenger intercom isolation. Press and hold to enable/disable passenger muting
during reception
19 SPKR Key
Selects and deselects the cabin speaker (optional). COM and NAV, MKR and optional AUX
receiver audio and playback audio can be heard on the speaker. Press and hold for 2 seconds for
Passenger Address (PA). The SPKR Key flashes during PA.
20 Cursor (CRSR)
Turn to move the cursor (flashing green or blue annunciator) to the desired source.
Control Knob
21 Volume (VOL)
Control Knob
190-02064-00 Rev. A
Turn the smaller knob to control volume or squelch of the selected source (indicated by the
flashing green annunciator). When the volume control cursor is not active press to switch to
Blue-Select mode. If the volume control cursor is active, press twice (once to cancel the cursor,
once more to activate Blue-Select mode).
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
1.4 SECURE DIGITAL CARDS
NOTE: Refer to the Appendices for instructions on updating the aviation database.
NOTE: Ensure that the G1000H system is powered off before inserting the SD card.
The PFD and MFD data card slots use Secure Digital (SD) cards and are located on the top right portion 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 and OEM maintenance diagnostics.
Not all SD cards are compatible with the G1000H. Use only SD cards supplied by Garmin or the aircraft
manufacturer.
Install an SD card
Insert the SD card in the SD card slot, pushing the card in until the spring latch engages. The front of the card
should remain flush with the face of the display bezel.
Remove an SD card
Gently press on the SD card to release the spring latch and eject the card.
SD Card Slots
Figure 1-5 Display Bezel SD Card Slots
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
1.5 SYSTEM POWER-UP
NOTE: Refer to the Appendices for AHRS initialization bank angle limitations.
NOTE: See the Appendices for additional information regarding system-specific annunciations and alerts.
NOTE: See the 505 Flight Manual (FM) for specific procedures concerning avionics power application and
emergency power supply operation.
The G1000H system is integrated with the aircraft electrical system and receives power directly from electrical
busses. The G1000H 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 1-7. All system annunciations
should disappear typically within one minute of power-up at normal temperature, but may take as long as 10
minutes at cold temperatures. Upon power-up, key annunciator lights also become momentarily illuminated on
the audio panels, the control units 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 one minute of power-up. The AHRS can align itself both
while taxiing and during level flight.
When the MFD powers up (Figure 1-6), the MFD Power-up Page displays the following information:
• System version
• Obstacle database name and version
• Copyright
• Navigation database name, version, and effective dates
• Land database name and version
• Airport Directory name, version and effective dates
• Safe Taxi database information (optional)
• FliteCharts/ChartView database information (optional)
• Terrain database name and version
• Pilot Profile selection
• Airport Terrain database name and version
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
Current database information includes the 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 acknowledges this information and displays the Auxiliary (AUX) Weight &
Balance Page.
Figure 1-6 MFD Power-up Page
Figure 1-7 PFD Initialization
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
1.6 SYSTEM OPERATION
NOTE: In normal operating mode, backlighting can only be adjusted from the PFD. In reversionary mode, it
can be adjusted from the remaining display.
The displays are connected together via a single Ethernet bus for high-speed communication. This allows the
displays to share information, enabling true system integration. In normal mode, the IAU is connected to the PFD (MFD
in reversionary mode), as shown in Figure 1-1. This section discusses normal and reversionary display operation,
as well as the various ADAHRS modes and G1000H System Annunciations.
NORMAL DISPLAY OPERATION
In normal operating mode, the PFD presents graphical flight instrumentation (attitude, heading, airspeed,
altitude, vertical speed), replacing the traditional flight instrument cluster (see the Flight Instruments Section
for more information). The Power Situation Indicator and CAS messages are also displayed on the PFD.
The MFD normally displays a full-color moving map with navigation information (see the Flight Management
Section), while the left portion of the MFD is dedicated to the Engine Indication System (EICAS; see the EICAS
Section).
Both displays offer control for COM and NAV frequency selection.
Figure 1-8 Normal Mode
REVERSIONARY DISPLAY OPERATION
NOTE: The G1000H System alerts the pilot when backup paths are utilized by the LRUs. Refer to Appendix
A for further information regarding system-specific alerts.
In the event of a display failure, the G1000H System automatically switches to reversionary (backup) mode
(refer to Figure 1-1). In reversionary mode, all important flight information is presented on the remaining
display in the same format as in normal operating mode.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
Figure 1-9 Reversionary Mode
The Reversionary (REV) switch is located on the miscellaneous control panel. The switch has three positions:
PFD, NORM, and MFD.
In normal operations, the switch is set to the NORM position. If the system detects a display failure while the
switch is in the NORM position, the non-failed display automatically enters Reversionary Mode. In Reversionary
Mode, the system presents the Engine Indication and Crew Alerting System (EICAS) display and a PFD on a
single display.
If the switching logic does not automatically provide a reversionary display mode, or if the GIA 63H data is
displayed with red X’s on the remaining functional display, the REV switch may be manually positioned to PFD
or MFD to transition into reversionary display mode and switch the GIA 63H data to the remaining functional
display unit. When the REV switch is positioned to MFD, the “MFD REV” advisory message will displayed in
the Crew Alerting System (CAS) messaging system to indicate that the normal GIA 63H data path via the PFD
has been switched to MFD.
ADAHRS OPERATION
NOTE: Refer to the Appendices for specific ADAHRS alert information.
NOTE: Aggressive maneuvering while the ADAHRS is not operating normally can degrade ADAHRS accuracy.
In addition to using internal sensors, the GSU 75H ADAHRS uses GPS information, magnetic field data
and air data to assist in attitude/heading calculations. In normal mode, the ADAHRS relies upon GPS and
magnetic field measurements. In Heading Preset Mode, the magnetometer data is replaced by a heading value
set by the pilot. If either of these external measurements is unavailable or invalid, the ADAHRS uses air data
information for attitude determination. Eight ADAHRS modes of operation are available (see Table 1-1) and
depend upon the combination of available sensor inputs. Loss of air data, GPS, or magnetometer sensor inputs
is communicated to the pilot by message advisory alerts.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
ADAHRS Mode
GPS Data
Available
Magnetometer
Data Available
Air Data
Available
Attitude Indicator
Condition
ADAHRS Normal
Yes
Yes
Yes
Valid Pitch/Roll/
Heading.
ADAHRS no-GPS
No
Yes
Yes
Valid Pitch/Roll/
Heading.
ADAHRS no-GPS/
no-Mag
No
No
Yes
Valid Pitch/Roll.
Heading will
coast-on-gyros
until it becomes
invalid.
ADAHRS coaston-gyros until
invalid
No
No
No
Invalid Pitch/Roll/
Heading.
ADAHRS no-Mag
Data
Yes
No
Yes
Valid Pitch/Roll.
Heading Invalid.
ADAHRS no-Mag/
no-Air Data
Yes
No
No
Invalid Heading.
ADAHRS coaston-gyros until
invalid
No
Yes
No
Invalid Pitch/Roll/
Heading.
ADAHRS no-Air
Data
Yes
Yes
No
Valid Pitch/Roll/
Heading.
Table 1-1 ADAHRS Operation
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
GPS INPUT FAILURE
The aircraft’s G1000H system provides GPS information with a single GPS receiver as standard equipment, or
may optionally include dual GPS receivers.
If the standard equipped single GPS receiver fails, or if the information provided by single GPS receiver
becomes unreliable, the ADAHRS will continue to operate in reversionary NO-GPS mode so long as the air data
and magnetometer inputs are available and valid.
If equipped with dual GPS receivers, and a single GPS receiver fails, or if the information provided from one
of the GPS receivers is unreliable, the ADAHRS seamlessly transitions to using the other GPS receiver. An alert
message informs the pilot of the use of the backup GPS path. If both GPS inputs fail, the ADAHRS continues to
operate in reversionary No-GPS mode so long as the air data and magnetometer inputs are available and valid.
AIR DATA INPUT FAILURE
A failure of the air data input has no effect on ADAHRS output while ADAHRS is operating in normal mode.
Valid attitude information are maintained A failure of the air data input while the ADAHRS is operating in
reversionary No-GPS mode results in invalid attitude and heading information on the PFD (as indicated by red
“X” flags).
MAGNETOMETER FAILURE
If the magnetometer input fails, the ADAHRS transitions to one of the reversionary No-Magnetometer modes
and continues to output valid attitude information. However, if the aircraft is airborne, the heading output on
the PFD does become invalid (as indicated by a red “X”).
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
G1000H SYSTEM ANNUNCIATIONS
NOTE: For a detailed description of all annunciations and alerts, refer to Appendix A. Refer to the 505 Flight
Manual (FM) for additional information regarding pilot responses to these annunciations.
When an LRU or an LRU function fails, a large red “X” is typically displayed on windows associated with the
failed data (Figure 1-10 displays all possible flags and responsible LRUs). Upon G1000H power-up, certain
windows remain invalid as equipment begins to initialize. If any window remains flagged, the G1000H system
should be serviced by a Garmin-authorized repair facility.
GIA 63H Integrated
Avionics Unit(s)
GIA 63H Integrated
Avionics Unit(s)
GSU 75H
ADAHRS
GSU 75H
ADAHRS
Or
GMU 44
Magnetometer
GEA 71H Engine
Airframe Unit
Or
GIA 63W
Integrated
Avionics Unit(s)
GIA 63H Integrated
Avionics Unit(s)
GSU 75H
ADAHRS
Figure 1-10 G1000H System Failure Annunciations
GTX 33H Transponder
Or
GIA 63H Integrated
Avionics Unit(s)
SOFTKEY FUNCTION
The softkeys are located along the bottoms of the displays. The softkeys shown depend on the softkey level
or page being displayed. The bezel keys below the softkeys can be used to select the appropriate softkey. When
a softkey is selected, its color changes to black text on gray background and remains this way until it is turned
off, at which time it reverts to white text on black background.
Softkey
On
Bezel-Mounted
Softkeys (Press)
Softkey Names
(Displayed)
Figure 1-11 Softkeys (Second-Level PFD Configuration)
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
PFD SOFTKEYS
The CDI, IDENT, TMR/REF, NRST, and ALERTS softkeys undergo a momentary change to black text on
gray background and automatically switch back to white text on black background when selected.
The PFD softkeys provide control over flight management functions, including GPS, NAV, terrain, traffic,
and lightning (optional). Each softkey sublevel has a BACK Softkey which can be selected to return to the
previous level. The ALERTS Softkey is visible at all softkey levels (label changes if messages are issued).
SENSOR
CAS
CAS ↑
MSG
CAS ↓
Figure 1-12 Top Level PFD Softkeys
CAS
SENSOR
MSG
TERRAIN
MSG
TRFC-1
Press the BACK Softkey to return to
the top-level softkeys.
TRFC-2
Figure 1-13 INSET Softkeys
CAS
SENSOR
MSG
(If Available)
MSG
SET HDG
Press the BACK Softkey to return to
the top-level softkeys.
HDG SYNC
HDG -
HDG +
HPM OFF
MSG
Figure 1-14 SENSOR Softkeys
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
Level 1
Level 2
Level 3
Description
CAS ↑
Displays the scroll-up and scroll-down softkeys when the number of CAS
messages exceeds the maximum capable of being displayed in the window
Moves the cursor up through the displayed messages
CAS ↓
Moves the cursor down through the displayed messages
CAS
Displays Inset Map in PFD lower left corner
INSET
OFF
Removes Inset Map
DCLTR (3)
Selects desired amount of map detail; cycles through declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Declutters land data
DCLTR-2: Declutters land and SUA data
DCLTR-3: Removes everything except the active flight plan
TRAFFIC
Cycles through traffic display options:
TRFC-1: Traffic displayed on inset map
TRFC-2: Traffic Map Page is displayed in the inset map window
Displays topographical data (e.g., coastlines, terrain, rivers, lakes) and
elevation scale on Inset Map
TOPO
Displays/removes terrain information on Inset Map
TERRAIN
Displays the Set Heading Softkey
SENSOR
(If Available) Enables Heading Preset Mode
SET HDG
190-02064-00 Rev. A
HDG
SYNC
Synchronizes heading to the selected heading
HDG -
Slews heading counterclockwise
HDG +
Slews heading clockwise
HPM
OFF
Manually disables Heading Preset Mode
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
SENSOR
CAS
MSG
HSI FRMT
SYN VIS
MSG
ALT UNIT
BRG1(NAV1)
BRG2(GPS)
BRG1(GPS)
BRG2(ADF)
BRG1(ADF)
BRG2(OFF)
Press the BACK Softkey to
return to the top-level softkeys
BRG1(OFF)
METERS
360 HSI
IN
HPA
ARC HSI
MSG
MSG
MSG
PATHWAY
SYN TERR HRZN HDG APTSIGNS
MSG
Figure 1-15 PFD Configuration Softkeys
Level 1
Level 2
Level 3
Description
Displays second-level softkeys for additional PFD configurations
PFD
Displays the softkeys for enabling or disabling Synthetic Vision features
SYN VIS
PATHWAY
SYN TERR
Displays rectangular boxes representing the horizontal and vertical flight
path of the active flight plan
Enables synthetic terrain depiction
HRZN HDG Displays compass heading along the Zero-Pitch line
DFLTS
Displays position markers for airports within approximately 15 nm of
the current aircraft position. Airport identifiers are displayed when the
airport is within approximately 9 nm.
Resets PFD to default settings, including changing units to standard
WIND
Displays softkeys to select wind data parameters
APTSIGNS
OPTN 2
Headwind/tailwind and crosswind arrows with numeric speed
components
Wind direction arrow and numeric speed
OPTN 3
Wind direction arrow with numeric direction and speed
OFF
Information not displayed
OPTN 1
BRG1
Cycles the Bearing 1 Information Window through NAV1 or GPS/
waypoint identifier and GPS-derived distance information.
HSI FRMT
Displays the HSI formatting softkeys
Displays the HSI in a 360 degree format
Displays the HSI in an arc format
360 HSI
ARC HSI
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SYSTEM OVERVIEW
Level 1
Level 2
Level 3
Description
Cycles the Bearing 2 Information Window through NAV2 or GPS/
waypoint identifier and GPS-derived distance information.
Displays softkeys for setting the altimeter and BARO settings to metric
units
BRG2
ALT UNIT
METERS
When enabled, displays altimeter in meters
IN
Press to display the BARO setting as inches of mercury
HPA
Press to display the BARO setting as hectopacals
Sets barometric pressure to 29.92 in Hg (1013 hPa)
STD BARO
CAS
SENSOR
MSG
ADS-B TX
MSG
Press the BACK Softkey to return
to the top-level softkeys.
MSG
Press the BACK Softkey to return
to the previous level softkeys.
Figure 1-16 XPDR (Transponder) Softkeys
Level 1
Level 2
Level 3
Displays transponder mode selection softkeys
XPDR
190-02064-00 Rev. A
Description
STBY
Selects Standby Mode (transponder does not reply to any interrogations)
ON
Selects Mode A (transponder replies to interrogations)
ALT
On Ground - (White mode indication)
Generates Mode S replies to discrete interrogations as well as transmission of
acquisition and extended squitters, including ADS-B out. Mode A, Mode C,
and Mode S all-call replies are inhibited
VFR
Airborne - (Green mode indication)
Generates Mode A, Mode C, and Mode S replies as well as transmissions of
acquisition and extended squitters, including ADS-B out.
Automatically enters the VFR code (1200 in the U.S.A. only)
CODE
Displays transponder code selection softkeys 0-7
0—7
Use numbers to enter code
IDENT
Activates the Special Position Identification (SPI) pulse for 18 seconds, identifying the transponder return on the ATC screen
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
Level 1
Level 2
Level 3
Description
Removes numbers entered, one at a time
BKSP
TMR/REF
Activates the Special Position Identification (SPI) pulse for 18 seconds, identifying the transponder return on the ATC screen
Enables the transmission of extended squitters containing ADS-B out
information
Activates the Special Position Identification (SPI) pulse for 18 seconds, identifying the transponder return on the ATC screen
Displays Timer/References Window
NRST
Displays Nearest Airports Window
MSG
Displays Messages Window
IDENT
ADS-B TX
IDENT
MFD SOFTKEY MAP
DCLTR
MAP
(optional)
(optional)
SHW CHRT
CHKLIST
DCLTR-1
CAS ↑
CAS ↓
PWR CHK
TEST
DCLTR-2
DCLTR-3
AUD TST
CHIP TST
FIRE TST
ACU TST
FOPS TST
BACK
Press the BACK Softkey on
this level to return to the previous
softkey level.
TRAFFIC
PROFILE
TOPO
TERRAIN
AIRWAYS
BACK
AIRWY ON
AIRWY LO
AIRWAY HI
Figure 1-17 MFD Softkeys
Level 1
Level 2
Level 3
Displays the EIS-Engine Page
ENGINE
CAS ↑
Scroll up (Displayed only when a sufficient number of items are
displayed in the Crew Alerting System Display to warrant scrolling)
Scroll down (Displayed only when a sufficient number of items are
displayed in the Crew Alerting System Display to warrant scrolling)
CAS ↓
PWR CHK
Performs a power assurance check
TEST
Displays additional test options for engine systems
CHIP TST
Audio Alert Test Displays
Chip Detector Test
FIRE TST
Fire Detection System Test
AUD TST
20
Description
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
SYSTEM OVERVIEW
Level 1
Level 2
Level 3
Description
ACU TST Auxiliary Control Unit
FOPS TST
Flame Out Protection System Test
BACK
Press BACK, to return to the previous page
Enables second-level Navigation Map softkeys
MAP
TRAFFIC
Displays traffic information on Navigation Map
PROFILE
Displays/removes Profile View on Navigation Map Page
TOPO
Displays topographical data (e.g., coastlines, terrain, rivers, lakes) and
elevation scale on Navigation Map
Displays terrain information on Navigation Map
TERRAIN
Displays airways on the map; cycles through the following:
AIRWAYS: No airways are displayed
AIRWY ON: All airways are displayed
AIRWY LO: Only low altitude airways are displayed
AIRWY HI: Only high altitude airways are displayed
Returns to top-level softkeys
AIRWAYS
BACK
SHW CHRT
Selects desired amount of map detail; cycles through declutter levels:
DCLTR (No Declutter): All map features visible
DCLTR-1: Declutters land data
DCLTR-2: Declutters land and SUA data
DCLTR-3: Removes everything except the active flight plan
When available, displays optional airport and terminal procedure charts
CHKLIST
When available, displays optional checklists
DCLTR
GPS RECEIVER OPERATION
This aircraft includes a single GIA 63H Integrated Avionics Units (IAU) as standard equipment, or may
optionally include dual IAU’s. Each IAU contains a GPS (GPS1 for the #1 IAU, GPS2 for the optional #2 IAU).
GPS information may be viewed on the AUX - GPS Status Page.
GPS sensor annunciations are most often seen after system power-up during satellite signal acquisition. While
the aircraft is on the ground, the SBAS signal may degraded or blocked by obstructions causing the GPS receiver
to have difficulty acquiring a good signal.
If equipped with dual GIA 63H IAU’s, GPS sensor annunciation may also be seen when one GPS receiver has
acquired SBAS reception before the other receiver, or if one receiver temporarily loses the SBAS signal. This may
occur during turning flight for example. If the sensor annunciations persist, check for a system failure message
in the Messages Window on the PFD. If no failure message exists, check the GPS Status Page for discrepancies.
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SYSTEM OVERVIEW
Viewing GPS receiver status information
1) Use the large FMS Knob on the MFD to select the Auxiliary Page Group (see Section 1.7 for information on
navigating MFD page groups).
2) Use the small FMS Knob to select GPS Status Page.
Satellite Constellation
Diagram
Satellite Signal
Information Status
GPS Receiver
Status
RAIM
Availability
Prediction
Enabled
SBAS
Options
Satellite Signal
Strength Bars
RAIM Softkey
Selected
Figure 1-18 GPS Status Page (RAIM or SBAS Selected)
SBAS Softkey
Selected
The GPS Status Page provides the following information:
• Satellite constellation diagram
Satellites currently in view are shown at their respective positions on a sky view diagram. The sky view is
always in a north-up orientation, with the outer circle representing the horizon, the inner circle representing 45°
above the horizon, and the center point showing the position directly overhead.
Each satellite is represented by an oval containing the Pseudo-random noise (PRN) number (i.e., satellite
identification number). Satellites whose signals are currently being used are represented by solid ovals.
• Satellite signal information status
The accuracy of the aircraft’s GPS fix is calculated using Estimated Position Uncertainty (EPU), Dilution of
Precision (DOP), and horizontal and vertical figures of merit (HFOM and VFOM). EPU is the radius of a circle
centered on an estimated horizontal position in which actual position has 95% probability of laying. EPU is a
statistical error indication and not an actual error measurement.
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SYSTEM OVERVIEW
DOP measures satellite geometry quality (i.e., number of satellites received and where they are relative to each
other) on a range from 0.0 to 9.9, with lower numbers denoting better accuracy. HFOM and VFOM, measures
of horizontal and vertical position uncertainty, are the current 95% confidence horizontal and vertical accuracy
values reported by the GPS receiver.
The current calculated GPS position, time, GSL (Geodetic Sea Level) altitude, ground speed, and track for the
aircraft are displayed below the satellite signal accuracy measurements.
• GPS receiver status
The GPS solution type (ACQUIRING, 2D NAV, 2D DIFF NAV, 3D NAV, 3D DIFF NAV) for the active GPS
receiver (GPS1 or GPS2 if equipped) is shown in the upper right of the GPS Status Page. When the receiver is in
the process of acquiring enough satellite signals for navigation, the receiver uses satellite orbital data (collected
continuously from the satellites) and last known position to determine the satellites that should be in view.
ACQUIRING is indicated as the solution until a sufficient number of satellites have been acquired for computing
a solution.
When the receiver is in the process of acquiring a 3D navigational GPS solution, 3D NAV is indicated as the
solution until the 3D differential fix has finished acquisition. SBAS (Satellite-Based Augmentation System)
indicates INACTIVE. When acquisition is complete, the solution status indicates 3D DIFF NAV and SBAS
indicates ACTIVE.
• RAIM (Receiver Autonomous Integrity Monitoring) Prediction (RAIM Softkey is selected)
In most cases performing a RAIM prediction is not necessary. However, in some cases, the selected approach
may be outside the SBAS coverage area and it may be necessary to perform a RAIM prediction for the intended
approach.
Receiver Autonomous Integrity Monitoring (RAIM) is a GPS receiver function that performs a consistency
check on all tracked satellites. RAIM ensures that the available satellite geometry allows the receiver to calculate
a position within a specified RAIM protection limit (2.0 nautical miles for oceanic and enroute, 1.0 nm for
terminal, and 0.3 nm for non-precision approaches). During oceanic, enroute, and terminal phases of flight,
RAIM is available nearly 100% of the time.
The RAIM prediction function also indicates whether RAIM is available at a specified date and time. RAIM
computations predict satellite coverage within ±15 min of the specified arrival date and time.
Because of the tighter protection limit on approaches, there may be times when RAIM is not available. The
G1000H automatically monitors RAIM and warns with an alert message when it is not available. If RAIM is not
predicted to be available for the final approach course, the approach does not become active, as indicated by the
messages “Approach is not active” and “RAIM not available from FAF to MAP”. If RAIM is not available when
crossing the FAF, the missed approach procedure must be flown.
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SYSTEM OVERVIEW
Predicting RAIM availability
1) Select the GPS Status Page.
2) If necessary, press the RAIM Softkey.
3) Press the FMS Knob. The ‘WAYPOINT’ field is highlighted.
4) Turn the small FMS Knob to display the Waypoint Information Window.
5) Enter the desired waypoint:
a) Use the FMS Knob to enter the desired waypoint by identifier, facility, or city name and press the ENT Key. Refer
to Section 1.7 for instructions on entering alphanumeric data into the G1000H.
Or:
a) Use the large FMS Knob to scroll to the Most Recent Waypoints List.
b) Use the small FMS Knob to highlight the desired waypoint in the list and press the ENT Key. The G1000H
automatically fills in the identifier, facility, and city fields with the information for the selected waypoint.
c) Press the ENT Key to accept the waypoint entry.
Or:
a) To use the present position, press the MENU Key.
b) With ‘Set WPT to Present Position’ highlighted, press the ENT Key.
c) Press the ENT Key to accept the waypoint entry.
6) Use the FMS Knob to enter an arrival time and press the ENT Key.
7) Use the FMS Knob to enter an arrival date and press the ENT Key.
8) With the cursor highlighting ‘COMPUTE RAIM?’, press the ENT Key. Once RAIM availability is computed, one
of the following is displayed:
• ‘COMPUTE RAIM?’—RAIM has not been computed for the current waypoint, time, and date combination
• ‘COMPUTING AVAILABILITY’—RAIM calculation in progress
• ‘RAIM AVAILABLE’—RAIM is predicted to be available for the specified waypoint, time, and date
• ‘RAIM NOT AVAILABLE’—RAIM is predicted to be unavailable for the specified waypoint, time, and date
• SBAS Selection (SBAS Softkey is pressed)(for example WAAS, EGNOS, or MSAS capable systems)
In certain situations, such as when the aircraft is outside or on the fringe of the WAAS, EGNOS, or MSAS
coverage area, it may be desirable to disable the reception of the applicable SBAS signal (although it is not
recommended). When disabled, the SBAS field in the GPS Status box indicates DISABLED. There may be a
small delay for the GPS Status box to be updated upon WAAS, EGNOS, and MSAS enabling/disabling.
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SYSTEM OVERVIEW
Disabling WAAS, EGNOS or MSAS
1) Select the GPS Status Page.
2) If necessary, select the SBAS Softkey.
3) Press the FMS Knob, and turn the large FMS Knob to highlight the desired SBAS system.
4) Press the ENT Key to uncheck the box.
5) Press the FMS Knob to remove the cursor.
• GPS Satellite Signal Strengths
The GPS Status Page can be helpful in troubleshooting weak (or missing) signal levels due to poor satellite
coverage or installation problems. As the GPS receiver locks onto satellites, a signal strength bar is displayed
for each satellite in view, with the appropriate satellite PRN number (01-32 or 120-138 for WAAS) below
each bar. The progress of satellite acquisition is shown in three stages, as indicated by signal bar appearance:
- No bar—Receiver is looking for the indicated satellite
- Hollow bar—Receiver has found the satellite and is collecting data
- Light blue bar—Receiver has collected the necessary data and the satellite signal can be used
- Green bar—Satellite is being used for the GPS solution
- Checkered bar—Receiver has excluded the satellite (Fault Detection and Exclusion)
- “D” indication—Denotes the satellite is being used as part of the differential computations
Each satellite has a 30-second data transmission that must be collected (signal strength bar is hollow) before
the satellite may be used for navigation (signal strength bar becomes solid).
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SYSTEM OVERVIEW
1.7 ACCESSING G1000H FUNCTIONALITY
MENUS
The G1000H has a MENU Key that, when pressed, displays a context-sensitive list of options. This options
list allows the user to access additional features or make settings changes which specifically relate to the currently
displayed window/page. There is no all-encompassing menu. Some menus provide access to additional
submenus that are used to view, edit, select, and review options. Menus display ‘NO OPTIONS’ when there are
no options for the window/page selected. The main controls used in association with all window/page group
operations are described in section 1.3. Softkey selection does not display menus or submenus.
Navigating the Page Menu Window:
1) Press the MENU Key to display the Page Menu Window.
2) Turn the FMS Knob to scroll through a list of available options (a scroll bar appears to the right of the window
when the option list is longer than the window).
3) Press the ENT Key to select the desired option.
4) The CLR Key may be pressed to remove the menu and cancel the operation. Pressing the FMS Knob also
removes the displayed menu.
No Options with
NRST Window
Displayed on the
PFD
Options
with FPL
Window
Displayed
Figure 1-19 Page Menu Examples
MFD PAGE GROUPS
NOTE: Refer to the Flight Management, Hazard Avoidance, and Additional Features sections 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 page group tabs are displayed along the bottom Available pages in the group are
displayed in a list above the page groups. The current page group and current page within the group are shown
in cyan. For some of these pages (Airport/Procedures, Procedure Loading), the active title of the page changes
while the page name in the list remains the same.
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SYSTEM OVERVIEW
Page Group
Active Page Title
Pages in
Current
Group
Page Groups
MFD
Figure 1-20 Page Title and Page Groups
Selecting a page using the FMS Knob:
1) Turn either FMS Knob one click to display the pop-up page selection window.
2) Turn the large FMS Knob until the desired page group is selected. For example, the MAP page group is selected
in Figure 1-21.
3) Turn the small FMS Knob until the desired page is selected.
There are also several pages (Airport Information pages) which are selected first from within a main page
group with the FMS Knobs, then with the appropriate softkey at the bottom of the page. In this case, the page
remains set to the selected screen until a different screen softkey is pressed.
Map Pages (MAP)
Navigation Map
Traffic Map
Stormscope
Terrain Proximity/HTAWS
(optional)
Figure 1-21 Map Pages
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SYSTEM OVERVIEW
Waypoint Pages (WPT)
Airport Information pages
- Airport Information
(INFO-1 Softkey)
- Departure Information
(DP Softkey)
- Arrival Information
(STAR Softkey)
- Approach Information
(APR Softkey)
Intersection Information
NDB Information
VOR Information
VRP Information
User Waypoint Information
Airport
Information
Pages
Figure 1-22 Waypoint Pages
Auxiliary Pages (AUX)
Weight & Balance
Trip Planning
Utility
GPS Status
System Setup
- System Setup 1
(SETUP 1 Softkey)
- System Setup 2
(SETUP 2 Softkey)
System Status
Figure 1-23 Auxiliary Pages
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SYSTEM OVERVIEW
Flight Plan Pages (FPL)
Active Flight Plan
- Wide View, Narrow View
(VIEW Softkey)
Flight Plan Catalog
or
Stored Flight Plan (NEW Softkey)
Figure 1-24 Flight Plan Pages
The Flight Plan Pages may also be accessed using the FPL Key. Main pages within this group are selected by
turning the small FMS Knob.
The Checklist Page may be accessed from the page group tab or the CHKLIST Softkey. See the Additional
Features section for a discussion on checklists.
Nearest Pages (NRST)
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest VRP
Nearest User Waypoints
Nearest Frequencies
Nearest Airspaces
Figure 1-25 Nearest Pages
In addition to the main page groups accessed exclusively using the FMS Knobs, there are pages for flight
planning (FPL) and loading procedures (PROC) which are accessed by bezel key. In some instances, softkeys
may be used to access the Procedure Pages.
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.
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SYSTEM OVERVIEW
The Procedure pages may be accessed at any time on the MFD by pressing the PROC Key. A menu is
initialized, and when a departure, approach, or arrival is selected, the appropriate Procedure Loading Page is
opened. Turning the FMS Knob does not scroll through the Procedure pages.
Procedure Pages
(PROC)
Departure Loading
Arrival Loading
Approach Loading
Figure 1-26 Procedure Pages
MFD SYSTEM PAGES
In the Auxiliary (AUX) Page Group, there are two system pages: System Setup and System Status. The System
Setup Page allows management of various system parameters, while the System Status Page displays the status
of all G1000H system LRUs.
SYSTEM SETUP PAGES
The two System Setup Pages allow management of the following system parameters:
• Pilot Profiles
• Date/time
• Display Units
(see Flight Instruments Section)
• Baro Transition Alert (see Flight Instruments
Section)
• Airspace Alerts (see Flight Management Section)
• Arrival Alerts (see Flight Management Section)
• Audio Alerts
• Flight Director
• Skid Type
Selecting the System Setup Page:
• MFD Data Bar Fields (Navigation Status Box)
(see Flight Management Section)
• GPS CDI scaling for GPS navigation source
(see Flight Instruments Section)
• COM Configuration
(see Audio Panel and CNS Section)
• Nearest Airports display criteria
(see Flight Management Section)
• Voice Callouts
(see Hazard Avoidance Section)
1) Turn the large FMS Knob to select the AUX Page group.
2) Turn the small FMS Knob to select System Setup.
3) Press the SETUP 1 or SETUP 2 Softkey to select the System Setup 1 or System Setup 2 Page.
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SYSTEM OVERVIEW
Figure 1-27 System Setup 1 Page
Figure 1-28 System Setup 2 Page
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SYSTEM OVERVIEW
Date/Time
The Date/Time Box on the System Setup 1 Page displays the current date and time and allows the pilot
to set the time format (local 12-hr, local 24-hr, or UTC) and offset. The time offset is used to define
current local time. UTC (also called GMT or Zulu) date and time are calculated directly from the GPS
satellites signals and cannot be changed. When using a local time format, designate the offset by adding or
subtracting the desired number of hours.
Set the system time format:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the time format field in the Date/Time Box.
3) Turn the small FMS Knob to select the desired system time format (local 12hr, local 24hr, UTC) and press the
ENT Key.
Set the current time offset:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the time offset field in the Date/Time Box.
3) Turn the FMS Knobs to enter the time offset and press the ENT Key.
Display Units
Units in which various quantities are displayed on the G1000H screens are listed on the System Setup 1
Page. The Navigation Angle reference and the Position units are pilot selectable.
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Category
Navigation Angle
Settings
Magnetic (North)*
True (North)
User
Distance and Speed
Nautical*
Metric
Altitude and Vertical
Speed***
Feet*
Meters
Affected Quantities
Heading
Course
Bearing
Track
Desired Track
Wind direction (Trip Planning Page)
Crosstrack error (HSI)
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
All altitudes on MFD
All elevations on MFD
Exceptions
N/A
Airspeed Indicator
True Airspeed (PFD)
Wind speed vector
Map range (Traffic Page, TAWS
Page)
CDI scaling (System Setup)
Fuel range calculation (EIS)
Altimeter
Vertical Speed Indicator
VNV altitudes (Active Flight Plan)
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SYSTEM OVERVIEW
Category
Temperature
Fuel and Fuel Flow
Weight
Position
Settings
Celsius*
Fahrenheit
Gallons*
Kilograms
Liters
Pounds
Kilograms
Pounds*
HDDD°MM.MM’*
HDDD°MM’SS.S”
MGRS
UTM/UPS
Affected Quantities
All temperatures on PFD
Total Air Temperature (Trip Planning Page)
Fuel parameters (Trip Planning Page)
Exceptions
Engine Indication System (EIS)
Weight Planning Page
N/A
All positions
N/A
Engine Indication System (EIS)
* Default setting
Table 1-2 Display Units Settings (System Setup Page)
To change a Display Units setting:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field in the Display Units Box.
3) Turn the small FMS Knob to select from a list of measurement units and press the ENT Key when the desired
unit is highlighted. Press the CLR Key to cancel the action without changing the units.
BARO Transition Alert
See the Flight Instruments section for a discussion on setting the Baro Transition Alert.
Airspace Alerts
The Airspace Alerts Box allows the pilot to turn the controlled/special-use airspace message alerts on
or off. This does not affect the alerts listed on the Nearest Airspaces Page or the airspace boundaries
depicted on the MFD Navigation Map Page. It simply turns on/off the warning provided when the aircraft
is approaching or near an airspace.
Alerts for the following airspaces can be turned on/off in the Airspace Alerts Box:
• Class B/TMA
• Restricted
• Class C/TCA
• MOA (Military)
• Class D
• Other airspaces
An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For
example, if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an
alert message is not generated, but if the aircraft is less than 500 feet above/below an airspace and projected
to enter it, the pilot is notified with an alert message. The default setting for the altitude buffer is 200 feet.
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SYSTEM OVERVIEW
To change the altitude buffer distance setting:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the altitude buffer field in the Airspace Alerts Box.
3) Turn the FMS Knobs to enter an altitude buffer value and press the ENT Key.
To turn an airspace alert on or off:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field in the Airspace Alerts Box.
3) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
Arrival Alerts
The Arrival Alert Box on the System Setup 1 Page allows arrival alerts to be turned on/off and the alert
trigger distance set. An arrival alert can be set to notify the pilot with a message upon reaching a userspecified distance from the final destination (the direct-to waypoint or the last waypoint in a flight plan).
Once the set distance (up to 99.9 units) has been reached, an “Arrival at [waypoint]” message is displayed
in the PFD Navigation Status Box.
Enabling/disabling an arrival alert:
1) Turn the large FMS Knob to select the AUX Page group.
2) Turn the small FMS Knob to select System Setup.
3) If necessary, press the SETUP 1 Softkey to select the System Setup 1 Page.
4) Press the FMS Knob momentarily to activate the flashing cursor.
5) Turn the large FMS Knob to select the ON/OFF field in the Arrival Alert Box.
6) Turn the small FMS Knob clockwise to turn the airspace alert ON or counterclockwise to turn the alert OFF.
7) Press the FMS Knob to deactivate the cursor.
Changing the arrival alert trigger distance:
1) Turn the large FMS Knob to select the AUX Page group.
2) Turn the small FMS Knob to select System Setup.
3) If necessary, press the SETUP 1 Softkey to select the System Setup 1 Page.
4) Press the FMS Knob momentarily to activate the flashing cursor.
5) Turn the large FMS Knob to highlight the distance field in the Arrival Alert Box.
6) Use the FMS Knob to enter a trigger distance and press the ENT Key.
7) Press the FMS Knob to deactivate the cursor.
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SYSTEM OVERVIEW
Audio Alerts
The Audio Alert Box on the System Setup 1 Page allows the audio alert voice to be set to male or female.
To change the audio alert voice:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the voice in the Audio Alert Box.
3) Turn the small FMS Knob to display and highlight the desired voice and press the ENT Key.
Skid Type
The Skid Box on the System Setup 2 Page allows the Skid Type to be set to LOW or HIGH/EMERG
FLOATS.
Changing the Skid Type:
1) While on the System Setup 2 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the Skid field in the Skid Box.
3) Turn the small FMS Knob to display and highlight the desired skid type and press the ENT Key.
MFD Data Bar Fields
The MFD Data Bar Fields Box on the System Setup 1 Page displays the current configuration of the MFD
Navigation Status Box. By default, the Navigation Status Bar is set to display ground speed (GS), distance
to next waypoint (DIS), estimated time en route (ETE), and en route safe altitude (ESA).
To change the information shown in an MFD Navigation Status Bar field:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the desired field number in the MFD Data Bar Fields Box.
3) Turn the small FMS Knob to display and scroll through the data options list and press the ENT Key when the
desired data selection is highlighted.
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SYSTEM OVERVIEW
The following data may be selected for display in each of the four fields of the Navigation Status Box.
• Bearing (BRG)
• ISA Relative Temperature (ISA)
• Distance (DIS)
• ETA at Final Destination (LDG)
• Desired Track (DTK)
• Minimum Safe Altitude (MSA)
• Endurance (END)
• True Air Speed (TAS)
• En Route Safe Altitude (ESA)
• Track Angle Error (TKE)
• En Route (ENR)
• Track (TRK)
• Estimated Time of Arrival (ETA)
• Vertical Speed Required (VSR)
• Estimated Time En Route (ETE)
• Crosstrack Error (XTK)
• Fuel on Board (FOB)
• Fuel Over Destination (FOD)
• Ground Speed (GS)
GPS CDI
The GPS CDI Box on the System Setup 1 Page allows the pilot to define the range for the on-screen course
deviation indicator (CDI). The range values represent full range deflection for the CDI to either side. The
default setting is ‘AUTO’. At this setting, leaving the departure airport the CDI range is set to 1.0 nm and
gradually ramps up to 2 nm beyond 30 nm from the departure airport. The CDI range is set to 2.0 nautical
miles during the en route phase of flight. Within 30 nm of the destination airport, the CDI range gradually
ramps down to 1.0 nm (terminal area). During approach operations, the CDI range ramps down even
further to 0.3 nm. This transition normally occurs within 2.0 nm of the final approach fix (FAF).
If a lower CDI range setting is selected (i.e., 1.0 or 0.3 nm), the higher range settings are not selected
during any phase of flight. For example, if 1.0 nm is selected, the system uses this for en route and terminal
phases and ramps down to 0.3 nm during an approach. Note that the Receiver Autonomous Integrity
Monitoring (RAIM) protection limits follow the selected CDI range and corresponding flight phases.
The GPS CDI Box on the System Setup 1 Page displays the following:
• Selected CDI range (auto, 2 nm, 1 nm, 0.3 nm)
• Current system CDI range (2 nm, 1 nm, 0.3 nm)
Changing the CDI range:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the SELECTED field in the GPS CDI Box.
3) Turn the small FMS Knob to display and scroll through the range list and press the ENT Key when the desired
selection is highlighted.
4) Press the FMS Knob to deactivate the cursor.
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SYSTEM OVERVIEW
COM Configuration
NOTE: 8.33 kHz VHF communication frequency channel spacing is not approved for use in the United States.
Select the 25.0 kHz channel spacing option for use in the United States.
The COM Configuration Box on the System Setup 1 Page allows the pilot to select 8.33 kHz or 25.0 kHz
COM frequency channel spacing.
To change COM channel spacing:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the channel spacing field in the COM Configuration Box.
3) Turn the small FMS Knob to select the desired spacing and press the ENT Key.
Nearest Airports
The Nearest Airports Box on the System Setup 1 Page defines the minimum runway length and surface
type used when determining the nine nearest airports to display on the MFD Nearest Airports Page. A
minimum runway length and/or surface type can be entered to prevent airports with small runways or
runways that are not of appropriate surface from being displayed. Default settings are zero feet (or meters)
for runway length and “HARD/SOFT” for runway surface type.
To select nearest airport surface matching criteria (any, hard only, hard/soft, water):
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the runway surface field in the Nearest Airports Box.
3) Turn the small FMS Knob to display and scroll through the runway options (any, hard only, hard/soft, water) and
press the ENT Key when the desired selection is highlighted.
To select nearest airport minimum runway length matching criteria:
1) While on the System Setup 1 Page, press the FMS Knob momentarily to activate the flashing cursor.
2) Turn the large FMS Knob to highlight the minimum length field in the Nearest Airport Box.
3) Turn the FMS Knobs to enter the minimum runway length (zero to 99,999 feet) and press the ENT Key.
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 screen (Figure 1-6). The G1000H 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 1 or System Setup 2 Page in the box labeled ‘Pilot Profile’. From here, pilot
profiles may be created, selected, renamed, or deleted.
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SYSTEM OVERVIEW
Figure 1-29 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.
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 G1000H loads and displays the system settings for the selected profile.
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SYSTEM OVERVIEW
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.
If an SD card is inserted into the top slot of the MFD, pilot profiles may imported from the SD card into
the system, or exported from the system to the SD card.
Because system settings may vary from one airframe to another, always verify system settings from an
imported profile are consistent with the desired settings.
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SYSTEM OVERVIEW
Importing a profile from an SD card:
1) Insert an SD card containing the pilot profile(s) into the top card slot on the MFD.
2) Turn the FMS Knob to select the AUX - System Setup Page.
3) Select the IMPORT Softkey.
Or:
a) Press the MENU Key.
b) Turn the FMS Knob to highlight ‘Import Pilot Profile’ and press the ENT Key.
4) The system displays the Pilot Profile Importing window with ‘IMPORT’ highlighted. To change the selected
profile to be imported from the SD card (shown as ‘SELECT FILE’), turn the large FMS Knob to highlight the
profile file name, then turn the small FMS Knob to highlight a profile from the list, and press the ENT Key.
5) If desired, the profile name to be used after profile has been imported can be changed by turning the FMS
Knob to highlight the ‘PROFILE NAME’ field, then use the large and small FMS Knobs to enter the name, and
press the ENT Key. Imported profile names cannot begin with a blank space or be named ‘DEFAULT’, ‘GARMIN
DEFAULTS’ or ‘DEFAULT SETTINGS’.
6) With ‘IMPORT’ highlighted, press the ENT Key.
7) If the imported profile name is the same as an existing profile on the system, the system displays an ‘Overwrite
existing file? OK or CANCEL’ prompt. Press the ENT Key to replace profile on the system with the profile
imported from the SD card, or turn the FMS Knob to highlight ‘CANCEL’ and press the ENT Key to return to the
Pilot Profile Importing window.
8) If successful, the system displays ‘Pilot profile import succeeded.’ in the IMPORT RESULTS window below. With
‘OK’ highlighted, press the ENT or CLR Keys or press the FMS Knob to return to the AUX - System Setup Page.
The imported profile becomes the active profile.
Pilot Profile Importing and Import
Results Window
Pilot Profiles Available for Import from
SD Card (‘STEVE’S PROFILE’ Selected)
Import Successful
Figure 1-30 Pilot Profile Import (AUX - System Setup Page)
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SYSTEM OVERVIEW
Exporting a profile to an SD card:
1) Insert the SD card for storing the Pilot Profile into the top card slot on the MFD.
2) Turn the FMS Knob to select the AUX - System Setup Page.
3) If necessary, activate the desired pilot profile to export. Only the currently active Pilot Profile can be exported.
4) Select the EXPORT Softkey. The system displays the Pilot Profile Exporting window.
Or:
a) Press the MENU Key.
b) Turn the FMS Knob to highlight ‘Export Pilot Profile’ and press the ENT Key.
5) To export the pilot profile using the current supplied name, press the ENT Key with ‘EXPORT’ highlighted. To
change the profile file name turn the large FMS Knob to highlight the ‘SELECT FILE’ field, then enter the new
name with the large and small FMS Knobs, then press the ENT Key. Then press the ENT Key with ‘EXPORT’
highlighted.
6) If the profile name to be exported is the same as an existing profile file name on the SD card, the system displays
an ‘Overwrite existing file? OK or CANCEL’ prompt. Press the ENT Key to replace the profile on the SD card
with the profile to be exported, or turn the FMS Knob to highlight ‘CANCEL’ and press the ENT Key to return to
the Pilot Profile Exporting window without exporting the profile.
7) If successful, the EXPORT RESULTS window displays ‘Pilot profile export succeeded.’ With ‘OK’ highlighted,
press the ENT or CLR Keys, or press the FMS Knob to return to the AUX - System Setup Page.
Pilot Profile Exporting Window, Enter a
Name to Use for Exported Profile
Export Successful
Figure 1-31 Pilot Profile Export on the AUX - System Setup Page
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SYSTEM OVERVIEW
Voice Callouts
Altitude voice callouts for the optional HTAWS system may be enabled or disabled using the System
Setup 2 Page.
Disabling HTAWS voice callouts:
1) Turn the large FMS Knob to select the AUX Page group.
2) Turn the small FMS Knob to select System Setup.
3) If necessary, press the SETUP 2 Softkey select the System Setup 2 Page.
4) Press the FMS Knob momentarily to activate the flashing cursor.
5) Turn the large FMS Knob to highlight the Max Selected field.
6) Turn the small FMS Knob one click to the right to disable the first callout value. Each subsequent click to the
right disables the next callout.
Enabling HTAWS voice callouts:
1) Turn the large FMS Knob to select the AUX Page group.
2) Turn the small FMS Knob to select System Setup.
3) If necessary, press the SETUP 2 Softkey to select the System Setup 2 Page.
4) Press the FMS Knob momentarily to activate the flashing cursor.
5) Turn the large FMS Knob to highlight the Max Selected field.
6) Turn the small FMS Knob one click to the left to enable the first callout value. Each subsequent click to the left
enables the next callout.
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SYSTEM OVERVIEW
System Status Page
The System Status Page displays the status and software version numbers for all detected system LRUs.
Pertinent information on all system databases is also displayed. Active LRUs are indicated by green check
marks and failed LRUs are indicated by red “X”s. Failed LRUs should be noted and a Bell service center or
Garmin dealer informed.
Display Database
Selection Softkey
Figure 1-32 Example System Status Page
The LRU and ARFRM softkeys on the System Status Page select the applicable list (LRU INFO or AIRFRAME
window) through which the FMS Knob can be used to scroll information within the selected window.
Pressing the Display Database Selection Softkey (background changes to grey indicting the softkey is selected)
places the cursor in the DATABASE window. Use the FMS Knob to scroll through database information for
the database information. Each press of the Display Database Selection Softkey will change the softkey label
(PFD1 DB, etc) to indicate the display for which database information is displayed.
The ANN TEST Softkey, when pressed, causes an annunciation test tone to be played.
Utility Page
For flight planning purposes, timers, trip statistics, and a scheduler feature are provided on the AUX Utility Page. The timers available include a stopwatch-like generic timer, a total time in flight timer, and a
record of the time of departure. Trip statistics (odometer, trip odometer, and average trip and maximum
groundspeeds) are displayed from the time of the last reset. Refer to the Additional Features section for a
discussion on the Scheduler feature.
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SYSTEM OVERVIEW
Figure 1-33 Utility Page
Timers
The generic timer can be set to count up or down from a specified time (HH:MM:SS). When the
countdown on the timer reaches zero the digits begin to count up from zero. If the timer is reset before
reaching zero on a countdown, the digits are reset to the initial value. If the timer is counting up when
reset, the digits are zeroed.
Setting the generic timer
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the small FMS Knob to select the timer counting direction (UP/DN) and press the ENT Key.
4) If a desired starting time is desired:
a) Use the large FMS Knob to highlight the HH:MM:SS field.
b) Use the FMS Knob to enter the desired time and press the ENT Key.
5) Turn the large FMS Knob to highlight ‘START?’ and press the ENT Key to start the timer. The field changes to
‘STOP?’.
6) To stop the timer, press the ENT Key with ‘STOP?’ highlighted. The field changes to ‘RESET?’.
7) To reset the timer, press the ENT Key with ‘RESET?’ highlighted. The field changes back to ‘START?’ and the
digits are reset.
The flight timer can be set to count up from zero starting at system power-up or from the time that the
aircraft lifts off; the timer can also be reset to zero at any time.
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SYSTEM OVERVIEW
Setting the flight timer starting criterion
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the field next to the flight timer.
4) Turn the small FMS Knob to select the starting criterion (PWR-ON or IN-AIR) and press the ENT Key.
Resetting the flight timer
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key.
3) With ‘Reset Flight Timer’ highlighted, press the ENT Key.
The G1000H records the time at which departure occurs, depending on whether the pilot prefers the
time to be recorded from system power-up or from aircraft lift off. The displayed departure time can also be
reset to display the current time at the point of reset. The format in which the time is displayed is controlled
from the System Setup Page.
Setting the departure timer starting criterion
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the flashing cursor.
3) Turn the large FMS Knob to highlight the field next to the departure time.
4) Turn the small FMS Knob to select the starting criterion (PWR-ON or IN-AIR) and press the ENT Key.
Resetting the departure time
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key.
3) Use the FMS Knob to highlight ‘Reset Departure Time’ and press the ENT Key.
Trip Statistics
The odometer and trip odometer record the total mileage traveled from the last reset; these odometers can
be reset independently. Resetting the trip odometer also resets the average trip groundspeed. Maximum
groundspeed for the period of time since the last reset is also displayed.
Resetting trip statistics readouts
1) Use the FMS Knob to select the AUX - Utility Page.
2) Press the MENU Key. The following reset options for trip statistics are displayed:
• Reset Trip ODOM/AVG GS—Resets trip average ground speed readout and odometer
• Reset Odometer—Resets odometer readout only
• Reset Maximum Speed—Resets maximum speed readout only
• Reset All—Resets flight timer, departure timer, odometers, and groundspeed readouts
3) Use the FMS Knob to highlight the desired reset option and press the ENT Key. The selected parameters are
reset to zero and begin to display data from the point of reset.
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SYSTEM OVERVIEW
1.8 DISPLAY BACKLIGHTING
The G1000H display and control backlighting can be adjusted either automatically or manually.
AUTOMATIC ADJUSTMENT
The existing instrument panel dimmer bus normally controls the PFD and MFD backlighting as well as the
PFD and MFD bezels and audio panel key annunciator lighting. When the dimmer bus is not used by the
G1000H system, photocell technology automatically controls backlighting adjustments. Photocell calibration
curves are pre-configured to optimize display appearance through a broad range of cockpit lighting conditions.
MANUAL ADJUSTMENT
NOTE: The avionics dimming knob may also be used to adjust backlighting. Refer to the 505 Flight manual
(FM) for details.
NOTE: In normal mode, backlighting can only be adjusted from the PFD. In reversionary mode, it can also
be adjusted from the MFD.
NOTE: No other window can be displayed on the PFD while the PFD Setup Menu Window is displayed.
Backlighting may also be adjusted manually for all of the displays and the associated bezels. The audio panel
key backlighting is directly tied to the PFD key backlighting setting.
Adjust display backlighting manually:
1) Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the
right of ‘PFD DSPL’.
Figure 1-34 Manual Display Backlighting Adjustment
2) Turn the small FMS Knob to display the selection box. Turn the FMS Knob to select ‘MANUAL’, then press the
ENT Key. The intensity value becomes highlighted.
3) Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.
4) Turn the large FMS Knob to highlight ‘AUTO’ to the right of ‘MFD DSPL’ and repeat steps 2 and 3.
5) Press the CLR or MENU Key to remove the PFD Setup Menu Window from the display.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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SYSTEM OVERVIEW
Figure 1-35 Manual Key Lighting Adjustment
Adjust key backlighting manually:
1) Press the MENU Key on the PFD to display the PFD Setup Menu Window. ‘AUTO’ becomes highlighted to the
right of ‘PFD DSPL’.
2) Turn the large FMS Knob to highlight ‘PFD DSPL’. Turn the small FMS Knob in the direction of the green
arrowhead to display ‘PFD KEY’.
3) Turn the large FMS Knob to highlight ‘AUTO’ and turn the small FMS Knob to display the selection box.
4) Turn the FMS Knob to select ‘MANUAL’, then press the ENT Key. The intensity value becomes highlighted.
5) Turn the small FMS Knob to select the desired backlighting, then press the ENT Key.
6) Turn the large FMS Knob to highlight ‘MFD DSPL’ and turn the small FMS Knob in the direction of the green
arrowhead to display ‘MFD KEY’.
7) Repeat steps 3 to 5.
8) Press the CLR or MENU Key to remove the PFD Setup Menu Window from the display.
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SYSTEM OVERVIEW
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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FLIGHT INSTRUMENTS
SECTION 2 FLIGHT INSTRUMENTS
The Garmin G1000H includes an easy-to-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,
engine, 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
– Indicated airspeed
• Vertical Deviation, Glideslope,
and Glidepath Indicators
– Airspeed awareness ranges
• Vertical Speed Indicator (VSI)
– Generic timer
– Trend vector
• Vertical Navigation (VNV)
Indications
– Barometric Minimum Descent
Altitude (MDA)
• Groundspeed
• Attitude Indicator with slip/skid
indication
• Altimeter, showing
– Barometric setting
– Trend vector
• Horizontal Situation Indicator,
showing
• Radar Altimeter (optional)
• Transponder Mode, Code, and
Ident/Reply
– Turn Rate Indicator
• Outside Air Temperature (OAT)
– Course Deviation Indicator
(CDI)
• Wind data
– Bearing pointers and
information windows
– Selected altitude
• Timer/References Window,
showing
– Navigation source
• Engine data, showing
– Power Situation Indicator (PSI)
– Dual Tachometer
The PFD also displays various alerts and annunciations.
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FLIGHT INSTRUMENTS
22
21
20
1
19
18
17
2
16
15
3
4
14
5
13
6
12
7
11
8
10
9
1
NAV Frequency Box
12
Horizontal Situation Indicator (HSI)
2
Airspeed Indicator
13
Turn Rate Indicator
3
Current Heading
14
Altimeter Barometric Setting
4
Groundspeed
15
Vertical Speed Indicator (VSI)
5
Power Situation Indicator (PSI)
16
Selected Altitude
6
Selected Heading Bug
17
Altimeter
7
Dual Tachometer
18
Selected Altitude
8
Outside Air Temperature (OAT)
19
COM Frequency Box
9
Softkeys
20
Navigation Status Box
10
System Time
21
11
Transponder Data Box
Slip/Skid Indicator
Attitude Indicator
22
Figure 2-1 Primary Flight Display (Default)
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FLIGHT INSTRUMENTS
1
11
10
2
3
9
8
4
7
5
6
1
Traffic Annunciation
7
Flight Plan Window
2
Radar Altimeter
8
Annunciation Window
3
Selected Heading
9
Selected Course
4
Wind Data
10
Glideslope Indicator
5
Bearing Information Windows
11
Marker Beacon Annunciation
6
Barometric Minimum Descent Altitude
Figure 2-2 Additional PFD Information
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FLIGHT INSTRUMENTS
2.1 FLIGHT INSTRUMENTS
AIRSPEED INDICATOR
NOTE: Refer to the Rotorcraft Flight Manual (RFM) for speed criteria.
The Airspeed Indicator displays airspeed on a moving tape rolling number gauge. The groundspeed 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. The minor tick marks on the moving tape are indicated at intervals of
five knots. Speed indication starts at 20 knots, with 60 knots of airspeed viewable at any time. The indicated
airspeed is displayed inside the black pointer. The pointer remains black until reaching never-exceed speed
(VNE), at which point it turns red.
Indicated
Airspeed
Airspeed
Trend
Vector
Speed
Ranges
Ground
Speed
Figure 2-3 Airspeed Indicator
Figure 2-4 Shutter Covers
Indicated Airspeed
Figure 2-5 Red Pointer at VNE
A color-coded (amber, green, and red) speed range strip is located on the moving tape. The colors denote,
normal operating range, caution range, and never-exceed speed (VNE).
A black and white checkered shutter covers the airspeed indication at or below 15 knots, and remains
displayed until reaching 20 knots.
The Airspeed Trend Vector is a vertical, magenta line that appears to the right of the color-coded speed
range strip when airspeed is either accelerating or decelerating. One end of the magenta line is anchored to
the tip of the airspeed pointer while the other end moves continuously up or down corresponding to the rate
of acceleration or deceleration. For any constant rate of acceleration or deceleration, the moving end of the
line shows approximately what the indicated airspeed value will be in six seconds. If the trend vector crosses
VNE, the text of the actual airspeed readout changes to amber. 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
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 2-6 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˚. When the Synthetic Vision System is activated, the pitch scale is reduced to 10˚ up and 7.5˚
down; refer to the Additional Features section.
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 bar moves with the roll pointer and
moves laterally away from the pointer to indicate uncoordinated flight. Slip (inside the turn) or skid (outside
the turn) 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 2-7 Slip/Skid Indication
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FLIGHT INSTRUMENTS
ALTIMETER
WARNING: Do not use a QFE altimeter setting with this system. System functions will not operate properly
with a QFE altimeter setting. Use only a QNH altimeter setting for the height above mean sea level, or the
standard pressure setting, as applicable.
NOTE: Adjusting the altimeter barometric setting creates discontinuities in VNAV vertical deviation, moving
the descent path. For large adjustments, it may take several minutes for the aircraft to re-establish on the
descent path. If the change is made while nearing a waypoint with a VNAV Target Altitude, the aircraft may
not re-establish on the descent path in time to meet the vertical constraint.
The Altimeter displays 600 feet of barometric altitude values at a time on a moving tape rolling number gauge.
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. When the metric value is selected it is displayed
in a separate box above the Selected Altitude.
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.
Setting the Selected Altitude:
Turn the ALT Knob to set the Selected Altitude. The large knob adjusts the Selected Altitude in 1000-ft increments,
the small knob in 100-ft increments. If the altimeter is set to display meters, the large knob adjusts the Selected
Altitude in 500-meter increments, the small knob in 50-meter increments.
If set, the Minimum Descent Altitude/Decision Height (MDA/DH) value is also available for the Selected
altitude.
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FLIGHT INSTRUMENTS
Selected
Altitude
Selected
Altitude
(Meters)
Altitude
Trend
Vector
Indicated
Altitude
(Meters)
Indicated
Altitude
Selected
Altitude
Bug
MDA/DH
Altitude
Bug
Barometric
Setting
Figure 2-8 Altimeter
Barometric
Setting Box
(Hectopascals)
Figure 2-9 Altimeter (Metric)
Altitudes can also be displayed in meters (Figure 2-9). 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.
The barometric pressure setting is displayed below the Altimeter in inches of mercury (in Hg) or hectopascals
(hPa) when metric units are selected. Adjusting the altimeter barometric setting creates discontinuities in VNV
vertical deviation, moving the descent path. For large adjustments, it may take several minutes for the aircraft
to re-establish on the descent path. If the change is made while nearing a waypoint with a VNV Target Altitude,
the aircraft may not re-establish on the descent path in time to meet the vertical constraint.
Selecting the altimeter barometric pressure setting:
Turn the BARO Knob to select the desired setting.
Selecting standard barometric pressure:
1) Select the PFD Softkey to display the second-level softkeys.
2) Select the STD BARO Softkey; STD BARO is displayed in barometric setting box.
Figure 2-10 Standard Barometric Altimeter Setting
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FLIGHT INSTRUMENTS
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 2-9).
4) Select the BACK Softkey to return to the top-level softkeys.
If barometric altimeter pressure is lost to the air data sensors, indicated altitude readings on the PFD will revert
to Geodetic Sea Level (GSL) readout on the altimeter. Refer to Abnormal Operations for more information on
GSL altimeter readouts. [
A Baro Transition Alert is provided to notify the pilot to change the barometric pressure setting when crossing
the baro transition altitude. If the aircraft is at least 500 feet below the transition altitude and then climbs
through this altitude and the STD BARO Softkey has not been pressed, the barometric pressure setting flashes
in cyan until the pressure setting is changed. If the aircraft is at least 500 feet above the transition altitude and
then descends through this altitude and the barometric pressure setting has not been changed from STD BARO,
the setting flashes in cyan until it is changed (Figure 2-11).
Setting the Baro Transition Alert:
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 Altitude in the Baro Transition Alert box.
4) Turn the small FMS Knob to turn the alert OFF or ON and press the ENT Key.
5) Turn the small FMS Knob to change the altitude and press the ENT Key.
6) To cancel the selection, press the FMS Knob.
Figure 2-11 Baro Transition Alert
(AUX - System Setup Page)
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FLIGHT INSTRUMENTS
VERTICAL SPEED INDICATOR (VSI)
The Vertical Speed Indicator (VSI) displays the aircraft vertical speed on a fixed scale with labels at 1000,
2000, and 3000 fpm (Figure 2-12). Digits appear in the pointer when the climb or descent rate is greater than
100 fpm. If the rate of ascent/descent exceeds 3000 fpm, the pointer appears at the corresponding edge of the
tape and the rate appears inside the pointer.
A magenta chevron 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 Flight Management
Section for details on VNV features, and refer to Section 2.2, Supplemental Flight Data, for more information
about VNV indications on the PFD.
VERTICAL DEVIATION
NOTE: The Glidepath Indicator is only available on GPS approaches supporting SBAS vertical guidance when
SBAS is available.
When Vertical Navigation (VNAV) is being used (Figure 2-12), the Vertical Deviation Indicator (VDI) appears
to the left of the altimeter and is displayed with a magenta ‘V’ at the top of the scale and a magenta chevron
indicating the vertical deviation. The VDI appears in conjunction with the “TOD within 1 minute” alert. The
VDI is removed from the display if vertical deviation becomes invalid. See the Flight Management Section for
details on VNAV features, and refer to Section 2.3, Supplemental Flight Data, for more information about VNAV
indications on the PFD.
The Glideslope Indicator (Figure 2-13) appears to the left of the Altimeter whenever an ILS frequency is tuned
in the active NAV field and the aircraft heading and selected course are within 107. 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 displayed in place of the diamond.
NOTE: The Glidepath Indicator appears on the display as soon as the Final Approach Fix (FAF) becomes the
active waypoint. Depending on procedure design, pilot action, and/or ATC clearance, the aircraft may be
centered on or above the glidepath when the Glidepath Indicator appears.
The Glidepath Indicator is a vertical deviation scale for GPS approaches supporting SBAS vertical guidance
(LNAV+V, L/VNAV, LPV, LP+V approach service levels). The Glidepath Indicator, a magenta diamond (Figure
2-12) appears on the display as soon as the Final Approach Fix (FAF) becomes the active waypoint, and GPS
is the selected navigation source. Full-scale deflection (two dots), is angular with upper and lower limits. The
upper limit is +/- 492 feet (150 meters) and lower limits depend on approach service level.
•
LNAV/VNAV is +/- 148 feet (45 meters).
•
LPV/LP+V is +/- 49 feet (15 meters).
If the approach downgrades past the final approach fix (FAF), “NO GP” is displayed in place of the diamond.
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VNV Target
Altitude
Vertical
Speed
Indicator
Vertical
Deviation
Indicator
Glideslope
Indicator
Required
Vertical
Speed
Indicator
Glidepath
Indicator
Vertical
Speed
Pointer
Figure 2-12 Vertical Speed and
Deviation Indicators (VSI and VDI)
Figure 2-13 Glideslope Indicator
Figure 2-14 Glidepath Indicator
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. The HSI is available in two formats, a 360˚ compass rose and a
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) 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.
If equipped, the Course Deviation Indicator (CDI) will also display a double line arrow (VOR2 and LOC2)
which points in the direction of the set course.
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17
16
15
1
14
2
3
13
4
5
12
6
11
10
7
9
8
1
Turn Rate Indicator
10
To/From Indicator
2
Selected Heading
11
Course Pointer
3
Current Track Indicator
12
Heading Bug
4
Lateral Deviation Scale
13
Flight Phase
5
Navigation Source
14
Selected Course
6
Aircraft Symbol
15
Turn Rate and Heading Trend Vector
7
Course Deviation Indicator (CDI)
16
Current Heading
8
Rotating Compass Card
17
Lubber Line
9
OBS Mode Active
Figure 2-15 Horizontal Situation Indicator (360˚ HSI)
The Arc HSI is a 140˚ expanded section of the compass rose. The Arc HSI contains a Course Pointer,
combined To/From Indicator and a sliding deviation indicator, 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
Navigation
Source
Flight Phase
Annunciation
Lateral
Deviation
Scale
Course
Deviation
and To/From
Indicator
Figure 2-16 Arc HSI
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A digital reading of the current heading appears on top of the HSI. The current track is represented on the
HSI by a magenta diamond. To the upper left of the HSI, the Selected Heading is shown in cyan; the cyan bug
on the compass rose corresponds to the Selected Heading. The Desired Track (DTK) is shown in cyan to the
upper right of the HSI when the selected navigation source is GPS and OBS mode is not active. The Selected
Course (CRS) is shown in cyan to the upper right of the HSI when the selected navigation source is VOR, LOC,
or GPS with OBS mode active.
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.
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 Heading
Heading Bug
Selected
Heading
Selected
Course
Figure 2-17 Heading and Course Indications (Magnetic)
Navigation angles (track, heading, course, bearing) are set on the AUX - System Setup Page and are either
corrected to the computed magnetic variation (‘Mag Var’), referenced to true north (denoted ‘T’), or corrected
according to user input (denoted ‘U’). 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 2-18 Heading and Course Indications (True)
Figure 2-19 Heading and Course Indications (User)
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’)
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Figure 2-20 Navigation Angle Settings
(AUX - System Setup Page)
TURN RATE INDICATOR
The Turn Rate Indicator is located directly above the rotating compass card. Tick marks to the left and right
of the lubber line denote half-standard and standard turn rates. A magenta Turn Rate Trend Vector shows the
current turn rate. The end of the trend vector gives the heading predicted in 6 seconds, based on the present
turn rate. A standard-rate turn is shown on the indicator by the trend vector stopping at the standard turn
rate tick mark, corresponding to a predicted heading of 18˚ from the current heading. At rates greater than
4 deg/sec, an arrowhead appears at the end of the magenta trend vector and the prediction is no longer valid.
Half-standard
Turn Rate
Standard
Turn Rate
Arrow Shown
for Turn Rate
> 4 deg/sec
Figure 2-21 Turn Rate Indicator and Trend Vector
BEARING POINTERS AND INFORMATION WINDOWS
Two bearing pointers and associated information can be displayed on the HSI for NAV, GPS, and ADF
sources by pressing the PFD Softkey then the BRG Softkey. The bearing pointers are cyan and are singleline (BRG1) or double-line (BRG2). A pointer symbol is shown in the information windows to indicate the
navigation source. The bearing pointers never override the CDI and are visually separated from the CDI by a
white ring. Bearing pointers may be selected but not necessarily visible due to data unavailability. When the
Arc HSI is displayed, the Bearing Information windows and pointers are disabled.
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NOTE: ADF radio installation is optional.
Bearing 1
Pointer
Distance to
Bearing Source
Bearing 2
Pointer
Station
Identifier
ADF
Frequency
Bearing Source Pointer 1
Pointer 2
Bearing 1 Information Window
Bearing Source
Bearing 2 Information Window
Figure 2-22 HSI with Bearing and Distance Information
When a bearing pointer is displayed, its associated information window is also displayed. The Bearing
Information windows (Figure 2-22) are displayed to the lower sides of the HSI and display the following
information:
• Bearing source (NAV, GPS, ADF)
• Station/waypoint identifier (NAV, GPS)
• Pointer icon (BRG1 = single line, BRG2 = double line)
• GPS-derived great circle distance to bearing
source
• Frequency (NAV, ADF)
When the NAV radio is tuned to an ILS frequency the bearing source and the bearing pointer is removed
from the HSI. 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 or if GPS is the bearing source and an active waypoint
is not selected.
Selecting bearing display and changing sources:
1) Press the PFD Softkey.
2) Press a BRG Softkey to display the desired bearing pointer and information window with a NAV source.
3) Press the BRG Softkey again to change the bearing source to GPS.
4) Press the BRG Softkey again to change the bearing source to ADF.
5) To remove the bearing pointer and information window, press the BRG Softkey again.
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HEADING PRESET MODE
The optional Heading Preset Mode allows AHRS to compute heading data without using the magnetic
sensing device. If a magnet anomaly occurs (either due to interference or magnetometer failure), and Heading
Preset Mode is available, an alert will be provided in the alerts window. The heading reference for this mode
is a pilot-entered value.
Activating Heading Preset Mode:
1) Press the SENSOR Softkey.
2) Press the SET HDG Softkey.
To change the heading value, press the HDG+ or HDG- Softkey until reaching the desired value, or turn the
HDG knob until the Selected Heading Bug reaches the desired value, and then push the HDG SYNC Softkey.
While Heading Preset Mode is active, “SET” is annunciated within the heading indicator field. The heading
numeric values are displayed in cyan, indicating that the value may be modified by the pilot.
“SET”
Annunciation
Heading Preset
Mode Softkeys
Figure 2-23 Heading Preset Mode
Heading Preset Mode will stay active for eight minutes, however, the eight-minute time period is “reset” if
the heading value is changed within two minutes of activating the mode. The heading value can be changed
at any time while Heading Preset Mode is active, but the eight-minute duration is only “reset” by heading
value changes made during the first two minutes that the mode is active.
Heading Preset Mode may be deactivated at any time by pushing the HPM OFF Softkey, or the mode will
automatically deactivate at the completion of the eight-minute time period. If the difference between the
current heading and the magnetic heading is less than ten degrees, the heading indicator will immediately turn
to the magnetic heading, the “SET” annunciation will be removed, and the numeric heading will turn from
cyan to white. If the difference between current heading is greater than ten degrees, the “SET” annunciation
will change to “ALN” (Figure 2-24), and the numeric heading display will turn amber, indicating that it
is not reliable. The heading indication will transition to the magnetic heading, at which time the “ALN”
annunciation will be removed and the numeric value will change from amber to white.
“ALN”
Annunciation
Figure 2-24 Heading Alignment
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COURSE DEVIATION INDICATOR (CDI)
NOTE: During a heading change of greater than 105˚ with respect to the course, 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
Arc HSI
Navigation
Source
Flight
Phase
CDI
CDI
Scale
Scale
Crosstrack
Error
CDI
Figure 2-25 Course Deviation Indicator
The CDI can display two sources of navigation, GPS or VOR/LOC. Color indicates the current navigation
source, magenta for GPS and green for VOR and LOC. The full scale limits for the CDI are defined by a GPSderived distance when coupled to GPS. When navigating using a VOR or localizer (LOC), the CDI uses the
same angular limits as a mechanical CDI. If the CDI exceeds the maximum deviation on the scale (two dots)
while navigating with GPS, the crosstrack error (XTK) is displayed below the white aircraft symbol.
Figure 2-26 Navigation Sources
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Changing navigation sources:
1) Press the CDI Softkey to change from GPS to VOR1 or LOC1. This places the cyan tuning box over the NAV1
standby frequency in the upper left corner of the PFD.
2) Press the CDI Softkey a second time to return to GPS.
NAV1 Selected for Tuning
GPS
Selected
LOC1
Selected
VOR1
Selected
Selecting the CDI Softkey
Cycles through
Navigation Sources
Figure 2-27 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) also causes the CDI to switch to LOC navigation source. GPS steering guidance is not
provided after this switch.
On some ILS approaches where the glideslope intercept point is at or in close proximity to the fix prior to
the FAF (see Figure 2-28), it is possible to be above the glideslope when the navigation source automatically
switches from GPS to LOC. The probability of this occurring varies based on air temperature.
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FLIGHT INSTRUMENTS
Fix Prior to the FAF
Glideslope Intercept Point
Figure 2-28 ILS Approach with Glideslope Intercept Point at Fix Prior to the FAF
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 amber. 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. 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.
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Figure 2-28 GPS CDI Settings
(AUX - System Setup Page)
Departure
Terminal
Enroute
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 2-29, Table 2-1).
Missed
Approach
Figure 2-29 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
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• 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 (4.0 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:
- Upon reaching the first waypoint of an arrival route that is more than 31 nm from the destination airport,
the flight phase changes to terminal and the CDI scale begins to transition down from 2.0 nm to 1.0 nm
over a distance of 1.0 nm.
• During approach, the CDI scale ramps down even further (see Figures 2-30 and 2-31). 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.
2 nm
2 nm
FAF
CDI scale varies if VTF is activated
Figure 2-30 Typical LNAV and LNAV+V Approach CDI Scaling
FAF
0.3 nm
angle based
on database
information
course width
1.0 nm
CDI Full-scale Deflection
0.3 nm
angle set
by system
350 ft
CDI scale is set to the smaller of 0.3 nm
or an angle set by the system
1.0 nm
CDI Full-scale Deflection
- 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.
Landing
Threshold
CDI scale varies if VTF is activated
Figure 2-31 Typical LNAV/VNAV, LP, LPV and LP+V
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
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FLIGHT INSTRUMENTS
Flight Phase
Departure
Terminal
Enroute
Oceanic
Approach
LNAV
LNAV+V
Approach
LNAV/VNAV
LPV
LP
LP+V
Missed Approach
Annunciation*
DPRT
TERM
ENR
OCN
LNAV
LNAV+V
L/VNAV
LPV
LP
LP+V
MAPR
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 2-30)
1.0 nm decreasing to a specified course width, then
0.3 nm, depending on variables (see Figure 2-31)
0.3 nm
* Flight phase annunciations are normally shown in magenta, but when cautionary
conditions exist the color changes to amber.
Table 2-1 Automatic GPS CDI Scaling
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.
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
Pressing the OBS
Softkey Enables
OBS Mode
Extended
Course
Line
Pressing the OBS
Softkey Again
Disables OBS Mode
Figure 2-32 Omni-bearing Selector (OBS) Mode
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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 at the lower right of the aircraft symbol. The OBS Softkey label
changes to indicate the suspension is active as shown in Figure 2-33. Selecting the SUSP Softkey, deactivates
the suspension and resumes automatic sequencing of approach waypoints.
SUSP
Softkey
SUSP
Annunciation
Figure 2-33 Suspending Automatic Waypoint Sequencing
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2.2 SUPPLEMENTAL FLIGHT DATA
NOTE: Selecting the PFD, then DFLTS Softkeys 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
temperatures, wind data, and Vertical Navigation (VNV) indications.
TEMPERATURE DISPLAYS
The Outside Air Temperature (OAT) is displayed in degrees Celsius (°C) in the lower left of the PFD under
normal display conditions and in reversionary display mode.
Normal Display
Reversionary Mode
Figure 2-34 Outside Air Temperature
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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 2-35 Wind Data
Displaying wind data:
1) Select the PFD Softkey.
2) Select the WIND Softkey to display wind data display options.
3) Select one of the OPTN softkeys to change how wind data is displayed:
• OPTN 1: Wind direction arrow and numeric speed
• OPTN 2: Wind direction arrow with headwind (H) or tailwind (T) and crosswind (X) speed components
• OPTN 3: True wind direction arrow with true numeric wind direction and speed.
4) To remove the window, select the OFF Softkey.
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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 Flight
Management section for details on VNV features. VNV indications are removed from the PFD according to the
criteria listed in Table 2-2.
Top of Descent Message
VNV Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed Bug
GPS is
Selected
Navigation
Source
Phase of
Flight
Figure 2-36 Vertical Navigation Indications (PFD)
Criteria
Aircraft > 1 min before the next TOD due to flight plan change
VNV cancelled (CNCL VNV Softkey selected on MFD)
Distance to active waypoint cannot be computed due to
unsupported flight plan leg type (see Flight Management
Section)
Aircraft > 250 feet below active VNV Target Altitude
Current crosstrack or track angle error has exceeded limit
Active altitude-constrained waypoint can not be reached within
maximum allowed flight path angle and vertical speed
VNV Indication Removed
Required Vertical
Vertical
VNV Target
Speed (RSVI)
Deviation (VDI)
Altitude
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Table 2-2 VNV Indication Removal Criteria
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2.3 PFD ANNUNCIATIONS AND ALERTING FUNCTIONS
The following annunciations and alerting functions are displayed on the PFD. Refer to the Engine Indication
and Crew Alerting System (EICAS) Section for information on the Crew Alerting System (CAS) and to Appendix
A for more information on alerts and annunciations.
SYSTEM ALERTING
The System Messages Window conveys messages to the flight crew regarding problems with the G1000H
System. When a new message is issued, the MSG Softkey flashes to alert the flight crew. It continues to flash
until pressed, which opens the System Messages Window and acknowledges the message(s) which initiated the
flashing. When the window is open, messages for conditions which are no longer active turn gray. Messages
generated while the window is open are not automatically displayed, but cause the MSG Softkey to begin
flashing again. Pressing the MSG Softkey while the System Messages Window is open closes the window unless
the MSG Softkey is flashing.
Annunciation
Window
Messages
Window
Softkey
Flashes for
New System
Message
Figure 2-37 Alerting System
MARKER BEACON ANNUNCIATIONS
Marker Beacon Annunciations are displayed on the PFD to the left of the Selected Altitude. Outer marker
reception is indicated in blue, middle in amber, and inner in white. Refer to the Audio Panel and CNS Section
for more information on Marker Beacon Annunciations.
Outer Marker
Middle Marker
Inner Marker
Altimeter
Figure 2-38 Marker Beacon Annunciations
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FLIGHT INSTRUMENTS
TRAFFIC ANNUNCIATION
WARNING: Intruder aircraft at or below 500 ft. AGL may not appear on the Garmin SVT display or may
appear as a partial symbol.
Traffic is displayed symbolically on the PFD Inset Map, the MFD Navigation Map Page, and various other
MFD page maps. Refer to the Hazard Avoidance Section and the Appendix 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-amber ‘TRAFFIC’ annunciation (Figure 2-39) 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” voice alert is generated, unless an optional Traffic Advisory System (TAS) is installed (refer
to the Hazard Avoidance section for alerts generated by TAS equipment)
If additional TAs appear, new aural and visual alerts are generated.
Figure 2-39 Traffic Annunciation
Traffic
Symbols
Figure 2-40 Inset Map with Traffic Displayed
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FLIGHT INSTRUMENTS
HTAWS ANNUNCIATIONS
Helicopter Terrain Awareness and Warning System (HTAWS) annunciations appear on the PFD to the upper
left of the Altimeter. Refer to the Hazard Avoidance Section and Appendix A for information on HTAWS alerts
and annunciations.
Figure 2-41 Traffic and Example HTAWS Annunciations
ALTITUDE ALERTING
The Altitude Alerting function provides visual and audio alerts when approaching the Selected Altitude.
Whenever the Selected Altitude is changed, Altitude Alerting is reset. Altitude Alerting is based on the altitude
information shown on the PFD. Altitude Alerting is independent of the AFCS.
The following occur when approaching the Selected Altitude:
• Upon passing through 1000 feet of the Selected Altitude, the Selected Altitude Box changes to black text on
a cyan background, flashes for 5 seconds, and an aural tone is generated.
• When the aircraft passes within 200 feet of the Selected Altitude, the Selected Altitude changes to cyan text
on a black background and flashes for 5 seconds.
• After reaching the Selected Altitude, if the aircraft flies outside the deviation band (±200 feet of the Selected
Altitude), the Selected Altitude Box changes to amber 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 2-42 Altitude Alerting Visual Annunciations
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FLIGHT INSTRUMENTS
LOW ALTITUDE ANNUNCIATION
NOTE: The Low Altitude Annunciation is available only when SBAS is available. This annunciation is not
shown unless HTAWS alerting is inhibited.
When the Final Approach Fix (FAF) is the active waypoint in a GPS SBAS 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-amber ‘LOW ALT’ annunciation appears to the top left of the Altimeter, flashing
for several seconds then remaining displayed until the condition is resolved.
Low Altitude
Annunciation
HTAWS
Annunciation
Altimeter
Figure 2-43 Low Altitude on GPS SBAS Approach
MINIMUM DESCENT ALTITUDE/DECISION HEIGHT ALERTING
For altitude awareness, a Minimum Descent Altitude (MDA) or Decision Height (DH), based on barometric
altitude, radar altitude, or temperature compensated can be set. When active, the altitude setting is displayed
to the lower left of the altimeter, with a bug at the corresponding altitude along the altimeter (once the altitude
is within the visible range of the tape). The following visual annunciations alert the pilot when approaching
the MDA or DH:
• When the aircraft altitude descends to within 2500 feet of the MDA/DH setting, the BARO MIN, RA MIN, or
COMP MIN box appears with the altitude in cyan (or magenta for COMP MIN) text. The bug appears on the
altitude tape in cyan (or magenta for COMP MIN) once in range.
• When the aircraft passes through 100 feet of the MDA/DH, the bug and text turn white.
• Once the aircraft reaches MDA/DH, the bug and text turn amber and the aural alert, “Minimums, Minimums”,
is heard.
Within 2500 ft
Within 100 ft
Altitude Reached
Barometric
Minimum
Bug
Barometric
Minimum
Box
Figure 2-44 Barometric MDA/DH Alerting Visual Annunciations
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FLIGHT INSTRUMENTS
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. The function is reset when the power is cycled.
Setting the barometric Minimum Descent Altitude/Decision Height and bug:
1) Press the TMR/REF Softkey.
2) Turn the large FMS Knob to highlight the Minimums field.
3) Turn the small FMS Knob to select BARO, TEMP COMP, or RAD ALT. 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 when BARO or TEMP COMP is
selected, or up to 2,500 feet when ‘RAD ALT’ is selected).
5) If TEMP COMP was selected, press the ENT Key or turn the large FMS Knob to highlight the next field and then
enter the temperature (-59˚C to 59˚C)
6) To remove the window, press the CLR Key or the TMR/REF Softkey.
Figure 2-45 BARO and TEMP COMP MDA/DH
NOTE: For temperature compensated minimums to be displayed on the PFDs, the active flight plan must
contain an airport.
NOTE: The temperature at the destination can be entered on the Minimums Screen on the Touchscreen
Controller. There is only one compensation temperature for the system, therefore, changing the temperature
will affect both the loaded approach altitudes and the minimums. Refer to the Flight Management section
for information about applying temperature compensation to approach altitudes
RADAR ALTIMETER
When the radar height (the aircraft altitude above ground level detected by the radar altimeter) is between
zero and 2500 feet, the current value is displayed in green above the selected course (Figure 2-46). Display of
radar height becomes more sensitive as the height above ground decreases (Table 2-3).
Radar Altimeter
Figure 2-46 Current Radar Height
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FLIGHT INSTRUMENTS
Radar Height Range
Shown to Nearest
0 to 50 feet
1 foot
50 to 200 feet
5 feet
200 to 1500 feet
10 feet
1500 to 2500 feet
50 feet
Table 2-3 Radar Altimeter Sensitivity
When the radar altimeter is selected as the altitude source for the minimum descent altitude alerting function
(Figure 2-47), the color of the radar height changes to amber (Figure 2-48).
Figure 2-47 RAD ALT Setting
(Timer/References Window)
Figure 2-48 RA as Altitude Source for MDA/DH
A ground line (Figure 2-49) is shown on the Altimeter to display the aircraft’s height relative to the ground.
If the data becomes invalid, the message “RA FAIL” is displayed in amber in place of the current radar height
(Figure 2-50).
Ground
Line
Radar Altimeter
Minimums Box
Figure 2-49 Altimeter Displaying the Ground Line (RAD ALT)
Figure 2-50 Radar Altimeter Invalid Data
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FLIGHT INSTRUMENTS
2.4 ABNORMAL OPERATIONS
ABNORMAL GPS CONDITIONS
The annunciations listed in Table 2-4 can appear on the HSI when abnormal GPS conditions occur. Refer to
the Flight Management Section for more information on Dead Reckoning Mode.
Annunciation
LOI
INTEG OK
DR
Location
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
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 2-4 Abnormal GPS Conditions Annunciated on HSI
Figure 2-51 Example HSI Annunciations
In Dead Reckoning Mode, the CDI is removed (when GPS is the selected navigation source), and the following
items on the PFD are then shown in amber:
• Current Track Bug
• Wind Data
• Distances in the Bearing Information windows
• GPS bearing pointers
These items should be verified when operating in Dead Reckoning Mode and they become increasingly
inaccurate over time.
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FLIGHT INSTRUMENTS
ABNORMAL ALTIMETER CONDITIONS
If barometric altimeter pressure is lost to the air data sensors, indicated altitude readings on the PFD will
revert to Geodetic Sea Level (GSL) readout on the altimeter. Information from the GPS will then be used to
determine altitude and vertical speed measurements.
The GPS altitude is derived from satellite measurements and is then converted to the height above GSL, which
is the height above mean sea level (MSL) calculated geometrically. GSL altitude accuracy is affected by satellite
geometry, but is not subject to variations in pressure and temperature that normally affect pressure altitude
sensors. GSL altitude does not require local altimeter settings to determine MSL altitude. It is a widely-used
source to determine MSL altitude. Therefore, GSL altitude provides a highly accurate and reliable MSL altitude
source to calculate altitude and vertical speed measurement of the aircraft. If valid data from the GPS receiver is
available, the Altimeter and VSI will be available to the flight crew. The Altimeter will be displayed in magenta
(Figure 2-52).
The barometric pressure setting displayed below the Altimeter in inches of mercury (in Hg) or hectopascals
(hPa) will be displayed in grey to indicate that the barometric pressure setting is no longer in use to determine
the altitude of the aircraft. The barometric pressure setting can still be changed in the event that pressure
readings are restore to the air data sensors.
GSL Altitude
Annunciation
Barometric
Setting
Displayed In
Grey
Figure 2-52 Example GSL Annunciations
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FLIGHT INSTRUMENTS
UNUSUAL ATTITUDES
When the aircraft enters an unusual pitch attitude, red chevrons pointing toward the horizon warn of extreme
pitch. The chevrons are displayed on the Attitude Indicator, starting at 50˚ above and 30˚ below the horizon
line.
Nose High
Nose Low
Figure 2-53 Pitch Attitude Warnings
If pitch exceeds +30˚/-20˚ or bank exceeds 65˚, some information displayed on the PFD is removed. The
Altimeter, Airspeed, Attitude, Vertical Speed, and Horizontal Situation indicators remain on the display and
the Bearing Information, Alerts, and Annunciation windows can be displayed during such situations. The
following information is removed from the PFD (and corresponding softkeys are disabled) when the aircraft
experiences unusual attitudes:
• Traffic Annunciations
• Windows displayed in the lower
right corner of the PFD:
• AFCS Annunciations
• 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
• Selected Heading
• Transponder Status Box
– Procedures
• Selected Course
• System Time
82
• Vertical Deviation, Glideslope,
and Glidepath Indicators
• Minimum Descent Altitude/
Decision Height readout
• PFD Setup Menu
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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ENGINE INDICATION & CREW ALERTING SYSTEM
SECTION 3 ENGINE AND CREW ALERTING SYSTEMS
NOTE: Refer to the Rotorcraft Flight Manual (RFM) for limitations.
The G1000H Integrated Flight Deck offers improved flight operations and reduces pilot workload by
automatically monitoring critical system parameters and providing system alerts during all phases of flight using
the following:
• The Power Situation Indicator (PSI) and Dual Tachometer display engine information on the Primary
Flight Display (PFD). A larger version of the PSI and Dual Tachometer is also available on the Engine Page on
the Multi Function Display (MFD).
• The Engine Indication System (EIS) displays engine, electrical and fuel information on the MFD.
• The Crew Alerting System (CAS) displays advisories, cautions, and warnings to communicate conditions,
statuses, and system failures. CAS messages are grouped by level of importance and color-coded based on
urgency and appear in a window to the right of the Altimeter on the PFD and on the Engine page Alerts window
on the MFD.
In combination with these, aural alerts, additional avionics messages, and master indicators are used to inform
the crew of aberrant flight conditions.
PFD
Power
Situation
Indicator
CAS
Window
Dual
Tachometer
MFD
EIS Display
Figure 3-1 EIS (Normal)
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ENGINE INDICATION & CREW ALERTING SYSTEM
In a display fails, the other display may be configured to present Primary Flight Display (PFD) symbology
together with condensed EIS information (refer to the System Overview for more information about Reversionary
Mode).
EIS
Displays
CAS
Window
Figure 3-2 EIS (Reversionary Mode)
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ENGINE INDICATION & CREW ALERTING SYSTEM
3.1 ENGINE INDICATION SYSTEM (EIS) DISPLAY
NOTE: Depictions of equipment may differ from the installed equipment. Examples shown may differ from
the actual aircraft configuration.
EIS information is presented using gauges and digital displays. When unsafe operating conditions occur,
gauge pointers and displays change color to indicate caution (amber) or warning (red). Refer to each indicator
description for additional details on display behavior.
If the time limit for an unsafe condition is exceeded, the color of the pointers and digits may change to denote
an increase in priority level. Parameters out of the range of the display as a red “X”. If sensor data for a parameter
becomes invalid or unavailable, a red “X” is shown across the indicator and/or display and the indicator may be
removed. Dashes may also be displayed in place of a digital display.
1
2
3
4
1
2
3
4
5
5
6
6
8
7
8
7
9
Figure 3-3 MFD EIS Display (Normal)
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Figure 3-4 EIS Display (Reversionary)
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ENGINE INDICATION & CREW ALERTING SYSTEM
Displays pressure of oil supplied to the engine in pounds per square
inch (psi)
1
Engine Oil Pressure
(P)
2
Oil Temperature Indicator (T) Displays engine oil temperature in degrees Celsius
3
Transmission Oil Pressure (P) Displays pressure of oil supplied to the transmission in pounds per
square inch (psi)
4 Transmission Oil
Displays the transmission oil temperature in degrees Celsius
Temperature (T)
5 Ammeter (A)
Displays the DC load in 5 amperes increments
6
Voltmeter (V)
7
Fuel Quantity (TOTAL LBS)
9
Total Fuel Quantity Gauge
Displays the electrical bus voltage
Displays the usable fuel quantity in 5 pound increments. Total usable
fuel quantity is shown
8 Fuel Flow Indicator (FF PPH) Displays fuel flow in pounds per hour (PPH) in 10 pound increments
86
Displays total usable fuel quantity as a bar graph in 5 pound increments
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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ENGINE INDICATION & CREW ALERTING SYSTEM
3.2 ENGINE POWER AND SPEED INDICATIONS
NOTE: Refer to the 505 Flight Manual (FM) for engine operating limitations and corrective actions.
The Power Situation Indicator (PSI) and Dual Tachometer are shown as a group in the lower-left of the PFD,
and on the EIS - Engine Page of the MFD in a larger format.
Maximum Continuous
Operating Limit
Power Available Pointer
Power Available Indicating Scale
Command NP Speed
Reference Indicator
Maximum Takeoff Power Limit
Box Indicates Parameter
Controlling PSI Indicator
Torque Readout
MGT Readout
NG Readout
NR Indicator
NR Readout
NP Indicator
Dual Tachometer Gauge
Figure 3-5 Power Situation Indicator and Dual Tachometer
POWER SITUATION INDICATOR
The PSI provides the pilot with the amount of power available based on engine torque (Q; shown as a
percentage), measured gas temperature (MGT, degrees Celsius, °C), and gas producer rotation speeds (NG;
shown as a percentage) with respect to operating limitations. A box is shown around the label for the display
currently closest to its maximum continuous power (MCP) limits. This value also controls a Power Available
Pointer along a numeric scale from 0 (no power) to Takeoff Power (TOP, shown with a red tick mark).
Power available information is displayed along the PSI scale and is adjusted dynamically in response to
all parameters, to show the rate and range of pointer movement available, before any parameter reaches the
Maximum Continuous Takeoff Power limit. Green arcs indicate continuous operation ranges; amber arcs
indicate transient operating limits. A gray arc becomes red if the Power Available pointer enters this range; it
indicates an exceedance is pending or may be occurring.
In normal operations, the Power Available pointer will be the same color as the arc it is presently within. A
gray pointer is displayed when an engine failure is detected while in-flight.
The Commanded Np Speed reference indicator is displayed in magenta circle with a thin tick mark that
extends to the arc scale in normal operations. When Np Speed information is invalid or in autorotation mode,
the Np Speed reference indicator is white.
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ENGINE INDICATION & CREW ALERTING SYSTEM
TAKEOFF TIMER
After the engine has been started, if Q, NG, or MGT are within the takeoff limitation ranges, the G1000H
displays a 5-minute countdown timer inside the PSI gauge. The timer flashes amber when 30 seconds remain,
until an exceedance occurs. The timer displays red, when an exceedance occurs and the timer reaches zero.
The timer is automatically removed when either Q, NG, or MGT fall below takeoff limits. An impending
exceedance audio tone “ping-ping” is also activated when the Takeoff timer flashes during the last 30 seconds,
or when the Q, NG, or MGT enter the red range. Once activated, the audio alert tone shall not be reactivated
(i.e. to prevent multiple triggers operating at the threshold), until Q, NG or MGT go below the yellow range.
DUAL TACHOMETER
The dual tachometer displays rotor speed (NR) and power turbine speed (NP) as percentages. A digital
display and pointer for NR and a pointer for NP are provided. The long pointer represents NR along the gauge
scale; NP is shown with the short pointer. Limitations are shown as colored arcs. The NR and NP pointers
will be the same color as the arc(s) they are presently within. The Commanded Np Speed reference indicator
is displayed in a magenta circle with a thin tick mark that extends to the arc scale in normal operations. When
Np Speed information is invalid or in autorotation mode, the Np Speed reference indicator is white.
During autorotation with an engine failure, the NP pointer will be displayed in gray and the dual tachometer
gauge scale will display power-off limitations.
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ENGINE INDICATION & CREW ALERTING SYSTEM
3.3 ENGINE PAGE
NOTE: Refer to the 505 Flight Manual (FM) for engine operating limitations and corrective actions.
Pressing the ENGINE Softkey on the MFD accesses the EIS - Engine Page, which displays all engine, electrical,
fuel, alerts, and power assurance calculations. To return to the previous softkey level and exit the Engine page,
press the ENGINE Softkey again, or press the CLR Key, or turn the large FMS Knob. The Engine Page is not
available in reversionary mode.
ENGINE
Press the ENGINE Softkey again
to return to the top level softkeys.
ENGINE
AUD TST
CAS
CAS
CHIP TST
PWR CHK
TEST
FIRE TST
ACU TST
FOPS TST
BACK
Press the BACK Softkey to return
to the top level softkeys.
Figure 3-6 EIS Softkeys (MFD)
Level 1
Level 2
ENGINE
CAS
CAS
PWR CHK
TEST
AUD TST
CHIP TST
FIRE TST
ACU TST
FOPS TST
BACK
Description
Displays the Engine page and softkeys; press again to return
to the previous page
Scrolls up one message in the Alerts window on the MFD
Scrolls up one message in the Alerts window on the MFD
Performs a power assurance check
Displays additional test options for engine systems
Audio Alert Test Displays
Chip Detector Test
Fire Detection System Test
Auxiliary Control Unit
Flame Out Protection System Test
Press BACK, to return to the previous page
* CAS Softkey disabled until more than 19 alerts are displayed.
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ENGINE INDICATION & CREW ALERTING SYSTEM
MFD Alerts
window
containing CAS
messages
EIS Display
Power Situation
Indicator
Dual
Tachometer
Engine Hour
Display
Figure 3-7 Engine Page Display (MFD)
ENGINE HOUR DISPLAY
The engine hours increment when NR is greater than 70% and the collective pitch is greater than 15%. The
engine hours do not continue to increment when the NR is below 68% for more than 3 seconds, or if collective
pitch is less than 13% and ENGINE OUT CAS message is not active for more than 3 seconds and vertical speed
is equal to or greater than 200 ft/min for more than 3 seconds and indicated airspeed is less than 30 kts.
POWER ASSURANCE CHECK
The G1000H can assist the pilot in performing a Power Assurance Check to determine if installed specification
power can be achieved.
NOTE: Follow the procedures in the 505 Flight Manual (FM) for configuring the AUX-System Setup page and
for information on the required conditions to conduct a power check prior to activating the feature on the
G1000H.
Performing a power assurance check:
1) Press the ENGINE Softkey to display the Engine Page.
2) Press the PWR CHK Softkey.
When the Power Assurance Check is activated, a ‘PWR CHK’ box is displayed containing a progress meter.
When the helicopter configuration for the Power Assurance Check is successfully completed, “COMPLETE” will
be displayed. When the helicopter configuration for the Power Assurance Check is invalid, an error message
is displayed. Otherwise, the Power Assurance Check will complete after ten seconds. Dashes are displayed if
data used to perform the Power Assurance Check is not available.
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ENGINE INDICATION & CREW ALERTING SYSTEM
Figure 3-8 Power Assurance Check
ENGINE TESTS
NOTE: Refer to the 505 Flight Manual (FM) for engine operating limitations and corrective actions.
AUDIO ALERT TEST (AUD)
Performing the audio alert test:
1) Press the ENGINE Softkey to display the Engine Page.
2) Press the TEST Softkey.
3) Press the AUD TST Softkey.
The Audio Alert Test, performs a test of the audible alert system. When the “AUD TST”softkey is pressed,
the softkey background will change to grey and an audible test of all audio alerts is activated. Pressing the
“AUD TST” softkey a second time, will change the softkey background back to black and will deactivate the
audio alert test.
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ENGINE INDICATION & CREW ALERTING SYSTEM
The following audio tones will cycle:
•
Master warning (ping repeating 3 times)
•
Low rotor RPM alert (continuous warble)
•
ENGINE OUT (voice message)
•
ECU FAIL (voice message)
•
Airspeed above VNE (continuous ting)
•
150 feet (voice)
•
Master caution (single ping tone)
•
Engine fire (voice message)
•
Impending exceedance (double ping)
CHIP DETECTOR TEST
Performing the chip detector test:
1) Press the ENGINE Softkey to display the Engine Page.
2) Press the TEST Softkey.
3) Press the CHIP TST Softkey.
The Chip Detector Test performs a test of the Freewheeling Unit, the Tail Rotor Gearbox, and the Transmission
Gearbox Chip Detector system. When the “CHIP TST” softkey is pressed, a test of the chip detection system
is activated. Once the test is completed, a green “CHIP TEST OK’ message or an amber “DRIVE CD INOP”
message will be displayed in the ALERT window indicating the system passed or failed.
FIRE DETECTION SYSTEM TEST
Performing the fire detection system test:
1) Press the ENGINE Softkey to display the Engine Page.
2) Press the TEST Softkey.
3) Press the FIRE TST Softkey.
The Fire Detection System Test, tests the continuity of the fire detection system. When the “FIRE TST”
softkey is pressed, a test of the fire detection system is activated. Once the test is completed, a green “FIRE
TEST OK’ message or an amber “FIRE DET INOP” message will be displayed in the ALERT window indicating
the system passed or failed.
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ENGINE INDICATION & CREW ALERTING SYSTEM
AUXILIARY CONTROL UNIT TEST (ACU)
Performing the auxiliary control unit test:
1) Press the ENGINE Softkey to display the Engine Page.
2) Press the TEST Softkey.
3) Press the ACU TST Softkey.
The Auxiliary Control Unit is a back-up system for the Hydro Mechanical Unit (HMU). In the event the
HMU fails, the ACU will control fuel flow as necessary. When the “ACU TST” softkey is pressed, the softkey
background color momentarily turns grey, and a command is sent to the system to perform a “self test”. Once
the command is sent, the softkey becomes subdued and is disabled.
FLAME OUT PROTECTION SYSTEM TEST (FOPS)
Performing the flame out protection system test:
1) Press the ENGINE Softkey to display the Engine Page.
2) Press the TEST Softkey.
3) Press the FOPS TST Softkey.
The Flame Out Protection System Test, checks the ECU’s ability to detect engine flame out and can only
be performed when the engine is at idle. When the “FOPS TST” softkey is pressed, a command is sent to
the ECU to perform the engine flame out check and the ALERT message “FOPS TST INPRG” is displayed in
white. Once the test is completed, “FOPS TST OK” in green or “FOPS TST FAIL” in amber is displayed in
the ALERT window.
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ENGINE INDICATION & CREW ALERTING SYSTEM
3.4 CREW ALERTING SYSTEM (CAS)
NOTE: Aural alerts associated with abnormal conditions and advisories are managed through the audio
panels. Refer to the Audio Panel and CNS Section for more information.
When Crew Alerting System (CAS) messages are generated, a CAS window containing messages appears to
the right of the vertical speed indicator on the PFD. Up to 12 messages can be displayed; when more than
12 messages accumulate, the CAS Softkey becomes available. Pressing the CAS Softkey displays softkeys for
scrolling up and down through the messages in the PFD CAS Window. In Reversionary Mode, the CAS Softkey
takes the place of the INSET Softkey.
PFD CAS
Window
CAS Scrolling Softkey
(Disabled Until More
Than 12 Messages
are Displayed)
Figure 3-9 CAS Display (PFD)
Softkey Annunciation
(Press to Acknowledge
CAS Message)
CAS alerts are additionally displayed on the upper left of the EIS - Engine page. Up to 19 messages can be
displayed; when more than 19 messages accumulate, the CAS and CAS Softkeys will become available to
permit scrolling up and down through the messages on this page.
MFD Alerts
window
containing CAS
messages
CAS Scrolling Softkeys
(Disabled Until More
Than 19 Messages are
Displayed)
Figure 3-10 Engine Page CAS Display (MFD)
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NOTE: Information on CAS messages in this pilot’s guide is always superseded by the 505 Flight Manual
(FM). Refer to the 505 FM for recommended pilot actions.
CAS messages are grouped by criticality (warning, caution, advisory, safe operating advisory) and sorted by
order of appearance (most recent messages on top). The color of the message is based on its urgency and on
required action.
• Warning (red) – Immediate crew awareness and immediate crew action required.
• Caution (amber) – Immediate crew awareness and subsequent corrective action required.
• Advisory (white) – Crew awareness required and subsequent action may be required.
• Status (green) – Crew awareness required.
When a warning or caution CAS message is generated, a steady ‘WARNING’’ or ‘CAUTION annunciator
is illuminated above the PFD, and the MSG Softkey label changes to display the WARNING or CAUTION
annunciation. The softkey annunciation flashes in inverse video and the corresponding aural alert sounds until
acknowledged by depressing the softkey.
Master Caution and Warning Indicators
(Press to Acknowledge CAS message)
PFD1
Figure 3-11 Panel Layout
Figure 3-12 PFD Softkey Annunciation
Softkey Annunciation
(Press to Acknowledge
CAS Message)
Figure A-5 Softkey Annunciations (MSG Softkey Labels)
A CAS message does not appear more than once at a given time. Warning and caution CAS messages flash
in inverse video when generated, and continue to flash until acknowledged or until the triggered condition is
inactive for more than three seconds.
After the acknowledgment, a message remains displayed at the top of its respective priority group in the CAS
Window until either a newer message of the same priority appears or the condition(s) that caused the alert to
display no longer exist, at which point the message is removed.
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ENGINE INDICATION & CREW ALERTING SYSTEM
Blank Page
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AUDIO PANEL AND CNS
SECTION 4 AUDIO PANEL AND CNS
4.1 OVERVIEW
The Communication/Navigation/Surveillance (CNS) system includes the Audio Panel, communication radio,
navigation radio, and Mode S transponder. The System Overview Section provides a block diagram description
of the Audio Panel and CNS system interconnection.
CNS operation in the Bell 505 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
The MFD/PFD controls are used to tune the communication transceiver and navigation radio.
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.
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).
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MFD/PFD CONTROLS AND FREQUENCY DISPLAY
1
2
3
4
6
5
7
8
9
10
11
Figure 4-1 MFD/PFD Controls, NAV/COM Frequency Tuning Boxes
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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. If equipped, press to
move the tuning box (light blue box) and Frequency Transfer Arrow between NAV1 and NAV2.
3
NAV Knob – Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob for kHz).
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). If equipped, 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
ENT Key – Validates or confirms a DME mode and Auto-tune selection.
10
FMS Knob – Flight Management System Knob, used to enter DME modes, enter transponder codes, and
Auto-tune entries when the DME Tuning Window or NRST Window is present. Press the FMS Knob to
turn the selection cursor on and off. The large knob moves the cursor in the window. The small knob
selects individual characters for the highlighted cursor location.
11
Transponder Data Box – Indicates the selected transponder code, operating mode, reply, and ident status
for the transponder.
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AUDIO PANEL CONTROLS
1
11
2
3
4
5
6
7
8
9
12
13
14
15
16
17
18
19
10
20
21
Figure 4-2 GMA 350H Audio Panel Controls
NOTE: When a key is selected, a triangular annunciator above the key is illuminated.
100
1
MKR/MUTE – Selects marker beacon receiver audio. Mutes the currently received marker beacon receiver
audio. Deactivates automatically and marker beacon audio is heard when the next marker beacon signal
is received. Also, stops play of recorded COM audio
2
COM1 – When selected, audio from the #1 COM receiver can be heard. Press and hold to enable/disable
monitored COM muting during primary COM reception.
3
COM2 – If equipped and selected, audio from the #2 COM receiver can be heard. Press and hold to
enable/disable monitored COM muting during primary COM reception.
4
COM3 – Not used.
5
NAV1 – When selected, audio from the #1 NAV receiver can be heard.
6
AUX – (optional) When selected, audio from the AUX inputs can be heard.
7
– Selects and deselects audio from a telephone or entertainment device connected to the Front Panel
Jack. Audio from a telephone device connected to the rear of the audio panel is used if a device is not
connected to the Front Panel Jack.
8
MUSIC – Selects and deselects music entertainment audio.
9
MAN SQ – Manual Squelch annunciator. When lit, intercom squelch is controlled manually.
10
Volume Indicator – Indicates volume/squelch setting relative to full scale.
11
Front Panel Jack – Used for an entertainment or telephone input.
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AUDIO PANEL AND CNS
12
MIC1 – 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. If equipped, COM2 receive can
be added by pressing the COM2 Key. Pressing the MIC1 and MIC2 keys simultaneously initiates the SplitCOM mode (COM1/COM2). During Split-COM operation, both the pilot and the copilot can transmit
simultaneously over separate radios. When in Split-COM mode, the pilot is using the lower numbered
COM, the copilot is using the higher numbered COM.
13
MIC2 – If equipped, 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 or
COM2 receive can be added by pressing the COM1 or COM2 Key. Pressing the MIC2 and MIC1 keys
simultaneously initiates the Split-COM mode (COM1/COM2). During Split-COM operation, both the
pilot and the copilot can transmit simultaneously over separate radios. When in Split-COM mode, the pilot
is using the lower numbered COM, the copilot is using the higher numbered COM.
14
MIC3 – Not used.
15
NAV2 – If equipped and selected, audio from the #2 NAV receiver can be heard.
16
PILOT – Controls the pilot intercom isolation.
17
COPLT – Controls the copilot intercom system. Press and hold to toggle copilot configuration between
crew and passenger.
18
PASS – Controls the passenger intercom system. Press and hold to enable/disable passenger muting
during reception.
19
SPKR – Selects and deselects the cabin speaker. COM, NAV, MKR and optional AUX receiver audio and
playback audio can be heard on the speaker. Press and hold for 2 seconds for Passenger Address (PA). The
SPKR key flashes during PA.
20
Cursor (CRSR) Control Knob – Turn to move the cursor (flashing green or blue annunciator) to the
desired source.
21
Volume (VOL) Control Knob – Turn the smaller knob to control volume or squelch of the selected source
(indicated by the flashing green or blue annunciator). When the volume control cursor is not active press
to switch to Blue-Select mode. If the volume control cursor is active, press twice (once to cancel the cursor,
once more to activate Blue-Select mode).
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AUDIO PANEL AND CNS
4.2 COM OPERATION
COM TRANSCEIVER SELECTION AND ACTIVATION
NOTE: When turning on the system for use, the system remembers the last frequencies used and the active
COM transceiver state prior to shutdown.
The basic Bell 505 Jet Ranger is equipped with a single integrated COM transceiver. An optional stand-alone
COM transceiver or two integrated COM transceivers can also be installed. The selection, control and tuning
of the integrated COM transceivers is done using the Audio Control Panel, PFD and MFD. The selection of the
stand-alone COM transceiver is accomplished using the Audio Control Panel. Control and tuning of the standalone COM transceiver is done from its front panel
The COM Frequency Box is composed of two fields; the active frequency or frequencies are on the left side
and the standby frequency or frequencies are on the right. The COM transceiver is selected for transmitting
by pressing the MIC Key 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 (MIC1 or MIC2 Key).
Frequencies in the standby field are displayed in either white or gray. If equipped, the standby frequency in
the tuning box is white. The other standby frequency is gray.
COM Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
Active
Field
Tuning Box
Standby
Field
COM Frequency Box with two integrated
COM transceivers
Active
Field
Standby
Field
Tuning Box
COM1 Radio is Selected on
the Audio Panel
Figure 4-3 Selecting a COM Radio for Transmit
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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 PTT is pressed, the active transceiver MIC Key Annunciator
flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM frequency replacing the Frequency
Transfer Arrow. Entertainment audio, if selected, is muted during active COM radio reception.
COM Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Frequency Box with two integrated
COM transceivers
Transmit and
Receive Indicators
Transmit and
Receive Indicators
Annunciator
Flashes During
Transmission
Figure 4-4 COM Radio Transmit and Receive Indications
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AUDIO PANEL AND CNS
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 COM 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
COM Tuning Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Tuning Box with two integrated
COM transceivers
Figure 4-5 COM Frequency Tuning
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SELECTING THE RADIO TO BE TUNED
If equipped with two integrated COM transceivers, press the small COM Knob to transfer the frequency
tuning box and Frequency Transfer Arrow between the upper and lower radio frequency fields.
If equipped with one integrated COM transceiver with or without a stand-alone COM transceivers, press
the Frequency Transfer Key to transfer the frequency between the active and standby frequency fields.
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
COM Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Frequency Box with two integrated
COM transceivers
Press the COM Knob to
Switch the Tuning Box From
One COM Radio to the Other
Figure 4-6 Switching COM Tuning Boxes
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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 MIC2 Key activates the transceiver.
COM Tuning Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
Press for Two Seconds to
Load 121.500 MHz
COM Tuning Box with two integrated
COM transceivers
Figure 4-7 Quickly Tuning 121.500 MHz
AUTO-TUNING THE COM FREQUENCY
COM frequencies can be automatically tuned from the following:
• Nearest Airports Window (PFD)
• NRST – Nearest Frequencies Page (ARTCC, FSS, WX)
• WPT – Airport Information Page
• NRST – Nearest Airspaces Page
• NRST – Nearest Airports Page
AUTO-TUNING FROM THE PFD
COM frequencies for the nearest airports can be automatically tuned from the Nearest Airports Window on
the PFD. When the desired frequency is entered, it becomes a standby frequency. Pressing the Frequency
Transfer Key places this frequency into the COM Active Frequency Field.
Auto-tuning a COM frequency for a nearby airport from the PFD:
1) Press the NRST Softkey on the PFD to open the Nearest Airports Window. A list of 25 nearest airport identifiers
and COM frequencies is displayed.
2) Turn the FMS Knob to scroll through the list and highlight the desired COM frequency.
3) Press the ENT Key to load the COM frequency into the COM Standby Tuning Box.
4) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.
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COM Frequency Box display with single a integrated COM
transceiver, and with or without stand-alone COM transceiver
Press the NRST
Softkey to Open
the Nearest
Airports Window
Figure 4-8 Nearest Airports Window (PFD)
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AUDIO PANEL AND CNS
AUTO-TUNING FROM THE MFD
Frequencies can be automatically loaded into the COM Frequency Box from pages in the NRST or WPT
page group by highlighting the frequency and pressing the ENT Key (Figures 4-9, 4-10, and 4-11).
Auto-tuning a COM frequency from the WPT and NRST Pages:
1) From any page that the COM frequency can be auto-tuned, activate the cursor by pressing the FMS Knob or the
appropriate softkey.
2) Turn the FMS Knob to place the cursor on the desired COM frequency (Figure 4-11).
3) Press the ENT Key to load the COM frequency into the standby field of the selected COM radio.
4) Press the Frequency Transfer Key to transfer the frequency to the COM Active Frequency Field.
Turn the FMS
Knob to Scroll
Through a List
of Frequencies
Press the ENT Key to
Load a Highlighted
Frequency into
the COM Standby
Frequency Box
COM Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Frequency Box display with two
integrated COM transceiversr
Figure 4-9 Frequency Auto-Tuning from the MFD
Or:
1) On the Nearest Airports, Frequencies, or Airspaces page, 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.
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.
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Nearest Airports Menu
Nearest Frequencies Menu
Nearest Airspaces Menu
Figure 4-10 Nearest Pages Menus
On the WPT - Airport Information Page, the cursor can be placed on the frequency field by pressing the
FMS Knob and scrolling through the list. The frequency is transferred to the COM Standby Field with the
ENT Key.
Press Frequency
Transfer Key to Load
Frequency into COM
Active Frequency Field
Selected Airport
Identifier and
Information
Runway
Information
Press ENT Key to Load
Frequency into COM
Standby Field. Cursor
then Advances to
Next Frequency.
Press INFO-x Softkey
for AIRPORT,
RUNWAYS,
FREQUENCIES, and
AOPA Data
Figure 4-11 WPT – Airport Information Page
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.
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Figure 4-12 NRST – Nearest Airspaces, NRST – Nearest Airports, and NRST – Nearest Frequencies Pages
FREQUENCY SPACING
The 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.
COM Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Frequency Box with two integrated
COM transceivers
COM Frequency Box with two integrated
COM transceivers
8.33-kHz Channel
Spacing
25-kHz Channel
Spacing
Figure 4-13 COM Channel Spacing
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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 system softkeys are blank.
Select 8.33-kHz
or 25.0-kHz
COM Frequency
Channel Spacing
Figure 4-14 AUX – System Setup Page
AUTOMATIC SQUELCH
Automatic COM Squelch quiets unwanted static noise when no audio signal is received, while still providing
good sensitivity to weak COM signals. To disable Automatic COM Squelch, press the VOL/SQ Knob. When
Automatic COM 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 COM Squelch.
Press the COM VOL/
SQ Knob to turn off
Automatic COM
Squelch. Press again
to restore Automatic
COM Squelch.
Figure 4-15 Overriding Automatic COM Squelch
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AUDIO PANEL AND CNS
COM 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 Frequency Box display with a single
integrated COM transceiver, and with or
without stand-alone COM transceiver
COM Volume
Level Remains for
Two Seconds
COM Frequency Box with two integrated
COM transceivers
Figure 4-16 COM Volume Level
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4.3 NAV OPERATION
NAV RADIO SELECTION AND ACTIVATION
The Bell 505 Jet Ranger is equipped with one integrated NAV transceiver, with an option for two.
The NAV Frequency Box is composed of two fields; one standby field and one active field (see the following
figure). The active frequency is on the right side and the standby frequency or is on the left.
If equipped with the optional second integrated NAV transceiver, the NAV Frequency Box is composed of two
standby fields and two active fields. The active frequencies are on the right side and the standby frequencies
are on the left.
A NAV radio is selected for navigation by pressing the CDI Softkey located on the PFD. The active NAV
frequency selected for navigation is displayed in green. Pressing the CDI Softkey once selects NAV1 as the
navigation radio. If equipped with a second NAV transceiver, pressing the CDI Softkey a second time selects
NAV2 as the navigation radio. Pressing the CDI Softkey a third time activates GPS mode. Pressing the CDI
Softkey again cycles back to NAV1.
While cycling through the CDI Softkey selections, the NAV Tuning Box and the Frequency Transfer Arrow are
placed in the active NAV Frequency Field and the active NAV frequency color changes to green.
The three navigation modes that can be cycled through are:
• VOR1 (or LOC1) – If NAV1 is selected, a green single line arrow (not shown) labeled either VOR1 or LOC1
is displayed on the HSI and the active NAV1 frequency is displayed in green.
• VOR2 (or LOC2) – If equipped and 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 the NAV radio
or radios are not selected. The active NAV frequency or frequencies are then displayed in white.
Standby
Field
Active
Field
Tuning Box
The NAV Radio is
Selected by Pressing
the CDI Softkey
Figure 4-17 Selecting a NAV Radio for Navigation
See the Flight Instruments Section for selecting Bearing Information windows and using VOR as the source
for the bearing pointer.
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The NAV Frequency Box displays the decoded Morse Code station identifier that is received from the
navigation source. Audio verification of the selected station identifier is still required, and can be accomplished
by selecting the corresponding NAV radio on the audio panel and pressing the NAV VOL/ID Knob.
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 4-18 Selecting a NAV Radio Receiver
NAV RECEIVER MANUAL TUNING
The NAV frequency controls and frequency boxes are on the left side of the MFD and PFD.
Manually tuning a NAV frequency:
1) Turn the NAV Knob to tune the desired frequency in the NAV Tuning Box.
2) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.
3) Adjust the volume level with the NAV VOL/ID Knob.
4) Press the NAV VOL/ID Knob to turn the Morse code identifier audio on and off.
Turn VOL/ID Knob to adjust
volume. Press Knob to Turn
Morse Code On or Off.
Press the Frequency Transfer Key to
Transfer NAV Frequencies Between
Active and Standby Frequency Fields
Turn the NAV Knob to
Tune the Frequency in
the Tuning Box
NAV Frequency Box with one integrated
NAV transceiver
NAV Frequency Box with two integrated
NAV transceivers
Figure 4-19 NAV Frequency Tuning
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SELECTING THE RADIO TO BE TUNED
If equipped, press the small NAV Knob to transfer the frequency tuning box and Frequency Transfer Arrow
between the upper and lower radio frequency fields.
Press the NAV Knob to
Switch the Tuning Box From
One NAV Radio to the Other
Figure 4-20 Switching NAV Tuning Boxes
VOR/LOC ID
When the Morse code Identifier audio is on for a NAV radio, a white ID appears to the left of the active
NAV frequency.
In the example shown with one NAV radio, in order to listen to the station identifier, press the NAV1 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.
In the example shown when equipped with the optional second NAV radio, 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 by pressing the small NAV Knob and pressing the VOL/ID Knob again
to turn the Morse code off in the other radio.
NAV Frequency Box with one integrated
NAV transceiver
Station
Identifier
The Morse Code Identifier
for the TOP VOR is On
NAV Frequency Box with two integrated
NAV transceivers
The Morse Code Identifier
for the GHM VOR is On
Station
Identifier
Figure 4-21 NAV Radio ID Indication
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NAV 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 frequency (or if equipped, frequencies).
Volume level indication remains for two seconds after the change.
NAV Volume
Level Remains
for Two Seconds
Figure 4-22 NAV Volume Levels
AUTO-TUNING A NAV FREQUENCY FROM THE MFD
NAV frequencies can be selected and loaded from the following MFD pages:
• WPT – Airport Information
• NRST – Nearest VOR
• WPT – VOR Information
• NRST – Nearest Frequencies (FSS, WX)
• NRST – Nearest Airports
• NRST – Nearest Airspaces
The MFD provides auto-tuning of NAV frequencies from waypoint and nearest pages. During enroute
navigation, the NAV frequency is entered automatically into the NAV standby frequency field. During approach
activation the NAV frequency is entered automatically into the NAV active frequency field.
Frequencies can be automatically loaded into the NAV Frequency Box from pages in the NRST or WPT page
group by highlighting the frequency and pressing the ENT Key (Figures 4-23, 4-24, and 4-25).
Auto-tuning a NAV frequency from the WPT and NRST Pages:
1) From any page that the NAV frequency can be auto-tuned, activate the cursor by pressing the FMS Knob or the
appropriate softkey.
2) Turn the FMS Knob to place the cursor on the desired NAV identifier or NAV frequency.
3) On the Nearest VOR and Nearest Airports pages, press the FREQ Softkey to place the cursor on the NAV
frequency (Figure 4-25).
4) Press the ENT Key to load the NAV frequency into the standby field of the selected NAV radio.
5) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.
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NAV Frequency Box with one integrated
NAV transceiver
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
NAV Frequency Box with two integrated
NAV transceivers
Figure 4-23 NAV Frequency Auto-Tuning from the MFD
Or:
1) When on the Nearest VOR, Nearest Airspaces, and Nearest Airports 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.
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
Nearest Frequencies Menu
Nearest Airspaces Menu
Figure 4-24 Nearest Pages Menus
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.
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Press the ENT
Key to Load
the Frequency
into the NAV
Standby Field.
Press the VOR
Softkey to Place
the Cursor on the
VOR Identifier
Press the FREQ
Softkey to Place
the Cursor on the
VOR Frequency
Figure 4-25 Loading the NAV Frequency from the NRST – Nearest VOR Page
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.
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Figure 4-26 NRST – Nearest Frequencies, WPT – VOR Information, WPT – Airport Information, and
NRST – Nearest Airports Pages
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AUTO-TUNING NAV FREQUENCIES ON APPROACH ACTIVATION
NOTE: The primary NAV frequency is auto-tuned upon loading a VOR or ILS/Localizer approach.
NOTE: When an ILS/LOC approach has been activated while navigating by GPS, the system automatically
switches to LOC as the final approach course is intercepted (within 15 nm of the FAF). See the Flight
Management Section for details.
NAV frequencies are automatically loaded into the NAV Frequency Box on approach activation.
When loading or activating a VOR or ILS/LOC approach, the approach frequency is automatically transferred
to a NAV frequency field as follows:
• If the current CDI navigation source is GPS, the approach frequency is transferred to the NAV1 active
frequency field. The frequency that was previously in the NAV1 active frequency field is transferred to
standby.
• If the current CDI navigation source is GPS, and if the approach frequency is already loaded into the NAV1
standby frequency field, the standby frequency is transferred to active.
• If the current CDI navigation source is NAV1 or NAV2 (if equipped), the approach frequency is transferred
to the standby frequency fields of the selected CDI NAV radio.
MARKER BEACON RECEIVER (OPTIONAL)
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 some ILS approaches. The marker beacon receiver is always on
and detects any marker beacon signals within the reception range of the aircraft.
The receiver detects the three marker tones – outer, middle, and inner – and provides the marker beacon
annunciations located to the left of the Altimeter on the PFD.
Outer Marker
Indication
Middle Marker
Indication
Inner Marker
Indication
Figure 4-27 Marker Beacon Annunciations on the PFD
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Figure 4-28 Marker Beacon Key on Audio Panel
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. Marker beacon audio is not heard when the annunciator is off or when the
annunciator is on with the marker beacon audio muted.
Turning Marker Beacon Audio On
With the MKR/MUTE annunciator off, press the MKR/MUTE Key to enable marker beacon audio.
Muting Marker Beacon Audio
During marker beacon audio reception, press the MKR/MUTE Key to mute the audio. The MKR/MUTE
annunciator remains lit, but the current marker tone is silenced. Audio muting deactivates automatically and
marker beacon audio is heard when the next marker beacon signal is received.
Deselecting Marker Beacon Audio
To deselect marker beacon audio, press the MKR/MUTE Key twice during marker beacon reception (once to
mute, once more to deselect) or once if a marker beacon signal is not detected.
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4.4 GTX 33 ES MODE S TRANSPONDER
The GTX 33 Extended Squitter 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.
• Extended squitter – The extended squitter is transmitted periodically and contains information such as altitude
(barometric and GPS), GPS position, and aircraft identification. The purpose of extended squitter is to provide
aircraft position and identification to ADS-B Ground-Based Transceivers (GBTs) and other aircraft.
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, ADS-B TX, and BACK.
When the CODE Softkey is pressed, the number softkeys appear: 0, 1, 2, 3, 4, 5, 6, 7, IDENT, BKSP,
BACK. The digits 8 and 9 are not used for code entry. Pressing the numbered softkeys in sequence enters the
transponder code. If an error is made, the code selection cursor can be moved back to the left one digit with
each press of the BKSP Softkey.
Pressing the BACK Softkey during code selection reverts to the Mode Selection Softkeys. Pressing the BACK
Softkey during mode selection reverts to the top-level softkeys.
The code can also be entered with the FMS Knob on the PFD. Code entry must be completed with either the
softkeys or the FMS Knob, but not a combination of both.
Pressing the IDENT Softkey while in Mode or Code Selection initiates the ident function and reverts to the
top-level softkeys.
After 45 seconds of transponder softkey inactivity, the system reverts back to the top-level softkeys.
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STBY
ON
ALT
VFR
XPDR
IDENT
CODE
IDENT
ADS-B TX
BACK
MSG
Pressing the BACK Softkey
returns to the top-level softkeys.
0
1
2
3
4
5
6
7
IDENT
BKSP
BACK
MSG
Pressing the BACK Softkey returns to the mode selection softkeys.
Figure 4-29 Transponder Softkeys (PFD)
TRANSPONDER MODE SELECTION
Mode selection can be automatic (Altitude Modes) or manual (Standby, ON, and Altitude Modes). The STBY,
ON, and ALT Softkeys can be accessed by pressing the XPDR Softkey.
Selecting a transponder mode:
1) Press the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Press the desired softkey to activate the transponder mode.
STANDBY MODE (MANUAL)
NOTE: In Standby Mode, the IDENT function is inoperative.
Standby Mode can be selected at any time by pressing the STBY Softkey. In Standby, the transponder does
not reply to interrogations, but new codes can be entered. When Standby is selected, a white STBY indication
and transponder code appear in the mode field of the Transponder Data Box. In all other modes, these fields
appear in green.
STBY Mode (White
Code Number and
Mode)
Figure 4-30 Standby Mode
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ON MODE (MANUAL)
ON Mode can be selected at any time by pressing the ON Softkey. ON Mode generates Mode A and Mode S
replies as well as transmission of acquisition and extended squitters, including ADS-B out. 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 4-31 ON Mode
ALTITUDE MODE (AUTOMATIC OR MANUAL)
The white Altitude Reporting Mode is normally selected automatically when the aircraft is on the ground.
White Altitude Mode may also be selected manually by pressing the ALT Softkey while on the ground. White
Altitude Mode generates Mode S replies to discrete interrogations as well as transmission of acquisition and
extended squitters including ADS-B out. Mode A, Mode C, and Mode S all-call replies are inhibited.
If Altitude Mode is selected while on the ground, a white ALT indication and transponder code appear in
the mode field of the Transponder Data Box.
ALT Mode
(Mode C Altitude
Reporting)
Figure 4-32 Altitude Mode
The green Altitude Mode is automatically selected when the aircraft becomes airborne. Green Altitude
Mode may also be selected manually by pressing the ALT Softkey while airborne. Green Altitude Mode
generates Mode A, Mode C, and Mode S replies as well as transmissions of acquisition and extended squitters
including ADS-B out.
If Altitude Mode is selected while airborne, 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 4-33 Altitude Mode
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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 4-34 Reply Indication
ENTERING A TRANSPONDER CODE
Entering a transponder code with softkeys:
1) Press the XPDR Softkey to display the Transponder Mode Selection Softkeys.
2) Press the CODE Softkey to display the Transponder Code Selection Softkeys, for digit entry.
3) Press the digit softkeys to enter the code in the code field. When entering the code, the next softkey in sequence
must be pressed within 10 seconds, or the entry is cancelled and restored to the previous code. Pressing the
BKSP Softkey moves the code selection cursor to the previous digit. Five seconds after the fourth digit has been
entered, the transponder code becomes active.
Entering
a Code
Figure 4-35 Entering a Code
Entering a transponder code with the PFD FMS Knob:
1) Press the XPDR and the CODE Softkeys as in the previous procedure to enable code entry.
2) Turn the small FMS Knob on the PFD to enter the first two code digits.
3) Turn the large FMS Knob to move the cursor to the next code field.
4) Enter the last two code digits with the small FMS Knob.
5) Press the ENT Key to complete code digit entry.
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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.
Press the
ENT Key to
Complete
Code Entry
Turn the Small
FMS Knob to
Enter Two Code
Digits at a Time
Turn the Large
FMS Knob
to Move the
Cursor to the
Next Code Field
Figure 4-36 Entering a Code with the FMS Knob
ADS-B TX
The GTX 33 ES Mode S transponder transmits extended squitters (ADS-B out) on 1090 MHz. For more
information on ADS-B traffic and weather services (ADS-B in), refer to the Hazard Avoidance section.
Transmission of extended squitters containing ADS-B out information is enabled/disabled by pressing the
ADS-B TX Softkey. ADS-B transimssion defaults to enabled at each power cycle. Do not disable ADS-B
transmission unless requested to do so by ATC.
Even with the ADS-B TX enabled, transmission of extended squitters containing ADS-B out information will
vary based on the current mode of the transponder.
ADS-B Transmission
Enabled
Figure 4-37 ADS-B TX Enabled
VFR CODE
The VFR code can be entered either manually or by pressing the XPDR Softkey, then the VFR Softkey.
When the VFR Softkey is pressed, the pre-programmed VFR code is automatically displayed in the code field
of the Transponder Data Box. Pressing the VFR Softkey again restores the previous identification code.
The pre-programmed VFR Code is set at the factory to 1200. If a VFR code change is required, contact a
Garmin-authorized service center for configuration.
VFR Code
Figure 4-38 VFR Code
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IDENT FUNCTION
NOTE: In Standby Mode, the IDENT Softkey is inoperative.
Pressing the IDENT Softkey sends a distinct identity indication to Air Traffic Control (ATC). The indication
distinguishes the identing transponder from all the others on the air traffic controller’s screen. The IDENT
Softkey appears on all levels of transponder softkeys. When the IDENT Softkey is pressed, a green IDNT
indication is displayed in the mode field of the Transponder Data Box for a duration of 18 seconds.
After the IDENT Softkey is pressed while in Mode or Code Selection, the system reverts to the top-level
softkeys.
IDNT
Indication
Press the IDENT
Softkey to Initiate
the ID Function
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Figure 4-39 IDENT Softkey and Indication
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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 optional for use in this aircraft.
INTERCOM
The GMA 350H includes a six-position intercom system (ICS), one MUSIC input, and one telephone/
entertainment input for the pilot, copilot and passengers. The intercom provides Pilot, Copilot, and Passenger
audio isolation.
Figure 4-40 Intercom Controls
Press the PILOT, COPLT, and/or PASS Keys to distribute as required. If the annunciators are lit, those
positions will share intercom audio. If an annunciator is NOT lit that position is isolated from the others.
COPILOT CONFIGURED AS CREW OR PASSENGER
NOTE: When the copilot position is configured as a passenger, the COPLT Key is disabled and the copilot
headset is treated as a ‘passenger’ for intercom and entertainment audio distribution.
The copilot position can be configured as crew (COPLT Key enabled) or as a passenger (COPLT Key
disabled). Pressing and holding the COPLT Key toggles the copilot position configuration between passenger
and crew. The aural message “Copilot Configured as Passenger” or “Copilot Configured as Crew” is
heard.
INTERCOM MODES
NOTE: In the following modes the copilot position is configured as crew.
NOTE: In the default ICS configuration, only the pilot and copilot positions can hear aircraft alerts.
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NOTE: When in Split-COM mode, the copilot will only hear alerts and the higher numbered of the two
selected COMs (COM2 or COM3).
All Intercom Mode
In ‘All Intercom’ mode the Pilot, Copilot, and Passengers hear each other and hear the aircraft audio.
Aircraft Audio
PILOT
COPLT
PASS
ICS Keys
Mode Operation
Pilot Isolate Mode
In ‘Pilot Isolate’ mode the Pilot, Copilot, and Passengers hear the aircraft audio. The Copilot and
Passengers also hear each other.
Aircraft Audio
PILOT
COPLT
PASS
ICS Keys
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Passenger/Crew Isolate Mode
In ‘Passenger/Crew Isolate’ mode the Pilot and Copilot hear the aircraft audio and each other. The
Passengers hear each other.
Aircraft Audio
PILOT
ICS Keys
PASS
COPLT
Mode Operation
Copilot Isolate Mode
In ‘Copilot Isolate’ mode the Pilot, Copilot, and Passengers hear the aircraft audio. The Pilot and
Passengers also hear each other. The Copilot has the option to use Split-COM mode.
Aircraft Audio
COPLT
PILOT
PASS
ICS Keys
Mode Operation
All Isolate Mode
In ‘All Isolate’ mode the Pilot and Copilot hear the aircraft audio. The Copilot has the option to use SplitCOM mode. The Passengers hear each other.
Aircraft Audio
PILOT
ICS Keys
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PASS
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Pilot & Copilot Isolate Mode
In ‘Pilot & Copilot Isolate’ mode the Pilot, Copilot, and Passengers hear the aircraft audio. The Passengers
hear each other. The Copilot has the option to use Split-COM mode.
Aircraft Audio
PILOT
ICS Keys
COPLT
PASS
Mode Operation
Pilot & Passenger Isolate Mode
In ‘Pilot & Passenger Isolate’ mode the Pilot and Copilot hear the aircraft audio. The Passengers hear
each other.
Aircraft Audio
PILOT
ICS Keys
COPLT
PASS
Mode Operation
Copilot & Passenger Isolate Mode
In ‘Copilot & Passenger Isolate’ mode the Pilot and Copilot can hear the aircraft audio. The Copilot has
the option to use Split-COM mode. The Passengers hear each other.
Aircraft Audio
PILOT
ICS Keys
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PASS
Mode Operation
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INTERCOM VOLUME AND SQUELCH
The VOL/CRSR Knob controls selection and volume or manual intercom squelch adjustment for audio
sources that may not be adjustable anywhere else in the system. The small knob controls the volume or
squelch. Turning the large knob activates and/or moves the cursor (flashing green annunciator or flashing
blue annunciator in Blue-Select Mode) to select the audio source to adjust. The cursor will time-out after
a few seconds and the position of the cursor will always default back to the PILOT Key. Pressing the small
knob cancels the cursor.
Manual Intercom Squelch Annunciator;
Off for Automatic Intercom Squelch,
On for Manual Intercom Squelch
Relative Volume/
Squelch Scale
Volume or Manual
Intercom Squelch
Cursor
Figure 4-41 Volume/Squelch Control
Blue-Select Mode (Telephone/Entertainment Distribution)
The music (MUSIC) and telephone/entertainment (
) audio are distributed using the Blue-Select Mode.
The following example indicates that the pilot, copilot, and passengers will all hear the telephone/entertainment
audio.
Figure 4-42 Blue-Select Mode (Music/Telephone Distribution)
The Blue-Select Mode is entered by pressing the small knob when the volume control cursor (flashing green
annunciator) is not active. If the volume control cursor is active, press the small knob twice. The first press
will cancel the volume control cursor, the second will activate Blue-Select Mode.
The annunciator over the
Button will be flashing blue. Any combination of the annunciators over the
PILOT, COPLT, and PASS buttons may be blue. Select the desired button to turn the blue annunciator on
or off to distribute the telephone audio to selected crew/passenger positions. Turn the large knob to select
MUSIC, and select the crew/passenger positions to receive the music audio.
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Selecting any button other than PILOT, COPLT, PASS , MUSIC or
will cancel Blue-Select Mode.
Pressing the small knob will also cancel Blue-Select Mode. After approximately ten seconds with no input,
the Blue-Select Mode will automatically cancel.
Adjusting Intercom Volume
When the cursor is on PILOT, COPLT, or PASS, the Volume Control Knob adjusts the intercom volume for
the listener.
Adjusting Intercom Manual Squelch
When the cursor is on MAN SQ, the Volume Control Knob adjusts the ICS Squelch Threshold (the
volume level that must be exceeded to be heard over the intercom).
Adjusting Speaker Volume
When the cursor is on SPKR, the Volume Control Knob adjusts the speaker volume of the selected
sources (COM, NAV, AUX, MKR). This will not affect Alert volume.
Adjusting MKR, AUX,
, and MUSIC Volume
When the cursor is on MKR, AUX,
volume of the selected source.
, or MUSIC, the Volume Control Knob adjusts the individual
SPEAKER
All of the radios can be heard over the cabin speaker (if installed). Pressing the SPKR Key selects and
deselects the cabin speaker. Speaker audio is muted when the PTT is pressed.
Figure 4-43 Speaker Key
Passenger Address Mode (PA Mode)
Press and hold the SPKR Key for 2 seconds to initiate Passenger Address Mode. PA Mode is annunciated
by a rapid blinking of the SPKR annunciator. When in PA Mode the crew can use the PTT “Push-toTalk” button to deliver announcements over the speaker, to the passenger headsets, or both depending on
configuration.
Split-PA Mode
During Split-PA Mode the pilot can continue to use the radio(s) while the copilot delivers PA
announcements. To initiate Split-PA Mode, first enter Split-COM Mode by pressing more that one MIC
Keys simultaneously, then press and hold the SPKR Key for 2 seconds.
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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 function is accessed through Voice Recognition commands. Refer to the Voice Recognition section
for more information.
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 optional Play button while audio is playing begins playing the previously recorded memory
block. Each subsequent press of the Play button selects the previously recorded memory block.
Powering off the unit automatically clears all recorded blocks.
MKR/MUTE
Key Stops Play
Figure 4-44 Marker Mute Key
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 COM 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, AUX, and MKR Audio as selected, but the copilot is only able to
monitor the higher numbered COM (COM2 or COM3).
Selection of more than one MIC Key selects Split COM operation (using COM1/COM2, COM1/COM3, or
COM2/COM3). The COM1/MIC1, COM2/MIC2, or COM3/MIC3 annunciators are illuminated indicating
Split COM operation. The selected COM frequencies are displayed in green indicating that both transceivers
are active. Split COM operation is cancelled by pressing one of the selected MIC Keys again.
When in Split-COM mode, the pilot is using the lower numbered COM, the copilot is using the higher
numbered COM. The MIC1 or MIC2 (depends on COMs selected for Split-COM) Annunciator flashes when
the pilot’s microphone PTT is pressed. The MIC2 or MIC3 (depends on COMs selected for Split-COM)
Annunciator flashes when the copilot’s microphone PTT is pressed.
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COM1 Radio is Used
by the Pilot
COM2 Radio is Used
by the Copilot (if
equipped)
Figure 4-45 Split COM Operation
3D AUDIO
3D Audio is useful when multiple audio sources are present. By using different responses in each ear, 3D
audio processing creates the illusion that each audio source is coming from a unique location or seat position.
Because this feature uses different signals for left and right channels, it requires wiring for stereo intercom
and stereo headsets. If 3D audio is activated when mono headsets are in use, the listener will still hear all audio
sources; however, there is no benefit from location separation. The baseline Bell 505 Jet Ranger X is wired for
mono headsets.
With a single COM selected and 3D Audio enabled, the listener hears the audio source at the 12 o’clock
position. If both COMs are selected, the listener hears COM1 at 11 o’clock and COM2 at the 1 o’clock position.
All other intercom positions are processed to sound like their relative seat location. By default, the GMA 350H
assumes the pilot sits in the right seat. A Garmin authorized service center can make changes to the default
configuration.
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Enabling 3D Audio
Press and hold the PILOT Key to toggle 3D audio processing on and off for all headset positions. When
3D Audio is enabled, the aural message “3D audio left” is heard in the left ear followed by “3D audio right”
in the right ear. If the aural messages are not heard in only the left and then the right ear respectively, the
cause may be aircraft wiring or headset settings. Refer to the following table if a headset or aircraft wiring
problem is suspected.
Symptom(s)
“3D audio left” message
heard in both ears.
“3D audio right” message
not heard
Cause(s)
1) Mono headset in use
Solution(s)
1) Use a stereo headset
2) Stereo headset in use with
mono/stereo switch set to
‘mono’
3) Aircraft wiring has left audio
wired to both left and right
channels of stereo headset jack
2) Set mono/stereo switch on headset to ‘stereo’
“3D audio left” message
heard in both ears,
followed by “3D audio
right” message heard in
both ears
1) Mono headset in use
2) Stereo headset in use with
mono/stereo switch set to
mono
3) Incorrect aircraft wiring (left/
right shorted together)
“3D audio right” message
heard in both ears. “3D
audio left” not heard
“3D audio left” message
heard in right ear only
followed by “3D audio
right” message heard in
left ear only
1) Incorrect aircraft wiring (right
channel used for mono instead
of left or left/right swapped)
1) Stereo headset is on backwards
2) Incorrect aircraft wiring (left/
right channels swapped)
“3D audio left” message
heard in left ear only, no
audio heard in right ear.
“3D audio right” message
heard in right ear only, no
audio heard in left ear
3) If after checking solutions #1 and #2 see a service
center as soon as possible to inspect/correct wiring.
This wiring fault can cause fail-safe audio not to
function.
1) Use a stereo headset
2) Set mono/stereo switch on headset to ‘stereo’
3) If after checking solutions #1 and #2 see a service
center as soon as possible to inspect/correct wiring.
This wiring fault can cause fail-safe audio not to
function.
1) See a service center as soon as possible to inspect/
correct wiring. This wiring fault can cause fail-safe
audio not to function.
1) Verify correct orientation from the left/right indication
on each side of the headset or the position of the
boom mic (usually attached on left side). If the
headset is backwards left/right position information
will be swapped.
2) See a service center as soon as possible to inspect/
correct wiring. This wiring fault can cause fail-safe
audio not to function.
1) Aircraft wired for mono
intercom
1) See a service center to wire the installation for stereo
headsets.
1) Incorrect aircraft wiring (right
channel used for mono instead
of left, or left/right swapped)
1) See a service center as soon as possible to inspect/
correct wiring. This wiring fault can cause fail-safe
audio not to function.
3D Audio Troubleshooting
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VOICE RECOGNITION
Voice Recognition allows the pilot (and optionally copilot) to control the GMA 350H using spoken commands.
To activate Voice Recognition, hold the Push-To-Command switch in the upward position while speaking a
command. When the Push-To-Command switch is released, the GMA 350H will respond.
If a command is correctly interpreted by the GMA 350H, a positive acknowledgement chime will be played,
and the pilot should verify that the correct switch selection is indicated by the triangular annunciator lights.
Alternatively, some commands will be indicated by a voice response from the GMA 350H. If the desired modes
are not indicated by annunciator lights or a voice response, the pilot should repeat the command by using the
Push-To-Command switch, or by manually using the front panel controls of the GMA 350H.
If a command is incorrectly interpreted by the GMA 350H, a negative acknowledgement tone will be played.
The pilot should repeat the command by using the Push-To-Command switch, or by manually using the front
panel controls of the GMA 350H. In the event of any abnormal Voice Recognition operation, at any time the
front panel controls may be used manually to control the GMA 350H.
The following table lists the available Voice Recognition commands, the associated actions, and the voice
response if applicable:
Control
COM
Spoken Command
“COM one”
“MIC one”
“COM one MIC”
“COM two”
“MIC two”
“COM two MIC”
“COM three”
“MIC three”
“COM three MIC”
“Split COM”
“Split COM 1 2”
“Split COM 1 3”
“Split COM 2 3”
“Monitored COM mute” or
“Mute monitored COM”
NAV
AUX
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“Disable monitored COM mute” or
“Monitored COM mute disable” or
“Disable mute monitored COM” or
“Mute monitored COM disable”
“NAV one”
“NAV two”
“AUX” or
“Auxiliary”
Action
Toggles COM1
Confirmation of Action
Illuminate/Extinguish COM1 Annunciator
Selects MIC1
Illuminate MIC1 Annunciator
Toggles COM2
Illuminate/Extinguish COM2 Annunciator
Selects MIC2
Illuminate MIC2 Annunciator
Toggles COM3
Illuminate/Extinguish COM3 Annunciator
Selects MIC3
Illuminate MIC3 Annunciator
Selects split COM 1/2
Selects split COM 1/2
Selects split COM 1/3
Selects split COM 2/3
Mutes monitored
COM on primary COM
reception
Illuminate MIC1/MIC2 Annunciators
Illuminate MIC1/MIC2 Annunciators
Illuminate MIC1/MIC3 Annunciators
Illuminate MIC2/MIC3 Annunciators
Voice Response:
“Monitor mute enabled”
Disables monitored
COM mute on primary
COM reception
Voice Response:
“Monitor mute disabled”
Toggles NAV1
Toggles NAV2
Illuminate/Extinguish NAV1 Annunciator
Illuminate/Extinguish NAV2 Annunciator
Toggles AUX
Illuminate/Extinguish AUX Annunciator
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Control
Spoken Command
“Telephone” or
“Phone” or
“Jack”
“Telephone mute” or
“Phone mute” or
“Jack mute”or
“Mute telephone” or
“Mute phone” or
“Mute jack”
“Disable telephone mute” or
“Disable phone mute” or
“Disable jack mute”or
“Telephone mute disable”or
“Phone mute disable” or
“Jack mute disable”
“MUSIC”
MUSIC
ICS Isolation
Copilot
Configuration
138
“MUSIC mute” or
“Mute MUSIC”
“Disable MUSIC mute” or
“MUSIC mute disable”
“Pilot”
“Copilot”
“Passenger” or
“Pass”
“Passenger mute” or
“Pass mute” or
“Mute passenger” or
“Mute pass”
“Disable passenger mute” or
“Disable pass mute” or
“Disable mute passenger” or
“Disable mute pass” or
“Passenger mute disable” or
“Pass mute disable” or
“Mute passenger disable” or
“Mute pass disable”
“Copilot is passenger” or
“Copilot is pass”
“Copilot is crew”
Action
Toggles Telephone/Jack
Confirmation of Action
Illuminate/Extinguish
Annunciator
Mutes Telephone/Jack
on radio reception
Voice Response:
“Tel and jack mute enabled”
Disables Telephone/Jack
mute on radio reception
Voice Response:
“Tel and jack mute disabled”
Illuminate/Extinguish MUSIC
Annunciator
Voice Response:
Mutes MUSIC on radio
reception
“Music mute enabled”
Voice Response:
Disables MUSIC mute
on radio reception
“Music mute disabled”
Toggles PILOT button Illuminate/Extinguish PILOT Annunciator
Toggles COPLT button Illuminate/Extinguish COPLT Annunciator
Toggles MUSIC
Toggles PASS button
Illuminate/Extinguish PASS Annunciator
Mutes passengers
during radio reception
Voice Response:
“Passenger mute enabled”
Disables muting of
passengers during radio
reception
Voice Response:
“Passenger mute disabled”
Configures Copilot as a
passenger
Configures Copilot as
flight crew
Voice Response:
“Copilot is passenger”
Voice Response:
“Copilot is crew”
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Control
Manual
Squelch
Speaker
(SPKR)
PA
Spoken Command
Action
Confirmation of Action
“Manual squelch” or
Illuminate/Extinguish MAN SQ
Toggles manual squelch
Annunciator
“Man squelch”
“Manual squelch threshold up” or
“Manual squelch volume up” or
Increases manual
Manual squelch threshold increased
squelch threshold
“Man squelch threshold up” or
“Man squelch volume up”
“Manual squelch threshold down” or
“Manual squelch volume down” or
Decreases manual
Manual squelch threshold decreased
squelch threshold
“Man squelch threshold down” or
“Man squelch volume down”
NOTE: Finer manual squelch adjustment may be made using the dual concentric knobs on the GMA 350H.
The voice command “Up” or “Down” is equivalent to three clicks of the inner knob..
“Speaker”
Toggles SPKR on/off
Illuminate/Extinguish SPKR Annunciator
Toggles PA on/off
SPKR Annunciator blinks in PA mode
Marker Beacon audio
“Marker” or
Marker
on/off (refer to Marker
Illuminate/Extinguish MKR/MUTE
Beacon (MKR/
“Mute marker” or
Beacon section for
Annunciator
MUTE)
“Marker mute”
details)
Plays recorded
“Play” or
COM
clearance audio (refer
Clearance
“Read back” or
Recorded audio playing
to Clearance Recorder
Recorder
“Say again”
section for details)
Increases volume of
“(*Desired selection) volume up”
Volume of desired selection increased
desired selection
Decreases volume of
“(*Desired selection) volume down”
Volume of desired selection decreased
desired selection
Volume
Adjustments NOTE: Finer volume adjustment may be made using the dual concentric knobs on the GMA 350H. The
voice command “Up” or “Down” is equivalent to three click of the inner knob.
* Desired selection = “speaker”, “pilot”, “copilot”, “passenger”, “pass”, “marker”, “aux”, “auxiliary”,
“telephone”, “phone”, “jack”, or “music”.
“Distribute telephone to (**desired
position(s))” or
“Distribute phone to (**desired
Distributes TEL/JACK to
TEL/JACK audio heard at desired
position(s))” or
desired positions
position(s)
“Distribute jack to (**desired
Distribution
position(s))”
(Blue Mode)
“Distribute music to (**desired
Distributes MUSIC to
MUSIC heard at desired position(s)
position(s))”
desired position(s)
** Desired position(s) = “All”, “none”, “pilot”, “copilot”, “passenger”, “pass”, or any combination of
pilot, copilot, passenger, or pass.
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Control
Cursor
Spoken Command
“Cursor off” or
“Cursor cancel” or
“Cancel cursor”
Confirmation of Action
Cancels cursor when
cursor is flashing
Cursor is removed
Voice Response:
“Three-D audio left, three-D audio right”
Voice Response:
Enables standard audio
“Standard audio”
(disables 3D audio)
“Standard Audio”
Voice Recognition Commands
“Three-D audio”
3D Audio
Action
Enables 3D audio
ENTERTAINMENT INPUTS
The Audio Panel provides controls for one stereo music input and one stereo telephone/entertainment input.
1. The telephone/entertainment (
) Key controls a telephone or entertainment device connected to the rear
of the audio panel or to the Front Panel Jack.
2. The MUSIC Key controls the SiriusXM Radio audio input.
The Front Panel Jack can be used as an entertainment input or a telephone input (in which case, it operates
simultaneously with the rear telephone interface). The Front Panel Jack is a 3.5-mm stereo jack that is compatible
with popular portable entertainment devices such as MP3s, CD players, and cell phones. The headphone
outputs of the entertainment devices are plugged into the Front Panel Jack.
Distribution of the entertainment inputs is configured in Blue-Select Mode.
TELEPHONE/ENTERTAINMENT INPUT
Telephone/entertainment (
distribution configured.
) input can be heard by the pilot, copilot, or the passengers based on the
SiriusXM RADIO AUDIO INPUT
SiriusXM Radio audio from the Data Link Receiver (optional: requires subscription to SiriusXM Radio
Service) can be heard by the pilot, copilot, or the passengers based on the distribution configured. Refer to
the Additional Features section for more details on the Data Link Receiver.
INPUT MUTING
Muting occurs when alerts, aircraft radio or marker beacon activity is heard.
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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, background noise is heard in the ICS system as well as during COM
transmissions.
After powering up the system, the following steps aid in maximizing the use of the Audio Panel as well as
prevent pilot and copilot induced issues. These preflight procedures should be performed each time a pilot
boards the aircraft to insure awareness of all audio levels in the Audio Panel and radios.
Manual Squelch Annunciator;
Off for Automatic Squelch, On Relative Volume/
Squelch Scale
for Manual Squelch
Volume or Manual
Squelch
Cursor
Intercom Annunciators
Figure 4-46 Audio Panel Controls
Setting the Audio Panel during preflight:
1) Verify that the PILOT , COPLT and PASS annunciators are lit.
2) Adjust radio volume levels (COM, NAV) to a suitable level.
3) Use the VOL/CRSR Knobs to adjust the intercom volumes to the desired level.
Once this procedure has been completed, the pilot and copilot can change settings, keeping in mind the notes
above.
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4.7 ABNORMAL OPERATION
Abnormal operation of the system includes equipment failures of the system 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 MIC1, MIC2 or MIC3 Key Annunciator on the Audio Panel flashes as long as the PTT Key remains stuck.
Figure 4-47 Stuck Microphone Alert
COM TUNING FAILURE
In case of a COM system tuning failure, the emergency frequency (121.500 MHz) is automatically tuned in
the radio in which the tuning failure occurred. Depending on the failure mode, a red X may appear on the
frequency display.
Emergency Channel
Loaded Automatically
Emergency Channel
Loaded Automatically
Figure 4-48 COM Tuning Failure
AUDIO PANEL FAIL-SAFE OPERATION
If there is a failure of the Audio Panel, a fail-safe circuit connects the pilot’s headset (left ear only if stereo) and
microphone directly to the COM1 transceiver. Audio is not available on the speaker during Fail-safe operation.
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SECTION 5 FLIGHT MANAGEMENT
5.1 INTRODUCTION
The G1000H is an integrated flight, engine, communication, navigation and surveillance system. This section
of the Pilot’s Guide explains flight management using the G1000H.
The most prominent part of the system are the two full color displays: a Primary Flight Display (PFD) and a
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 flight
management functions are discussed later in this section.
A brief description of the flight management 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), RNAV Approach (LNAV, LNAV+V, L/
VNAV, LP, LP+V, LPV), or Missed Approach (MAPR)). L/VNAV, LP, LP+V, and LPV approach service levels are only
available with SBAS. L/VNAV will be flown as LNAV when SBAS is not available.
The Inset Map is a small version of the MFD Navigation Map and can be displayed in the lower right corner
of the PFD. When the system is in reversionary mode, the Inset Map is displayed in the lower right corner. The
Inset Map is displayed by pressing the INSET Softkey. Pressing the INSET Softkey again, then pressing the OFF
Softkey removes the Inset Map.
The Navigation Map displays aviation data (e.g., airports, VORs, airways, airspaces), geographic data (e.g.,
cities, lakes, 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 pressing 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.
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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.
Navigation Status Box
Navigation Mode
Location of:
- Inset Map
- 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
Flight Plan Leg
Rotorcraft Icon
at Present Position
Active Flight Plan Leg
Map Range
Figure 5-2 GPS Navigation Information on the MFD Navigation Page
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NAVIGATION STATUS BOX
The Navigation Status Box located at the top of the PFD contains two fields displaying the following
information:
PFD Navigation Status Box
• Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD -> KCOS’) or flight plan annunciations (e.g., ‘Turn right to
021˚ in 8 seconds’)
• Distance (DIS) and Bearing (BRG) to the next waypoint or flight plan annunciations (e.g., ‘TOD within 1
minute’)
The symbols used in the PFD status bar are:
Symbol
Description
Symbol
Description
Active Leg
Right Holding Pattern
Direct-to
Left Holding Pattern
Right Procedure Turn
Right DME Arc / Radius to Fix Leg
Left Procedure Turn
Left DME Arc / Radius to Fix Leg
Vector to Final
The Navigation Status Box located at the top of the MFD contains four data fields, each displaying one of the
following items:
BRG
DIS
DTK
END
ENR
ESA
ETA
ETE
FOB
FOD
Bearing
Distance
Desired Track
Endurance
ETE to Final Destination
Enroute Safe Altitude
Estimated Time of Arrival
Estimated Time Enroute
Fuel on Board
Fuel over Destination
GS
ISA
LDG
MSA
TAS
TKE
TRK
VSR
XTK
Ground Speed
ISA Relative Temperature
ETA at Final Destination
Minimum Safe Altitude
True Air Speed
Track Angle Error
Track
Vertical Speed Required
Crosstrack Error
MFD Navigation Status Box
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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.
4) Turn the small FMS Knob to display and scroll through the data options list.
5) Select the desired data.
6) Press the ENT Key. Pressing the DFLTS Softkey returns all fields to the default setting.
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5.2 USING MAP DISPLAYS
Map displays are used extensively in the system to provide situational awareness in flight. Most system maps
can display the following information:
• Airports, NAVAIDs, airspaces, airways,
land data (highways, cities, lakes, rivers,
borders, etc.) with names
• Map range
• Wind direction and speed
• Map orientation
• Icons for enabled map features
• Aircraft icon (representing present position)
• Nav range ring
• Fuel range ring
• Map Pointer information (distance and
bearing to pointer, location of pointer,
name, and other pertinent information)
• Flight plan legs
• User waypoints
• Track vector
• Topography scale
• Topography data
• Obstacle data
The information in this section applies to the following maps unless otherwise noted:
• All Map Group Pages (MAP)
• All Waypoint Group Pages (WPT)
• AUX - Trip Planning
• All Nearest Group Pages (NRST)
• Flight Plan Pages (FPL)
• Direct-to Window
• PFD Inset Map
• 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
• 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.
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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) Select the ENT Key to display the Map Setup Window.
3) Turn the large FMS Knob, or select the ENT Key once, to select the ‘ORIENTATION’ field.
Map Group Selection
Orientation Field
Auto North Up
- On/Off
- Minimum Range
Figure 5-5 Map Setup Menu Window - Map Group
4) Turn the small FMS Knob to select the desired orientation.
5) Select the ENT Key to select the new orientation.
6) Press the FMS Knob to return to the base page.
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The map can be configured to switch automatically to a north up orientation when the map range reaches a
minimum range.
Enabling/disabling Auto North Up and selecting the minimum switching 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 ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘AUTO NORTH UP’ field.
6) Select ‘On’ or ‘Off’ using the small FMS Knob.
7) Press the ENT Key to accept the selected option. The flashing cursor highlights the range field.
8) Use the small FMS Knob to select the desired range.
9) Press the ENT Key to accept the selected option.
10) Press the FMS Knob to return to the Navigation Map 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 system to accurately represent the map,
a magnifying glass icon is shown to the left of the map range. To change the map range turn the Joystick
counter-clockwise to decrease the range, or clockwise to increase the range.
Range Overzoom
Figure 5-6 Map Range
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AUTO ZOOM
Auto zoom allows the system 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). Auto zoom is suspended while the map pointer is active.
If a terrain caution or warning occurs, all navigation maps automatically adjust to the smallest map range
clearly showing the potential impact points. 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 PFDs 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 determines 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 the expiration of this time, the auto
zoom range is restored. Setting the ‘time out’ value to zero causes the manual override to never time out.
• When the maximum ‘look forward’ time is set to zero, the upper limit becomes the maximum range available
(2000 nm).
• When the minimum ‘look forward’ time is set to zero, the lower limit becomes 1.5 nm.
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Auto Zoom:
Off, MFD Only, PFD Only, All On
Manual Range Override
Expiration Time
Maximum Look Forward Time
Minimum Look Forward Time
Figure 5-7 Map Setup Menu Window - Map Group, Auto Zoom
Configuring automatic zoom:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘AUTO ZOOM’ field.
6) Select ‘Off’, ‘MFD Only’, ‘PFD Only’, or ‘ALL On’.
7) Press the ENT Key to accept the selected option. The flashing cursor highlights the ‘MAX LOOK FWD’ field.
Times are from zero to 999 minutes.
8) Use the FMS Knobs to set the time. Press the ENT Key.
9) Repeat step 8 for ‘MIN LOOK FWD’ (zero to 99 minutes) and ‘TIME OUT’ (zero to 99 minutes).
10) Press the FMS Knob to return to the Navigation Map Page.
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MAP PANNING
Map panning allows the pilot to:
• View parts of the map outside the displayed range without adjusting the map range
• Highlight and select locations on the map
• Review information for a selected airport, NAVAID or user waypoint
• Designate locations for use in flight planning
• View airspace and airway information
When the panning function is selected by pressing the Joystick, the Map Pointer flashes on the map display.
A window also appears at the top of the map display showing the latitude/longitude position of the pointer,
the bearing and distance to the pointer from the aircraft’s present position, and the elevation of the land at the
position of the pointer.
Map Pointer Information
Map Pointer
Figure 5-8 Navigation Map - Map Pointer Activated
NOTE: The map is normally centered on the aircraft’s position. If the map has been panned and there has
been no pointer movement for about 60 seconds, the map reverts back to centered on the aircraft position
and the flashing pointer is removed.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.
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Information about Point
of Interest
Map Pointer on
POI
Figure 5-9 Navigation Map - Map Pointer on Point of Interest
When the Map Pointer crosses an airspace boundary, the boundary is highlighted and airspace information
is shown at the top of the display. The information includes the name and class of airspace, the ceiling in feet
above Mean Sea Level (MSL), and the floor in feet MSL.
Information about
Airspace
Map Pointer on
Airspace
Figure 5-10 Navigation Map - Map Pointer on Airspace
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Panning the map:
1) Press the Joystick to display the Map Pointer.
2) Move the Joystick to move the Map Pointer around the map.
3) Press the Joystick to remove the Map Pointer and recenter the map on the aircraft’s current position.
Reviewing information for an airport, NAVAID, or user waypoint:
1) Place the Map Pointer on a waypoint.
2) Press the ENT Key to display the Waypoint Information Page for the selected waypoint.
3) Press the GO BACK Softkey, the CLR Key, or the ENT Key to exit the Waypoint Information Page and return to
the Navigation Map showing the selected waypoint.
NAVAID
Information
GO BACK Softkey
Figure 5-11 Navigation Map - Information Window - NAVAID
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Viewing airspace information for a special-use or controlled airspace:
1) Place the Map Pointer on an open area within the boundaries of an airspace.
2) Press the ENT Key to display an options menu.
3) ‘Review Airspaces’ should already be highlighted, if not select it. Press the ENT Key to display the Airspace
Information Page for the selected airspace.
4) Press the CLR or ENT Key to exit the Airspace Information Page.
Airspace
Information
Figure 5-12 Navigation Map - Information Window - Airspace
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MEASURING BEARING AND DISTANCE
Distance and bearing from the aircraft’s present position to any point on the viewable navigation map may be
calculated using the ‘Measure Bearing and Distance’ selection from Navigation Map page menu. The bearing
and distance tool displays a dashed Measurement Line and a Measure Pointer to aid in graphically identifying
points with which to measure. Lat/Long, distance and elevation data for the Measure Pointer is provided in a
window at the top of the navigation map.
Measuring bearing and distance between any two points:
1) Press the MENU Key (with the Navigation Map Page displayed).
2) Highlight the ‘Measure Bearing/Distance’ field.
3) Press the ENT Key. A Measure Pointer is displayed on the map at the aircraft’s present position.
4) Move the Joystick to place the reference pointer at the desired location. The bearing and distance are displayed
at the top of the map. Elevation at the current pointer position is also displayed. Pressing the ENT Key changes
the starting point for measuring.
5) To exit the Measure Bearing/Distance option, press the Joystick; or select ‘Stop Measuring’ from the Page
Menu and press the ENT Key.
Measurement
Information
Pointer Lat/Long
Measurement Line
Figure 5-13 Navigation Map - Measuring Bearing and Distance
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TOPOGRAPHY
All navigation maps can display various shades of topography colors representing land elevation, similar
to aviation sectional charts. Topographic data can be displayed or removed as described in the following
procedures.
Navigation Map
Topographic Data
Navigation Map
Black Background
TOPO Softkey
Not Enabled
Topographic Data
on Profile Map
TOPO Softkey
Enabled
TOPO Off
TOPO On
Figure 5-14 Navigation Map - Topographic Data
Displaying/removing topographic data on all pages displaying navigation maps:
1) Press the MAP Softkey (the INSET Softkey for the PFD Inset Map).
2) Press the TOPO Softkey.
3) Press the TOPO Softkey again to remove topographic data from the Navigation Map. When topographic data
is removed from the page, all navigation data is presented on a black background.
Displaying/removing topographic data (TOPO DATA) using the Navigation Map Page Menu:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TOPO DATA’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
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TOPO DATA
On/Off
TOPO DATA
Range
Figure 5-15 Navigation Map Setup Menu - TOPO DATA Setup
The topographic data range is the maximum map range on which topographic data is displayed.
NOTE: Since the PFD Inset Map is much smaller than the MFD navigation maps, items are removed on the
PFD Inset Map two range levels smaller than the range selected in the Map Setup pages (e.g., a setting
of 100 nm removes the item at ranges above 100 nm on MFD navigation maps, while the PFD Inset Map
removes the same item at 50 nm).
Selecting a topographical data range (TOPO DATA):
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘TOPO DATA’ range field. TOPO ranges are from 500 ft to 2000 nm.
6) To change the TOPO range setting, turn the small FMS Knob to display the range list.
7) Select the desired range using the small FMS Knob.
8) Press the ENT Key.
9) Press the FMS Knob to return to the Navigation Map Page.
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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.
Maximum Displayed Elevation
Minimum Displayed Elevation
Range of
Displayed
Elevations
Aircraft Altitude (MSL)
Ground Elevation at Map Pointer
Location (only visible when Map
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 select the ENT Key.
4) Highlight the ‘TOPO SCALE’ field.
5) Select ‘On’ or ‘Off’.
6) Press the FMS Knob to return to the Navigation Map Page.
TOPO SCALE
On/Off
Figure 5-17 Navigation Map Setup Menu - TOPO SCALE Setup
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MAP SYMBOLS
This section discusses the types of land and aviation symbols that can be displayed. Each listed type of symbol
can be turned on or off, and the maximum range to display each symbol can be set. The decluttering of the
symbols from the map using the DCLTR Softkey is also discussed.
LAND SYMBOLS
The following items are configured on the land menu:
Land Symbols
(Text label size can be None, Small, Medium (Med), or Large
(Lrg))
Symbol
Default
Maximum
Range (nm) Range (nm)
Latitude/Longitude (LAT/LON)
Off
2000
Interstate Highway (FREEWAY)
300
800
International Highway (FREEWAY)
300
800
US Highway (NATIONAL HWY)
30
80
State Highway (LOCAL HWY)
15
30
8
15
Railroads (RAILROAD)
15
30
LARGE CITY (> 200,000)
800
1500
MEDIUM CITY (> 50,000)
100
200
SMALL CITY (> 5,000)
States and Provinces (STATE/PROV)
20
800
50
1500
Rivers and Lakes (RIVER/LAKE)
200
500
USER WAYPOINT
150
300
Highways and Roads
Local Road (LOCAL ROAD)
N/A
Table 5-1 Land Symbol Information
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AVIATION SYMBOLS
The following items are configured on the aviation menu:
Aviation Symbols
(Text label size can be None, Small, Medium (Med),
or Large (Lrg))
Symbol
Default
Maximum
Range (nm) Range (nm)
Active Flight Plan Leg (ACTIVE FPL)
2000
2000
Non-active Flight Plan Leg (ACTIVE FPL)
2000
2000
2000
200
2000
500
150
300
50
100
3
Off
15
20
100
30
Non-directional Beacon (NDB WAYPOINT)
15
30
VOR (VOR WAYPOINT)
150
300
VRP (VRP WAYPOINT)
15
30
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
Active Flight Plan Waypoint (ACTIVE FPL WPT)
Large Airports (LARGE APT) (Longest Runway ≥ 8100 ft)
Medium Airports (MEDIUM APT) (8100 ft > Longest
Runway ≥ 5000 ft)
Small Airports (SMALL APT) (Longest Runway < 5000 ft)
(Medium Airport if it has a tower frequency)
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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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 - LAND DATA 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.
8) Select the desired range.
9) Press the ENT Key to accept the selected range.
10) Press the FMS Knob to return to the Navigation Map Page.
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Text Label Size
(None, Small, Med, or Lrg)
Maximum Display Range
Figure 5-19 Navigation Map Setup Menu - LAND GROUP Setup
Text Label Size
(None, Small, Med, or Lrg)
Maximum Display Range
Figure 5-20 Navigation Map Setup Menu - AVIATION GROUP Setup
NOTE: Since the PFD Inset Map is much smaller than the MFD navigation maps, items are removed on the
PFD Inset Map two range levels smaller than the range selected in the Map Setup pages (e.g., a setting
of 100 nm removes the item at ranges above 100 nm on MFD navigation maps, while the PFD Inset Map
removes the same item at 50 nm).
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MAP DECLUTTER
The declutter feature allows the pilot to progressively step through four levels of removing map information.
The declutter level is displayed in the DCLTR Softkey and next to the Declutter Menu Option.
Declutter Level
DCLTR Softkey
Navigation Map Page Menu
Figure 5-21 Navigation Map - Declutter Level Indications
Decluttering the map:
Press the DCLTR Softkey with the Navigation Map Page displayed. The current declutter level is shown. With
each softkey selection, another level of map information is removed.
Or:
1) Press the MENU Key with the Navigation Map Page displayed.
2) Select ‘Declutter’. The current declutter level is shown.
3) Press the ENT Key.
Decluttering the PFD Inset Map:
1) Press the INSET Softkey.
2) Press the DCLTR Softkey. The current declutter level is shown. With each selection, another level of map
information is removed.
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Table 5-3 lists the items that are decluttered at each map detail level. The ‘X’ represents map items
decluttered for each level of detail.
Item
Data Link Radar Precipitation
Data Link Lightning
Graphical METARs
Airports
Safe Taxi
Runway Labels
TFRs
Restricted
MOA (Military)
User Waypoints
Latitude/Longitude Grid
NAVAIDs (does not declutter if used to define airway)
Intersections (does not declutter if used to define airway)
Class B Airspaces/TMA
Class C Airspaces/TCA
Class D Airspaces
Other Airspaces/ADIZ
Obstacles
Cities
Roads
Railroads
State/Province Boundaries
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
Table 5-3 Navigation Map Items Decluttered for each Detail Level
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AIRWAYS
This airways discussion is based upon the North American airway structure. The airway structure in places
other than North America vary by location, etc. and are not discussed in this book. Low Altitude Airways
(Victor Airways or T-Routes) 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” or a “T” before the airway number.
High Altitude Airways (Jet Routes or Q-Routes) start at 18,000 feet MSL and extend upward to 45,000 feet
MSL. High Altitude Airways are designated with a “J” or a “Q” before the airway 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
(T-Route)
Low Altitude
Airway
(Victor Airway)
High Altitude
Airway
(Jet Route)
Figure 5-22 Airways on MFD Navigation Map
High Altitude
Airway
(Q-Route)
Airways may be displayed on the map at the pilot’s discretion using either a combination of AIRWAYS
Softkey presses, or menu selections using the MENU Key from the Navigation Map Page. The Airway range can
also be programmed to only display Airways on the MFD when the map range is at or below a specific number.
Displaying/removing airways:
1) Press the MAP Softkey.
2) Press the AIRWAYS Softkey. Both High and Low Altitude Airways are displayed (AIRWY ON).
3) Press the softkey again to display Low Altitude Airways only (AIRWY LO).
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4) Press the softkey again to display High Altitude Airways only (AIRWY HI).
5) Press the softkey again to remove High Altitude Airways. No airways are displayed (AIRWAYS).
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
Low Altitude Airway Range
Off, All, LO Only, HI Only
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) Turn the small FMS Knob to select the ‘Airways’ group and press the ENT Key.
4) Highlight the ‘LOW ALT AIRWAY’ or ‘HI ALT AIRWAY’ range field.
5) To change the range setting, turn the small FMS Knob to display the range list.
6) Select the desired range using the small FMS Knob.
7) Press the ENT Key.
8) Press the FMS Knob to return to the Navigation Map Page.
The following range items are configurable on the airways menu:
Airway Type
Symbol
Low Altitude Airway (LOW ALT AIRWAY)
Default
Maximum
Range (nm) Range (nm)
200
500
High Altitude Airway (HI ALT AIRWAY)
300
500
Table 5-4 Airway Range Information
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TRACK VECTOR
The Navigation Map can display a track vector that is useful in minimizing track angle error. The track vector
is a solid cyan line segment extended to a predicted location. 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 track
vector shows up to 90 degrees of a turn for the 30 and 60 second time settings. It is always a straight line for
the 2 min, 5 min, 10 min and 20 min settings.
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.
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
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WIND VECTOR
The map displays a wind vector arrow in the upper right-hand portion of the screen. Wind vector information
is displayed as a white arrow pointing in the direction in which the wind is moving for wind speeds greater than
or equal to 1 kt.
Wind Direction
Wind Speed
Figure 5-26 Navigation Map - Wind Vector
NOTE: The wind vector is not displayed until the aircraft is moving. It is not displayed on the Waypoint
Information pages.
Displaying/removing the wind vector:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘WIND VECTOR’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
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NAV RANGE RING
The Nav Range Ring shows the direction of travel (ground track) on a rotating compass card. The range is
determined by the map range. The range is 1/4 of the map range (e.g., 37.5 nm on a 150 nm map).
Range (radius)
Nav Range Ring
Figure 5-27 Navigation Map - Nav Range Ring
NOTE: The Nav Range Ring is not displayed on the Waypoint Information pages, Nearest pages, or Direct-to
Window map.
Displaying/removing the Nav Range Ring:
1) Press the MENU Key with the Navigation Map Page displayed. The cursor flashes on the ‘Map Setup’ option.
2) Press the ENT Key. The Map Setup Menu is displayed.
3) Select the ‘Map’ group.
4) Press the ENT Key.
5) Highlight the ‘NAV RANGE RING’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
NOTE: The Nav Range Ring is referenced to either magnetic or true north, based on the selection on the AUX
- System Setup Page.
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FUEL RANGE RING
The map can display a fuel range ring which shows the remaining flight distance. A dashed green circle
indicates the selected range to reserve fuel. A solid green circle indicates the total endurance range. If only
reserve fuel remains, the range is indicated by a solid amber circle.
NOTE: The fuel range ring is intended as an aid to trip planning only, and may not provide the accuracy upon
which to solely base decisions on maximum flight range.
Total Endurance Range
Time to Reserve Fuel
Range to Reserve Fuel
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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FIELD OF VIEW (SVT)
The map can display the boundaries of the PFD Synthetic Vision System (SVT) lateral field of view. The field
of view is shown as two dashed lines forming a V shape in front of the aircraft symbol on the map.
Lateral Field
of View
Boundaries
Figure 5-29 Navigation Map - Field of View
Displaying/removing the field of view:
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 ‘FIELD OF VIEW’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
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SELECTED ALTITUDE INTERCEPT ARC
The map can display the location along the current track where the aircraft will intercept the selected altitude.
The location will be shown as a cyan arc when the aircraft is actually climbing or descending.
Range to
Altitude Arc
Figure 5-30 Navigation Map - Range to Altitude Arc
Displaying/removing the selected altitude intercept arc:
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 ‘SEL ALT ARC’ field.
6) Select ‘On’ or ‘Off’.
7) Press the FMS Knob to return to the Navigation Map Page.
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5.3 WAYPOINTS
Waypoints are predetermined geographical positions (internal database) or pilot-entered positions, and are
used for all phases of flight planning and navigation.
Communication and navigation frequencies can be tuned “automatically” from various Waypoint Information
(WPT) pages, Nearest (NRST) pages, and the Nearest Airports Window (on PFD). This auto-tuning feature
simplifies frequency entry over manual tuning. Refer to the Audio Panel and CNS 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 system. As a
waypoint identifier, facility name, or location is entered, the system’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 5-31 Waypoint Information Window
If duplicate entries exist for the entered facility name or location, additional entries may be viewed by continuing
to turn the small FMS Knob during the selection process. If duplicate entries exist for an identifier, a Duplicate
Waypoints Window is displayed when the ENT Key is pressed.
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Identifier with
Duplicates
Duplicate
Waypoints
Duplicate Message
AIRPORTS
Figure 5-32 Waypoint Information Window - Duplicate Identifier
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. This information is viewed on the
Airport Information Page by pressing the INFO softkey until INFO-1 is displayed.
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Airport Information
- ID/Facility/City
- Usage Type/Region
- Lat/Long/Elev
- Fuel Available
- Time Zone (UTC Offset)
Navigation Map
Showing Selected
Airport
Runway Information
- Designation
- Length/Width/Surface
- Lighting Available
COM/NAV Freq. Info.
Airport/Runway
Diagram
- Identification
- Frequency
- Availability
- Additional Information
Softkeys
Figure 5-33 Airport Information Page
The following descriptions and abbreviations are used on the Airport Information Page:
• Usage type: Public, Military, Private, or Heliport
• 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)
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Airport Directory
Information
Airport Information
- ID/Facility/City
- Usage Type/Region
Softkeys
Figure 5-34 Airport Directory Page Example
The airport directory information is viewed on the Airport Directory Page by pressing the INFO softkey
until INFO-2 is displayed. The following are types of airport directory information shown (if available) on the
Airport Directory Page:
• Airport:
Identifier, Site
Number, Name, City, State
• Phones: Phone/Fax Numbers
• Hours: Facility Hours, Light
Hours, Tower Hours, Beacon
Hours
• Location: Sectional, Magnetic
Variation
• Frequencies: Type/Frequency
• Transportation:
Ground
Transportation Type Available
• Approach: Approach Facility
Name, Frequency, Frequency
Parameter
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• Traffic Pattern Altitudes
(TPA): Aircraft Class/Altitude
• Weather:
Service Type,
Frequency, Phone Number
• Flight Service Station (FSS):
FSS Name, Phone Numbers
• Runway: Headings, Length,
Width, Obstructions, Surface
• Obstructions: General Airport
Obstructions
• Special
Operations
at
Airport
• Instrument
Approaches:
Published
Approach,
Frequency
• NAVAIDS: Type, Identifier,
Frequency, Radial, Distance
• Noise:
Noise Abatement
Procedures
• Charts: Low Altitude Chart
Number
• Services Available: Category,
Specific Service
• Notes: Airport Notes
• Pilot Controlled Lighting:
High/Med/Low Clicks/Second
• FBO:
Type, Frequencies,
Services, Fees, Fuel, Credit
Cards, Phone/Fax Numbers
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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.
Viewing a destination airport:
From the Airport Information Page press the MENU Key. Select ‘View Destination Airport’. The Destination
Airport is displayed.
The Airport Frequencies Box uses the descriptions and abbreviations listed in the following table:
Communication Frequencies
Pre-Taxi
Approach * Control
CTA *
Radar
Arrival *
ASOS
Departure * Ramp
Gate
Terminal *
ATIS
Ground
TMA *
AWOS
Helicopter
Tower
Center
Multicom
TRSA *
Class B *
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 system provides a NRST Softkey on the PFD, which gives the pilot quick access to nearest airport
information (very useful if an immediate landing is required). The Nearest Airports Window displays a list of
up to 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.
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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 5-35 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. 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 5-36 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 five frequencies,
and up to five approaches are visible at one time. If there are more than can be shown, each list can be scrolled.
If there are no items for display in a boxed area, text indicating that fact is displayed. The currently selected
airport remains in the list until it is unselected.
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Nearest Airports
- ID/Type
- Bearing/Distance
Airport Information
- Facility/City/Elevation
Runway Information
Nearest Airport
- Designation/Surface
- Length/Width
COM/NAV Freq. Info.
- Identification
- Frequency
Navigation Map
Showing Nearest
Airport
Approaches Available
Window Selection
Softkeys
LD APR Softkey (only
available if an approach is
highlighted)
Figure 5-37 Nearest Airport Page
Viewing information for a nearest airport on the PFD:
1) Press the NRST Softkey to display the Nearest Airports Window. Press the FMS Knob to activate the cursor.
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 or the NRST Softkey to close the PFD Nearest Airports Window.
Viewing information for a nearest airport on the MFD:
1) Turn the large FMS Knob to select the NRST page group.
2) Turn the small FMS Knob to select the Nearest Airports Page (it is the first page of the group, so it may already
be selected). If there are no Nearest Airports available, “NONE WITHIN 200 NM” is displayed.
3) Press the APT Softkey; or press the FMS Knob; or press the MENU Key, highlight ‘Select Airport Window’ and
press the ENT Key. The cursor is placed in the ‘NEAREST AIRPORTS’ Box. The first airport in the nearest airports
list is highlighted.
4) Turn the FMS Knob to highlight the desired airport. (Pressing the ENT Key also moves to the next airport.)
5) Press the FMS Knob to remove the flashing cursor.
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Viewing runway information for a specific airport:
1) With the Nearest Airports Page displayed, press the RNWY Softkey; or press the MENU Key, highlight ‘Select
Runway Window’; and press the ENT Key. The cursor is placed in the ‘RUNWAYS’ Box.
2) Turn the small FMS Knob to 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
“HARD/SOFT” 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.
6) Press the FMS Knob to remove the flashing cursor.
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 25,000 feet) and press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.
Nearest Airport Criteria
- Type of Runway Surface
- Minimum Runway Length
Figure 5-38 System Setup Page - Nearest Airport Selection Criteria
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INTERSECTIONS
NOTE: The VOR displayed on the Intersection Information Page is the nearest VOR, not necessarily the VOR
used to define the intersection.
The Intersection Information Page is used to view information about intersections. In addition to displaying
a map of the currently selected intersection and surrounding area, the Intersection Information Page displays
intersection information in three boxes labeled ‘INTERSECTION’, ‘INFORMATION’, and ‘NEAREST VOR’.
Intersection Identifier
Navigation Map
Showing Selected
Intersection
Intersection Info
- Region
- Lat/Long
Nearest VOR Info
- Identifier/Type (symbol)
- Radial to VOR
- Distance to VOR
Selected Intersection
Figure 5-39 Intersection Information Page
Selecting 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.
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’.
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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
Navigation Map
Showing Nearest
Intersection
- Identifier/Symbol
- Bearing/Distance to
intersection from
aircraft position
Nearest
Intersection
Intersection Lat/Long
Reference VOR Info
- Identifier/Type (symbol)
- VOR Frequency
- Bearing/Distance to VOR
Figure 5-40 Nearest Intersections Page
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NDBS
The NDB Information Page is used to view information about NDBs. In addition to displaying a map of
the currently selected NDB and surrounding area, the page displays NDB information in four boxes labeled
‘NDB’, ‘INFORMATION’, ‘FREQUENCY’, and ‘NEAREST AIRPORT’.
NDB Identifier/Type
- Facility Name
- Nearest City
Navigation Map
Showing Selected
NDB
NDB Information
- Type
- Region
- Lat/Long
NDB Frequency
Selected NDB
Nearest Airport Info
- Identifier/Type (symbol)
- Bearing/Distance to
Airport
Figure 5-41 NDB Information Page
NOTE: Compass locator (LOM, LMM): 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.
Selecting 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, press the FMS Knob.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest NDB Box.
3) Press the FMS Knob to remove the flashing cursor.
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’.
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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
- Bearing/Distance to
NDB from aircraft
position
Navigation Map
Showing Selected
NDB
Nearest NDB
NDB Information
- Facility Name/City
- Type
- Lat/Long
NDB Frequency
Figure 5-42 Nearest NDB Page
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VORS
The VOR Information Page can be used to view information about VOR and ILS signals (since ILS signals
can be received on a NAV receiver), or to quickly auto-tune a VOR or ILS frequency. Localizer information
cannot be viewed on the VOR Information Page. If a VOR station is combined with a TACAN station it is
listed as a VORTAC on the VOR Information Page and if it includes only DME, it is 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
Selected VOR
VOR Frequency
Nearest Airport Info
- Identifier/Type (symbol)
- Bearing/Distance to
Airport
Figure 5-43 VOR Information Page
The VOR classes used in the VOR information box are: LOW ALTITUDE, HIGH ALTITUDE, and
TERMINAL.
Selecting a VOR:
1) With the VOR Information 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 FMS Knob or press the VOR Softkey.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest VOR Box.
3) Press the FMS Knob to remove the flashing cursor.
Or:
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1) With the Nearest VOR Page displayed, press the MENU Key.
2) Highlight ‘Select VOR Window’, and press the ENT Key.
3) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest VOR Box.
4) Press the FMS Knob to remove the flashing cursor.
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
Nearest VOR
VOR Frequency
Figure 5-44 Nearest VOR Page
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USER WAYPOINTS
The system 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, bearings from two existing waypoints, or latitude and longitude. Once a waypoint has
been created, it can be renamed, deleted, or moved. Temporary user waypoints are erased upon system power
down.
User Waypoint Info
- Identifier
- Temporary/Normal
- Waypoint Type
User Wpt Comment
Navigation Map
Showing Selected
User Waypoint
Reference Wpt/Info
Selected User
Waypoint
User Waypoint List
- Identifier/Rad/Dist or
- Identifiers/Radials or
- Region/Lat/Long
- Identifier
- Comment
# User Wpts Used
Softkeys
Figure 5-45 User Waypoint Information Page
Selecting a User Waypoint:
1) With the User Waypoint Information Page displayed, enter the name of the User Waypoint, or scroll to the
desired waypoint in the User Waypoint List using the large FMS Knob.
2) Press the ENT Key.
3) Press the FMS Knob to remove the flashing cursor.
Or:
1) With the Nearest User Waypoints Page displayed, press the FMS Knob.
2) Press the ENT Key or turn either FMS Knob to select an identifier in the Nearest USR Box.
3) Press the FMS Knob to remove the flashing cursor.
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Nearest User Wpt List
- Identifier
- Bearing/Distance from
aircraft position
Navigation Map
Showing Selected
User Waypoint
User Waypoint Info
- Comment
- Lat/Long
Reference Wpt Info
Selected User
Waypoint
- Identifier
- Radial/Distance
Figure 5-46 Nearest User Waypoint Page
CREATING USER WAYPOINTS
User waypoints can be created from the User Waypoint Information Page in the following ways:
Creating user waypoints from the User Waypoint Information Page:
1) Press the NEW Softkey, or press the MENU Key and select ‘Create New User Waypoint’.
2) Enter a user waypoint name (up to six characters).
3) Press the ENT Key. The current aircraft position is the default location of the new waypoint.
4) If desired, define the type and location of the waypoint in one of the following ways:
a) Select “RAD/RAD” using the small FMS Knob, press the ENT Key, and enter the two reference waypoint
identifiers and radials into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
b) Select “RAD/DIS” using the small FMS Knob, press the ENT Key, and enter the reference waypoint identifier,
the radial, and the distance into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
c) Select “LAT/LON” using the small FMS Knob, press the ENT Key, and enter the latitude and longitude into
the INFORMATION window using the FMS Knobs.
5) Press the ENT Key to accept the new waypoint.
6) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and selecting the ENT Key to check or uncheck the box.
7) Press the FMS Knob to remove the flashing cursor.
Or:
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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) If desired, define the type and location of the waypoint in one of the following ways:
a) Select “RAD/RAD” using the small FMS Knob, press the ENT Key, and enter the two reference waypoint
identifiers and radials into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
b) Select “RAD/DIS” using the small FMS Knob, press the ENT Key, and enter the reference waypoint identifier,
the radial, and the distance into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
c) Select “LAT/LON” using the small FMS Knob, press the ENT Key, and enter the latitude and longitude into
the INFORMATION window using the FMS Knobs.
6) Press the ENT Key to accept the new waypoint.
7) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and selecting the ENT Key to check or uncheck the box.
8) Press the FMS Knob to remove the flashing cursor.
Figure 5-47 User Waypoint Information Page Menu
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Creating user waypoints from map pages:
1) Press the Joystick to activate the panning function and pan to the map location of the desired user waypoint.
2) Press the ENT Key. The User Waypoint Information Page is displayed with the captured position.
NOTE: If the pointer has highlighted a map database feature, one of three things happens upon pressing
the ENT Key: 1) information about the selected feature is displayed instead of initiating a new waypoint,
2) a menu pops up allowing a choice between ‘Review Airspaces’ or ‘Create User Waypoint’, or 3) a new
waypoint is initiated with the default name being the selected map item.
3) Enter a user waypoint name (up to six characters).
4) Press the ENT Key to accept the selected name. The first reference waypoint box is highlighted.
5) If desired, define the type and location of the waypoint in one of the following ways:
a) Select “RAD/RAD” using the small FMS Knob, press the ENT Key, and enter the two reference waypoint
identifiers and radials into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
b) Select “RAD/DIS” using the small FMS Knob, press the ENT Key, and enter the reference waypoint identifier,
the radial, and the distance into the REFERENCE WAYPOINTS window using the FMS Knobs.
Or:
c) Select “LAT/LON” using the small FMS Knob, press the ENT Key, and enter the latitude and longitude into
the INFORMATION window using the FMS Knobs.
6) Press the ENT Key to accept the new waypoint.
7) If desired, change the storage method of the waypoint to “TEMPORARY” or “NORMAL” by moving the cursor
to “TEMPORARY” and selecting the ENT Key to check or uncheck the box.
8) Press the FMS Knob to remove the flashing cursor.
9) Press the GO BACK Softkey to return to the map page.
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) Select a user waypoint in the User Waypoint List, if required, and press the ENT Key.
3) Move the cursor to the desired field.
4) Turn the small FMS Knob to make any changes.
5) Press the ENT Key to accept the changes.
6) Press the FMS Knob to remove the flashing cursor.
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Renaming user waypoints:
1) Highlight a user waypoint in the User Waypoint List. Press the RENAME Softkey, or press the MENU Key and
select ‘Rename User Waypoint’.
2) Enter a new name.
3) Press the ENT Key. The message ‘Do you want to rename the user waypoint AAAAAA to BBBBBB?’ is
displayed.
4) With ‘YES’ highlighted, press the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.
Changing the location of an existing waypoint to the aircraft present position:
1) Enter a waypoint name or select the waypoint in the User Waypoint List, then press the ENT Key.
2) Press the MENU Key.
3) Select ‘Use Present Position’.
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.
The default type of user waypoint (normal or temporary) can be changed using the user waypoint information
page menu. Temporary user waypoints are automatically deleted upon the next power cycle.
Changing the user waypoint storage duration default setting:
1) With the User Waypoint Information Page displayed, press the MENU Key.
2) Move the cursor to select ‘Waypoint Setup’, and press the ENT Key.
3) Select ‘NORMAL’ or ‘TEMPORARY’ as desired, and press the ENT Key.
4) Press the FMS Knob to remove the flashing cursor and return to the User Waypoint Information Page.
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DELETING USER WAYPOINTS
Deleting a single user waypoint:
1) Highlight a User Waypoint in the User Waypoint List, or enter a waypoint in the User Waypoint field.
2) Press the DELETE Softkey or press the CLR Key. ‘Yes’ is highlighted in the confirmation window.
3) Press the ENT Key.
4) Press the FMS Knob to remove the flashing cursor.
Or:
1) Highlight a User Waypoint in the User Waypoint List, or enter a waypoint in the User Waypoint field.
2) Press the MENU Key.
3) Select ‘Delete User Waypoint’.
4) Press the ENT Key twice to confirm the selection.
5) Press the FMS Knob to remove the flashing cursor.
NOTE: The option to ‘Delete All User Waypoints’ is not available while the aircraft is in flight.
Deleting all user waypoints:
1) Highlight a User Waypoint in the User Waypoint List.
2) Press the MENU Key.
3) Select ‘Delete All User Waypoints’.
4) Press the ENT Key twice to confirm the selection.
5) Press the FMS Knob to remove the flashing cursor.
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5.4 AIRSPACES
The system 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
Alert Area
Class C Airspace
ADIZ
Warning Area
Figure 5-48 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.
5) Press the FMS Knob to remove the flashing cursor.
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.
5) Press the FMS Knob to remove the flashing cursor.
Airspace Alerts Box
- Airspace Altitude Buffer
- Alert On/Off
(Default Settings Shown)
DFLTS Softkey
Figure 5-49 System Setup Page - Airspace Alerts
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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.
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 5-50 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 Airspaces Page.
2) Press the ALERTS Softkey; or press the FMS Knob; or press the MENU Key, highlight ‘Select Alerts Window’,
and press the ENT Key. The cursor is placed in the ‘AIRSPACE ALERTS’ Box.
3) Select the desired airspace.
4) Press the FMS Knob to remove the flashing cursor.
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Pressing the PFD MSG 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
The Smart Airspace function de-emphasizes airspaces above or below the current aircraft altitude. The function
does not require the aircraft present position or flight path to enter the lateral boundaries of the airspace. If the
current aircraft altitude is within 1100 feet of the vertical boundaries of the airspace, the airspace boundary is
shown normally. If the current aircraft altitude is not within 1100 feet of the vertical boundaries of the airspace,
the airspace boundary is shown subdued.
Smart Airspace Off
Figure 5-51 Smart Airspace
Smart Airspace On
Turning smart airspace on or off:
1) Use the FMS Knob to select the Navigation Map Page.
2) Press the MENU Key, and press the ENT Key. The cursor is placed in the ‘GROUP’ Box.
3) Turn the small FMS Knob to highlight the ‘Aviation’ in the ‘GROUP’ Box and press the ENT Key.
4) Turn the large FMS Knob to highlight the ‘SMART AIRSPACE’ field in the Aviation Map Setup Window.
5) Turn the small FMS Knob clockwise to turn smart airspace ON or counterclockwise to turn smart airspace OFF.
6) Press the FMS Knob to remove the flashing cursor.
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5.5 DIRECT-TO-NAVIGATION
The Direct-to method of navigation, initiated by pressing the Direct-to Key on either the MFD or PFD, is
quicker to use than a flight plan when the desire is to navigate to a single point such as a nearby airport.
Once a direct-to is activated, the system 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 5-52 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 5-53 Direct-to Window - PFD
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Any waypoint can be entered as a direct-to destination from the Direct-to Window.
Entering a waypoint identifier, facility name, or city as a direct-to destination:
1) Press the Direct-to Key. The Direct-to Window is displayed (with the active flight plan waypoint 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 Airports
- Recent Waypoints
- User Waypoints
- Airway Waypoints
(only available when
active leg is part of an
airway)
Figure 5-54 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 the ENT Key again to activate the direct-to.
Or:
1) Select the Active Flight Plan Page on the MFD, or the Active Flight Plan Window on the PFD.
2) Select the desired waypoint.
3) Press the Direct-to Key.
4) Press the ENT Key. The cursor is now displayed on ‘ACTIVATE?’.
5) Press the ENT Key again to activate the direct-to.
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Any NRST, RECENT, USER, or AIRWAY waypoints can be selected as a direct-to destination in the Direct-to
Window.
Selecting a NRST, RECENT, USER, or AIRWAY waypoint as a direct-to destination:
1) Press the Direct-to Key. The Direct-to Window is displayed (with the active flight plan destination as the
default selection or a blank destination if no flight plan is active).
2) Turn the small FMS Knob counter-clockwise to display a list of FPL waypoints (the FPL list is populated only
when navigating a flight plan, and the AIRWAY list is available only when the active leg is part of an airway).
3) Turn the small FMS Knob clockwise to display the NRST, RECENT, USER, 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) Press the NRST Softkey on the PFD; or turn the FMS Knob to display the Nearest Airports Page and press the
FMS Knob.
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.
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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.
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 system resumes
navigating the flight plan along the closest leg.
Page Menu
- Cancel Direct-To
Navigation
Figure 5-55 Direct-to Window - Cancelling Direct-to Navigation
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When navigating a direct-to, the system 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.
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 directto destination are removed from the active flight plan upon successful activation of a direct-to destination that is
part of the active flight plan. 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 cursor is now flashing in the VNV offset distance field.
5) Enter the desired along-track distance before the waypoint.
6) Press the ENT Key. The ‘Activate?’ field is highlighted.
7) Press the ENT Key to activate.
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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 5-56 Direct-to Window - Clearing Vertical Constraints
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5.6 FLIGHT PLANNING
Flight planning on the system 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 system 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 (TOPO On)
Active non-heading Leg (TOPO Off)
Active heading Leg (TOPO On)
Active heading Leg (TOPO Off)
Non-heading Leg in the current flight segment (TOPO On)
Non-heading Leg in the current flight segment (TOPO Off)
Heading Leg not in the current flight segment (TOPO On)
Heading Leg not in the current flight segment (TOPO Off)
Non-heading Leg not in the current flight segment (TOPO On)
Non-heading Leg not in the current flight segment (TOPO Off)
Turn Anticipation Arc (TOPO On/TOPO Off)
Table 5-7 Flight Plan Leg Symbols
Up to 99 flight plans with up to 100 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 system uses the waypoint information from the current database to define the waypoints. If the
database is changed or updated, the system 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 Messages in Appendix A) 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.
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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 reloads 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 Messages in Appendix A).
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
Turn Anticipation
Arc
Vertical Navigation Profile
- 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 5-57 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 5-58 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 5-59 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 system 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).
NOTE: The system supports AFCS lateral guidance for all leg types (using NAV or FMS APPR mode). The
system does not support course deviation for any heading leg types (VA, VD, VI, VM, or VR).
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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, user, 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. The active flight plan is modified as each waypoint is entered.
5) Repeat step numbers 3 and 4 to enter each additional flight plan waypoint.
6) When all waypoints have been entered, press the FMS Knob to remove the cursor.
Creating a stored flight plan:
1) Press the FPL Key.
2) Turn the small FMS Knob clockwise to display the Flight Plan Catalog Page.
3) Press the NEW Softkey; or press the MENU Key, highlight ‘Create New Flight Plan’, and press the ENT Key to
display a blank flight plan for the first empty storage location.
4) Turn the small FMS Knob to display the Waypoint Information Window. (Turning it clockwise displays a blank
Waypoint Information Window, turning it counter-clockwise displays the Waypoint Information Window
with a waypoint selection submenu allowing selection of active flight plan, nearest, recent, user, 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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Flight plans can be imported from an SD Card or exported to an SD Card from the Stored Flight Plan Page.
Importing a Flight Plan from an SD Card
1) Insert the SD card containing the flight plan in the top card slot on the MFD.
2) Press the FPL Key to display the Active Flight Plan Page on the MFD.
3) Turn the small FMS Knob to select the Flight Plan Catalog Page.
4) Press the FMS Knob to activate the cursor.
5) Turn either FMS Knob to highlight an empty or existing flight plan.
6) Press the IMPORT Softkey; or press the MENU Key, select “Import Flight Plan”, and press the ENT Key.
If an empty slot is selected, a list of the available flight plans on the SD card will be displayed.
Or:
If an existing flight plan is selected, an “Overwrite existing flight plan? OK or CANCEL” prompt is displayed.
Press the ENT Key to choose to overwrite the selected flight plan and see the list of available flight plans on the
SD card. If overwriting the existing flight plan is not desired, select “CANCEL” using the FMS Knob, press the
ENT Key, select another flight plan slot, and press the IMPORT Softkey again.
7) Turn the small FMS Knob to highlight the desired flight plan for importing.
8) Press the ENT Key to initiate the import.
9) Press the ENT Key again to confirm the import.
Import/Export Softkeys
List of Flight Plans to Import &
Details for the Selected File
Import Successful
Figure 5-60 Flight Plan Import
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NOTE: If the imported flight plan contains a waypoint with a name that duplicates the name of a waypoint
already stored on the system, the system compares the coordinates of the imported waypoint with those of
the existing waypoint. If the coordinates are different, the imported waypoint is automatically renamed by
adding characters to the end of the name.
Exporting a Flight Plan to an SD Card
1) Insert the SD card into the top card slot on the MFD.
2) Press the FPL Key to display the Active Flight Plan Page on the MFD.
3) Turn the small FMS Knob to select the Flight Plan Catalog Page.
4) Press the FMS Knob to activate the cursor.
5) Turn the large FMS Knob to highlight the flight plan to be exported.
6) Press the EXPORT Softkey; or press the MENU Key, select “Export Flight Plan”.
7) If desired, change the name for the exported file by turning the large FMS Knob to the left to highlight the
name, then use the small and large FMS knobs to enter the new name, and press the ENT Key.
8) Press the ENT Key to initiate the export.
9) Press the ENT Key to confirm the export.
NOTE: The exported flight plan will not contain any procedures or airways.
Import/Export Softkeys
Stored Flight Plan to be Exported &
Exported Flight Plan Name
Export Successful
Figure 5-61 Flight Plan Export
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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 5-62 Stored Flight Plan Page
Flight Plan Full Message
Figure 5-63 Active Flight Plan Page - FPL Full
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Adding a waypoint to a stored flight plan:
1) On the Flight Plan Catalog Page, press the FMS Knob to activate the cursor.
2) Highlight the desired flight plan.
3) Press the EDIT Softkey; or press the ENT Key, turn the large FMS Knob clockwise to select “EDIT” and press the
ENT Key. The Stored Flight Plan Page is displayed.
4) Select the point in the flight plan to add the new waypoint. The new waypoint is placed directly in front of the
highlighted waypoint.
5) 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, user, or airway
waypoints).
6) Enter the identifier, facility, or city name of the waypoint or select a waypoint from the submenu of waypoints
and 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 5-64 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 waypoint or select a waypoint from the submenu of waypoints
and press the ENT Key. The active flight plan is modified as each waypoint is entered.
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Creating and adding user waypoints to the active flight plan:
1) Press the Joystick to activate the panning function on the Active Flight Plan Page and pan to the map location
of the desired user waypoint.
2) Press the LD WPT Softkey; or press the MENU Key, select ‘Load Waypoint’, and press the ENT Key. The user
waypoint is created with a name of USRxxx (using the next available in sequence) and is added to the end of
the active flight plan.
ADDING AIRWAYS TO A FLIGHT PLAN
Airways can be added to the active flight plan or any stored flight plan. Choose a flight plan (add the desired
airway entry point if not already in the flight plan), select the waypoint after the desired airway entry point,
select the airway, and it is added in front of the selected waypoint. An airway can only be loaded if there is a
waypoint in the flight plan that is part of the desired airway and is not part of an arrival or approach procedure.
The system 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 5-65 Select Airway Page - Selecting Airway
Adding an airway to a flight plan:
1) Press the FPL Key.
2) Press the FMS Knob to activate the cursor (not required on the PFD).
3) Turn the large FMS Knob to highlight the waypoint after the desired airway entry point. If this waypoint is not
a valid airway entry point, a valid entry point should be entered at this time.
4) Turn the small FMS Knob one click clockwise and press the LD AIRWY Softkey, or press the MENU Key and
select “Load Airway”. The Select Airway Page is displayed. The LD AIRWY Softkey or the “Load Airway” menu
item is available only when a valid airway entry waypoint has been chosen (the waypoint ahead of the cursor
position).
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5) Turn the FMS Knob to select the desired airway from the list, and press the ENT Key. Low altitude airways are
shown first in the list, followed by “all” altitude airways, and then high altitude airways.
6) Turn the FMS Knob to select the desired airway exit point from the list, and press the ENT Key. ‘LOAD?’ is
highlighted.
7) Press the ENT Key. The system returns to editing the flight plan with the new airway inserted.
Airway Entry Waypoint
Selected Airway
Selected Exit Point
Preview of
Selected Airway
Selected Airway Exit
Point
Airway Exit Points
Available
Figure 5-66 Select Airway Page - Selecting Exit Point
Inserted Airway Header
- Airway Identifier: [airway
identifier].[exit waypoint identifier]
(e.g., V4.SLN)
Figure 5-67 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 system 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 system 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 5-68 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 5-69 Departure Loading Page - Selecting the Departure
Loading a departure procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Press the LD DP Softkey; or press the MENU Key, select “Load Departure”, and press the ENT Key. The
Departure Loading Page is displayed.
4) Select a departure. Press the ENT Key.
5) Select a runway served by the selected departure, if required. Press the ENT Key.
6) Select a transition for the selected departure. 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
Departure End
Point
Selected Transition
Departure Transition Points
Available
Figure 5-70 Departure Loading Page - Selecting Transition
Inserted Departure Header
- Departure Identifier: [departure
airport]-[departure runway].
[departure transition].
[departure end point]
(e.g., KMKC-ALL.WLDCT2.SLN)
Figure 5-71 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 5-72 Arrival Loading Page - Selecting the Arrival
Loading an arrival procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Press the LD STAR Softkey; or press the MENU Key, select “Load Arrival”, and press the ENT Key. The Arrival
Loading Page is displayed.
4) Select an arrival. Press the ENT Key.
5) Select a transition for the selected arrival. Press the ENT Key.
6) Select a runway served by the selected arrival, if required. Press the ENT Key.
7) Press the ENT Key to load the selected arrival procedure.
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Destination Airport
Selected Arrival
Selected Transition
Transitions Available with
DBRY1
Arrival Waypoint Sequence
Preview of
Selected Arrival
Figure 5-73 Arrival Loading Page - Selecting the Transition
Inserted Arrival Header
- Arrival Identifier:
[arrival airport]-[arrival transition].
[arrival].[arrival runway]
(e.g., KCOS-TBE.DBRY1.ALL)
Figure 5-74 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
Barometric Minimum
Preview of
Selected
Approach
Approach Waypoint
Sequence
Figure 5-75 Approach Loading Page - Selecting the Approach
Loading an approach procedure into a stored flight plan:
1) Select a stored flight plan from the Flight Plan Catalog Page.
2) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’, and press the ENT Key. The Stored
Flight Plan Page is displayed.
3) Press the LD APR Softkey; or press the MENU Key, select “Load Approach”, and press the ENT Key. The
Approach Loading Page is displayed.
4) Select the airport and approach:
a) Use the FMS Knob to select an airport and press the ENT Key.
b) Select an approach from the list and press the ENT Key.
Or:
a) If necessary, push the FMS Knob to exit the approach list, and use the large FMS Knob to move the cursor
to the APPROACH CHANNEL field.
b) Use the FMS Knob to enter the approach channel number, and press the ENT Key to accept the approach
channel number. The airport and approach are selected.
5) Select a transition for the selected approach. Press the ENT Key.
6) Press the ENT Key to load the selected approach procedure.
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Destination Airport
Selected
Approach
Selected Transition
Barometric Minimum
Transitions Available with
Selected Approach
Preview of
Selected
Approach
Approach Waypoint
Sequence
Load Approach?
Figure 5-76 Approach Loading Page - Selecting the Transition
Inserted Approach Header
- Approach Identifier: [approach
airport].[runway and approach type]
(e.g., KCOS-RNAV 35RGPS LPV)
Figure 5-77 Stored Flight Plan Page - Approach Inserted
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FLIGHT PLAN STORAGE
The system can store up to 99 flight plans, numbered 1 through 99. The active flight plan is erased when
the system 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.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the desired flight plan.
4) The Flight Plan Information is displayed showing departure, destination, total distance, and enroute safe altitude
information for the selected Flight Plan.
5) Press the EDIT Softkey to open the Stored Flight Plan Page and view the waypoints in the flight plan.
6) Press the FMS Knob to exit the Stored Flight Plan Page.
Flight Plan Name
(Comment)
Selected Flight Plan
Preview of Selected
Flight Plan
Stored Flight Plan Info
- Departure Airport
- Destination Airport
- Total Flight Plan Distance
- Enroute Safe Altitude
Stored FPL Editing
Softkeys
Figure 5-78 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.
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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, erases the active flight plan, and replaces it with the
flight plan being activated (the stored flight plan is not changed).
Activating a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the ACTIVE Softkey; or press the ENT Key twice; 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, select the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Inverting and activating a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the INVERT Softkey; or press the MENU Key, highlight ‘Invert & Activate FPL?’, and press the ENT Key.
The ‘Invert and activate stored flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
COPY A FLIGHT PLAN
The system allows copying a flight plan into a new flight plan memory slot, allowing editing, etc., without
affecting the original flight plan. This can be used to duplicate an existing stored flight plan for use in creating
a modified version of the original stored flight plan.
Copying a stored flight plan on the MFD:
1) Press the FPL Key and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the COPY Softkey; or press the MENU Key, highlight ‘Copy Flight Plan’, and press the ENT Key. The ‘Copy
to Flight Plan XX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to copy the flight plan. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.
DELETE A STORED FLIGHT PLAN
Individual or all stored flight plans can be deleted from the system 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.
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3) Press the DELETE Softkey; press the CLR Key; or press the MENU Key, highlight ‘Delete Flight Plan’, and press
the ENT Key. The ‘Delete Flight Plan XX?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key to delete the flight plan. To cancel the request, press the CLR Key, or
highlight ‘CANCEL’ and press the ENT Key.
NOTE: The option to delete all stored flight plans is not available while the aircraft is in flight.
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 system allows deleting an active flight plan. Deleting the active flight plan suspends navigation by the
system.
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).
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.
5) Press the FMS Knob to remove the flashing cursor.
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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.
5) Press the FMS Knob to remove the flashing cursor.
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.
5) Press the FMS Knob to remove the flashing cursor.
Or:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the MENU Key to display the Page Menu and turn the FMS Knob to highlight ‘Remove <procedure>’.
3) Press the ENT Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
Deleting an individual waypoint from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the waypoint to be deleted.
6) Press the CLR Key. The ‘Remove XXXXX?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.
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Deleting an entire airway from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the white header of the airway to be deleted.
6) Press the CLR Key. The ‘Remove <airway name>?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.
Deleting an entire procedure from a stored flight plan:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the white header of the procedure to be deleted.
6) Press the CLR Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.
Or:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Press the MENU Key to display the Page Menu and turn the FMS Knob to highlight ‘Remove <procedure>’.
6) Press the ENT Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
7) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
8) Press the FMS Knob to remove the flashing cursor.
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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.
5) Press the FMS Knob to remove the flashing cursor.
Changing a stored flight plan comment:
1) Press the FPL Key to display the Active Flight Plan Page.
2) Turn the small FMS Knob clockwise one click to display the Flight Plan Catalog Page.
3) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the flight plan to be edited.
4) Press the EDIT Softkey; or press the MENU Key, select ‘Edit Flight Plan’ and press the ENT Key. The Stored
Flight Plan Page is displayed.
5) Turn the large FMS Knob to highlight the comment field.
6) Use the FMS Knobs to edit the comment.
7) Press the ENT Key to accept the changes.
8) Press the FMS Knob to remove the flashing cursor.
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 999 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.
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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.
Along Track Offset
Waypoint and Distance
from Flight Plan Waypoint
Along Track
Offset Waypoint
and Distance
Figure 5-79 Along Track Offset
Entering an along track offset distance:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the waypoint for the along track offset.
3) Press the ATK OFST Softkey (MFD only); or press the MENU Key, highlight ‘Create ATK Offset Waypoint’, and
press the ENT Key.
4) Enter a positive or negative offset distance in the range of +/- 1 to 999 nm (limited by leg distances).
5) Press the ENT Key to create the offset waypoint.
6) Turn the small FMS Knob to enter the desired altitude for the offset.
7) Press the FMS Knob to remove the flashing cursor.
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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 5-80 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 5-81 Parallel Track Window
Parallel Track Waypoints
- TIFTO-p
- TOP-p
- SLN-p
- HYS-p
- LAA-p
Activating Parallel Track
affects the active flight
plan from the current
position on (will not affect
an approach)
Original Track
Parallel Track
Figure 5-82 Parallel Track Active
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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
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 5-83 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 5-84 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 system allows selection of a highlighted leg as the “active leg” (the flight plan leg which is currently
used for navigation guidance).
Activating a flight plan leg:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD).
2) Press the FMS Knob to activate the cursor (not required on the PFD) and turn the large FMS Knob to highlight
the destination waypoint for the desired leg.
3) Press the ACT LEG Softkey (MFD only); or press the MENU Key, highlight ‘Activate Leg’, and press the ENT Key.
A confirmation window is displayed with ‘ACTIVATE’ highlighted.
4) Press the ENT Key to activate the flight plan leg. To cancel, press the CLR Key, or highlight ‘CANCEL’ and press
the ENT Key.
5) Press the FMS Knob to remove the flashing cursor.
Current
Active Leg
Selected Destination
Waypoint
Activate Leg Softkey
Figure 5-85 Active Flight Plan Page - Selecting the Leg Destination Waypoint
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New Active
Flight Plan Leg
Confirmation Window
Figure 5-86 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 and turn the small FMS Knob to display the Flight Plan Catalog Page.
2) Press the FMS Knob to activate the cursor, and turn the FMS Knob to highlight the desired flight plan.
3) Press the INVERT Softkey; or press the MENU Key, highlight ‘Invert & Activate FPL?’, and press the ENT Key.
The ‘Invert and activate stored flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key. To cancel the request, press the CLR Key, or highlight ‘CANCEL’ and
press the ENT Key.
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FLIGHT PLAN VIEWS
Information about flight plans can be viewed in more than one way. The active flight plan can be configured
to show cumulative distance over the length of the flight plan or the distance for each leg of the flight plan;
and the active flight plan can be viewed in a narrow or wide view. In the wide view, additional information is
displayed: Fuel Remaining (FUEL REM), Estimated Time Enroute (ETE), Estimated Time of Arrival (ETA), and
Bearing to the waypoint (BRG).
Switching between leg-to-leg waypoint distance and cumulative waypoint distance:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Press the VIEW Softkey to display the CUM and LEG-LEG Softkeys.
3) Press the CUM Softkey to view cumulative waypoint distance, or press the LEG-LEG Softkey to view leg-to-leg
waypoint distance.
4) Press the BACK Softkey to return to the top level active flight plan softkeys.
Active Flight Plan Leg to Leg Distance
WIDE Softkey, NARROW Softkey,
Active Flight Plan Cumulative Distance
LEG-LEG Softkey, CUM Softkey
Figure 5-87 Active Flight Plan - Leg to Leg vs. Cumulative Distance
Switching between wide and narrow view:
1) Press the FPL Key on the MFD to display the Active Flight Plan Page.
2) Press the VIEW Softkey to display the WIDE and NARROW Softkeys.
3) Press the WIDE Softkey to display the wide view, or press the NARROW Softkey to display the narrow view.
4) Press the BACK Softkey to return to the top level active flight plan softkeys.
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Active Flight Plan Narrow View
Active Flight Plan Wide View
WIDE Softkey, NARROW Softkey, LEG-LEG Softkey, CUM Softkey
Figure 5-88 Active Flight Plan - Wide vs. Narrow View
COLLAPSING AIRWAYS
The system 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
reflect 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 “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 5-89 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 system 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.
USER-DEFINED HOLDING PATTERNS
A holding pattern can be defined at any active flight plan waypoint, at the aircraft present position, or at a
direct-to waypoint.
Creating a user-defined hold at an active flight plan waypoint:
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 hold.
3) Press the MENU Key, highlight ‘Hold At Waypoint’, and press the ENT Key. The HOLD AT window appears with
the course field highlighted.
4) Use the FMS Knobs to edit the entry course, and press the ENT Key.
5) Use the small FMS Knob to select ‘INBOUND’ or ‘OUTBOUND’ course direction, and press the ENT Key.
6) Use the small FMS Knob to select ‘TIME’ or ‘DIST’ length mode, and press the ENT Key.
7) Use the FMS Knobs to edit the length, and press the ENT Key.
8) Use the small FMS Knob to select ‘RIGHT’ or ‘LEFT’ turn direction, and press the ENT Key.
9) Use the FMS Knobs to edit the Expect Further Clearance Time (EFC TIME), and press the ENT Key.
10) Press the ENT Key while ‘LOAD?’ is highlighted to insert the hold into the flight plan.
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Waypoint
Selected
Hold At
Waypoint
Menu
Selection
Location of Hold
Hold Entry Course
Course Direction
(INBOUND or OUTBOUND)
Leg Length Mode Button
(TIME or DIST))
Leg Length
(Time in nm or Distance in minutes)
Turn Direction
(RIGHT or LEFT)
Map of Hold Location
Expect Further Clearance Time
Load Hold in Active Flight Plan
Figure 5-90 Creating a User Defined Holding Pattern at an Active Flight Plan Waypoint
Creating a user-defined hold at the aircraft present position:
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 ‘Hold At Present Position’, and press the ENT Key. The HOLD AT window appears
with the course field highlighted.
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3) If desired, use the FMS Knobs to entry the entry course, and press the ENT Key.
4) Use the small FMS Knob to select ‘INBOUND’ or ‘OUTBOUND’ course direction, and press the ENT Key.
5) Use the small FMS Knob to select ‘TIME’ or ‘DIST’ length mode, and press the ENT Key.
6) Use the FMS Knobs to edit the length, and press the ENT Key.
7) Use the small FMS Knob to select ‘RIGHT’ or ‘LEFT’ turn direction, and press the ENT Key.
8) Use the FMS Knobs to edit the Expect Further Clearance Time (EFC TIME), and press the ENT Key.
9) Press the ENT Key while ‘ACTIVATE?’ is highlighted to create an Offroute Direct-to hold waypoint at the aircraft
present position and activate the hold.
Creating a user-defined hold at a direct-to waypoint:
1) Press a Direct-to Key and set up the direct-to waypoint as desired, but select ‘HOLD?’ instead of ‘ACTIVATE?’
when finished (MFD or PFD).
2) Use the FMS Knobs to edit the entry course, and press the ENT Key.
3) Use the small FMS Knob to select ‘INBOUND’ or ‘OUTBOUND’ course direction, and press the ENT Key.
4) Use the small FMS Knob to select ‘TIME’ or ‘DIST’ length mode, and press the ENT Key.
5) Use the FMS Knobs to edit the length, and press the ENT Key.
6) Use the small FMS Knob to select ‘RIGHT’ or ‘LEFT’ turn direction, and press the ENT Key.
7) Use the FMS Knobs to edit the Expect Further Clearance Time (EFC TIME), and press the ENT Key.
8) Press the ENT Key while ‘ACTIVATE?’ is highlighted to activate the direct-to with the user-defined hold defined
at the direct-to waypoint. (If the direct-to waypoint is part of the active flight plan, the HOLD is inserted into
the active flight plan. If the direct-to waypoint is not part of the active flight plan, an off-route direct-to hold is
created.)
Exiting a user-defined hold inserted into the active flight plan:
Press the SUSP Softkey. The system will provide guidance to follow the holding pattern to the inbound course
and resume automatic waypoint sequencing.
Removing a user-defined hold inserted into 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 HOLD waypoint.
3) Press the CLR Key. A ‘Remove Holding Pattern?’ confirmation window is displayed.
4) Select ‘OK’ and press the ENT Key. The holding pattern is removed from the active flight plan. Select ‘CANCEL’
and press the ENT Key to cancel the removal of the holding pattern.
Removing a user-defined hold at an off-route direct-to:
1) Press a Direct To Key to display the DIRECT TO Window (PFD or MFD).
2) Press the MENU Key to display the PAGE MENU with the cursor on the ‘Cancel Direct-To NAV’ selection.
3) Press the ENT Key. The holding pattern is removed.
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Hold At
Present
Position
Menu
Selection
Location of Hold
Hold Entry Course
Course Direction
(INBOUND or OUTBOUND)
Leg Length Mode Button
(TIME or DIST))
Leg Length
(Time in nm or Distance in minutes)
Turn Direction
(RIGHT or LEFT)
Map of Hold Location
Expect Further Clearance Time
Activate Hold
Figure 5-91 Creating a User Defined Holding Pattern at the Aircraft Present Position
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Waypoint
Selected
Hold Entry Course
Location of Hold
Course Direction
(INBOUND or OUTBOUND)
Leg Length
(Time in nm or
Distance in minutes)
Turn Direction
(RIGHT or LEFT)
Leg Length Mode Button
(TIME or DIST))
Map of Hold Location
Expect Further
Clearance Time
Load Hold and
Activate Direct To
Hold At Direct To
Waypoint selection
Figure 5-92 Creating a User Defined Holding Pattern at a Direct To Waypoint
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5.7 VERTICAL NAVIGATION
NOTE: The system supports vertical path guidance and altitude constraints for the following leg types: AF,
CD, CF, CI, CR, DF, FC, FD, PI, RF, and TF. Altitude constraints are not retained in stored flight plans.
The system Vertical Navigation (VNV) feature provides vertical profile guidance during the enroute and terminal
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 5-93 Enabling/Disabling Vertical Navigation
Enabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the ENBL VNV Softkey; or press the MENU Key, highlight ‘Enable VNV’, and press the ENT Key. Vertical
navigation is enabled, and vertical guidance begins with the waypoint shown in the CURRENT VNV PROFILE box
(defaults first waypoint in the active flight plan with an altitude enabled for vertical navigation (e.g., HABUK)).
Disabling VNV guidance:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the CNCL VNV Softkey; or press the MENU Key, highlight ‘Cancel VNV’, and press the ENT Key. Vertical
navigation is disabled.
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Canceling vertical navigation results in vertical deviation (V DEV), vertical speed required (VS REQ), and time
to top of descent/bottom of descent (TIME TO TOD/BOD) going invalid. The Vertical Deviation Indicator (VDI)
and Required Vertical Speed 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 system allows a vertical navigation direct-to to any waypoint in the active flight plan with an altitude
constraint “designated” for vertical guidance. Pressing 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 5-94 Vertical Navigation Direct-To
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Activating a vertical navigation direct-to:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the FMS Knob to activate the cursor and turn the FMS Knob to highlight the desired waypoint.
NOTE: The selected waypoint must have a designated altitude constraint (cyan number) to be used. If not,
the first waypoint in the flight plan with a designated altitude constraint is selected.
3) Press the VNV Direct-To Softkey; or press the MENU Key, highlight ‘VNV Direct-To’, and press the ENT Key.
An ‘Activate vertical Direct-to to: NNNNNFT at XXXXXX?’ confirmation window is displayed.
4) Press the ENT Key. Vertical guidance begins to the altitude constraint for the selected waypoint.
5) Press the FMS Knob to remove the flashing cursor.
The vertical navigation profile can be modified by directly entering a vertical speed target (VS TGT) and/or flight
path angle (FPA) in the CURRENT VNV PROFILE box.
Modifying the VS TGT and FPA:
1) Press the FPL Key to display the Active Flight Plan Page on the MFD.
2) Press the VNV PROF Softkey; or press the MENU Key, highlight ‘Select VNV Profile Window’, and press the ENT
Key. The cursor is now located in the CURRENT VNV PROFILE box.
3) Turn the FMS Knobs as needed to edit the values.
4) Press the FMS Knob to remove the flashing cursor.
ALTITUDE CONSTRAINTS
The 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 Cyan Text
Cross AT
2,300 ft
Small Cyan Text
Cross AT
or BELOW
3,000 ft
Small Cyan Subdued
Text
Altitude Constraint
Examples
Small White Text with
Altitude Restriction Bar
Figure 5-95 Waypoint Altitude Constraints
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White Text
Cyan Text
Cyan 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 not “auto-designated”. This means the system
does not automatically use the altitudes loaded with the arrival or approach for giving vertical speed and
deviation guidance. Note that these altitudes are displayed as white text. 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 are not designated for use in vertical guidance can be “designated” using the ENT Key. The
altitude is now displayed as cyan text and is 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 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 cyan, 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 cyan, 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 system 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 or maximum vertical speed 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
SBAS 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 system displays the altitude restriction from the database provided no predicted altitude
can be provided. The system 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.
5) Press the FMS Knob to remove the flashing cursor.
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.
6) Press the FMS Knob to remove the flashing cursor.
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5.8 PROCEDURES
The system can access the whole range of instrument procedures available. Departures (DPs), arrivals (STARs),
and non-precision and precision approaches (APPRs) 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.
The system adds terminal procedures to the flight plan based on leg types coded within that procedure in the
navigation database. If the terminal procedure in the flight plan contains an identifier like ‘6368ft’, that indicates
a leg that terminates when the specified altitude (6368 feet) has been exceeded. A heading leg in the flight plan
displays ‘hdg’ preceding the DTK (e.g. ‘hdg 008°’). A flight plan leg requiring the pilot to manually initiate
sequencing to the next leg displays ‘MANSEQ’ as the identifier.
Heading Leg Terminating at the
Specified Altitude
Manually Sequenced Heading Leg
Figure 5-96 Procedure Leg Identifiers
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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) Use the FMS Knob to select an airport and press the ENT Key.
5) 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.
Available Procedure Actions
Loaded Procedures
Departure Airport
Departure Preview
Departure Choices
Figure 5-97 Departure Selection
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Selected Departure
Loaded Departure
Procedure Loading Page Selection Softkeys
Figure 5-98 Departure Loading
Viewing available departures at an airport:
1) From the Airport Information Page (first page in the WPT group), press the DP Softkey. The Departure Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) 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 (only if there are available transitions). The departure is previewed on the map.
6) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Sequence box. The departure is previewed on the map.
7) Press the INFO-1 Softkey or the INFO-2 Softkey to return to the Airport Information Page.
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Loading a departure into the active flight plan from the Departure Information Page:
1) From the Airport Information Page (first page in the WPT group), press the DP Softkey. The Departure Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Select a different departure, if desired.
a) Turn the large FMS Knob to highlight the Departure. The departure is previewed on the map.
b) 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.
c) 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 (only if there are available transitions). The departure is previewed on the map.
d) 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.
4) Press the MENU Key to display the Departure Information Page Menu.
5) Turn the FMS Knob to highlight ‘Load Departure’.
6) Press the ENT Key to load the departure procedure into the active flight plan.
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.
5) Press the FMS Knob to remove the flashing cursor.
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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) Use the FMS Knob to select an airport and press the ENT Key.
5) 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 5-99 Arrival Selection
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Selected Arrival
Loaded Arrival
Procedure Loading Page Selection Softkeys
Figure 5-100 Arrival Loading
Viewing available arrivals at an airport:
1) From the Airport Information Page (first page in the WPT group), press the STAR Softkey. The Arrival Information
Page is displayed, defaulting to the airport displayed on the Airport Information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Turn the large FMS Knob to highlight the Arrival. The arrival is previewed on the map.
4) Turn the small FMS Knob to view the available arrivals. Press the ENT Key to select the arrival. The cursor moves
to the Transition box. The arrival is previewed on the map.
5) Turn the small FMS Knob to view the available transitions. Press the ENT Key to select the transition. The cursor
moves to the Runway box. The arrival is previewed on the map.
6) Turn the small FMS Knob to view the available runways. Press the ENT Key to select the runway. The cursor
moves to the Sequence box. The arrival is previewed on the map.
7) Press the INFO-1 Softkey or the INFO-2 Softkey to return to the Airport Information Page.
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Loading an arrival into the active flight plan from the Arrival Information Page:
1) From the Airport Information Page (first page in the WPT group), press the STAR Softkey. The Arrival Information
Page is displayed, defaulting to the airport displayed on the Airport information Page.
2) To select another airport, press the FMS Knob to activate the cursor, enter an identifier/facility name/city, and
press the ENT Key.
3) Select a different arrival, if desired.
a) Turn the large FMS Knob to highlight the arrival. The arrival is previewed on the map.
b) 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 (only if there are available transitions). The arrival is previewed on the map.
c) 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.
d) 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.
4) Press the MENU Key to display the Arrival Information Page Menu.
5) Turn the FMS Knob to highlight ‘Load Arrival’.
6) Press the ENT Key to load the arrival procedure into the active flight plan.
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’.
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.
5) Press the FMS Knob to remove the flashing cursor.
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APPROACHES
NOTE: If certain GPS parameters (SBAS, 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.
The G1000 SBAS GPS allows for flying LNAV, LNAV+V, LNAV/VNAV, LP, LP+V and LPV approach service
levels according to the published chart. The ‘+V’ designation adds advisory vertical guidance for assistance in
maintaining a constant vertical glidepath similar to an ILS glideslope on approach. This guidance is displayed
on the system PFD in the same location as the ILS glideslope using a magenta diamond. The active approach
service level 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/VNAV
(available only if minima (downgrades to LNAV if SBAS
SBAS available) unavailable)
LP
GPS approach using published LP minima
(available only if (downgrades to LNAV if SBAS unavailable)
SBAS available)
LP+V
GPS approach using published LP minima
(available only if Advisory vertical guidance is provided
SBAS available) (downgrades to LNAV if SBAS unavailable)
LPV
GPS approach using published LPV minima
(available only if
SBAS available)
Example on HSI
Approach Type
- LNAV, LNAV+V, L/VNAV, LP, LP+V, LPV
Table 5-9 Approach Types
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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 the airport and approach:
a) Use the FMS Knob to select an airport and press the ENT Key.
b) Select an approach from the list and press the ENT Key.
Or:
a) If necessary, push the FMS Knob to exit the approach list, and use the large FMS Knob to move the cursor
to the APPROACH CHANNEL field.
b) Use the FMS Knob to enter the approach channel number, and press the ENT Key to accept the approach
channel number. The airport and approach are selected.
4) Select a transition (if required) and press the ENT Key.
5) Minimums
a) To set ‘MINIMUMS’, turn the small FMS Knob to select ‘BARO’, ‘TEMP COMP’, or ‘RAD ALT’ and press the
ENT Key. Turn the small FMS Knob to select the altitude, and press the ENT Key.
b) If ‘TEMP COMP’ was selected, the cursor moves to the temperature field. Turn the small FMS Knob to
select the temperature, and press the ENT Key.
Or:
a) To skip setting minimums, press the ENT Key.
6) Press the ENT Key with ‘LOAD?’ highlighted to load the approach 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 5-101 Approach Selection
Selected Approach
Procedure Loading Page Selection Softkeys
Loaded Approach
LOAD or ACTIVATE? Annunciation
Figure 5-102 Approach Loading
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Viewing available approaches at an airport:
1) From the Airport Information Page (first page in the WPT group), press the APR Softkey. The Approach
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 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 Transition box. The approach 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 Minimums box. The approach is previewed on the map.
6) Turn the small FMS Knob to select minimums on or off. Press the ENT Key.
a) When minimums are selected on, the cursor moves to the minimum altitude field . Use the small FMS Knob
to select the altitude. Press the ENT Key.
b) If temperature compensated minimums was selected, the cursor moves to the temperature field. Use the
small FMS Knob to select the temperature. Press the ENT Key. The cursor moves to the Sequence box. The
approach is previewed on the map.
Or:
a) When minimums are selected off, the cursor moves to the Sequence box. The approach is previewed on the
map.
7) Press the INFO-1 or the INFO-2 Softkey to return to the Airport Information Page.
Loading an approach into the active flight plan from the Nearest Airport Page:
1) Select the Nearest Airports Page.
2) Press the FMS Knob, then turn the large FMS Knob to highlight the desired nearest airport. The airport is
previewed on the map.
3) Press the APR Softkey; or press the MENU Key, highlight ‘Select Approach Window’, and press the ENT Key.
4) Turn the FMS Knob to highlight the desired approach.
5) Press the LD APR Softkey; or press the MENU Key, highlight ‘Load Approach’, and press the ENT Key. The
Approach Loading Page is displayed with the transitions field highlighted.
6) Turn the FMS Knob to highlight the desired transition, and press the ENT Key.
7) Minimums
a) To set ‘MINIMUMS’, turn the small FMS Knob to select ‘BARO’, ‘TEMP COMP’, or ‘RAD ALT’ and press the
ENT Key. Turn the small FMS Knob to select the altitude, and press the ENT Key.
b) If ‘TEMP COMP’ was selected, the cursor moves to the temperature field. Turn the small FMS Knob to
select the temperature, and press the ENT Key.
Or:
a) To skip setting minimums, press the ENT Key. The ‘LOAD?’ field is highlighted.
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8) Press the ENT Key with ‘LOAD?’ highlighted to load the approach procedure; or turn the large FMS Knob to
highlight ‘ACTIVATE’ and press the ENT Key to load and activate the approach procedure. The system 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.
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.
5) Press the FMS Knob to remove the flashing cursor.
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MISSED APPROACH
Activating a missed approach in the active flight plan:
Press the Go Around Button.
Or:
Fly past the MAP, and press the SUSP Softkey on the PFD.
Or:
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.
In this missed approach procedure, the altitude immediately following the MAP (in this case ‘6600ft’) is
not part of the published procedure. It is simply a Course to Altitude (CA) leg which guides the aircraft along
the runway centerline until the altitude required to safely make the first turn toward the MAHP is exceeded.
This altitude is provided by the navigation database, and may be below, equal to, or above the published
minimums for this approach. In this case, if the aircraft altitude is below the specified altitude (6,600feet)
after crossing the MAP, a direct-to is established to provide a course on runway heading until an altitude of
6,600 feet is reached. After reaching 6,600 feet, a direct-to is established to the published MAHP (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 (HUMPE) to begin the missed approach procedure..
Course to Altitude Leg
Figure 5-103 Course to Altitude
In some missed approach procedures this Course to Altitude leg may be part of the published procedure.
For example, a procedure may dictate a climb to 5,500 feet, then turn left and proceed to the Missed Approach
Hold Point (MAHP). In this case, the altitude would appear in the list of waypoints as ‘5500ft’. Again, if the
aircraft altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg
when the missed approach procedure is activated.
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TEMPERATURE COMPENSATED ALTITUDE
If desired, the system can compensate the loaded approach altitudes based on a pilot-supplied temperature
at the destination. For example, if the pilot enters a destination temperature of -40º C, the system increases
the approach altitudes accordingly. A temperature compensated altitude is displayed in slanted text.
Activating temperature compensated altitude:
1) From the Active Flight Plan Page, press the MENU Key. The Page Menu is displayed.
2) Turn the FMS Knob to highlight ‘Temperature Compensation’.
3) Press the ENT Key. The TEMPERATURE COMPENSATION Window is displayed.
4) Use the small FMS Knob to select the temperature at the <airport>. The compensated altitude is computed as
the temperature is selected.
NOTE: The temperature at the destination can be entered in the TEMPERATURE COMPENSATION Window
on the MFD, or in the REFERENCES Window on the PFD. There is only one compensation temperature for
the system, therefore, changing the temperature will affect both the loaded approach altitudes and the
minimums. Refer to the Flight Instruments section for information about applying temperature compensation
to the MDA/DH.
5) Press the ENT Key. ‘ACTIVATE COMPENSATION?’ is highlighted.
6) Press the ENT Key. The compensated altitudes for the approach are shown in the flight plan.
Selected
Temperature
FAF Altitude
Compensated
Altitude
Temperature
Compensation
Selected
Figure 5-104 Temperature Compensation
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ACTIVATE
COMPENSATION?
Highlighted
CANCEL
COMPENSATION?
Highlighted
Figure 5-105 Activating/Cancelling Temperature Compensation
Compensated
Altitudes
Uncompensated
Altitudes
Figure 5-106 Temperature Compensation in the Active Flight Plan
Cancelling temperature compensated altitude:
1) From the Active Flight Plan Page, press the MENU Key. The Page Menu is displayed.
2) Turn the FMS Knob to highlight ‘Temperature Compensation’.
3) Press the ENT Key. The TEMPERATURE COMPENSATION Window is displayed.
4) Press the ENT Key. ‘CANCEL COMPENSATION?’ is highlighted.
5) Press the ENT Key. The temperature compensated altitude at the FAF is cancelled.
NOTE: Activating/cancelling temperature compensation for the loaded approach altitudes does not select/
deselect temperature compensated minimums (MDA/DH), nor does selecting/deselecting temperature
compensated minimums activate/cancel temperature compensated approach altitudes.
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5.9 TRIP PLANNING
The system 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 manually entered fuel 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
- Automatic/Manual
Preview of Selected
Flight Plan/
Flight Plan Leg
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)
Fuel Statistics
Efficiency Total Endurance Remaining Fuel Remaining Endurance Fuel Required Total Range -
Softkeys
- Automatic/Manual Page Mode
- Flight Plan/Waypoint Mode
Figure 5-107 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 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.
- 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 to reach the end of the selected leg.
• Fuel endurance remaining at end of selected leg (REM ENDUR) - This value is calculated by taking the time
of fuel endurance and subtracting the estimated time enroute to the end of the selected leg.
• 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)
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 5-108 Trip Planning Page - Flight Plan Mode
Selected Flight Plan
Selected Leg(s)
Not Available
Not Available
Selected Starting and Ending Waypoints
Figure 5-109 Trip Planning Page - Waypoint Mode
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Selecting automatic or manual page mode:
Press the AUTO Softkey or the MANUAL Softkey; or press the MENU Key, highlight ‘Auto Mode’ or ‘Manual
Mode’, and press the ENT Key.
Selecting flight plan or waypoint mode:
Press the FPL Softkey or the WPTS Softkey; or press the MENU Key, highlight ‘Flight Plan Mode’ or ‘Waypoints
Mode’, and press the ENT Key.
Selecting a flight plan and leg for trip statistics:
1) Press the FMS Knob to activate the cursor in the flight plan number field.
2) Turn the small FMS Knob to select the desired flight plan number.
3) Turn the large FMS Knob to highlight ‘CUM’ or ‘REM’. The statistics for each leg can be viewed by turning the
small FMS Knob to select the desired leg. The Inset Map also displays the selected data.
Selecting waypoints for waypoint mode:
1) Press the WPTS Softkey; or press the MENU Key, highlight ‘Waypoints Mode’, and press the ENT Key. The
cursor is positioned in the waypoint field directly below the FPL field.
2) Turn the FMS knobs to select the desired waypoint (or select from the Page Menu ‘Set WPT to Present Position’
if that is what is desired), and press the ENT Key. The cursor moves to the second waypoint field.
3) Turn the FMS knobs to select the desired waypoint, and press the ENT Key. The statistics for the selected leg
are displayed.
In manual page mode, the other eight trip input data fields must be entered by the pilot, in addition to flight
plan and leg selection.
Entering manual data for trip statistics calculations:
1) Press the MANUAL Softkey or select ‘Manual Mode’ from the Page Menu, and press the ENT Key. The cursor
may now be positioned in any field in the top right two boxes.
2) Turn the FMS Knobs to move the cursor onto the DEP TIME field and enter the desired value. Press the ENT Key.
The statistics are calculated using the new value and the cursor moves to the next entry field. Repeat until all
desired values have been entered.
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FLIGHT MANAGEMENT
WEIGHT AND BALANCE PLANNING
NOTE: All weight & balance page data fields display data rounded to the nearest 5 pounds or 5 kilograms.
Aircraft Weight & Balance
Calculator
Current Lateral CG
Zero Fuel Weight Calculation Fuel On Board Entry Takeoff Weight Calculation Hook Weight Entry Gross Weight Calculation Longitudinal Station CG Calculation Lateral Station CG Calculation -
Aircraft Load Calculator
- Lateral CG Slider Gauge
- Longitudinal CG Slider Gauge
- Copilot Arm/Weight Entry
- Pilot Arm/Weight Entry
- PSNGR1 Position Arm/Weight Entry
- PSNGR2 Position Arm/Weight Entry
- PSNGR3 Position Arm/Weight Entry
- Baggage Arm/Weight Entry
Estimated Weight Calculator
Est. Landing Weight Calculation Est. Landing Fuel Calculation Fuel Reserves Entry Excess Fuel Calculation -
Predicted CG Movement due to
Fuel Burn
Hook Weight Softkey
Current Longitudinal CG
Fuel on Board Sync Softkey
Confirm Weight &
Balance Softkey
Weight & Balance
Configuration Softkey
Figure 5-110 Weight & Balance Page
Basic Empty Weight
Basic Empty Weight CG
(Calculated based on items
listed as present)
- Longitudinal CG Station
- Lateral CG Station
- Longitudinal CG Moment
- Lateral CG Moment
(Calculated based on items
listed as present)
Aircraft Data Weight Items
Item Present Yes/No Item Title Item Weight Item Arm Item Butt Line -
Go Back Softkey
Defaults Softkey
Figure 5-111 Weight & Balance Configuration Page
The AIRCRAFT DATA item weights on the Weight & Balance Configuration Page are included in the zero fuel
weight, but do not change the similar AIRCRAFT LOAD weights on the Weight & Balance Page. The AIRCRAFT
DATA items correspond to actual installed hardware (e.g. Seat, Cargo Bin, Litter, etc.) The AIRCRAFT LOAD
entries indicate the crew, passengers, or baggage occupying those locations.
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Modifying basic empty weight:
1) Press the W&B CFG Softkey; or press the MENU Key, highlight ‘Weight & Balance Configuration’, and press the
ENT Key to display the Weight & Balance Configuration Page.
2) Press the FMS Knob to activate the cursor, and turn the large FMS Knob to select the ‘AIRCRAFT’ weight.
3) Turn the small FMS Knob to enter the weight. The new weight will be reflected in the Basic Empty Weight
shown at the top of the page.
4) Press the GO BACK Softkey to return to the AUX - WEIGHT & BALANCE Page.
The ‘BASIC EMPTY WEIGHT” is calculated by summing the weights of all items marked as present.
Entering the aircraft load weights:
1) Press the FMS Knob to activate the cursor.
2) Turn the large FMS Knob to highlight the ‘PILOT’ field.
3) Turn the small FMS Knob to enter the weight.
4) Press the ENT Key to confirm the entry and move the cursor to the next field.
5) Repeat steps 3 and 4 as necessary.
6) Press the FMS Knob to remove the flashing cursor.
The ‘ZERO FUEL WEIGHT’ is calculated by adding the basic empty weight and the aircraft load weights.
Entering the fuel on board weight:
1) Press the FMS Knob to activate the cursor and highlight the ‘FUEL ON BOARD’ field.
2) Turn the small FMS Knob to enter the fuel on board weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor.
Or:
Press the FOB SYNC Softkey. The fuel on board weight is set to the current measured fuel weight.
The ‘TAKEOFF WEIGHT’ is calculated by adding the zero fuel weight and the confirmed fuel on board weight
(static value confirmed by the pilot).
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Entering the hook weight:
1) Press the HOOK WT Softkey to activate the cursor on the ‘HOOK WEIGHT’ field.
2) Turn the small FMS Knob to enter the hook weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor.
The ‘GROSS WEIGHT’ is calculated by adding the zero fuel weight, the hook weight, and the current fuel on
board (updated based on fuel flow).
Entering the fuel reserve weight:
1) Press the FMS Knob to activate the cursor and highlight the ‘FUEL RESERVES’ field.
2) Turn the small FMS Knob to enter the fuel reserves weight.
3) Press the ENT Key to confirm the entry.
4) Press the FMS Knob to remove the flashing cursor
When the aircraft is in the air and a destination waypoint has been entered, the fuel calculations can be
completed.
• ‘EST LANDING WEIGHT’ = zero fuel weight + estimated landing fuel weight.
• ‘EST LANDING FUEL’ = fuel on board weight - (fuel flow x ETE)
• ‘EXCESS FUEL’ = estimated landing fuel weight - fuel reserves weight
If the aircraft is on the ground or a destination waypoint has not been entered, the following fields display
invalid values consisting of four dashes:
• ‘EST LANDING WEIGHT’
• ‘EST LANDING FUEL’
• ‘EXCESS FUEL’
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WEIGHT AND BALANCE CAUTION AND WARNING CONDITIONS
If the ‘GROSS WEIGHT’ is greater than the maximum allowable takeoff weight, then the gross weight is
displayed in red.
If the ‘EST LANDING WEIGHT’ is greater than the maximum allowable landing weight, then the estimated
landing fuel weight is displayed in amber.
If the ‘EST LANDING FUEL’ weight is positive, but less than or equal to the fuel reserves weight, the following
values are displayed in amber:
• ‘EST LANDING FUEL’ weight
• ‘EXCESS FUEL’ weight
If the ‘EST LANDING FUEL’ weight is zero or negative, then the following values are displayed in red:
• ‘EST LANDING FUEL’ weight
• ‘EXCESS FUEL’ weight
If the ‘LON STA’ is outside the specified CG envelope, then the longitudinal station value is displayed in red,
and the longitudinal CG Slider Gauge outline will be red.
If the expected fuel burn will place the ‘LON STA’ outside of the specified CG envelope, then the longitudinal
station value is displayed in amber, and the longitudinal CG Slider Gauge outline will be amber.
If the ‘LAT STA’ is outside the specified CG envelope, then the lateral station value is displayed in red, and the
lateral CG Slider Gauge outline will be red.
If the expected fuel burn will place the ‘LAT STA’ outside of the specified CG envelope, then the lateral station
value is displayed in amber, and the lateral CG Slider Gauge outline will be amber.
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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 (2.0 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 SBAS 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 5-112 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, user, 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.
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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.
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
- EGNOS Enable/Disable
- MSAS Enable/Disable
- WAAS Enable/Disable
RAIM Softkey
SBAS Softkey
(displays SBAS Selection)
(displays RAIM
PREDICTION)
Figure 5-113 SBAS Display - Active
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Enabling/Disabling SBAS:
1) Select the AUX-GPS Status Page.
2) Press the SBAS Softkey.
3) Press the FMS Knob, and turn the large FMS Knob to highlight ‘EGNOS’, ‘MSAS’ or ‘WAAS’.
4) Press the ENT Key to disable SBAS. Press the ENT Key again to enable SBAS.
SBAS Status
SBAS SELECTION Box
- EGNOS Enable/Disable
- MSAS Enable/Disable
- WAAS Enable/Disable
Exceedances List Softkey
RAIM Softkey
SBAS Softkey
(displays SBAS Selection)
(displays RAIM
PREDICTION)
Figure 5-114 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 SBAS capable GPS system while the
system 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 TIFTO4 departure, various Victor Airways,
and the DBRY3 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 TIFTO4 departure, the airways, and the DBRY3 arrival at KCOS are loaded. See the
Procedures section for loading departures and arrivals. Note the magenta arrow in Figure 5-115 indicating the
active departure leg.
After takeoff, ATC assigns a heading of 240º.
2) Figure 5-116 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 5-115 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 5-116.
Figure 5-116 Assigned Heading of 290º
4) Enter V4 into the flight plan.
a) Press the FMS Knob to activate the cursor.
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 5-117. When the V4 entry point (TOP) is inserted, it is
placed immediately above the highlighted waypoint (SLN).
Figure 5-117 Begin Adding V4 to the Flight Plan
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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 5-118.
Figure 5-118 Entering V4 Entry Point
d) Press the ENT Key. TOP is inserted into the flight plan as in Figure 5-119.
Figure 5-119 TOP Inserted into the Flight Plan
e) With SLN still highlighted as in Figure 5-120, turn the small FMS Knob clockwise. The Waypoint Information
Page is displayed and the LD AIRWY Softkey is now available.
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f) Press the LD AIRWY Softkey to display the list of available airways for TOP as seen in Figure 5-120.
Figure 5-120 List of Available Airways for TOP
g) Turn either FMS Knob to highlight V4 in the list as seen in Figure 5-120.
h) Press the ENT Key. The list of available exits for V4 is now displayed as in Figure 5-121.
Figure 5-121 List of Available Exits for V4
i)
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If necessary, turn either FMS Knob to select the desired exit. In this case Salina VOR (SLN) is selected as in
Figure 5-121.
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j)
Press the ENT Key. The selected airway and exit are displayed, and the prompt “LOAD?” highlighted as in
Figure 5-122.
Figure 5-122 Ready to Load V4
k) Press the ENT Key.
l)
V4 is now loaded into the flight plan as shown in Figure 5-123.
Figure 5-123 V4 is Loaded in the Flight Plan
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5) Making V4 the active leg of the flight plan.
a) Press the FMS Knob to activate the cursor.
b) Turn the large FMS Knob to highlight SLN. The TO waypoint of the leg is selected in order to activate the
leg.
c) Press the ACT LEG Softkey. The confirmation window is now displayed as in Figure 5-124. Note the TOP
to SLN leg is actually part of V4.
Figure 5-124 Comfirm Active Leg
d) Verify the displayed leg is the desired leg and press the ENT Key. Note in Figure 5-125, 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 5-125 V4 Now Active Leg
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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.
7) As the CDI approaches center, the aircraft turns onto the active leg as seen in Figure 5-126.
Figure 5-126 Turn on to Active Leg
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8) At SLN, Victor Airway 244 (V244) is intercepted. Turn prompts are displayed in the PFD Navigation Status Box
as seen in Figure 5-127.
Figure 5-127 Turn to Intercept V244
9) As seen in Figure 5-128, V244 is now the active flight plan leg.
Figure 5-128 V244 Now Active Leg
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10) At Lamar VOR (LAA) V263 is intercepted. See Figure 5-129.
Figure 5-129 LAA to TBE 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 5-130.
Figure 5-130 Direct To OPSHN
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d) Turn the large FMS Knob to place the cursor in the VNV altitude field as shown in Figure 5-131.
Figure 5-131 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 5-132.
Figure 5-132 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 system gives vertical guidance so the aircraft arrives
at an altitude of 10,000 feet three miles prior to OPSHN.
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h) Press the ENT Key twice to activate the direct-to. Note, in Figure 5-133, the magenta arrow indicating
the direct-to 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 the
CDI changes to Terminal Mode and is annunciated by displaying ‘TERM’ on the HSI.
NOTE: If the loaded arrival procedure has waypoints with altitude constraints retrieved from the database
to be used as is, the altitude must be manually accepted by placing the cursor over the desired altitude, then
pressing the ENT Key. The altitude is now displayed as cyan meaning it is used by the system to determine
vertical speed and deviation guidance.
Figure 5-133 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.
b) ‘SELECT APPROACH’ should be highlighted as shown in Figure 5-134.
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Figure 5-134 Procedures Window
c) Press the ENT Key. A list of available approaches for the destination airport is displayed as in Figure 5-135.
Figure 5-135 List of Available Approaches
d) Turn either FMS Knob to select the LPV approach for 35R as shown in Figure 5-135.
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e) Press the ENT Key. A list of available transitions for the selected approach is displayed as in Figure 5-136.
Figure 5-136 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.
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h) Barometric Minimums
To set ‘MINIMUMS’, turn the small FMS Knob to select ‘BARO’, and press the ENT Key. Turn the small
FMS Knob to select the altitude, and press the ENT Key.
Or:
To skip setting minimums, press the ENT Key.
Figure 5-137 Barometric Minimums Set
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i)
With ‘LOAD?’ highlighted, again press the ENT Key. The selected approach is added to the flight plan as
seen in Figure 5-138.
Figure 5-138 Loaded Approach
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13) Note the altitude constraints associated with each of the approach waypoints as seen in Figure 5-139. These
altitudes are loaded from the database and are displayed as white text, indicating these values are “not
designated” for use in computing vertical deviation guidance.
Note: To 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 ENT Key.
d) Press the FMS Knob to deactivate the cursor.
After making the each altitude “designated”, it is displayed as cyan 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 5-139. 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 5-139 Vertical Guidance is Active to the FAF
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14) As the aircraft approaches OPSHN, it may be desirable to adjust the speed, or steepness of the upcoming
descent. The default Flight Path Angle (FPA) is -3.0 degrees and a required vertical speed is computed to
maintain the -3.0 FPA. To change the vertical flight path, perform the following steps.
a) Press the VNV PROF Softkey to place the cursor in the target vertical speed field (VS TGT) as shown in
Figure 5-140.
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 5-140 Adjusting the Descent
c) Press the ENT Key.
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15) As seen in Figure 5-141, the aircraft is approaching TOD. Note the target vertical speed required to reach 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 5-142. When the aircraft is within one minute of the TOD, it is
annunciated as shown in Figure 5-142, and an aural alert ‘Vertical track’ will be heard.
Figure 5-141 Approaching Top of Descent (TOD)
Target Altitude
Vertical Deviation
Indicator (VDI)
Required Vertical
Speed Indicator
(RVSI)
Figure 5-142 VDI & RVSI Upon Reaching Top of Descent (TOD)
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16) Upon reaching TOD, a descent vertical speed is established by placing the VSI pointer in line with the RVSI as
shown in Figure 5-143.
Keep Vertical Deviation
Indicator Centered
Align Actual Vertical Speed
with
Required Vertical Speed
Figure 5-143 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 5-144.
Upon reaching the offset waypoint for OPSHN, the aircraft is at 10,000 feet.
Figure 5-144 Approaching Bottom of Descent (BOD) at OPSHN Offset Waypoint
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18) The aircraft is approaching OPSHN. The upcoming turn and next heading are annunciated at the top left of the
PFD as seen in Figure 5-145. 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 5-145 Turn to intercept OPSHN to FSHER Leg
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19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-146. The magenta arrow
in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active.
Figure 5-146 Tracking the OPSHN to FSHER Leg
20) The flight continues through the arrival procedure to FSHER. 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.
Annunciations for the upcoming turn and descent, as well as the VDI and RVSI, appear on the PFD as the flight
progresses.
21) The approach may be activated at any point to proceed directly to the IAF. After FSHER, ATC approves approach
activation. Manually activate the approach procedure:
a) Press the PROC Key.
b) Turn the large FMS Knob to highlight ‘ACTIVATE APPROACH’ as shown in Figure 5-147.
c) Press the ENT Key to activate the approach.
Figure 5-147 Manually Activate Approach
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22) The active leg is now the course direct to HABUK iaf (see Figure 5-148).
Figure 5-148 Approach is Now Active
22) A descent to FALUR 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.
Figure 5-149 Prior to Turn then Descent to the Initial Approach Fix (IAF)
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23) After crossing FALUR the next waypoint is the FAF. The flight phase changes to LPV on the HSI indicating the
current phase of flight is in Approach Mode and the approach type is LPV. CDI scaling changes accordingly and is
used much like a localizer when flying an ILS approach. The RVSI is no longer displayed and the VDI changes to
the Glidepath Indicator (as shown in Figure 5-150) when the final approach course becomes active.
Figure 5-150 Descending at the FAF
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The descent begins at the FAF (CEGIX) using the Glidepath Indicator, as one would use a glideslope indicator.
24) After crossing CEGIX, the aircraft continues following the glidepath to maintain the descent to “AT or ABOVE” LPV
minimums of 6,320 feet at the Missed Approach Point (MAP) (RW35R) as seen in Figure 5-151.
Figure 5-151 Descending to the Missed Approach Point
25) Upon reaching the MAP, it is decided to execute a missed approach. Automatic waypoint sequencing is
suspended past the MAP. Press the Go Around Button, or press the SUSP Softkey on the PFD, to resume
automatic waypoint sequencing through the missed approach procedure.
A Course to Altitude leg is initiated and the CDI flight phase now changes from LPV to MAPR as seen on
the HSI in Figure 5-152.
After reaching 6,600 feet, a direct to is initiated to ADANE, which is the Missed Approach Hold Point
(MAHP) as seen in Figure 5-153.
Figure 5-152 Missed Approach Active
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Figure 5-153 Direct To MAHP
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26) The aircraft continues climbing to “AT or ABOVE” 9,000 feet at ADANE. A holding pattern is established at the
MAHP (ADANE) as shown in Figure 5-154.
Figure 5-154 Establishing the Holding Pattern
27) The aircraft maintains 9,000 feet while following the magenta line through the hold as in Figure 5-155.
Figure 5-155 Hold Established
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5.12 ABNORMAL OPERATION
This section discusses the Dead Reckoning mode of operation and the subsequent indications.
NOTE: Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic (OCN) phase of flight. In all other
phases, an invalid GPS solution produces a “NO GPS POSITION” annunciation on the map and the system
stops using GPS.
While in Enroute or Oceanic phase of flight, if the system 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 system
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 system 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 system 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/SBAS Mode due to the lack of satellite measurements
needed to determine a position. Changes in wind speed and/or wind direction compounds 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 system by the appearance of the letters ‘DR’ superimposed in amber over the ‘own
aircraft’ symbol. In addition, ‘DR’ is prominently displayed in amber on the HSI slightly above and to the right
of the aircraft symbol on the CDI as shown in Figure 5-156. The CDI deviation bar is removed from the display.
The annunciation ‘LOI’ is displayed in amber to the left of the HSI. Lastly, but at the same time, a ‘GPS NAV LOST’
alert message appears on the PFD. Normal navigation using GPS/SBAS 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 amber text on the display to denote degraded navigation source information as shown in Figure
5-156.
Also, while the system is in DR Mode, some terrain functions are disabled. Additionally, the accuracy of all
nearest information (airports, airspaces, and waypoints) is questionable. Finally, airspace alerts continue to
function, but with degraded accuracy.
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Distance &
Bearing
Current
Track
Indicator)
Ground
Speed
Dead Reckoning
Annunciation
Wind Data
GPS Navigation
Lost Message
Loss of Integrity
Annunciation
Bearing
Pointer/
Distance
Nav Data Bar
All data except
Active Leg, TAS,
and DTK are in
amber
Dead Reckoning
Annunciation
Subdued
Rotorcraft
Symbol
Figure 5-156 Dead Reckoning Mode - GPS Derived Data Shown in Amber
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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SECTION 6 HAZARD AVOIDANCE
The G1000H hazard avoidance features are designed to provide advisory information of potential hazards to
flight safety associated with terrain air traffic.
This section is divided into the following groups:
Terrain Avoidance
• Terrain Proximity
• Helicopter Terrain Awareness Warning System (HTAWS) (Optional)
Traffic
• TIS (Traffic Information Service)
• GTS 800 Traffic Advisory System (TAS) (Optional)
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6.1 TERRAIN PROXIMITY
WARNING: Do not use Terrain Proximity information for primary terrain avoidance. Terrain Proximity is
intended only to enhance situational awareness.
NOTE: The data contained in the Terrain Proximity databases comes from government agencies. Garmin
accurately processes and cross-validates the data but cannot guarantee the accuracy and completeness of
the data.
NOTE: Terrain data is not displayed when the aircraft is outside of the installed terrain database coverage
area.
NOTE: The terrain system is not available north of 89º North latitude and south of 89º South latitude.
Terrain Proximity is a terrain awareness system that does not comply with TSO-C151b certification standards. It
increases situational awareness and aids in reducing controlled flight into terrain (CFIT). Do not confuse Terrain
Proximity with a Helicopter Terrain Awareness and Warning System (HTAWS). HTAWS is more sophisticated
and robust, and it is TSO-C151b certified. Terrain Proximity does not provide warning annunciations or voice
alerts. It only provides color indications on map displays when terrain and obstacles are within a certain altitude
threshold from the aircraft. Although the terrain and obstacle color map displays are the same, HTAWS uses more
sophisticated algorithms to assess aircraft distance from terrain and obstacles.
Terrain Proximity requires the following components to operate properly:
• Valid 3-D GPS position
• Valid terrain/obstacle database
Terrain Proximity displays altitudes of terrain and obstructions relative to the aircraft position and altitude with
reference to a database that may contain inaccuracies. Terrain and obstructions are shown only if they are in the
database. Terrain and obstacle information should be used as an aid to situational awareness. They should never
be used to navigate or maneuver around terrain.
Terrain Proximity 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. Garmin verifies the data to confirm accuracy of the content. However,
the displayed information should never be understood as being all-inclusive and the data may still contain
inaccuracies.
The GPS receiver provides the horizontal position and altitude. GPS altitude is derived from satellite position.
GPS altitude is then converted to the height above geodetic sea level (GSL), which is the height above mean sea
level calculated geometrically. GSL altitude is used to determine terrain and obstacle proximity. GSL altitude
accuracy is affected by satellite geometry, but is not subject to variations in pressure and temperature that normally
affect pressure altitude sensors. GSL altitude does not require local altimeter settings to determine MSL altitude.
It is a widely-used MSL altitude source.
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Terrain and obstacle databases are referenced to MSL. Using the GPS position and altitude, the Terrain Proximity
feature portrays a 2-D picture of the surrounding terrain and obstacles relative to the position and altitude of the
aircraft.
DISPLAYING TERRAIN PROXIMITY INFORMATION
The symbols and colors in the following figure and table represent obstacles and aircraft altitude when the
Terrain Proximity information is enabled for display. Terrain Proximity uses black, green, yellow, orange, and
red to represent terrain information relative to aircraft altitude. The color of each obstacle is associated with the
altitude of the aircraft.
Red
Aircraft Altitude +250 ft
Terrain is more than
250 ft above the
aircraft altitude
Terrain is between 250
Orange ft and 0 ft above the
aircraft altitude
Aircraft Altitude
Terrain is between 0 ft
Yellow and 250 ft below the
aircraft altitude
Lighted Obstacle
Aircraft Altitude -250 ft
Terrain is between 250
Green ft and 500 ft below the
aircraft altitude
Aircraft Altitude -500 ft
Black
Terrain is more
than 500 ft below
the aircraft altitude
On the Terrain Proximity Page only, a gray shade of purple indicates no terrain data is available.
Figure 6-1 Terrain Altitude/Color Correlation for Terrain Proximity
Unlighted Obstacle
Lighted Obstacle
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
Obstacle Location
Red obstacle is at or above current aircraft
altitude
Yellow obstacle is between 0’ and 250’
below current aircraft altitude
Gray obstacle is 250’ or more below
current aircraft altitude
* Gray obstacles only shown on navigation maps.
Table 6-1 Terrain Proximity Obstacle Colors and Symbology
Terrain and obstacle information can be displayed on the following maps and pages:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Flight Plan Page
• Terrain Proximity Page
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Displaying terrain and obstacle information (maps other than the Terrain Proximity Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When Terrain Proximity is selected on maps other than the Terrain Proximity Page, an icon to indicate the
feature is enabled for display and a legend for terrain colors is shown. The legend appears without the icon on
the Terrrain Proximity Page.
The Navigation Map Page Setup Menu provides a means in addition to the softkeys for enabling/disabling the
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. For terrain data, the enable/disable function applies only to the MFD, while the
range setting also affects the PFD Inset Map.
Maps besides the Terrain Proximity Page use settings based on those selected for the Navigation Map Page.
The maximum display ranges for obstacles on each map are dependent on the range setting made for the
Navigation Map. If the maximum range for obstacle display on the Navigation Map is adjusted to below 20
nm, the highest obstacle display range settings on the other applicable maps are also adjusted proportionally.
Customizing terrain and obstacle display on the Navigation Map Page:
1) Select the Navigation Map Page.
2) Press the MENU Key.
3) With ‘Map Setup’ highlighted, press the ENT Key (Figure 6-2).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-3).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-4).
• 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 through options for each product (ON/OFF, maximum 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.
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Figure 6-2 Navigation Map Page Menu
Navigation
Map Settings
for displaying
Terrain and
Obstacles
Figure 6-3 Navigation Map Page Setup Menu
Figure 6-4 Navigation Map Page Setup Menu, Map Group
Additional information about obstacles can be displayed by panning over the display on the map. 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.
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Additional
Information on
Obstacle Selected
with Map Pointer
Green Terrain Area
(Between 250’ and
500’ Below Aircraft
Altitude)
Red Terrain Area
(250’ or Greater
Above Aircraft
Altitude)
Lighted Obstacle
Selected with Map
Pointer
Red Lighted
Obstacles
(At or Above
Aircraft Altitude)
Terrain Display
Enabled Icon
Terrain Legend
Figure 6-5 Terrain Proximity Information on the Navigation Map Page
TERRAIN PROXIMITY PAGE
The Map - Terrain Proximity 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/heliports,
VORs, and other NAVAIDs) can be displayed for reference.
Aircraft orientation on this map is always heading up unless there is no valid heading. Two views are available
relative to the position of the aircraft: the 360° default display and the radar-like ARC (120°) display. Map range
is adjustable with the Joystick from 1 to 200 nm, as indicated by the map range rings (or arcs).
Displaying the Terrain Proximity Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Terrain Proximity Page.
Changing the Terrain Proximity Page view:
1) Press the VIEW Softkey.
2) Press the 360 or ARC Softkey to select the desired view.
Or:
1) Press the MENU Key.
2) Select ‘View Arc’ or ‘View 360º’ (choice dependent on current state) and press the ENT Key to change the view.
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Showing/hiding aviation information on the Terrain Proxmity Page:
1) Press the MENU Key.
2) Select ‘Show Aviation Data’ or ‘Hide Aviation Data’ (choice dependent on current state) and press the ENT Key.
Map Orientation
Current Aircraft GPSderived GSL Altitude
Obstacles
Map Range Rings
Terrain Legend
Figure 6-6 Terrain Proximity Page (360 View)
Map Orientation
Current Aircraft GPSderived GSL Altitude
Map Range Arc
Terrain Legend
Figure 6-7 Terrain Proximity Page (Arc View)
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6.2 HTAWS
WARNING: Do not use HTAWS information for primary terrain avoidance. HTAWS is intended only to
enhance situational awareness.
NOTE: The data contained in the HTAWS databases comes from government agencies. Garmin accurately
processes and cross-validates the data but cannot guarantee the accuracy and completeness of the data.
NOTE: Terrain data is not displayed when the aircraft is outside of the installed terrain database coverage
region.
NOTE: The terrain system is not available north of 89º North latitude and south of 89º South latitude.
HTAWS (Helicopter Terrain Awareness and Warning System) is an optional system designed to increase
situational awareness and aid in preventing controlled flight into terrain (CFIT) accidents. HTAWS provides
visual annunciations and voice alerts when terrain and obstacles are within the given altitude threshold from the
aircraft. The visual annunciations and voice alerts and warnings are advisory in nature only.
HTAWS satisfies TSO-C194 requirements for certification.
HTAWS requires the following to operate properly:
• A valid terrain and obstacle database
• A valid 3-D GPS position solution
HTAWS 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. Garmin verifies the data to confirm accuracy of the content. However, the displayed
information should never be understood as being all-inclusive and the data may still contain inaccuracies.
HTAWS uses information provided from the GPS receiver to provide a horizontal position and altitude, along
with additional altitude input from an optional radar altimeter. GPS altitude is derived from satellite measurements.
GPS altitude is then converted to the height above geodetic sea level (GSL), which is the height above mean sea
level (MSL) calculated geometrically. The system uses GSL altitude to determine HTAWS terrain and obstacle
alerts. GSL altitude accuracy is affected by satellite geometry, but is not subject to variations in pressure and
temperature that normally affect pressure altitude sensors. GSL altitude does not require local altimeter settings
to determine MSL altitude. It is a widely-used MSL altitude source. Therefore, GSL altitude provides a highly
accurate and reliable MSL altitude source to calculate terrain and obstacle alerts.
The terrain and obstacle databases used by HTAWS are referenced to MSL. Using the GPS position and GSL
altitude, HTAWS 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 GSL altitude are used to calculate and “predict” the
aircraft’s flight path in relation to the surrounding terrain and obstacles. In this manner, HTAWS can provide
advanced alerts of predicted dangerous terrain conditions.
HTAWS incorporates altitude input from an optional radar altimeter for certain alerts.
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
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setting to the nearest reporting station along the flight path. However, because actual atmospheric 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 GSL altitude.
DISPLAYING HTAWS INFORMATION
HTAWS uses colors to depict terrain and obstacles relative to aircraft altitude. Colors are adjusted automatically
as the aircraft altitude changes. The colors and symbols in Figure 6-8 and Tables 6-2 and 6-3 are used to
represent terrain, obstacles, and potential impact points.
Red
Aircraft Altitude +250 ft
Terrain is more than
250 ft above the
aircraft altitude
Terrain is between 250
Orange ft and 0 ft above the
aircraft altitude
Aircraft Altitude
Terrain is between 0 ft
Yellow and 250 ft below the
aircraft altitude
Lighted Obstacle
Aircraft Altitude -250 ft
Terrain is between 250
Green ft and 500 ft below the
aircraft altitude
Aircraft Altitude -500 ft
Black
Terrain is more
than 500 ft below
the aircraft altitude
On the Terrain Proximity Page only, a gray shade of purple indicates no terrain data is available.
Figure 6-8 Terrain Altitude/Color Correlation for HTAWS
Unlighted Obstacle
Lighted Obstacle
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
Obstacle Location
Red obstacle is at or above current aircraft
altitude
Yellow obstacle is between 0’ and 250’
below current aircraft altitude
Gray obstacle is 250’ or more below
current aircraft altitude
* Gray obstacles only shown on navigation maps.
Table 6-2 HTAWS Obstacle Colors and Symbology
Potential Impact
Point Symbol
Alert Type
Example
Annunciation
Warning
Caution
Table 6-3 HTAWS Potential Impact Point Symbols with Alert Types
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The Map - HTAWS Page is the principal map page for viewing HTAWS information. HTAWS information can
be also displayed on the following maps and pages as an additional reference:
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Flight Plan Page
Displaying terrain and obstacle information (maps other than the HTAWS Page):
1) Press the MAP Softkey (for the PFD Inset Map, press the INSET Softkey).
2) Press the TERRAIN Softkey to display terrain and obstacle data.
When HTAWS is selected on maps other than the HTAWS Page, an icon to indicate the feature is enabled for
display and a legend for HTAWS terrain colors are shown. The legend appears without the icon on the HTAWS
Page.
The Navigation Map Page Setup Menu provides a means in addition to the softkeys for enabling/disabling the
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. For terrain data, the enable/disable function applies only to the MFD, while the
range setting also affects the PFD Inset Map.
Terrain data can be selected for display independently of obstacle data; however, obstacles for which warnings
and cautions are issued are shown when terrain is selected for display and the map range is within the setting
limit.
Maps besides the HTAWS 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.
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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 6-9).
4) Turn the small FMS Knob to select the ‘Map’ Group and press the ENT Key (Figure 6-10).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-11).
• 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 through options for each product (ON/OFF, maximum 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 6-9 Navigation Map Page Menu
Navigation
Map Settings
for displaying
Terrain and
Obstacles
Figure 6-10 Navigation Map Page Setup Menu
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Figure 6-11 Navigation Map Page Setup Menu, Map Group
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HTAWS PAGE
The Map - HTAWS 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. It is the principal page for viewing HTAWS
information. Aviation data (airports/heliports, VORs, and other NAVAIDs) can be displayed for reference. If
terrain/obstacles and the projected flight path of the aircraft intersect, the system automatically decreases the
map range if necessary to emphasise the display of the potential impact point on the HTAWS 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 HTAWS Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the HTAWS Page.
Changing the HTAWS Page view:
1) Press the VIEW Softkey.
2) Press the 360 or ARC Softkey to select the desired view.
Or:
1) Press the MENU Key.
2) Select ‘View Arc’ or ‘View 360º’ (choice dependent on current state) and press the ENT Key to change the view.
Showing/hiding aviation information on the HTAWS Page:
1) Press the MENU Key.
2) Select ‘Show Aviation Data’ or ‘Hide Aviation Data’ (choice dependent on current state) and press the ENT Key.
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Map Orientation
Current Aircraft GPSderived GSL Altitude
Obstacles
Map Range Rings
Terrain Legend
Annunciation Window
Figure 6-12 HTAWS Page (360 View)
Map Orientation
Current Aircraft GPSderived GSL Altitude
Map Range Arc
Terrain Legend
Annunciation Window
Figure 6-13 HTAWS Page (ARC View)
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HTAWS ALERTS
The system issues alerts when flight conditions meet parameters that are set within HTAWS software
algorithms. HTAWS alerts employ a CAUTION or a WARNING alert severity level. When an alert is issued,
the system displays visual annunciations and issues voice alerts. Table 6-4 shows HTAWS alert types with
corresponding annunciations and voice alerts.
When an alert is issued, annunciations appear on the PFD and MFD. The HTAWS Alert Annunciation is
shown to the upper left of the Altimeter on the PFD and below the Terrain Legend on the HTAWS Page or
Navigation Map Page (if terrain display is enabled) on the MFD. If the HTAWS Page is not displayed at the time,
a pop-up alert appears in the lower-right corner of 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 HTAWS Page)
Potential Impact
Point Caution
MFD Pop-Up
Alert
PFD Alert
Annunciation
Potential Impact Point Caution
Figure 6-14 HTAWS Alert Annunciations
Figure 6-15 HTAWS Page
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PFD/HTAWS
MFD
Page Alert Pop-Up Alert (except
Annunciation
HTAWS Page)
Alert Type
Voice Alert
Reduced Required Terrain Clearance
Warning (RTC)
“Warning; Terrain, Terrain”
Imminent Terrain Impact Warning (ITI)
“Warning; Terrain, Terrain”
Reduced Required Obstacle Clearance
Warning (ROC)
“Warning; Obstacle, Obstacle”
Imminent Obstacle Impact Warning (IOI)
“Warning; Obstacle, Obstacle”
Reduced Required Terrain Clearance
Caution (RTC)
“Caution; Terrain, Terrain”
Imminent Terrain Impact Caution (ITI)
“Caution; Terrain, Terrain”
Reduced Required Obstacle Clearance
Caution (ROC)
“Caution; Obstacle, Obstacle”
Imminent Obstacle Impact Caution (IOI)
“Caution; Obstacle, Obstacle”
Voice Callout (VCO)
None
None
“Five Hundred”, “Four Hundred”, “Three Hundred”,
“Two Hundred”, “One Fifty”, “One Hundred”, “Fifty”
Table 6-4 HTAWS Alerts Summary
HTAWS caution voice alerts can be muted while an alert is occurring. Muting an active caution voice alert
has no effect on visual caution annunciations or warning voice alerts. Muting becomes disabled if a new
HTAWS caution occurs.
Muting/Unmuting an Active HTAWS Caution Voice Alert:
Press the TA MUTE button on the collective.
Or:
1) Turn the large FMS Knob to select the HTAWS Page on the MFD.
2) Press the MUTE CTN Softkey.
Or:
1) Press the MENU Key.
2) Select ‘Mute Active Caution’ or ‘Unmute Active Caution’ (choice dependent on current state) and press the ENT
Key.
FORWARD LOOKING TERRAIN AVOIDANCE (FLTA)
Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle Clearance (ROC)
alerts are issued when the aircraft flight path is above terrain, yet is projected to come within the minimum
clearance values in Figure 6-16. When an RTC alert is issued, a potential impact point is displayed on
navigation maps and on the HTAWS Page.
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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 navigation maps and the HTAWS Page. The alert is
annunciated when the projected vertical flight path is calculated to come within minimum clearance altitudes
in Figure 6-16.
Required
Terrain/Obstacle
Clearance
Required
Terrain Clearance
400
Required
Terrain
(FT)
Required
TerrainClearance
Clearance (FT)
350
300
250
200
150
100
RTC Level (FT)
50
RTC Descending (FT)
0
0
1
2
3
4
5
6
7
8
9
10
Distance From Runway (NM)
Distance From Runway/Helipad (NM)
Figure 6-16 FLTA Alert Minimum Terrain and Obstacle Clearance Values
In situations when reduced FLTA alerting sensitivity may be desired, such as in low-level operations or
during off-airport landings, HTAWS offers a Reduced Protection (RP) Mode. When RP Mode is enabled, the
following occur:
• RTC is reduced to a maximum of 125 feet when groundspeed is at least 60 knots; RTC is reduced to zero
feet at less than 60 knots.
• HTAWS reduces the distance of the projected flight path used to scan for terrain and obstacles.
• HTAWS disables caution alerts.
When RP Mode is enabled, the system status annunciation ‘RP MODE’ is shown on the PFD, and in the
HTAWS Annunciation Window on the MFD.
Figure 6-17 Reduced Protection Mode Enabled
System Status Annunciation
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Enabling/Disabling RP Mode:
1) Turn the large FMS Knob to select the HTAWS Page.
2) Press the RP MODE Softkey to inhibit or enable RP Mode (choice dependent on current state).
Or:
1) Press the MENU Key.
2) Turn the FMS Knob to select ‘Reduce Protection’ or ‘Enable Full Protection’ (choice dependent on current state)
and press the ENT Key.
FLTA caution and warning alerts are automatically inhibited in any the following circumstances to reduce
nuisance alerts:
• The groundspeed is less than 30 knots.
• The aircraft is operating within a region of a published ILS, LPV, LP+V LNAV/VNAV or LNAV+V approach
service level within a defined descent path.
• The aircraft is in the vicinity of runways or a helipad.
HTAWS FLTA alerts can be manually inhibited. Discretion should be used when inhibiting these alerts, as
the system should be enabled when appropriate. When HTAWS is inhibited, the system status annunciation
‘HTAWS INH’ is shown on the PFD and in the HTAWS Annunciation Window on the MFD (Figure 6-18).
Figure 6-18 HTAWS Alerting Disabled
(HTAWS Inhibited) Annunciation
Inhibiting/enabling FLTA alerting:
1) Turn the large FMS Knob to select the HTAWS Page.
2) Press the INHIBIT Softkey to inhibit or enable HTAWS (choice dependent on current state).
Or:
1) Press the MENU Key.
2) Turn the FMS Knob to select ‘Inhibit HTAWS’ or ‘Enable HTAWS’ (choice dependent on current state) and press
the ENT Key.
If HTAWS alerts are inhibited, or HTAWS is unavailable or has failed when the Final Approach Fix is the
active waypoint in a GPS SBAS 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.
ALTITUDE VOICE CALLOUT ALERTS
HTAWS provides altitude voice callout alerts (VCO) as the aircraft descends. VCO alerts are based on either
radar altitude (if a radar altimeter is installed and available) or the GPS-computed height above terrain.
A VCO alert consists of a voice alert such as “five hundred”.
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The pilot can choose VCO alerts to occur when the aircraft descends through the altitudes of 500’, 400’,
300’, 200’, 150’ and 50’; alerts may also be disabled entirely. VCO alerts occur without visual annunciations
or pop-up alerts.
Selecting VCO alerting altitudes:
1) Turn the large FMS knob to select the AUX - System Setup Page.
2) If the Aux - System Setup 2 Page is not already displayed, press the SETUP 2 Softkey.
3) Press the FMS Knob to activate the cursor.
4) Turn the large FMS Knob to highlight the VCO altitude shown in the MAX SELECTED field.
5) Turn the small FMS Knob to select the maximum altitude at which VCO alerts will be enabled (from 500 to 50
feet), or select NONE to disable all VCO alerts.
6) When finished, press the FMS Knob.
The G1000H remembers the VCO alert altitude selections through power cycles.
Figure 6-19 Voice Callout Settings
(AUX - System Setup 2 Page)
SYSTEM STATUS
During system power-up, HTAWS conducts a system test of its alerting capabilities. The system test can
also be manually initiated. A voice alert is issued at test completion. HTAWS System Testing is disabled when
ground speed exceeds 30 knots. No HTAWS terrain or obstacle alerting is available while a system test is in
progress.
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PFD/HTAWS Page Status
Annunciation
HTAWS Page Center
Banner Annunciation
Voice Alert
HTAWS TEST
None
None
“HTAWS Test OK”
HTAWS System Failure
HTAWS FAIL
“HTAWS Failure”
HTAWS Not Available
None
“HTAWS Not Available”
None
“HTAWS Available”*
HTAWS FLTA Alerting Inhibited
None
None
Reduced Protection Mode Enabled
None
None
Alert Type
System Test in Progress
System Test Pass
None
HTAWS Availability Restored
None
* Voice alert message issued if HTAWS is inhibited.
Table 6-5 HTAWS System Status Annunciations
Manually testing the HTAWS System:
1) Select the HTAWS Page.
2) Press the MENU Key (Figure 6-20).
3) Select ‘Test HTAWS System’ and press the ENT Key to confirm the selection.
Figure 6-20 HTAWS Page Menu
HTAWS continually monitors several system-critical items such as database validity, hardware status, and GPS
status. If the terrain/obstacle database is not available, the system issues the “HTAWS Failure” voice alert with
the ‘HTAWS FAIL’ visual annunciation.
HTAWS 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
‘HTAWS N/A’ is generated in the annunciation window and on the HTAWS Page. The voice alert “HTAWS
Not Available” is also generated. When sufficient GPS signal is received and the aircraft is within the database
coverage area, the voice alert “HTAWS Available” is generated (unless HTAWS is inhibited).
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Alert Cause
MFD Terrain or Obstacle
database unavailable or invalid.
HTAWS operating with PFD
Terrain or Obstacle databases
Terrain or Obstacle database
unavailable or invalid on all
displays, invalid software
configuration, HTAWS audio
fault
PFD/
HTAWS Page
Annunciation
HTAWS Page Center Banner
Annunciation
Voice Alert
None
TERRAIN DATABASE FAILURE
None
HTAWS FAIL
“HTAWS Failure”
NO GPS POSITION
No GPS position
Excessively degraded GPS signal
None
Out of database coverage area
None
“HTAWS Not Available”
“HTAWS Available” when GPS
position returns and HTAWS is
not inhibited.
“HTAWS Not Available”;
“HTAWS Available” when
sufficient GPS signal is received
and HTAWS is not inhibited.
“HTAWS Not Available”
“HTAWS Available” when aircraft
enters database coverage area
and HTAWS is not inhibited.
Table 6-6 HTAWS Abnormal Conditions
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6.3 PROFILE VIEW TERRAIN
WARNING: Do not use Profile View Terrain data for primary terrain avoidance. Profile View Terrain is intended
only to enhance situational awareness.
NOTE: Terrain data is not displayed when the aircraft is outside of the installed terrain database coverage
area.
The G1000H offers a Profile View of terrain and obstacles relative to the aircraft’s current flight path and altitude
on the Navigation Map Page of the MFD. Profile View does not provide terrain or obstacle caution or warning
annunciations or voice alerts, nor does it display potential impact points inside the Profile View. The colors
and symbols used to represent terrain and obstacles are the same as those used in the HTAWS feature discussed
previously.
Accessing Profile View:
1) Select the Navigation Map Page.
2) Press the MAP Softkey.
3) Press the PROFILE Softkey to enable or disable Profile View.
Or:
1) Press the MENU Key.
2) Select ‘Show Profile View’ or ‘Hide Profile View’ (choice dependent on current state) and press the ENT Key.
Enabling/Disabling Profile View Terrain on the Navigation Map (when Profile View is enabled):
1) Select the Navigation Map Page.
2) Press the MAP Softkey.
3) Press the TERRAIN Softkey.
PROFILE VIEW DISPLAY
When the Profile View is enabled, it is displayed in a window below the Navigation Map. Altitude is shown
along a vertical scale, with an aircraft icon positioned at the current altitude. Distance is represented horizontally
along the bottom of the Profile View, and increases from left (present position) to right.
When the Navigation Map range is adjusted with the Joystick, the horizontal distance of the Profile View
is adjusted proportionately to be 1/2 of the Navigation Map range distance down to 1 nm, at which point
Profile View is no longer available (‘PROFILE NOT AVAILABLE’ is displayed). When Navigation Map range
is adjusted to remove altitude-correlated colored terrain data (as shown in the Terrain Legend) or obstacles
from the Navigation Map, these items are also removed from the Profile View; only an outline of the terrain
will be displayed in black in the Profile View window. Refer to the HTAWS section for more information about
displaying terrain or obstacles on the Navigation Map Page.
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Profile View
Path Enabled
Navigation Map Range
Terrain Legend
Altitude Scale
Profile View Length
is One Half of the
Navigation Map
Range
Distance Scale
Figure 6-21 Profile View on Navigation Map with Terrain Display Enabled
Obstacles with heights greater than 200 feet AGL appear relative to aircraft altitude along the altitude scale.
The top of the obstacle symbol on the scale represents the obstacle’s height AGL. If the obstacle’s height AGL
is higher than can be represented by the obstacle symbol itself (e.g. for especially tall obstacles), a vertical line
appears below the obstacle symbol in order to depict the top of the obstacle symbol at its height AGL, as shown
in Figure 6-29.
Figure 6-22 Profile View with Tall Obstacles
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The Profile View is based on the current aircraft track (or heading if track is unavailable) and shows the highest
known terrain or obstacles within a predetermined width from the present aircraft position to the end of the
profile range. The width of the Profile View (Table 6-7) is determined by the phase of flight, as annunciated on
the HSI. Refer to the Flight Instruments section for more information about flight phases.
Flight Phase
Approach
Departure
Terminal
Enroute
Oceanic
Total Profile View Width
0.6 nm
0.6 nm
2.0 nm
4.0 nm
4.0 nm
Table 6-7 Profile View Width Scale
PROFILE PATH
The Profile Path displays the horizontal and lateral boundaries of the Profile View. The path is shown as a
white rectangle on the Navigation Map Page (Figure 6-21) and is only available when Profile View is enabled.
White range markers both edges of the Profile Path rectangle match the range markers along the distance scale
inside the Profile View display window whenever the profile range is at least 4 nm (or 7.5 km if configured
for metric units).
The Profile Path rectangle may be configured on or off, and the Navigation Map range at which the Profile
Path is removed from map display can be changed.
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Customizing the Profile Path 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 6-23).
4) Turn the small FMS Knob to select the ‘Profile’ Group and press the ENT Key (Figure 6-24).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-25).
• PROFILE PATH – Turns the display of the Profile Path on or off and sets maximum map range at which the Profile
Path is shown
6) Turn the small FMS Knob to scroll through options (ON/OFF, range setting).
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 6-23 Navigation Map Page Menu
Figure 6-24 Navigation Map Page Setup Menu
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Figure 6-25 Navigation Map Page Setup Menu,
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6.4 TRAFFIC INFORMATION SERVICE (TIS)
WARNING: Do not rely solely upon the display of traffic information to accurately depict all of the traffic
within range of the aircraft. Due to lack of equipment, poor signal reception, and/or inaccurate information
from aircraft or ground stations, traffic may be present that is not represented on the display.
WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any
circumstances or conditions relieve the pilot’s responsibility to see and avoid other aircraft.
NOTE: TIS is available only when the aircraft is within the service volume of a TIS-capable terminal radar
site. Aircraft without an operating transponder are invisible to both Traffic Advisory Systems (TAS) and TIS.
Aircraft without altitude reporting capability are shown without altitude separation data or climb descent
indication.
NOTE: TIS is disabled if a Traffic Advisory System (TAS) is installed.
Traffic Information Service (TIS) is designed to help in detection and avoidance of other aircraft. TIS uses the
Mode S transponder for the traffic data link. TIS receives traffic information from ground stations, and is updated
every 5 seconds. The G1000H 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 using three different symbols (Table 6-8).
TIS Symbol
Description
Non-Threat Traffic
Traffic Advisory (TA)
Traffic Advisory Off Scale
Table 6-8 TIS Traffic Symbols
A Traffic Advisory (TA) indicates that the current track of the intruder could result in a collision. When traffic
meets the advisory criteria for the TA, a solid amber circle symbol is generated. A TA which is detected, but is
outside the range of the map, is indicated with a message in the lower left corner of the map and a half TA symbol
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 (no-bearing traffic) is displayed in the center of the
Traffic Map Page (Figure 6-30) or in a banner at the lower left corner of maps other than the Traffic Map Page on
which traffic can be displayed (Figure 6-26).
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
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symbols for aircraft without altitude reporting capability appear without altitude separation or climb/descent
information.
DISPLAYING TRAFFIC INFORMATION
Traffic information can be displayed on the following maps (when TIS is operating):
• PFD Inset Map
• Trip Planning Page
• Navigation Map Page
• Nearest Pages
• Traffic Map Page
• Active Flight Plan Page
Displaying traffic information (maps other than the Traffic Map Page):
1) Press the MAP Softkey.
2) Press the TRAFFIC Softkey to display traffic data.
When traffic is selected on maps other than the Traffic Map Page, an icon is shown to indicate the feature is
enabled for display.
Non-Threat
Traffic
Traffic
Advisory
Non-Threat
Traffic
Traffic Advisory
Off-Scale
Traffic
Display
Enabled
Traffic Status
Banner Messages
“Non Bearing”
Traffic Advisory
Figure 6-26 TIS Traffic on the Navigation Map Page
Displaying traffic information (PFD Inset Map):
1) Press the INSET Softkey.
2) Press the TRAFFIC Softkey to display traffic data on the inset map (TRFC-1).
3) Press the softkey again to display the traffic-only inset (TRFC-2).
4) Press the softkey again to remove traffic data.
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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 6-27).
4) Turn the small FMS Knob to select the ‘Traffic’ Group and press the ENT Key (Figure 6-28).
5) Turn the large FMS Knob or press the ENT Key to scroll through product selections (Figure 6-29).
• 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 through 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 6-27 Navigation Map Page
Menu
Figure 6-28 Navigation Map Page Setup Menu
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The Navigation Map Page Setup Menu provides a means in addition to the softkey for enabling/disabling
display of traffic. The setup menu also controls the map range settings above which traffic data (symbols
and labels) are decluttered from the display. If a map range larger than the map range setting is selected, the
data is removed from the map. Maps besides the Traffic Map Page use settings based on those selected for the
Navigation Map Page.
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. It is the principal map page for viewing TIS information.
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 G1000H begins to display traffic information. Refer to the System Status discussion
for more information.
Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Confirm TIS is in Operating Mode:
Press the OPERATE Softkey to begin displaying traffic.
Or:
a) Press the MENU Key.
b) Select ‘Operate Mode’ (shown if TIS is in Standby Mode) and press the ENT Key.
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Operating
Mode
“TIS Not
Available” Voice
Alert Mute
Status
Traffic Advisory,
300’ Above,
Descending
Traffic Advisory,
Off Scale Aircraft
is Beyond Map
Range, 1000’
Above and
Climbing
Non-Threat
Traffic,
Non-Altitude
Reporting
Non-Threat
Traffic, 5000’
Above,
Climbing
Display
of System
Status
Non-Bearing Traffic (System is Unable to
Determine Bearing), Aircraft Distance is
7.0 nm, 500’ Above and Descending
Mutes “TIS Not
Available” Voice
Alert
Figure 6-30 Traffic Map Page
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.
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Inset Map
Displays When
TA is Detected
Figure 6-31 Traffic Annunciation (PFD)
A “TIS 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 “TIS Not Available” (TNA) voice alert can be manually muted to reduce nuisance alerting. TNA muting
status is shown in the upper left corner of the Traffic Map Page.
Muting the “TIS Not Available” voice alert:
1) Select the Traffic Map Page.
2) Press the TNA MUTE Softkey. The status is displayed in the upper left corner of the Traffic Map Page.
Or:
a) Press the MENU Key.
b) Turn the FMS Knob to highlight ‘“Not Available” Mute On’ or ‘“Not Available” Mute Off’ and press the ENT
Key.
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SYSTEM STATUS
The G1000H 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
System Test has Failed
Data Not Received
from Transponder
Figure 6-32 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 whenever TIS has failed). Once
the aircraft is airborne, TIS switches to Operating Mode and traffic information is displayed. The mode can be
changed manually using softkeys or the page menu.
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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
Selecting a TIS mode:
1) Select the Traffic Map Page.
2) Press the STANDBY or OPERATE Softkey to choose the desired mode. The mode is displayed in the upper left
corner of the Traffic Map Page.
Or:
a) Press the MENU Key.
b) Turn the FMS Knob to highlight ‘Operate Mode’ or ‘Standby Mode’ (choice dependent on current state) and
press the ENT Key.
The annunciations to indicate the status of traffic information appear in a banner at the lower left corner of
maps on which traffic can be displayed (Table 6-12).
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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6.5 TRAFFIC ADVISORY SYSTEM (TAS)
WARNING: Do not rely solely upon the display of traffic information to accurately depict all of the traffic
within range of the aircraft. Due to lack of equipment, poor signal reception, and/or inaccurate information
from aircraft or ground stations, traffic may be present that is not represented on the display.
WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any
circumstances or conditions relieve the pilot’s responsibility to see and avoid other aircraft.
NOTE: Pilots should be aware of TAS system limitations. TAS systems require transponders of other aircraft
to respond to system interrogations. If the transponders do not respond to interrogations due phenomena
such as antenna shading or marginal transponder performance, traffic may be displayed intermittently, or
not at all. Aircraft without altitude reporting capability are shown without altitude separation data or climb
descent indication. Pilots should remain vigilant for traffic at all times.
NOTE: Radar altimeter data is optional for the Traffic Advisory System (TAS). If radar altimeter data is
detected by the TAS at the beginning of a power cycle and that data is subsequently lost, the TAS will
declare a fault and will not provide traffic information.
NOTE: TIS is disabled when TAS is installed.
The optional Garmin GTS 800 Traffic Advisory System (TAS) enhances flight crew situational awareness by
displaying traffic information for transponder-equipped aircraft. The system also provides visual annunciations
and voice traffic alerts to assist in efforts to visually acquire traffic.
The system is capable of tracking up to 45 intruding aircraft equipped with Mode A or C transponders, and up
to 30 intruders equipped with Mode S transponders. A maximum of 30 aircraft with the highest threat potential
can be displayed simultaneously. No traffic surveillance is provided for aircraft without operating transponders.
THEORY OF OPERATION
When the traffic system is in Operating Mode, the unit interrogates the transponders of intruding aircraft
while monitoring transponder replies. The system uses this information to derive the distance, relative bearing,
and if reported, the altitude and vertical trend for each aircraft within its surveillance range. The traffic system
then calculates a closure rate to each intruder based on the projected Closest Point of Approach (CPA). If the
closure rate meets the threat criteria for a Traffic Advisory (TA), visual and voice alerting is provided.
TAS SURVEILLANCE VOLUME
The GTS 800 surveillance system monitors the airspace within ±10,000 feet of own altitude. Under ideal
conditions, the GTS 800 unit scans transponder traffic up to 12 nm in the forward direction. The range is
somewhat reduced to the sides and aft of own aircraft due to the directional interrogation signal patterns. In
areas of greater transponder traffic density or when TCAS II (Traffic Alert and Collision Avoidance System II)
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systems are detected, the GTS 800 automatically reduces its interrogation transmitter power (and therefore
range) in order to limit potential interference from other signals.
When paired with a 1090 MHz Extended Squitter (1090 ES) transponder, the GTS 800 uses Automatic
Dependent Surveillance - Broadcast (ADS-B) data from participating airborne aircraft transponders to enhance
the positional accuracy and display of traffic within the TAS surveillance range. Traffic data supplied only by
ADS-B Ground Based Transceivers (GBTs) is not displayed.
NOTE: Do not confuse this functionality with full ADS-B capability, which can provide traffic information
from ADS-B Ground-Based Transceivers (GBTs) and ADS-B traffic outside of the TAS surveillance volume.
This system is limited to displaying ADS-B information from suitably equipped airborne aircraft within the
TAS surveillance volume.
TAS SYMBOLOGY
The GTS 800 uses symbology to depict intruding traffic using the symbols shown in Table 6-12.
Symbol
Description
Traffic Advisory (TA) arrow with ADS-B directional information. Points in the direction of the intruder aircraft track.
(Not available in all installations.)
Traffic Advisory without ADS-B directional information.
Traffic Advisory out of the selected display range. Displayed at outer range ring at proper bearing.
Proximity Advisory (PA) arrow with ADS-B directional information. Points in the direction of the aircraft track. (Not
available in all installations.)
Proximity Advisory without ADS-B directional information.
Non-threat traffic arrow with ADS-B directional information. Points in the direction of the intruder aircraft track.
(Not available in all installations.)
Non-Threat Traffic without ADS-B directional information
PA or Non-threat traffic arrow with ADS-B directional information, but positional accuracy is degraded. Points in the
direction of the aircraft track. (Not available in all installations.)
Table 6-12 GTS 800 Traffic Symbols
A Traffic Advisory (TA), displayed as an amber circle or triangle, alerts the crew to a potentially hazardous
intruding aircraft, if the closing rate, distance, and vertical separation meet TA criteria. A Traffic Advisory that
is beyond the selected display range (off scale) is indicated by a half TA symbol at the edge of the screen at the
relative bearing of the intruder.
A Proximity Advisory (PA), displayed as a solid white diamond or triangle, indicates the intruding aircraft is
within ±1200 feet and is within a 6 nm range, but is still not considered a TA threat.
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A Non-threat Advisory, shown as an open white diamond or triangle, is displayed for traffic beyond 6 nm that
is neither a TA or PA.
A solid white rounded arrow indicates either a PA or Non-Threat traffic with ADS-B directional information,
but the position of the traffic is shown with degraded accuracy.
Relative altitude, when available, is displayed above or below the corresponding intruder symbol in hundreds
of feet (Figure 6-33). When this altitude is above own aircraft, it is preceded by a ‘+’ symbol; a minus sign ‘-’
indicates traffic is below own aircraft.
A vertical trend arrow to the right of the intruder symbol (Figure 6-33) indicates climbing or descending
traffic of at least 500 fpm with an upward or downward-pointing arrow respectively.
Relative Altitude
Vertical trend arrow
Figure 6-33 Intruder Altitude and Vertical Trend Arrow
If the intruding aircraft is providing ADS-B track information, this is displayed as a vector line extending
beyond the traffic symbol in the direction of the track (Figure 6-34).
Vector Line indicates
intruder aircraft track
Figure 6-34 Intruder Traffic with ADS-B Directional
Information and Track
Flight IDs may also be displayed with traffic symbols; see the Flight IDs discussion in this section for more
information.
The traffic system automatically suppresses the display of altitude-reporting aircraft on the ground under
either of the following conditions:
• On-ground aircraft is equipped with a Mode S transponder.
• On-ground aircraft is equipped with a Mode C transponder, and own aircraft’s optional radar altimeter is
displaying 400’ AGL or less.
TA ALERTING CONDITIONS
The traffic system automatically adjusts its TA sensitivity level to reduce the likelihood of nuisance TA alerting
during flight phases likely to be near airports/heliports. Level A (less) TA sensitivity is used when the optional
radar altimeter indicates own aircraft is below 2000’ AGL. If a radar altimeter is not installed or has failed, the
traffic system applies Level A sensitivity when the groundspeed is less than 120 knots. In all other conditions,
the traffic system uses Level B (greater) TA sensitivity to assess TA threats.
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Sensitivity Intruder Altitude
Level
Available
A
Yes
A
No
B
Yes
B
No
TA Alerting Conditions
Intruder closing rate provides less than 20 seconds of vertical and
horizontal separation.
Or:
Intruder closing rate provides less than 20 seconds of horizontal
separation and vertical separation is within 600 feet.
Or:
Intruder range is within 0.2 nm and vertical separation is within
600 feet.
Intruder closing rate provides less than 15 seconds of separation.
Intruder closing rate provides less than 30 seconds of vertical and
horizontal separation.
Or:
Intruder closing rate provides less than 30 seconds of horizontal
separation and vertical separation is within 800 feet.
Or:
Intruder range is within 0.55 nm and vertical separation is within
800 feet.
Intruder range is less than 20 seconds.
Table 6-13 TA Sensitivity Level and TA Alerting Criteria
TAS ALERTS
When the traffic system detects a new TA, the following occur:
• A single “Traffic!” voice alert is generated, followed by additional voice information about the bearing,
relative altitude, and approximate distance from the intruder that triggered the TA (Table 6-14). The voice
alert, “Traffic! 12 o’clock, high, four miles,” would indicate the traffic is in front of own aircraft, above own
altitude, and approximately four nautical miles away.
• A ‘TRAFFIC’ Annunciation appears at above the Roll Scale on the PFD, flashes for five seconds, and remains
displayed until no TAs are detected in the area (Figure 6-35).
• The PFD Inset Map is automatically displayed with TA traffic.
If the bearing of TA traffic cannot be determined (Figures 6-35 and 6-37), an amber text banner will be
displayed in the center of the Traffic Map Page and in the lower-left of the PFD inset map instead of a TA
symbol. The text will indicate “TA” followed by the distance, relative altitude, and vertical trend arrow for the
TA traffic, if known.
A TA will be displayed for at least eight seconds, even if the condition(s) that initially triggered the TA are no
longer present.
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Inset Map
Displays When
TA is Detected
Figure 6-35 Traffic Annunciation (PFD)
Bearing
Relative Altitude
Distance (nm)
“One o’clock” through
“Twelve o’clock”
or “No Bearing”
“High”, “Low”, “Same Altitude” (if
within 200 feet of own altitude), or
“Altitude not available”
“Less than one mile”,
“One Mile” through “Ten Miles”, or
“More than ten miles”
Table 6-14 TA Descriptive Voice Announcements
A TA voice alert may be muted while it is occurring by pressing the TA MUTE button on the collective. If a
new TA occurs, the voice alert will be heard.
If an optional radar altimeter indicates own aircraft is below 400’ AGL, the GTS 800 automatically mutes
traffic voice alerts. This muting behavior does not occur if the radar altimeter has failed.
SYSTEM TEST
NOTE: Traffic surveillance is not available during the system test. Use caution when performing a system
test during flight.
The traffic system provides a system test mode to verify the system is operating normally. The test takes
approximately ten seconds to complete. When the system test is initiated, a test pattern of traffic symbols is
displayed on the Traffic Map Page (Figure 6-36). The voice alert “TAS System Test Passed” or “TAS System
Test Failed” is issued when the test is complete, and the traffic system will be in Standby Mode.
Testing the traffic system:
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) Turn the Joystick to set the range to 2/6 nm to allow for the full test pattern to be displayed.
4) Press the TEST Softkey.
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Or:
1) Press the MENU Key and turn the small FMS knob to select ‘Test Mode’.
2) Press the ENT Key.
Test Mode
Annunciation
Operating
Mode
Non-Threat
Traffic at
11 o’clock,
Distance 3.6
nm, 1000’
Above, Level
Proximity
Traffic at
1 o’clock,
Distance
3.6 nm,
1000’ Below,
Descending
TA at 9 o’clock,
Distance 2.0
nm, 200’ Below,
Climbing
Figure 6-36 System Test in Progress with Test Pattern
OPERATION
After power-up, the traffic system is in Standby Mode. The system must be in Operating Mode for traffic to
be displayed and for TAs to be issued.
Pressing the OPERATE Softkey allows the system to switch from Standby Mode to Operating Mode as
necessary. Pressing the STANDBY Softkey forces the unit into Standby Mode.
Switching from operating mode to standby mode:
On the Traffic Map Page, press the STANDBY Softkey
Or:
1) Press the MENU Key and turn the small FMS knob to highlight ‘Standby Mode’.
2) Press the ENT Key.
Switching from standby mode to operating mode:
On the Traffic Page, press the OPERATE Softkey
Or:
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1) Press the MENU Key and turn the small FMS knob to highlight ‘Operate Mode’.
2) Press the ENT Key. The system switches from Standby Mode to Operating Mode as necessary.
TRAFFIC MAP PAGE
The Traffic Map Page shows surrounding traffic data in relation to the aircraft’s current position and altitude,
without basemap clutter. It is the principal page for viewing traffic information. Aircraft orientation 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 and altitude display mode are annunciated in the upper left corner of the page.
Traffic
Mode
Traffic Advisory with ADS-B Directional
Information, 500’ Below, Climbing
Altitude
Mode
Traffic Display
Range Rings
Non-Threat Traffic,
2500’ Above,
Descending
Non-Threat
Traffic with
ADS-B
Directional
Information,
6000’ Above,
Level
“No Bearing”
Traffic (Bearing
Undetermined),
Distance 4.0
nm, 500’ Above,
Climbing
Proximity Traffic,
900’ Above,
Level, Flight ID
Displayed
Traffic
Advisory OffScale, 400’
Below, Level
Non-Threat
Traffic,
Altitude Not
Reported
Figure 6-37 Traffic Map Page
Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page Group.
2) Turn the small FMS Knob to select the Traffic Map Page.
3) Press the OPERATE Softkey to begin displaying traffic. ‘OPERATING’ is displayed in the Traffic mode field.
4) Press 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.
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Altitude Display
The pilot can select the volume of airspace in which non-threat and proximity traffic is displayed. TAs
occurring outside of these limits will always be shown.
Changing the altitude display range:
1) On the Traffic Map Page, press the ALT MODE Softkey.
2) Press one of the following softkeys:
• ABOVE: Displays non-threat and proximity traffic from 9900 feet above the aircraft to 2700 feet below the
aircraft. Typically used during climb phase of flight.
• NORMAL: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 2700 feet below
the aircraft. Typically used during enroute phase of flight.
• BELOW: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 9900 feet below the
aircraft. Typically used during descent phase of flight.
•
UNREST (unrestricted): All traffic is displayed from 9900 feet above and 9900 feet below the aircraft.
3) To return to the Traffic Page, press the BACK Softkey.
Or:
1) Press the MENU Key.
2) Turn the small FMS Knob to select one of the following (see softkey description in step 2 above):
•
Above
•
Normal
•
Below
•
Unrestricted
3) Press the ENT Key.
Flight ID Display
The Flight IDs of other aircraft (when available) can be enabled for display on the Traffic Map Page
(Figure 6-38). When a flight ID is received, it will appear above or below the corresponding traffic symbol
on the Traffic Map Page when this option is enabled.
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Flight ID
Figure 6-38 Traffic Map Page with Flight IDs Enabled
Enabling/Disabling Flight ID Display:
On the Traffic Map Page, press the FLT ID Softkey.
Or:
1) Press the MENU Key.
2) Turn the small FMS Knob to select ‘Show Flight IDs’ or ‘Hide Flight IDs’ (choice dependent on current state)
(Figure 6-39).
3) Press the ENT Key.
Figure 6-39 Traffic Map Page Menu
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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 12 nm, as indicated by the map range rings.
Changing the display range on the Traffic Map Page:
1) Turn the Joystick.
2) The following range options are available:
•
2 nm
•
2 and 6 nm
•
6 and 12 nm
ADDITIONAL TRAFFIC DISPLAYS
Traffic information can be displayed on the following maps on the MFD when the unit is operating:
• Navigation Map Page
• Nearest Pages
• Traffic Map Page
• Active Flight Plan Page
• Trip Planning Page
Traffic information can also be displayed on the PFD when Synthetic Vision Technology (SVT) system is
enabled. See the Additional Features Section for details.
Displaying traffic information (MFD maps other than the Traffic Map Page):
1) Press the MAP Softkey.
2) Press the TRAFFIC Softkey. Traffic is now displayed on the map.
When traffic is selected on maps other than the Traffic Map Page, a traffic icon is shown to indicate traffic
is enabled for display (Figure 6-40).
Displaying traffic on the Navigation Map
1) Ensure the TAS system is operating. With the Navigation Map displayed, press the MAP Softkey.
2) Press the TRAFFIC Softkey. Traffic is now displayed on the map as shown in the figure.
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Non-Threat
Traffic
Non-Threat
Traffic with
ADS-B
Directional
Information
Traffic
Advisory
Proximity
Traffic with
ADS-B Directional
Information
TA Off Scale Banner
Annunciation
“No Bearing”
Traffic Advisory
Banner Annunciation
Traffic Status
Icon
Figure 6-40 TAS Traffic on Navigation Map
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 6-41).
4) Turn the small FMS Knob to select the Traffic Group and press the ENT Key (Figure 6-42).
5) Turn the large FMS Knob or press the ENT Key to scroll through the selections (Figure 6-43).
• 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 Advisories and Proximity Advisories
- TA ONLY - Displays Traffic Advisories 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 through 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.
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Figure 6-41 Navigation Map Page Menu
Figure 6-42 Navigation Map Page Setup Menu
Figure 6-43 Navigation Map Page Setup Menu, Traffic Group
The Navigation Map Page Setup Menu also controls the display of traffic. The setup menu controls the map
range settings. Traffic data symbols and labels can be decluttered from the display. If a map range larger than
the map range setting is selected, the data is removed from the map. Maps besides the Traffic Map Page use
settings based on those selected for the Navigation Map Page.
Traffic information can also be displayed on the PFD Inset Map as either a navigation map overlay or as a
smaller version of the traffic map.
Displaying traffic information (PFD Inset Map):
1) Press the INSET Softkey.
2) Press the TRAFFIC Softkey to overlay traffic information on the inset navigation map (TRFC-1).
3) Press the softkey again to display the traffic-only inset (TRFC-2).
4) Press the softkey again to remove traffic data.
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SYSTEM STATUS
The traffic mode is annunciated in the upper left corner of the Traffic Map Page.
Mode
Traffic System Test
Initiated
Traffic Mode Annunciation
(Traffic Map Page)
TEST
(‘TEST MODE’ shown in white in center
of page)
Traffic Display Status Icon
(Other Maps)
OPERATING
Operating
STANDBY
(also shown in white in center of page)
Standby
FAIL
Traffic System Failed*
* See Table 6-16 for additional failure annunciations
Table 6-15 Traffic Modes
If the traffic unit fails, an annunciation as to the cause of the failure is shown in the center of the Traffic Map
Page. During a failure condition, the Operating Mode cannot be selected.
Traffic Map Page
Annunciation
NO DATA
DATA FAILED
FAILED
Description
Data is not being received from the traffic unit
Data is being received from the traffic unit, but the
unit is self-reporting a failure
Incorrect data format received from the traffic
unit, or data has been lost from radar altimeter (if
installed)
Table 6-16 Traffic Failure Annunciations
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).
Traffic unit has failed (unit is self-reporting a failure or sending incorrectly formatted data)
Data is not being received from the traffic unit
*Shown as symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Table 6-17 Traffic Status Annunciations
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AUTOMATIC FLIGHT CONTROL SYSTEM
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
This feature is not currently available on the Bell 505.
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ADDITIONAL FEATURES
SECTION 8 ADDITIONAL FEATURES
NOTE: With the availability of SafeTaxi, ChartView, or FliteCharts in electronic form, it is still advisable to
carry another source of charts on board the aircraft.
Additional optional features of the system include the following:
• Synthetic Vision Technology (SVT™)
• Airport Directory
• SafeTaxi® diagrams
• Scheduler
• ChartView and FliteCharts® electronic charts
The Synthetic Vision Technology (SVT™) provides a three-dimensional forward view of terrain features on the
PFD. SVT™ imagery shows the pilot’s view of relevant features in relation to the aircraft attitude, as well as the
flight path pertaining to the active flight plan.
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 AOPA or AC-U-KWIK Airport Directory offers detailed information for a selected airport, such as available
services, hours of operation, and lodging options.
The Scheduler feature can be used to enter and display short term or long term reminder messages such as
‘Switch fuel tanks’ or ‘Altimeter-Transponder Check’ in the Messages Window on the PFD.
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8.1 SYNTHETIC VISION TECHNOLOGY (SVT™)
WARNING: Use appropriate primary systems for navigation, and for terrain, obstacle, and traffic avoidance.
SVT is intended as an aid to situational awareness only and may not provide either the accuracy or reliability
upon which to solely base decisions and/or plan maneuvers to avoid terrain, obstacles, or traffic.
The Synthetic Vision Technology (SVT™) is a optional visual enhancement to the G1000H Integrated Flight
Deck. SVT depicts a forward-looking attitude display of the topography immediately in front of the aircraft.
The field of view is 30 degrees to the left and 35 degrees to the right. SVT information is shown on the Primary
Flight Display (PFD), or on the Multifunction Display (MFD) in Reversionary Mode (Figure 8‑142). The depicted
imagery is derived from the aircraft attitude, heading, GPS three-dimensional position, and a six arc-second
database of terrain, obstacles, and other relevant features. The terrain data resolution of six arc-seconds, meaning
that the terrain elevation contours are stored in squares measuring six arc-seconds on each side, is required for the
operation of SVT. Loss of any of the required data, including temporary loss of the GPS signal, will cause SVT to
be disabled until the required data is restored.
The SVT terrain display shows land contours, large water features, towers, and other obstacles over 200’ AGL
that are included in the obstacle database. Cultural features on the ground such as roads, highways, railroad
tracks, cities, and state boundaries are not displayed even if those features are found on the MFD map. The
terrain display also includes a north–south east–west grid with lines oriented with true north and spaced at one
arc-minute intervals to assist in orientation relative to the terrain. The colors used to display the terrain elevation
contours are similar to that of the topo map display.
The Helicopter Terrain Awareness and Warning System (HTAWS) is integrated within SVT to provide visual and
auditory alerts to indicate the presence of terrain and obstacle threats relevant to the projected flight path. Terrain
alerts are displayed in red and amber on the PFD.
The terrain display is intended for situational awareness only. It may not provide the accuracy or fidelity on
which to base decisions and plan maneuvers to avoid terrain or obstacles. Navigation must not be predicated
solely upon the use of the HTAWS terrain or obstacle data displayed by the SVT.
The following SVT enhancements appear on the PFD:
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• Pathways
• Airport Signs
• Flight Path Marker
• Runway Display
• Horizon Heading Marks
• Terrain Alerting
• Traffic Display
• Obstacle Alerting
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ADDITIONAL FEATURES
Figure 8-1 Synthetic Vision Imagery
SVT OPERATION
SVT is activated from the PFD using the softkeys located along the bottom edge of the display. Pressing the
softkeys turns the related function on or off. When SVT is enabled, the pitch scale increments are reduced to
10 degrees up and 7.5 degrees down.
SVT functions are displayed on three levels of softkeys. The PFD Softkey leads into the PFD function
Softkeys, including synthetic vision. Pressing the SYN VIS Softkey displays the SVT feature softkeys. The
softkeys are labeled PATHWAY, SYN TERR, HRZN HDG, and APTSIGNS. The BACK Softkey returns to
the previous level of softkeys. Synthetic Terrain must be active before any other SVT feature may be activated.
HRZN HDG, APTSIGNS, and PATHWAY Softkeys are only available when the SYN TERR Softkey is
activated (gray with black characters). After activating the SYN TERR Softkey, the HRZN HDG, APTSIGNS,
and PATHWAY softkeys may be activated in any combination to display desired features. When system power
is cycled, the last selected state (on or off) of the SYN TERR, HRZN HDG, APTSIGNS, and PATHWAY
softkeys is remembered by the system.
• PATHWAY Softkey enables display of rectangular boxes that represent course guidance.
• SYN TERR Softkey enables synthetic terrain depiction.
• HRZN HDG Softkey enables horizon heading marks and digits.
• APTSIGNS Softkey enables airport signposts.
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ADDITIONAL FEATURES
PFD
BACK
SYN VIS
Pressing the BACK Softkey
returns to the top-level softkeys.
PATHWAY
BACK
SYN TERR HRZN HDG APTSIGNS
Pressing the BACK Softkey returns to the previous level of softkeys.
Figure 8-2 SVT Softkeys
Enabling and disabling SVT:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the SYN TERR Softkey. The SVT display will cycle on or off with the SYN TERR Softkey.
Enabling and disabling Pathways:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the PATHWAY Softkey. The Pathway feature will cycle on or off with the PATHWAY Softkey.
Enabling and disabling Horizon Headings:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the HRZN HDG Softkey. The horizon heading display will cycle on or off with the HRZN HDG Softkey.
Enabling and disabling Airport Signs:
1) Press the PFD Softkey.
2) Press the SYN VIS Softkey.
3) Press the APTSIGNS Softkey. Display of airport signs will cycle on or off with the APTSIGNS Softkey.
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SVT FEATURES
Selected
Altitude
Airport
Runway
Zero
Pitch Line
(ZPL) with
Compass
Heading
Marks
Flight
Path
Marker
Airplane
Symbol
Pathways
Synthetic
Terrain
SVT
Softkeys
Figure 8-3 SVT on the Primary Flight Display
NOTE: Pathways and terrain features are not a substitute for standard course and altitude deviation
information provided by the altimeter, CDI, and VDI.
NOTE: Pathways are not available when the cross-pointer (X-Pointer) flight director format is selected.
PATHWAYS
Pathways provide a three-dimensional perspective view of the selected route of flight shown as colored rectangular
boxes representing the horizontal and vertical flight path of the active flight plan. The box size represents 700 feet
wide by 200 feet tall during enroute, oceanic, and terminal flight phases. During an approach, the box width is
700 feet or one half full scale deviation on the HSI, whichever is less. The height is 200 feet or one half full scale
deviation on the VDI, whichever is less. The altitude at which the pathway boxes are displayed is determined by
the selected altitude during climb, cruise, and when the active leg is the final approach course prior to intercepting
the glidepath/glideslope. During a descent (except while on the approach glidepath/glideslope), the pathway boxes
are displayed at the selected altitude, or the VNAV altitude programmed for the active leg in the flight plan, or the
published altitude constraint, whichever is higher (Figure 8-4). Just prior to intercepting the glidepath/glideslope,
the pathway boxes are displayed on the glidepath/glideslope, or the selected altitude, whichever is lower.
The color of the rectangular boxes may be magenta, green, or white depending on the route of flight and
navigation source selected. The active GPS or GPS overlay flight plan leg is represented by magenta boxes that
correspond to the Magenta CDI. A localizer course is represented by green boxes that correspond to a green CDI.
An inactive leg of an active flight plan is represented by white boxes corresponding to a white line drawn on the
Inset map or MFD map indicating an inactive leg.
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ADDITIONAL FEATURES
Selected
Altitude
Programmed
Altitudes
Figure 8-4 Programmed and Selected Altitude
Pathways provide supplemental glidepath/glideslope information on an active ILS, LPV, LNAV/VNAV, LP,
and some LNAV approaches. Pathways are intended as an aid to situational awareness and should not be
used independent of the CDI, VDI, glide path indicator, and glide slope indicator. They are removed from
the display when the selected navigation information is not available. Pathways are not displayed beyond the
active leg when leg sequencing is suspended and are not displayed on any portion of the flight plan leg that
would lead to intercepting a leg in the wrong direction. Pathways may then be re-displayed by pressing the
PATHWAY Softkey.
Departure and Enroute
Prior to intercepting an active flight plan leg, pathways are displayed as a series of boxes with pointers at
each corner that point in the direction of the active waypoint. Pathways are not displayed for the first leg
of the flight plan if that segment is a Heading-to-Altitude leg. The first segment displaying pathways is the
first active GPS leg or active leg with a GPS overlay. If this leg of the flight plan route is outside the SVT
field of view, pathways will not be visible until the aircraft has turned toward this leg. While approaching
the center of the active leg and prescribed altitude, the number of pathway boxes decreases to a minimum
of four.
Climb profiles cannot be displayed due to the variables associated with aircraft performance. Flight
plan legs requiring a climb are indicated by pathways displayed at a level above the aircraft at the altitude
selected or programmed.
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Descent and Approach
Pathways are shown descending only for a programmed descent (Figures 8-5, 8-6). When the flight plan
includes programmed descent segments, pathways are displayed along the descent path provided that the
selected altitude is lower than the programmed altitude.
When an approach providing vertical guidance is activated, Pathways are shown level at the selected
altitude up to the point along the final approach course where the altitude intercepts the extended vertical
descent path, glidepath, or glideslope. From the vertical path descent, glidepath, or glideslope intercept
point, the pathways are shown inbound to the Missed Approach Point (MAP) along the published lateral
and vertical descent path, or at the selected altitude, whichever is lower.
During an ILS approach, the initial approach segment is displayed in magenta at the segment altitudes
if GPS is selected as the navigation source on the CDI. When switching to localizer inbound with LOC
selected as the navigation source on the CDI, pathways are displayed in green along the localizer and glide
slope.
VOR, LOC BC, and ADF approach segments that are approved to be flown using GPS are displayed in
magenta boxes. Segments that are flown using other than GPS or ILS, such as heading legs or VOR final
approach courses are not displayed.
Selected Altitude
set for Enroute
Selected Altitude
set for Departure
Climbs NOT
displayed
by pathway
Non-programmed descents NOT displayed by pathway
TOD
Selected Altitude
for Step Down
Programmed descent
displayed by pathway
Selected Altitude or Programmed Altitude
(whichever is higher)
Figure 8-5 SVT Pathways, Enroute and Descent
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ADDITIONAL FEATURES
Missed Approach
Upon activating the missed approach, pathways lead to the Missed Approach Holding Point (MAHP) and
are displayed as a level path at the published altitude for the MAHP, or the selected altitude, whichever is
the highest. If the initial missed approach leg is a Course-to-Altitude (CA) leg, the pathways boxes will
be displayed level at the altitude published for the MAHP. If the initial missed approach leg is defined by
a course using other than GPS, pathways are not displayed for that segment. In this case, the pathways
displayed for the next leg may be outside the field of view and will be visible when the aircraft has turned
in the direction of that leg.
Pathways are displayed along each segment including the path required to track course reversals that are
part of a procedure, such as holding patterns. Pathways boxes will not indicate a turn to a MAHP unless a
defined geographical waypoint exists between the MAP and MAHP.
FAF
Descent displayed
by pathway
Selected Altitude
or Programmed Altitude
(whichever is higher)
Climbs NOT displayed
by pathway
MAP
Turn Segment
NOT displayed
by pathway
MAHP
Figure 8-6 SVT Pathways, Approach, Missed Approach, and Holding
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ADDITIONAL FEATURES
FLIGHT PATH MARKER
NOTE: The Flight Path Marker is not available when the cross-pointer (X-Pointer) flight director format is
selected.
The Flight Path Marker (FPM), also known as a Velocity Vector, is displayed on the PFD at groundspeeds
above 30 knots. The FPM depicts the approximate projected path of the aircraft accounting for wind speed
and direction relative to the three-dimensional terrain display.
The FPM is always available when the Synthetic Terrain feature is in operation. The FPM represents the
direction of the flight path as it relates to the terrain and obstacles on the display, while the airplane symbol
represents the aircraft heading.
The FPM works in conjunction with the Pathways feature to assist the pilot in maintaining desired altitudes
and direction when navigating a flight plan. When on course and altitude the FPM is aligned inside the
pathway boxes as shown (Figure 8-7).
The FPM may also be used to identify a possible conflict with the aircraft flight path and distant terrain or
obstacles. Displayed terrain or obstacles in the aircraft’s flight path extending above the FPM could indicate
a potential conflict, even before an alert is issued by HTAWS. However, decisions regarding terrain and/or
obstacle avoidance should not be made using only the FPM.
Flight Path
Marker
(FPM)
Wind
Vector
Figure 8-7 Flight Path Marker and Pathways
ZERO PITCH LINE
The Zero Pitch Line is drawn completely across the display and represents the horizon when the terrain
horizon is difficult to distinguish from other terrain being displayed. It may not align with the terrain
horizon, particularly when the terrain is mountainous or when the aircraft is flown at high altitudes.
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ADDITIONAL FEATURES
HORIZON HEADING
The Horizon Heading is synchronized with the HSI and shows approximately 60 degrees of compass
heading in 30‑degree increments on the Zero Pitch Line. Horizon heading tick marks and digits appearing
on the zero pitch line are not visible behind either the airspeed or altitude display. Horizon Heading is used
for general heading awareness, and is activated and deactivated by pressing the HRZN HDG Softkey.
TRAFFIC
WARNING: Intruder aircraft at or below 500 ft. AGL may not appear on the SVT display or may appear as a
partial symbol.
Traffic symbols are displayed in their approximate locations as determined by the related traffic systems.
Traffic symbols are displayed in three dimensions, appearing larger as they are getting closer, and smaller
when they are further away. Traffic within 250 feet laterally of the aircraft will not be displayed on the SVT
display. Traffic symbols and coloring are consistent with that used for traffic displayed in the Inset map or
MFD traffic page. If the traffic altitude is unknown, the traffic will not be displayed on the SVT display. For
more details refer to the traffic system discussion in the Hazard Avoidance section.
AIRPORT SIGNS
Airport Signs provide a visual representation of airport location and identification on the synthetic terrain
display. When activated, the signs appear on the display when the aircraft is approximately 15 nm from
an airport and disappear at approximately 4.5 nm. Airport signs are shown without the identifier until the
aircraft is approximately 8 nautical miles from the airport. Airport signs are not shown behind the airspeed
or altitude display. Airport signs are activated and deactivated by pressing the APTSIGNS Softkey.
Traffic
Airport
Sign
without
Identifier
(Between
8 nm and
15 nm)
Airport
Sign with
Identifier
(Between
4.5 nm and
8 nm)
Figure 8-8 Airport Signs
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ADDITIONAL FEATURES
RUNWAYS
WARNING: Do not use SVT runway depiction as the sole means for determining the proximity of the aircraft
to the runway or for maintaining the proper approach path angle during landing.
NOTE: Not all airports have runways with endpoint data in the database, therefore, these runways are not
displayed.
Runway data provides improved awareness of runway location with respect to the surrounding terrain. All
runway thresholds are depicted at their respective elevations as defined in the database. In some situations,
where threshold elevations differ significantly, crossing runways may appear to be layered. As runways are
displayed, those within 45 degrees of the aircraft heading are displayed in white. Other runways will be gray
in color. When an approach for a specific runway is active, that runway will appear brighter and be outlined
with a white box, regardless of the runway orientation as related to aircraft heading. As the aircraft gets closer
to the runway, more detail such as runway numbers and centerlines will be displayed.
Runway
Selected for
Approach
Other
Runway
on Airport
Figure 8-9 Airport Runways
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ADDITIONAL FEATURES
HTAWS ALERTING (OPTIONAL)
Terrain alerting on the synthetic terrain display is triggered by Forward-looking Terrain Avoidance (FLTA).
When an obstacle becomes a potential impact point the color of the obstacle matches the red or yellow X
displayed on the MFD HTAWS Page. For more detailed information regarding HTAWS, refer to the Hazard
Avoidance Section.
In some instances, a terrain or obstacle alert may be issued with no conflict shading displayed on the
synthetic terrain. In these cases, the conflict is outside the SVT field of view to the left or right of the aircraft.
HTAWS
Terrain
Alert
Terrain
Caution
Potential
Impact
Points
Figure 8-10 Terrain Alert
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ADDITIONAL FEATURES
Obstacles are represented on the synthetic terrain display by standard two-dimensional tower symbols as
found on MFD HTAWS Page and charts. Obstacle symbols appear in the perspective view with relative height
above terrain and distance from the aircraft. Unlike on the MFD HTAWS Page, obstacles on the synthetic
terrain display do not change colors to warn of potential conflict with the aircraft’s flight path until the obstacle
is associated with an actual FLTA alert. Obstacles greater than 1000 feet below the aircraft altitude are not
shown. Obstacles are shown behind the airspeed and altitude displays.
OBSTACLE
Annunciation
Obstacle
Caution
Figure 8-11 Obstacle
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ADDITIONAL FEATURES
FIELD OF VIEW
The PFD field of view can be represented on the MFD Navigation Map Page. Two dashed lines forming a
V‑shape in front of the aircraft symbol on the map, represent the forward viewing area shown on the PFD.
Configuring field of view:
1) While viewing the Navigation Map Page, press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to highlight Map Setup and press the ENT Key.
Field of
View
Navigation Map Page OPTIONS Menu
Map Setup Menu, Map Group, Field of View Option
Figure 8-12 Option Menus
3) Turn the FMS Knob to select the Map Group and press the ENT Key.
4) Turn the large FMS Knob to scroll through the Aviation Group options to FIELD OF VIEW.
5) Turn the small FMS Knob to select On or Off.
6) Press the FMS Knob to return to the Navigation Map Page.
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ADDITIONAL FEATURES
The following figure compares the PFD forward looking depiction with the MFD plan view and FIELD OF
VIEW turned on.
Lines
Depict
PFD Field
of View
Field of View on the MFD
SVT View on the PFD
Figure 8-13 PFD and MFD Field of View Comparison
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ADDITIONAL FEATURES
8.2 SAFETAXI
SafeTaxi is an optional 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 MFD display is within the SafeTaxi ranges, the airplane symbol on the airport provides 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.
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:
• Navigation Map Page
• VOR Information 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.
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ADDITIONAL FEATURES
Aircraft
Position
Taxiway
Identification
Airport Hot
Spot Outline
Airport
Features
Figure 8-14 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
pressed for easy recognition of decluttering level. Pressing the DCLTR Softkey removes the taxiway markings
and airport feature labels. Pressing the DCLTR-1 Softkey removes VOR and station ID, the VOR symbol, and
intersection names if within the airport plan view. Pressing the DCLTR-2 Softkey removes the airport runway
layout, unless the airport in view is part of an active route structure. Pressing the DCLTR-3 Softkey cycles back
to the original map detail. Refer to Map Declutter Levels in the Flight Management Section.
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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 8-15 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 8-16 MAP SETUP Menu, Aviation Group, SAFETAXI Range Options
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ADDITIONAL FEATURES
SafeTaxi database is revised every 56 days. SafeTaxi is always available for use after the expiration date.
When turning on the system, the Power-up Page indicates whether the databases are current, out of date, or
not available.
SafeTaxi Database
Figure 8-17 Power-up Page, SafeTaxi Database
Power-up Page Display
Definition
Normal operation. SafeTaxi database is valid and within current cycle.
SafeTaxi database has expired.
Database card contains no SafeTaxi data.
Table 8-1 SafeTaxi Annunciation Definitions
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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, as seen in Figure 8-18.
Press the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the SafeTaxi database information is
shown.
The SafeTaxi database cycle number shown in the figure, 16S1, is deciphered as follows:
16 – Indicates the year 2016
S – Indicates the data is for SafeTaxi
1 – Indicates the first issue of the SafeTaxi database for the year
The SafeTaxi EFFECTIVE date 04–FEB–16 is the beginning date for the current database cycle. SafeTaxi
EXPIRES date 31 –MAR–16 is the revision date for the next database cycle.
SafeTaxi Data
Figure 8-18 AUX – System Status Page, SafeTaxi Current Information
SafeTaxi information appears in blue and amber text. The EFFECTIVE date appears in blue when data is
current and in amber when the current date is before the effective date. The EXPIRES date appears in blue
when data is current and in amber when expired (Figures 8‑18 and 8-19). NOT AVAILABLE appears in blue
in the REGION field if SafeTaxi data is not available on the database card (Figure 8‑19). An expired SafeTaxi
database is not disabled and will continue to function indefinitely.
Press the MFD1 DB Softkey a second time. The softkey label will change to PFD1 DB. The DATABASE
window will now be displaying database information for PFD1. As before, scroll through the listed information
by turning the FMS Knob or pressing the ENT Key until the SafeTaxi database information is shown.
Refer to Updating Garmin Databases in Appendix B for instructions on revising the SafeTaxi database.
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ADDITIONAL FEATURES
Figure 8-19 illustrates possible SafeTaxi database conditions that may appear on the AUX - System Status
Page. 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 amber 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 8-19 AUX – System Status Page, SafeTaxi Database Status
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ADDITIONAL FEATURES
8.3 CHARTVIEW
ChartView is an optional feature that 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 planview of approach charts and on airport diagrams. Airport Hot Spots are outlined in
magenta.
The geo-referenced aircraft position is indicated by an aircraft symbol displayed on the chart when the current
position is within the boundaries of the chart. Inset boxes (Figure 8-20) are not considered within the chart
boundaries. Therefore, when the aircraft symbol reaches a chart boundary line, or inset box, the aircraft symbol
is removed from the display.
Figure 8-20 shows examples of off-scale areas, indicated by the grey shading. Note, the grey shading is for
illustrative purposes only and will not appear on the published chart or MFD display. These off-scale areas
appear on the chart to convey supplemental information. However, the depicted geographical position of this
information, as it relates to the chart planview, is not the actual geographic position. Therefore, when the aircraft
symbol appears within one of these areas, the aircraft position indicated is relative to the chart planview, not to
the off-scale area.
Inset Box
Off-Scale
Area
Off-Scale
Areas
Figure 8-20 Sample Chart Indicating Off-Scale Areas
NOTE: Do not maneuver the aircraft based solely upon the geo-referenced aircraft symbol.
The ChartView database subscription is available from Jeppesen, Inc. Available data includes:
• Arrivals (STAR)
• Airport Diagrams
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• Departure Procedures (DP)
• Bottlang VFR Charts (additional subscription)
• Approaches
• NOTAMs
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ADDITIONAL FEATURES
CHARTVIEW SOFTKEYS
ChartView functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing the SHW CHRT Softkey displays the available terminal chart and
advances to the chart selection level of softkeys: CHRT OPT, CHRT, INFO-1/2, DP, STAR, APR, WX,
NOTAM, and GO BACK. The chart selection softkeys shown below appear on the Airport Information Page.
Pressing the GO BACK Softkey reverts to the top level softkeys and previous page.
Pressing the CHRT OPT Softkey advances to the next level of softkeys: ALL, HEADER, PLAN, PROFILE,
MINIMUMS, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45 seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
SHW CHRT
CHRT OPT
CHRT
INFO-1
DP
HEADER
PLAN
APR
WX
NOTAM
GO BACK
Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.
INFO-2
ALL
STAR
PROFILE
MINIMUMS FIT WDTH FULL SCN
BACK
Selecting the BACK Softkey returns
to the Chart Selection Softkeys.
Figure 8-21 ChartView SHW CHRT, Chart Selection, and Chart Option Softkeys
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ADDITIONAL FEATURES
TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, press the SHW CHRT
Softkey.
Or:
1) Press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to scroll through the OPTIONS Menu to Show Chart.
3) Press the ENT Key to display the chart.
Navigation Map Page OPTIONS Menu
Waypoint Airport Information Page OPTIONS Menu
Figure 8-22 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 8-23 Chart Not Available Banner
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 8-24 Unable To Display Chart Banner
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ADDITIONAL FEATURES
When a chart is not available by pressing the SHW CHRT Softkey or selecting a Page Menu Option, charts
may be obtained for other airports from the WPT Pages or Flight Plan Pages.
If a chart is available for the destination airport, or the airport selected in the active flight plan, the chart
appears on the screen. When no flight plan is active, or when not flying to a direct-to destination, pressing the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown is one associated with the WPT – Airport Information page. Usually this is the airport runway
diagram. Where no runway diagram exists, but Take Off Minimums or Alternate Minimums are available, that
page appears. If Airport Information pages are unavailable, the Approach Chart for the airport is shown.
Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, press the SHW CHRT
Softkey. The airport diagram or approach chart is displayed on the Airport Information Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to select either the Airport Identifier Box or the Approach Box. (Press the APR Softkey
if the Approach Box is not currently shown).
4) Turn the small and large FMS Knob to enter the desired airport identifier.
5) Press the ENT Key to complete the airport selection.
6) Turn the large FMS Knob to select the Approach Box.
7) Turn the small FMS Knob to show the approach chart selection choices.
8) Turn either FMS Knob to scroll through the available charts.
9) Press the ENT Key to complete the chart selection.
Chart Scale
Select Desired
Approach Chart
From Menu
Scroll Through
Chart With
the Joystick
Figure 8-25 Approach Information Page, Chart Selection
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ADDITIONAL FEATURES
While the APPROACH Box is selected using the FMS Knob, the G1000H 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 8‑29). If the Chart Scale Box displays a banner NOT TO SCALE, the aircraft symbol is not shown. The
Aircraft Not Shown Icon may appear at certain times, even if the chart is displayed to scale.
Pressing the CHRT Softkey switches between the ChartView diagram and the associated map in the WPT
page group. In the example shown, the CHRT Softkey switches between the DeKalb Peachtree (KPDK) Airport
Diagram and the navigation map on the WPT – Airport Information page.
Select CHRT Softkey
to Switch Between
ChartView and WPT Airport Information Page
Figure 8-26 CHRT Softkey, Airport Information Page
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ADDITIONAL FEATURES
Pressing the INFO-1 or INFO-2 Softkey returns to the airport diagram chart when the view is on a terminal
procedure chart. If the displayed chart is the airport diagram chart, pressing the INFO-1 or INFO-2 Softkey
returns to the Airport Information Page.
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 Bravo 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-1 or INFO-2 Softkey. When the INFO Box is selected
using the FMS Knob, the 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.
When a European airport is displayed on the WPT- Airport Information Page, the INFO Box will also list
appropriate VFR charts, provided the Bottlang Chart subscription has been added to the ChartView database.
Aircraft
Current
Position
Figure 8-27 Airport Information Page, INFO View, Full Screen Width
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ADDITIONAL FEATURES
In the example shown in Figure 8-27, the Class B Chart is selected. Pressing the ENT Key displays the
Charlotte Class B Airspace Chart (Figure 8-28).
Figure 8-28 Airport Information Page, Class B Chart Selected from INFO View
Pressing the DP Softkey displays the Departure Procedure Chart if available.
Chart Not
To Scale
Aircraft Not
Shown Icon
Figure 8-29 Departure Information Page
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ADDITIONAL FEATURES
Pressing the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Chart Not
To Scale
Change Range
and Scroll
Through the
Chart With the
Joystick
Aircraft Not
Shown Icon
Figure 8-30 Arrival Information Page
Pressing the APR Softkey displays the approach chart for the airport if available.
Figure 8-31 Approach Information Page
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ADDITIONAL FEATURES
Pressing the WX Softkey shows the airport weather frequency information, and includes weather data such as
METAR and TAF from the SiriusXM Data Link Receiver, when available. Weather information is available only
when an SiriusXM Data Link Receiver is installed and the SiriusXM Weather subscription is current.
WX Info
When
Available
WX Softkey
Selected
Figure 8-32 Weather Information Page
NOTE: A subdued softkey label indicates the function is disabled.
NOTE: Only NOTAMs applicable to specific information conveyed on the displayed Jeppesen chart are
available when the NOTAM Softkey is pressed. There may be other NOTAMs available pertaining to the
flight that may not be displayed. Contact Jeppesen for more information regarding Jeppesen databasepublished NOTAMs.
Recent NOTAMS applicable to the current ChartView cycle are included in the ChartView database. Pressing
the NOTAM Softkey shows the local NOTAM information for selected airports, when available. When NOTAMS
are not available, the NOTAM Softkey label appears subdued and is disabled as shown in Figure 8-32. The
NOTAM Softkey may appear on the Airport Information Page and all of the chart page selections.
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ADDITIONAL FEATURES
NOTAM
Softkey
Appears for
Selected
Airports
Figure 8-33 NOTAM Softkey Highlighted
Local
NOTAM on
This Airport
NOTAM
Softkey
Selected
Figure 8-34 Airport Information Page, Local NOTAMs
Pressing the NOTAM Softkey again removes the NOTAMS information.
Pressing the GO BACK Softkey reverts to the previous page (Navigation Map Page, Nearest Pages, or Flight
Plan Page).
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ADDITIONAL FEATURES
CHART OPTIONS
Pressing the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-21).
Pressing the ALL Softkey shows the complete approach chart on the screen.
Complete
Chart
Shown
Figure 8-35 Approach Information Page, ALL View
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ADDITIONAL FEATURES
Pressing the HEADER Softkey shows the header view (approach chart briefing strip) on the screen.
Approach
Chart
Briefing Strip
Figure 8-36 Approach Information Page, Header View
Pressing the PLAN Softkey shows the approach chart two dimensional plan view.
Approach
Chart Plan
View
Figure 8-37 Approach Information Page, Plan View
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ADDITIONAL FEATURES
Pressing the PROFILE Softkey displays the approach chart descent profile strip.
Approach
Chart Descent
Profile Strip
Figure 8-38 Approach Information Page, Profile View, Full Screen Width
Pressing the MINIMUMS Softkey displays the minimum descent altitude/visibility strip at the bottom of the
approach chart.
Minimum
Descent
Altitude/
Visibility Strip
Figure 8-39 Approach Information Page, Minimums View, Full Screen Width
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ADDITIONAL FEATURES
If the chart scale has been adjusted to view a small area of the chart, pressing the FIT WIDTH Softkey
changes the chart size to fit the available screen width.
Select FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-40 Airport Information Page, FIT WDTH Softkey Selected
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ADDITIONAL FEATURES
Pressing the FULL SCN Softkey alternates between removing and replacing the data window to the right.
Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, press the FULL SCN Softkey to display the information windows
(AIRPORT, INFO).
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the AIRPORT, INFO, RUNWAYS, or FREQUENCIES Box (INFO Box shown).
4) Turn the small FMS Knob to select the INFO Box choices. If multiple choices are available, scroll to the desired
choice with the large FMS Knob and press the ENT Key to complete the selection.
5) Press the FMS Knob again to deactivate the cursor.
Available
Information
Select FULL SCN
Softkey to Switch
Between Full
Screen and Chart
With Info Window
Figure 8-41 Airport Information Page, Full Screen and Info Window
Pressing the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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The full screen view can also be selected by using the page menu option.
Selecting full screen On or Off:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
3) Turn the large FMS Knob to move between the FULL SCREEN and COLOR SCHEME Options.
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.
Chart Setup Option
Full Screen On/Off Selection
Figure 8-42 Page Menus
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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 G1000H 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 8-43 Waypoint Information Page, OPTIONS Menu
3) Turn the large FMS Knob to move to the COLOR SCHEME Option (Figure 8‑44).
4) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
5) If Auto Mode is selected, turn the large FMS Knob to select the percentage field. Use the small FMS Knob to
change the percentage value. The percentage value is the day/night crossover point based on the percentage of
backlighting intensity. For example, if the value is set to 15%, the day/night display changes when the display
backlight reaches 15% of full brightness.
The display must be changed in order for the new setting to become active. This may be accomplished by
selecting another page or changing the display range.
6) Press the FMS Knob when finished to remove the Chart Setup Menu.
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Figure 8-44 Arrival Information Page, Day View
Figure 8-45 Arrival Information Page, Night View
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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. When turning on the system, the Power-up Page displays the current status of the
ChartView database. See the table below for the various ChartView Power-up Page displays and the definition
of each.
ChartView Database
Figure 8-46 Power-up Page, ChartView Database
Power-up Page Display
Definition
Blank Line. system is not configured for ChartView. Contact a Garminauthorized 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 the
system has not yet locked onto satellites. Check database cycle number
for effectivity.
System is verifying chart database when new cycle is installed for the
first time.
After verifying, chart database is found to be corrupt. ChartView is not
available.
Table 8-2 ChartView Power-up Page Annunciations and Definitions
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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 amber
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.
NOTE: A subdued softkey label indicates the function is disabled.
Press the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the ChartView database information is
shown.
The ChartView database cycle number shown in the figure, 1604, is deciphered as follows:
16 – Indicates the year 2016
04 – Indicates the third issue of the ChartView database for the year
The EXPIRES date 17–FEB–15 is the date that this database should be replaced with the next issue.
The DISABLES date 15–SEP–16 is the date that this database becomes inoperative.
ChartView
Data
Figure 8-47 AUX – System Status Page, ChartView Current and Available
The ChartView database is obtained directly from Jeppesen. Refer to Updating Jeppesen Databases in
Appendix B for instructions on revising the ChartView database.
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ADDITIONAL FEATURES
Other possible AUX - System Status page conditions are shown in Figure 8-48. The EXPIRES date is the
revision date for the next database cycle. The DISABLES date is the date that this database cycle is no longer
viewable. A date displayed in amber indicates that date has passed. CYCLE NOT AVAILABLE in blue, indicates
no ChartView data is available on the database card or no database card is inserted.
ChartView has Expired, but is not Disabled
ChartView Database is Disabled
ChartView Database is Not Available
Figure 8-48 AUX – System Status Page, ChartView Database Status
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ADDITIONAL FEATURES
8.4 FLITECHARTS
FliteCharts is an optional feature resemble the paper version of AeroNav Services terminal procedures charts.
The charts are displayed with high-resolution and in color for applicable charts.
The geo-referenced aircraft position is indicated by an aircraft symbol displayed on the chart when the current
position is within the boundaries of the chart. An aircraft symbol may be displayed within an off-scale area
depicted on some charts.
Figure 8-49 shows examples of off-scale areas, indicated by the grey shading. Note, these areas are not shaded on
the published chart. These off-scale areas appear on the chart to convey supplemental information. However, the
depicted geographical position of this information, as it relates to the chart planview, is not the actual geographic
position. Therefore, when the aircraft symbol appears within one of these areas, the aircraft position indicated is
relative to the chart planview, not to the off-scale area.
The FliteCharts database subscription is available from Garmin. Available data includes:
• Arrivals (STAR)
• Approaches
• Departure Procedures (DP)
• Airport Diagrams
Off-Scale
Areas
Off-Scale
Area
Off-Scale
Areas
Off-Scale
Area
Figure 8-49 Sample Chart Indicating Off-Scale Areas
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NOTE: Do not maneuver the aircraft based solely upon the geo-referenced aircraft symbol.
FLITECHARTS SOFTKEYS
FliteCharts functions are displayed on three levels of softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing the SHW CHRT Softkey displays the available terminal chart and
advances to the chart selection level of softkeys: CHRT OPT, CHRT, INFO-1/2, DP, STAR, APR, WX, and
GO BACK. The chart selection softkeys appear on the Airport Information Page.
Pressing the GO BACK Softkey reverts to the top level softkeys and previous page.
Pressing the CHRT OPT Softkey displays the available terminal chart and advances to the next level of
softkeys: ALL, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45 seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
NOTAMs are not available with FliteCharts. The NOTAM Softkey label appears subdued and is disabled.
SHW CHRT
CHRT OPT
CHRT
INFO-1
DP
INFO-2
ALL
STAR
WX
APR
GO BACK
Selecting the GO BACK Softkey returns
to the top-level softkeys and previous page.
FIT WDTH
FULL SCN
BACK
Selecting the BACK Softkey returns
to the Chart Selection Softkeys.
Figure 8-50 FliteCharts SHW CHRT, Chart Selection, and Chart Option Softkeys
TERMINAL PROCEDURES CHARTS
Selecting Terminal Procedures Charts:
While viewing the Navigation Map Page, Nearest Airport Page, or Flight Plan Page, press the SHW CHRT
Softkey.
Or:
1) Press the MENU Key to display the PAGE MENU.
2) Turn the large FMS Knob to scroll through the OPTIONS Menu to Show Chart.
3) Press the ENT Key to display the chart.
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ADDITIONAL FEATURES
Navigation Map Page OPTIONS Menu
Waypoint Airport Information Page OPTIONS Menu
Figure 8-51 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 8-52 Chart Not Available Banner
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 8-53 Unable To Display Chart Banner
When a chart is not available by pressing the SHW CHRT Softkey or selecting a Page Menu Option, charts
may be obtained for other airports from the WPT Pages or Flight Plan Pages.
If a chart is available for the destination airport, or the airport selected in the active flight plan, the chart
appears on the screen. When no flight plan is active, or when not flying to a direct-to destination, pressing the
SHW CHRT Softkey displays the chart for the nearest airport, if available.
The chart shown is one associated with the WPT – Airport Information page. Usually this is the airport runway
diagram. Where no runway diagram exists, but Take Off Minimums or Alternate Minimums are available, that
page appears. If Airport Information pages are unavailable, the Approach Chart for the airport is shown.
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Selecting a chart:
1) While viewing the Navigation Map Page, Flight Plan Page, or Nearest Airports Page, press the SHW CHRT
Softkey. The airport diagram or approach chart is displayed on the Airport Information Page.
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to select either the Airport Identifier Box or the Approach Box. (Press the APR Softkey
if the Approach Box is not currently shown).
4) Turn the small and large FMS Knob to enter the desired airport identifier.
5) Press the ENT Key to complete the airport selection.
6) Turn the large FMS Knob to select the Approach Box.
7) Turn the small FMS Knob to show the approach chart selection choices.
8) Turn either FMS Knob to scroll through the available charts.
9) Press the ENT Key to complete the chart selection.
Chart Not
To Scale
Select Desired
Approach Chart
from Menu
Pan Chart
With the
Joystick
Aircraft Not
Shown Icon
Figure 8-54 Approach Information Page, Chart Selection
While the APPROACH Box is selected using the FMS Knob, the G1000H softkeys are blank. Once the
desired chart is selected, the chart scale can be changed and the chart can be panned using the Joystick.
Pressing the Joystick centers the chart on the screen.
The aircraft symbol is not shown on FliteCharts. The Chart Scale Box displays a banner NOT TO SCALE, and
the Aircraft Not Shown Icon is displayed in the lower right corner of the screen.
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ADDITIONAL FEATURES
Pressing the CHRT Softkey alternates between the FliteCharts diagram and the associated map in the WPT
page group. In the example shown, the CHRT Softkey switches between the Charlotte, NC (KCLT) Airport
Diagram and the navigation map on the WPT – Airport Information page.
Select CHRT Softkey
to Switch Between
FliteCharts and
Navigation Map Page
Figure 8-55 CHRT Softkey, Airport Information Page
Pressing the INFO-1 or INFO-2 Softkey returns to the airport diagram chart when the view is on a terminal
procedure chart. If the displayed chart is the airport diagram chart, pressing the INFO-1 or INFO-2 Softkey
returns to the Airport Information Page.
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ADDITIONAL FEATURES
Another source for additional airport information is from the INFO Box above the chart (Figure 8-55) or to
the right of the chart (Figure 8-56) for certain airports. This information source is not related to the INFO-1 or
INFO-2 Softkey. When the INFO Box is selected using the FMS Knob, the 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 8-56 Airport Information Page, INFO View with Airport Information
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ADDITIONAL FEATURES
In the example shown in Figure 8-56, TAKE OFF MINIMUMS is selected. Pressing the ENT Key displays the
Take-off Minimums and Departure Procedures Chart (Figure 8-57).
Figure 8-57 Airport Information Page, TAKE OFF MINIMUMS Selected from INFO View
Pressing the DP Softkey displays the Departure Procedure Chart if available.
Figure 8-58 Departure Information Page
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ADDITIONAL FEATURES
Pressing the STAR Softkey displays the Standard Terminal Arrival Chart if available.
Figure 8-59 Arrival Information Page
Pressing the APR Softkey displays the approach chart for the airport if available.
Figure 8-60 Approach Information Page
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ADDITIONAL FEATURES
Pressing the WX Softkey shows the airport weather frequency information, when available, and includes
weather data such as METAR and TAF from the SiriusXM Data Link Receiver. Weather information is available
only when an SiriusXM Data Link Receiver is installed and the SiriusXM Weather subscription is current.
Selecting Additional Information:
1) While viewing the Airport Taxi Diagram, press the WX Softkey to display the information windows (AIRPORT,
INFO).
2) Press the FMS Knob to activate the cursor.
3) Turn the large FMS Knob to highlight the INFO Box.
4) Turn the small FMS Knob to select the INFO Box choices. When the INFO Box is selected the G1000H 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
Softkeys are
Blank during
Info Box
Selection
Figure 8-61 Weather Information Page, WX Softkey Selected
WX Softkey
Selected
Pressing the GO BACK Softkey reverts to the previous page (Navigation Map Page or Flight Plan Page).
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CHART OPTIONS
Pressing the CHRT OPT Softkey displays the next level of softkeys, the chart options level (Figure 8-50).
Pressing the ALL Softkey shows the complete chart on the screen.
Complete
Chart
Shown
Figure 8-62 Airport Information Page, ALL View Selected
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ADDITIONAL FEATURES
Pressing the FIT WIDTH Softkey fits the width of the chart in the display viewing area. In the example
shown, the chart at close range is replaced with the full width chart.
Select FIT WDTH
Softkey to Show
Full Chart Width
Figure 8-63 Approach Information Page, FIT WDTH Softkey Selected
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Pressing 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 8-64 Airport Information Page, Full Screen and Info Window
Pressing the BACK Softkey, or waiting for 45 seconds reverts to the chart selection softkeys.
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The full screen view can also be selected by using the page menu option.
Selecting full screen On or Off:
1) While viewing a terminal chart press the MENU Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart Setup Menu Option and press the ENT Key.
3) Turn the large FMS Knob to move between the FULL SCREEN and COLOR SCHEME Options.
4) Turn the small FMS Knob to choose between the On and Off Full Screen Options.
Chart Setup Option
Full Screen On/Off Selection
Figure 8-65 Page Menus
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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 G1000H 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 8-66 Waypoint Information Page, OPTIONS Menu
3) Turn the large FMS Knob to move to the COLOR SCHEME Option (Figure 8‑67).
4) Turn the small FMS Knob to choose between Day, Auto, and Night Options.
5) If Auto Mode is selected, turn the large FMS Knob to select the percentage field. Use the small FMS Knob to
change the percentage value. The percentage value is the day/night crossover point based on the percentage of
backlighting intensity. For example, if the value is set to 15%, the day/night display changes when the display
backlight reaches 15% of full brightness.
The display must be changed in order for the new setting to become active. This may be accomplished by
selecting another page or changing the display range.
6) Press the FMS Knob when finished to remove the Chart Setup Menu.
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Figure 8-67 Approach Information Page, Day View
Figure 8-68 Approach Information Page, Night View
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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 are disabled 180 days after the expiration date and are no
longer available for viewing upon reaching the disables date. When turning on the system, the Power-up Page
displays the current status of the FliteCharts database. See the table below for the various FliteCharts Power-up
Page displays and the definition of each.
FliteCharts Database
Figure 8-69 Power-up Page, FliteCharts Database
Power-up Page Display
Definition
Blank Line. system is not configured for FliteCharts. Contact a Garminauthorized 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 8-3 FliteCharts Power-up Page Annunciations and Definitions
Other possible AUX - System Status page conditions are shown in Figure 8-70. ‘FliteCharts Expires’ plus a
date in white, indicates the chart database is current. ‘Chart data is out of date!’ in amber, indicates charts are
still viewable, but approaching the disable date.
When the 180 day grace period has expired, ‘Chart data is disabled.’ in amber 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.
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ADDITIONAL FEATURES
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 amber text. Dates shown in blue are current data. Dates shown in amber 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.
NOTE: A subdued softkey label indicates the function is disabled.
Press the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed
information by turning the FMS Knob or pressing the ENT Key until the FliteCharts database information is
shown.
The FliteCharts database cycle number shown in the figure, 1602, is deciphered as follows:
16 – Indicates the year 2016
02 – Indicates the second issue of the FliteCharts database for the year
The FliteCharts EFFECTIVE date 21–JUL–16 is the first date that this database is current.
The FliteCharts EXPIRES date 15–SEP–16 is the last date that this database is current.
The DISABLES date 06–APR–17 is the date that this database becomes inoperative.
FliteCharts
Data
Figure 8-70 AUX – System Status Page, FliteCharts Current and Available
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 EFFECTIVE date is the
beginning date for this database cycle. If the present date is before the effective date, the EFFECTIVE date
appears in amber and the EXPIRES date appears in blue. The EXPIRES date is the revision date for the next
database cycle. A date displayed in amber indicates that date has passed. The DISABLES date is the date that
this database cycle is no longer viewable. A date displayed in amber indicates that date has passed. REGION
and CYCLE NOT AVAILABLE in blue, indicate that FliteCharts database is not available on the database card
or no database card is inserted.
Current Date is Before Effective Date
FliteCharts Expired, but is not Disabled
FliteCharts Database is Disabled
FliteCharts Database is Not Available
Figure 8-71 AUX – System Status Page, FliteCharts Datbase Status
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ADDITIONAL FEATURES
8.5 AIRPORT DIRECTORY
The Aircraft Owners and Pilots Association (AOPA) and optional AC-U-KWIK Airport Directory databases
offer detailed information regarding services, hours of operation, lodging options, and more. This information
is viewed on the Airport Information Page by pressing the INFO Softkey until INFO-2 is displayed as shown in
Figure 8-72.
Both Airport Directories are available for downloading at flygarmin.com. However, copy only one of the
databases to the Supplemental Data Card. The system cannot recognize both databases simultaneously.
Selecting the Airport Directory Page:
1) Turn the large FMS Knob to select the ‘WPT’ page group.
2) Turn the small FMS Knob to select the AIRPORT INFORMATION Page. Initially, information for the airport closest
to the aircraft’s present position is displayed.
3) If necessary, press the INFO softkey until INFO-2 is displayed.
Figure 8-72 AOPA Information on the Airport Information Page
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ADDITIONAL FEATURES
AIRPORT DIRECTORY DATABASE CYCLE NUMBER AND REVISION
The Airport Directory databases are revised every 56 days and offered on a subscription basis. Check fly.
garmin.com for the current database. The Airport Directory is always available for use after the expiration date.
When turning on the system, the Power-up Page indicates whether the databases are current, out of date, or
not available.
Airport Directory Database
Figure 8-73 Power-up Page, Airport Directory Database
Power-up Page Display
Definition
Normal operation. Airport Directory database is valid and within
current cycle.
Airport Directory database has expired.
Database card contains no Airport Directory data.
Table 8-4 Airport Directory Annunciation Definitions
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ADDITIONAL FEATURES
The Airport Directory Region, Version, Cycle, Effective date and Expires date of the database cycle can also be
found on the AUX - System Status page, as seen in Figure 8-74.
Press the MFD1 DB Softkey to place the cursor in the DATABASE window. Scroll through the listed information
by turning the FMS Knob or pressing the ENT Key until the Airport Directory database information is shown.
The Airport Directory database cycle number shown in the figure, 15D1, is deciphered as follows:
15 – Indicates the year 2015
D – Indicates the data is for Airport Directory
1 – Indicates the first issue of the Airport Directory database for the year
The Airport Directory EFFECTIVE date 13–JAN–15 is the beginning date for the current database cycle. The
Airport Directory EXPIRES date 10–MAR–15 is the revision date for the next database cycle.
Airport Directory
Data
Figure 8-74 AUX – System Status Page, Airport Directory Current Information
Airport Directory information appears in blue and amber text. The EFFECTIVE date appears in blue when
data is current and in amber when the current date is before the effective date. The EXPIRES date appears in
blue when data is current and in amber when expired (Table 8-4). NOT AVAILABLE appears in blue in the
REGION field if Airport Directory data is not available on the database card. An expired Airport Directory
database is not disabled and will continue to function indefinitely.
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8.6 SCHEDULER
The Scheduler feature can be used to enter and display reminder messages (e.g., Phase 1 Inspection, Switch fuel
tanks, or Altimeter-Transponder Check) in the Messages 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, all messages are retained until
deleted, and message timer countdown is resumed.
Figure 8-75 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 Messages 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 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.
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.
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ADDITIONAL FEATURES
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 text.
Scheduler messages appear in the Messagess Window on the PFD. When a scheduler message is waiting, the
MSG Softkey flashes. Pressing the MSG Softkey opens the Messages Window and acknowledges the scheduler
message. The softkey label no longer flashes after pressing the MSG Softkey. Pressing the MSG Softkey again
removes the Messages Window from the display, and the scheduler message is deleted from the message queue.
Figure 8-76 PFD Alerts Window
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
413
ADDITIONAL FEATURES
8.7 ABNORMAL OPERATION
SVT TROUBLESHOOTING
SVT is intended to be used with traditional attitude, heading, obstacle, terrain, and traffic inputs. SVT is
disabled when valid attitude or heading data is not available for the display. In case of invalid SVT data, the
PFD display reverts to the standard blue-over-brown attitude display.
SVT becomes disabled without the following data resources:
• Attitude data
• Heading data
• GPS position data
• 6 Arc-second Terrain data
• Obstacle data
• HTAWS function is not available, in test mode, or failed
• The position of the aircraft exceeds the range of the terrain database.
REVERSIONARY MODE
SVT can be displayed on the Multifunction Display (MFD) in Reversionary Mode. If it is enabled when switching
to Reversionary Mode, SVT will take up to 30 seconds to be displayed. The standard, non-SVT PFD display will
be shown in the interim.
Figure 8-77 SVT Reversionary Mode
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ADDITIONAL FEATURES
UNUSUAL ATTITUDES
Unusual attitudes are displayed with red chevrons overlaid on the display indicating the direction to fly to
correct the unusual attitude condition. The display shows either a brown or blue colored bar at the top or
bottom of the screen to represent earth or sky. This is intended to prevent losing sight of the horizon during
extreme pitch attitudes.
Figure 8-78 Unusual Attitude Display
The blue colored bar is also displayed when terrain gradient is great enough to completely fill the display.
Blue Band
Terrain
Completely
Fills Display
Figure 8-79 Blue Sky Bar with Full Display Terrain
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
415
ADDITIONAL FEATURES
Blank Page
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
ANNUNCIATIONS AND ALERTS
CAS MESSAGE PRIORITIZATION
NOTE: Aural alerts associated with abnormal conditions and advisories are managed through the audio
panels. Refer to the Audio Panel and CNS Section for more information.
When Crew Alerting System (CAS) messages are generated, a CAS window containing messages appears to
the right of the vertical speed indicator on the PFD. Up to 12 messages can be displayed; when more than
12 messages accumulate, the CAS Softkey becomes available. Pressing the CAS Softkey displays softkeys for
scrolling up and down through the messages in the PFD CAS Window. In Reversionary Mode, the CAS Softkey
takes the place of the INSET Softkey.
PFD CAS
Window
CAS Scrolling Softkey
(Disabled Until More
Than 12 Messages
are Displayed)
Figure A-1 CAS Display (PFD)
Softkey Annunciation
(Press to Acknowledge
CAS Message)
CAS alerts are additionally displayed on the upper left of the EIS - Engine page. Up to 19 messages can be
displayed; when more than 19 messages accumulate, the CAS and CAS Softkeys will become available to
permit scrolling up and down through the messages on this page.
MFD Alerts
window
containing CAS
messages
CAS Scrolling Softkeys
(Disabled Until More
Than 19 Messages are
Displayed)
Figure A-2 Engine Page CAS Display (MFD)
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
417
APPENDIX A
NOTE: Information on CAS messages in this pilot’s guide is always superseded by the Bell 505 Flight Manual
(FM). Refer to the 505 FM for recommended pilot actions.
CAS messages are grouped by criticality (warning, caution, advisory, safe operating advisory) and sorted by
order of appearance (most recent messages on top). The color of the message is based on its urgency and on
required action.
• Warning (red) – Immediate crew awareness and immediate crew action required.
• Caution (amber) – Immediate crew awareness and subsequent corrective action required.
• Advisory (white) – Crew awareness required and subsequent action may be required.
• Status (green) – Crew awareness required.
When a warning or caution CAS message is generated, a steady ‘WARNING’’ or ‘CAUTION annunciator
is illuminated above the PFD, and the MSG Softkey label changes to display the WARNING or CAUTION
annunciation. The softkey annunciation flashes in inverse video and the corresponding aural alert sounds until
acknowledged by either depressing the softkey or by pushing the annunciator above the PFD.
Master Caution and Warning Indicators
(Press to Acknowledge CAS message)
PFD1
Figure A-3 Panel Layout
Figure A-4 PFD Softkey Annunciation
Softkey Annunciation
(Press to Acknowledge
CAS Message)
Figure A-5 Softkey Annunciations (MSG Softkey Labels)
A CAS message does not appear more than once at a given time. Warning and caution CAS messages flash
in inverse video when generated, and continue to flash until acknowledged or until the triggered condition is
inactive for more than three seconds.
After the acknowledgment, a message remains displayed at the top of its respective priority group in the CAS
Window until either a newer message of the same priority appears or the condition(s) that caused the alert to
display no longer exist, at which point the message is removed.
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Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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APPENDIX A
WARNING MESSAGES
See the 505 Flight Manual (FM) for recommended pilot actions.
Annunciation
Text
BATTERY HOT
ECU FAIL
ENG OIL TEMP
ENG OIL PSI LO
ENGINE FIRE
ENGINE OUT
FUEL PRESS
ROTOR BRAKE
RPM
XMSN OIL PRESS
XMSN OIL TEMP
Description
Battery is overheating.
ECU has detected a critical malfunction and reverted to fixed fuel flow (during start or In flight).
ECU has detected high engine oil temperature.
ECU has detected low engine oil pressure.
Fire detected in the engine compartment.
Ng less than 50%.
Fuel pressure is low.
Rotor brake pad(s) not fully retracted.
With low RPM audio - NR below 97% with power on or NR below 95% with power off.
Without audio - NR above 107% power on or NR above 111% with power off.
Transmission oil pressure is below minimum.
Transmission oil temperature is at or above red line.
CAUTION MESSAGES
See the 505 Flight Manual (FM) for recommended pilot actions.
Annunciation
Text
BAGGAGE DOOR
BATTERY COLD
BATTERY FAIL
BATTERY FAULT
BATTERY OFF
DRIVE CD INOP
DUAL FLY
ECU DEGRADED
ECU PMA FAIL
ENG CD INOP
ENGINE CHIP
ENG OIL PSI HI
EPSU FAIL
FIRE DET INOP
FOPS TST FAIL
FUEL FILTER
190-02064-00 Rev. A
Description
Baggage door is not securely latched.
Battery temperature below -5°C.
Battery has failed and battery power unavailable.
Battery has detected a fault and battery power is temporarily unavailable.
Battery is not connected to DC Bus.
XMSN upper or lower, F/W or T/R detector(s) inoperative.
Pilot and copilot throttle switches are in FLY position.
Malfunction has been detected in the engine controls system.
ECU alternator failed. The ECU is now powered by the DC BUS only.
One or two engine chip detector(s) inoperative.
Ferrous particles detected in engine oil.
Engine oil pressure is above maximum.
Electrical power supply unit has failed.
Engine fire detector is inoperative.
FOPS test invalid.
Fuel filter partially blocked.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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APPENDIX A
Annunciation
Text
FUEL LOW
GEN
GEN OVERLOAD
HMU AUX CTRL
IBF CLOGGED
MGT EXCEED
NG EXCEED
NP EXCEED
NP SENSOR FAIL
Q EXCEED
T/R CHIP
THROTTLE INOP
XMSN CHIP
Description
Fuel low condition (75 ±5 pounds) of fuel remaining in the tank.
Generator switch is off or the generator is not providing power to the DC bus.
Current is more than 165 amps for at least 5 seconds.
The main metering valve is frozen and the auxiliary metering valve is controlling fuel flow.
Inlet barrier filter partially blocked. Possible reduction in engine power available.
MGT exceeded.
NG exceeded.
NP exceeded.
One NP sensor has failed.
Engine torque exceeded.
Ferrous particles detected in T/R gearbox oil.
Throttle switches idle command is inoperative.
Ferrous particles detected in transmission or freewheeling unit oil.
ADVISORY MESSAGES
See the 505 Flight Manual (FM) for recommended pilot actions.
Annunciation
Text
BATT HEATER ON
Battery internal heater is active.
ECU DATA
One or more ECU information channel(s) is unavailable to the Garmin system.
ECU MAINT
ECU Level 1 failure detected.
ENG CD 1 INOP
Illuminates upon landing and indicates which engine chip detector has failed.
ENG CD 2 INOP
Illuminates upon landing and indicates which engine chip detector has failed.
ENGINE CHIP 1
Illuminates upon landing and indicates which engine chip detector is active.
ENGINE CHIP 2
Illuminates upon landing and indicates which engine chip detector is active.
F/W CD INOP
Illuminates upon landing and indicates that the freewheeling unit chip detector has failed.
F/W CHIP
Illuminates upon landing and indicates that the freewheeling unit chip detector is active.
FOPS TST INPRG
FUEL FILTER
ECU is performing flame out protection system test.
Fuel pressure has dropped below the filter pre-clog threshold.
MFD REV
Pilot has selected MFD REV.
START
Start relay is in START mode.
T/R CD INOP
420
Description
Illuminates upon landing and indicates that the tail rotor chip detector has failed.
XMSN CD 1 INOP
Illuminates upon landing and indicates that the transmission chip detector 1 (mast bearing) has failed.
XMSN CD 2 INOP
Illuminates upon landing and indicates that the transmission chip detector 2 (lower case) has failed.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
Annunciation
Text
XMSN CHIP 1
Description
Illuminates upon landing and indicates that the transmission chip detector 1 (mast bearing) is active.
XMSN CHIP 2
Illuminates upon landing and indicates that the transmission chip detector 2 (lower case) is active.
STATUS MESSAGES
Annunciation
Text
BATT CHARGING
CHIP TEST OK
EXT POWER
FIRE TEST OK
FOPS TST OK
OK TO SHUTDOWN
PITOT ON
WOG
190-02064-00 Rev. A
Description
Battery is charging.
Test of tail rotor gearbox, transmission upper and lower, and freewheel chip detectors successful.
External power is connected.
Test of fire detection system successful.
Flame out protection system test successful.
Engine cool down completed.
Pitot Heater is on.
Weight on gear is active and the aircraft is on ground.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
421
APPENDIX A
G1000H SYSTEM ANNUNCIATIONS
When a new message is issued, the MSG Softkey will flash to alert the flight crew of a new message. It
will continue to flash until acknowledged by pressing the softkey. Active messages are displayed in white
text. Messages that have become inactive will change to gray text. The MSG Softkey will flash if the state of
a displayed message changes or a new message is displayed. The inactive messages can be removed from the
Message Window by pressing the flashing MSG Softkey.
The G1000H System Messages conveys messages to the flight crew regarding problems with the G1000H
system. Typically, a large red “X” appears in a window when a related LRU fails or detects invalid data.
When an LRU or an LRU function fails, a large red “X” is typically displayed on windows associated with the
failed data. The following section describes various system annunciations. Refer to the RFM for additional
information regarding pilot responses to these annunciations.
NOTE: Upon power-up of the G1000H system, certain windows remain invalid as G1000H equipment begins
to initialize. All windows should be operational within one minute of power-up. Should any window
continue to remain flagged, the G1000H system should be serviced by a Garmin-authorized repair facility.
System
Annunciation
Red ‘X’
Messages Window
Figure A-6 G1000H System Messages
422
Message Softkey
Annunciation
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
GIA 63H Integrated
Avionics Unit
GIA 63H Integrated
Avionics Unit
GSU 75H Air Data
Computer
Or
GIA 63H Integrated Avionics
Unit
GEA 71H Engine
Airframe Unit
Or
GIA 63H
Integrated
Avionics Unit
GSU 75H AHRS
Or
GMU 44
Magnetometer
GEA 71H Engine
Airframe Unit
GIA 63H Integrated
Avionics Unit
GTX 33H Transponder
Or
GIA 63H Integrated
Avionics Unit
GSU 75H Air
Data Computer
Figure A-7 G1000H System Failure Annunciations
System Annunciation
Comment
Attitude and Heading Reference System is aligning.
Display system is not receiving attitude information from the AHRS.
Indicates a configuration module failure.
Display system is not receiving airspeed input from air data computer.
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423
APPENDIX A
System Annunciation
Comment
Display system is not receiving valid heading input from ADAHRS .
Display system is not receiving altitude input from the air data computer.
Display system is not receiving vertical speed input from the air data computer.
Display system is not receiving valid transponder information.
GPS information is either not present or is invalid for navigation use.
Note that AHRS utilizes GPS inputs during normal operation. ADAHRS operation may be degraded
if GPS signals are not present (see 505 FM).
Other Various Red X
Indications
424
A red “X” through any other display field (such as engine instrumentation display) indicates that
the field is not receiving valid data.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
• Audio Alerting System: The system issues audio alert tones when specific system conditions are met. See the
Alert Level Definitions Section for more information. Should the GIA 63W fail, audio and voice alerts are not
generated. 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) Press the ANN TEST Softkey.
Or:
a) Press the MENU Key.
b) Highlight ‘Enable Annunciator Test Mode’ and press the ENT Key.
Select to Test
Annunciation Tone
Figure A-8 System Status Page, Annunciation Tone Testing
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
425
APPENDIX A
HTAWS Alerts and Annunciations
PFD/HTAWS
MFD
Page Alert Pop-Up Alert (except
Annunciation
HTAWS Page)
Alert Type
Aural Message
Reduced Required Terrain Clearance
Warning (RTC)
“Warning; Terrain, Terrain”
Imminent Terrain Impact Warning (ITI)
“Warning; Terrain, Terrain”
Reduced Required Obstacle Clearance
Warning (ROC)
“Warning; Obstacle, Obstacle”
Imminent Obstacle Impact Warning (IOI)
“Warning; Obstacle, Obstacle”
Reduced Required Terrain Clearance
Caution (RTC)
“Caution; Terrain, Terrain”
Imminent Terrain Impact Caution (ITI)
“Caution; Terrain, Terrain”
Reduced Required Obstacle Clearance
Caution (ROC)
“Caution; Obstacle, Obstacle”
Imminent Obstacle Impact Caution (IOI)
“Caution; Obstacle, Obstacle”
Voice Callout (VCO)
None
None
“Five Hundred”, “Four Fifty”, “Four Hundred”,
“Three Fifty”, “Three Hundred”, “Two Fifty”,
“Two Hundred”, “One Fifty”, “One Hundred”, “Fifty”
HTAWS Alerts Summary
PFD/HTAWS Page Status
Annunciation
HTAWS Page Center
Banner Annunciation
Voice Alert
HTAWS TEST
None
None
“HTAWS Test OK”
HTAWS System Failure
HTAWS FAIL
“HTAWS Failure”
HTAWS Not Available
None
“HTAWS Not Available”
None
“HTAWS Available”*
HTAWS FLTA Alerting Inhibited
None
None
Reduced Protection Mode Enabled
None
None
Alert Type
System Test in Progress
System Test Pass
None
HTAWS Availability Restored
None
* Voice alert message issued if HTAWS is inhibited.
HTAWS System Status Annunciations
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190-02064-00 Rev. A
APPENDIX A
Alert Cause
MFD Terrain or
Obstacle database
unavailable or
invalid. HTAWS
operating with PFD
Terrain or Obstacle
databases
Terrain or
Obstacle database
unavailable
or invalid on
all displays,
invalid software
configuration,
HTAWS audio fault
No GPS position
PFD/HTAWS Page
Annunciation
None
HTAWS Page Center Banner
Annunciation
Voice Alert
TERRAIN DATABASE FAILURE
None
HTAWS FAIL
“HTAWS Failure”
NO GPS POSITION
“HTAWS Not Available”
“HTAWS Available” when GPS
position returns and HTAWS is not
inhibited.
“HTAWS Not Available”
“HTAWS Available” when sufficient
GPS signal is received and HTAWS is
not inhibited.
“HTAWS Not Available”
“HTAWS Available” when aircraft
enters database coverage area and
HTAWS is not inhibited.
Excessively
degraded GPS
signal
None
Out of database
coverage area
None
HTAWS Abnormal Conditions
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
427
APPENDIX A
TIS ALERTS AND ANNUNCIATIONS
Traffic Map Page
Annunciation
NO DATA
DATA FAILED
Description
Data is not being received from the transponder*
Data is being received from the transponder, but a failure is detected in the data stream*
FAILED
The transponder has failed*
UNAVAILABLE
TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
TIS Failure Annunciations
Mode
Traffic Mode Annunciation
(Traffic Map Page)
TIS Operating
OPERATING
Traffic Display Enabled Icon
(Other Maps)
TIS Standby
STANDBY
(also shown in white in center of page)
TIS Failed*
FAIL
TIS Modes
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
TIS Traffic Status Annunciations
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190-02064-00 Rev. A
APPENDIX A
VOICE ALERTS
Voice Alert
Description
Altitude is at 150 feet.
“One hundred fifty”*
“ECU Fail”
ECU has detected a critical malfunction and reverted to fixed fuel flow (during start or in flight).
“Engine Fire”
Fire detected in the engine compartment.
“Engine Out”
NG less than 50%.
*For aircraft equipped with optional GRA 55 Radar Altimeter.
G1000H SYSTEM MESSAGE ADVISORIES
NOTE: This Section provides information regarding G1000H message advisories that may be displayed by
the system. Knowledge of the aircraft, systems, flight conditions, and other existing operational priorities
must be considered when responding to a message. Always use sound pilot judgment. The 505 Flight
Manual (FM) and Flight Manual Supplements (FMS) take precedence over any conflicting guidance found in
this section.
This section describes various G1000H system message advisories. Certain messages are issued due to an LRU
or an LRU function failure. Such messages are normally accompanied by a corresponding red “X” annunciation
as shown previously in the G1000H System Annunciation section.
Message
ABORT APR – Loss of GPS
navigation. Abort approach.
ADC1 ALT EC – ADC1 altitude
error correction is unavailable.
ADC1 AS EC – ADC1 airspeed
error correction is unavailable.
ADC1 SERVICE – GDC1 needs
service. Return unit for repair.
AHRS MAG DB – AHRS magnetic
model database version mismatch.
AHRS1 GPS – AHRS1 using
backup GPS source.
AHRS1 GPS – AHRS1 not receiving
any GPS information.
AHRS1 GPS – AHRS1 not receiving
backup GPS information.
AHRS1 GPS – AHRS1 operating
exclusively in no-GPS mode.
AHRS1 SRVC – AHRS1 Magneticfield model needs update.
AHRS1 TAS – AHRS1 not receiving
valid airspeed.
APR DWNGRADE – Approach
downgraded.
190-02064-00 Rev. A
Comments
Abort approach due to loss of GPS navigation.
GDC is reporting that the altitude error correction is unavailable.
GDC is reporting that the airspeed error correction is unavailable.
A failure has been detected in the GDC1. The system should be serviced.
The #1 AHRS magnetic model database versions do not match.
The #1 AHRS is using the backup GPS path. Primary GPS path has failed. The system
should be serviced when possible.
The #1 AHRS is not receiving any or any useful GPS information. Check AFMS limitations.
The system should be serviced.
The #1 AHRS is not receiving backup GPS information. The system should be serviced.
The #1 AHRS is operating exclusively in no-GPS mode. The system should be serviced.
The #1 AHRS earth magnetic field model is out of date. Update magnetic field model when
practical.
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 system should be serviced.
Vertical guidance generated by SBAS is unavailable, use LNAV only minimums.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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APPENDIX A
Message
APR INACTV – Approach is not
active.
ARSPC AHEAD – Airspace ahead
less than 10 minutes.
ARSPC NEAR – Airspace near and
ahead.
ARSPC NEAR – Airspace near –
less than 2 nm.
AUDIO MANIFEST - Audio
software mismatch, communication
halted.
Comments
The system notifies the pilot that the loaded approach is not active. Activate approach
when required.
Special use airspace is ahead of aircraft. The aircraft will penetrate 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.
The audio panel has incorrect software installed. The system should be serviced.
CHECK CRS – Database course for
LOC1 / [LOC ID] is [CRS]°.
CHECK CRS – Database course for
LOC2 / [LOC ID] is [CRS]°.
COM1 PTT – COM1 push-to-talk
key is stuck.
COM1 RMT XFR – COM1 remote
transfer key is stuck.
Selected course for LOC1 differs from published localizer course by more than 10
degrees.
Selected course for LOC2 differs from published localizer course by more than 10
degrees.
The COM1 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 system should be serviced.
The COM1 transfer switch is stuck in the enabled (or “pressed”) position. Press the
transfer switch again to cycle its operation. If the problem persists, the system should be
serviced.
COM1 SERVICE – COM1 needs
The system has detected a failure in COM1. COM1 may still be usable. The system should
service. Return unit for repair.
be serviced when possible.
COM1 TEMP – COM1 over temp. The system has detected an over temperature condition in COM1. The transmitter is operating
Reducing transmitter power.
at reduced power. If the problem persists, the system should be serviced.
COM2 PTT – COM2 push-to-talk The COM2 external push-to-talk switch is stuck in the enable (or “pressed”) position. Press the
key is stuck.
PTT switch again to cycle its operation. If the problem persists, the system should be serviced.
COM2 RMT XFR – COM2 remote The COM2 transfer switch is stuck in the enabled (or “pressed”) position. Press the
transfer key is stuck.
transfer switch again to cycle its operation. If the problem persists, the system should be
serviced.
COM2 SERVICE – COM2 needs
The system has detected a failure in COM2. COM2 may still be usable. The system should
service. Return unit for repair.
be serviced when possible.
COM2 TEMP – COM2 over temp. The system has detected an over temperature condition in COM2. The transmitter is operating
Reducing transmitter power.
at reduced power. If the problem persists, the system should be serviced.
CNFG MODULE – PFD1
The PFD1 configuration module backup memory has failed. The system should be
configuration module is inoperative. serviced.
DATA LOST – Pilot stored data was
lost. Recheck settings.
DB CHANGE – Database changed.
Verify stored airways.
430
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.
This occurs when a stored flight plan contains an airway that is no longer consistent with
the navigation database. This alert is issued only after an navigation database update.
Verify use of airways in stored flight plans and reload airways as needed.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
Message
Comments
DB CHANGE – Database changed. This occurs when a stored flight plan contains procedures that have been manually edited.
Verify user modified procedures.
This alert is issued only after an navigation database update. Verify that the user-modified
procedures in stored flight plans are correct and up to date.
DB MISMATCH – Navigation
The PFDs and MFD have different navigation database versions or types (Americas,
database mismatch. Xtalk is off.
European, etc.) installed. Crossfill is off. Install correct navigation database version or type
in all displays.
DB MISMATCH – Obstacle
The PFDs and MFD have different obstacle database installed. Install correct obstacle
database mismatch.
database in all displays.
DB MISMATCH – Terrain database The PFDs and MFD have different terrain database versions or types installed. Install correct
mismatch.
terrain database version or type in all displays.
DIG GMA1 MANIFEST – DIG
The digital audio controller has incorrect software installed. The system should be
GMA 1 software mismatch,
serviced.
communication halted.
FAILED PATH – A data path has
failed.
FPL TRUNC – Flight plan has been
truncated.
FPL WPT LOCK – Flight plan
waypoint is locked.
FPL WPT MOVE – Flight plan
waypoint moved.
GEO LIMITS – AHRS1 too far
North/South, no magnetic compass.
GIA1 COOLING – GIA1
temperature too low.
GIA1 COOLING – GIA1 over
temperature.
GIA1 CONFIG – GIA1 audio config
error. Config service req’d.
GIA1 CONFIG – GIA1 config error.
Config service req’d.
GIA1 MANIFEST – GIA1 software
mismatch, communication halted.
GIA1 SERVICE – GIA1 needs
service. Return the unit for repair.
190-02064-00 Rev. A
A data path connected to the GDU or the GIA 63W has failed.
This occurs when a newly installed navigation database eliminates an obsolete approach 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.
Upon power-up, the system detects that a stored flight plan waypoint is locked. This
occurs when an navigation 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.
The system has detected that a waypoint coordinate has changed due to a new
navigation database update. Verify that stored flight plans contain correct waypoint
locations.
The aircraft is outside geographical limits for approved AHRS operation. Heading is
flagged as invalid.
The GIA1 temperature is too low to operate correctly. Allow units to warm up to
operating temperature.
The GIA1 temperature is too high. If problem persists, the system should be serviced.
The GIA1 have an error in the audio configuration. The system should be serviced.
The GIA1 configuration settings do not match backup configuration memory. The system
should be serviced.
The GIA1 has incorrect software installed. The system should be serviced.
The GIA1 self-test has detected a problem in the unit. The system should be serviced.
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APPENDIX A
Message
GIA2 COOLING – GIA2
temperature too low.
GIA2 COOLING – GIA2 over
temperature.
GIA2 CONFIG – GIA2 audio config
error. Config service req’d.
GIA2 CONFIG – GIA2 config error.
Config service req’d.
GIA2 MANIFEST – GIA2 software
mismatch, communication halted.
GIA2 SERVICE – GIA2 needs
service. Return the unit for repair.
GMA1 AUX MANIFEST – GMA1
AUX software mismatch, communication halted.
GMA1 CONFIG – GMA1 config
error. Config service req’d.
GMA1 FAIL – GMA1 is inoperative.
GMA1 MANIFEST – GMA1
software mismatch, communication
halted.
GMA1 SERVICE – GMA1 needs
service. Return unit for repair.
Comments
The GIA2 temperature is too low to operate correctly. Allow units to warm up to
operating temperature.
The GIA2 temperature is too high. If problem persists, the system should be serviced.
The GIA2 have an error in the audio configuration. The system should be serviced.
The GIA2 configuration settings do not match backup configuration memory. The system
should be serviced.
The GIA2 has incorrect software installed. The system should be serviced.
The GIA2 self-test has detected a problem in the unit. The system should be serviced.
The audio panel has incorrect aux software installed. The system should be serviced.
The audio panel configuration settings do not match backup configuration memory. The
system should be serviced.
The audio panel self-test has detected a failure. The audio panel is unavailable. The
system should be serviced.
The audio panel has incorrect software installed. The 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 system should be serviced
when possible.
GMA XTALK – GMA crosstalk error An error has occurred in transferring data between the two GMAs. The system should be
has occurred.
serviced.
GMU1 MANIFEST – GMU1
software mismatch, communication The GMU 44 has incorrect software installed. The system should be serviced.
halted.
GPS NAV LOST – Loss of GPS
Loss of GPS navigation due to insufficient satellites.
navigation. Insufficient satellites.
GPS NAV LOST – Loss of GPS
Loss of GPS navigation due to position error.
navigation. Position error.
GPS NAV LOST – Loss of GPS
Loss of GPS navigation due to GPS failure.
navigation. GPS fail.
GPS1 SERVICE – GPS1 needs
A failure has been detected in the GPS1 receiver. The receiver may still be available. The
service. Return unit for repair.
system should be serviced.
GRA1 CAL – GRA1 calibration.
GRA1 has improper calibration. The system should be serviced.
Service req’d.
GRA1 CONFIG – GRA1 config
The GRA and GDU have incompatible configurations.
error. Config service req’d.
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APPENDIX A
Message
GRA1 MANIFEST – GRA1
software mismatch, communication
halted.
GRA1 SERVICE – GRA1 needs
service. Return unit for repair
GRA1 TEMP – GRA1 over
temperature.
GTS CONFIG – GTS config error.
Config service req’d.
GTS MANIFEST – GTS software
mismatch, communication halted.
Comments
The GRA has incorrect software installed. The system should be serviced.
The GRA self-test has detected a problem in the unit. The system should be serviced.
The system has detected an over temperature condition in GRA1.
The GTS and GDU have incompatible configurations. This alert is also set when the GTS
has an invalid mode S addres sconfigured or the mode S address does not match both
XPDR mode S addresses.
The GTS 800 has incorrect software installed. The G1000H system should be serviced.
HDG FAULT – AHRS1
magnetometer fault has occurred.
HDG PRESET MODE – Magnetic
anomoly detected. HPM is
available.
HW MISMATCH – GIA hardware
mismatch. GIA1 communication
halted.
HW MISMATCH – GIA hardware
mismatch. GIA2 communication
halted.
A fault has occurred in the #1 GMU 44. Heading is flagged as invalid. The AHRS uses
GPS for backup mode operation. The system should be serviced.
INSIDE ARSPC – Inside airspace.
INVALID ADM – Invalid ADM: ATN
communication halted.
The aircraft is inside the airspace.
Data link avionics were not configured correctly and therefore will not be able to
communicate with the ground network.
LOCKED FPL – Cannot navigate
locked flight plan.
This occurs when the pilot attempts to activate a stored flight plan that contains locked
waypoint. Remove locked waypoint from flight plan. Update flight plan with current
waypoint.
LOI – GPS integrity lost.
Crosscheck with other NAVS.
LRG MAG VAR – Verify all course
angles.
MFD1 COOLING – MFD1 has poor
cooling. Reducing power usage.
MFD1 CONFIG – MFD1 config
error. Config service req’d.
190-02064-00 Rev. A
The magnetometer has detected a magnetic anomoly that could affect heading
indications. Heading Preset Mode may be used.
A GIA mismatch has been detected, where only one is SBAS capable.
GPS integrity is insufficient for the current phase of flight.
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°.
The MFD is overheating and is reducing power consumption by dimming the display. If
problem persists, the system should be serviced.
The MFD configuration settings do not match backup configuration memory. The system
should be serviced.
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APPENDIX A
Message
MFD1 DB ERR – MFD1 Airport
Directory database error exists.
MFD1 DB ERR – MFD1 basemap
database error exists.
MFD1 DB ERR – MFD1 Chartview
database error exists.
Comments
The MFD detected a failure in the Airport Directory database. Ensure that the data card is
properly inserted. Replace data card. If problem persists, the system should be serviced.
NAV DB UPDATED – Active
navigation database updated.
NAV1 RMT XFR – NAV1 remote
transfer key is stuck.
System has updated the active navigation database from the standby navigation
database.
The remote NAV1 transfer switch is stuck in the enabled (or “pressed”) state. Press the
transfer switch again to cycle its operation. If the problem persists, the system should be
serviced.
A failure has been detected in the NAV1 receiver. The receiver may still be available. The
system should be serviced.
The remote 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 system should be
serviced.
The MFD detected a failure in the basemap database.
The MFD detected a failure in the ChartView database (optional feature). Ensure that the
data card is properly inserted. Replace data card. If problem persists, the system should be
serviced.
MFD1 DB ERR – MFD1 FliteCharts The MFD detected a failure in the FliteCharts database (optional feature). Ensure that the
database error exists.
data card is properly inserted. Replace data card. If problem persists, the system should be
serviced.
MFD1 DB ERR – MFD1 obstacle
The MFD detected a failure in the obstacle database. Ensure that the data card is
database error exists.
properly inserted. Replace data card. If problem persists, the system should be serviced.
MFD1 DB ERR – MFD1 obstacle
The obstacle database is present on another LRU, but is missing on the specified LRU.
database missing.
MFD1 DB ERR – MFD1 obstacle
The MFD detected a failure in the obstacle database. Ensure that the data card is
database error exists.
properly inserted. Replace data card. If problem persists, the system should be serviced.
MFD1 DB ERR – MFD1 obstacle
The obstacle database is present on another LRU, but is missing on the specified LRU.
database missing
MFD1 DB ERR – MFD1 navigation The MFD detected a failure in the navigation database. Attempt to reload the navigation
database error exists.
database. If problem persists, the system should be serviced.
MFD1 DB ERR – MFD1 Safe Taxi
The MFD adetected a failure in the Safe Taxi database. Ensure that the data card is
database error exists.
properly inserted. Replace data card. If problem persists, the system should be serviced.
MFD1 DB ERR – MFD1 terrain
The terrain database is present on another LRU, but is missing on the specified LRU.
database error exists.
MFD1 KEYSTK – MFD [key name] A key is stuck on the PFD and/or MFD bezel. Attempt to free the stuck key by pressing it
Key is stuck.
several times. The system should be serviced if the problem persists.
MFD1 MANIFEST – MFD1
software mismatch, communication The MFD has incorrect software installed. The system should be serviced.
halted.
MFD1 SERVICE – MFD1 needs
The MFD self-test has detected a problem. The system should be serviced.
service. Return unit for repair.
MFD1 VOLTAGE – MFD1 has low
The MFD voltage is low. The system should be serviced.
voltage. Reducing power usage
NAV1 SERVICE – NAV1 needs
service. Return unit for repair.
NAV2 RMT XFR – NAV2 remote
transfer key is stuck.
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APPENDIX A
Message
NAV2 SERVICE – NAV2 needs
service. Return unit for repair.
NO WGS84 WPT – Non WGS 84
waypoint for navigation -[xxxx]
Comments
A failure has been detected in the NAV2 receiver. The receiver may still be available. The
system should be serviced.
The position of the selected waypoint [xxxx] is not calculated based on the WGS84
map reference datum and may be positioned in error as displayed. Do not use GPS to
navigate to the selected non-WGS84 waypoint.
NON-MAG UNITS– Non-magnetic Navigation angle is not set to MAGNETIC at power-up.
NAV ANGLE display units are
active.
PFD1 COOLING – PFD1 has poor
cooling. Reducing power usage.
PFD1 CONFIG – PFD1 config error.
Config service req’d.
PFD1 DB ERR – PFD1 basemap
database error exists.
PFD1 DB ERR – PFD1 navigation
database error exists.
PFD1 DB ERR – PFD1 obstacle
database error exists.
PFD1 DB ERR – PFD1 obstacle
database missing.
PFD1 DB ERR – PFD1 Safe Taxi
database error exists.
PFD1 DB ERR – PFD1 terrain
database error exists.
PFD1 DB ERR – PFD1 terrain
database missing.
PFD1 KEYSTK – PFD1 [key name]
Key is stuck.
[PFD1 or MFD1] CARD 1 REM
– Card 1 was removed. Reinsert
card.
[PFD1 or MFD1] CARD 2 REM
– Card 2 was removed. Reinsert
card.
[PFD1 or MFD1] CARD 1 ERR –
Card 1 is invalid.
[PFD1 or MFD1] CARD 2 ERR –
Card 2 is invalid.
PFD1 MANIFEST – PFD1 software
mismatch, communication halted.
190-02064-00 Rev. A
The PFD is overheating and is reducing power consumption by dimming the display. If
problem persists, the system should be serviced.
The PFD configuration settings do not match backup configuration memory. The system
should be serviced.
The PFD detected a failure in the basemap database.
The PFD detected a failure in the navigation database. Attempt to reload the navigation
database. If problem persists, the system should be serviced.
The PFD detected a failure in the obstacle database. Ensure that the data card is properly
inserted. Replace data card. If problem persists, the system should be serviced.
The obstacle database is present on another LRU, but is missing on the specified LRU.
The PFD detected a failure in the Safe Taxi database. Ensure that the data card is
properly inserted. Replace data card. If problem persists, the system should be serviced
The 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 system should
be serviced.
The terrain database is present on another LRU, but is missing on the specified LRU.
A key is stuck on the PFD bezel. Attempt to free the stuck key by pressing it several
times. The system should be serviced if the problem persists.
The SD card was removed from the top card slot of the specified PFD or MFD. The SD
card needs to be reinserted.
The SD card was removed from the bottom card slot of the specified PFD or MFD. The SD
card needs to be reinserted.
The SD card in the top card slot of the specified PFD or MFD contains invalid data.
The SD card in the bottom card slot of the specified PFD or MFD contains invalid data.
The PFD has incorrect software installed. The system should be serviced.
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APPENDIX A
Message
PFD1 SERVICE – PFD1 needs
service. Return unit for repair.
PFD1 VOLTAGE – PFD1 has low
voltage. Reducing power usage
PTK FAIL – Parallel track
unavailable: bad geometry.
PTK FAIL – Parallel track
unavailable: invalid leg type.
PTK FAIL – Parallel track
unavailable: past IAF.
Comments
SCHEDULER [#] – <message>.
SLCT FREQ – Select appropriate
frequency for approach.
SLCT MAG – Select MAGNETIC
NAV ANGLE display units.
SLCT NAV – Select NAV on CDI for
approach.
SLCT NON-MAG – Select
alternate NAV ANGLE display units.
STEEP TURN – Steep turn ahead.
SVS – SVS DISABLED: Out of
available terrain region.
SVS – SVS DISABLED: Terrain DB
resolution too low.
SW MISMATCH – GDU software
version mismatch. Xtalk is off.
Message criteria entered by the user.
The system notifies the pilot to load the approach frequency for the appropriate NAV
receiver. Select the correct frequency for the approach.
TERRAIN DSP – [PFD1 or
MFD1] Terrain awareness display
unavailable.
TIMER EXPIRD – Timer has
expired.
TRAFFIC FAIL – Traffic device has
failed.
UNABLE V WPT – Can’t reach
current vertical waypoint.
VNV – Unavailable. Excessive
track angle error.
436
The PFD self-test has detected a problem. The system should be serviced.
The PFD1 voltage is low. The system should be serviced.
Bad parallel track geometry.
Invalid leg type for parallel offset.
IAF waypoint for parallel offset has been passed.
The Navigation angle is non-magnetic. Select the MAGNETIC NAV ANGLE display units.
The system notifies the pilot to set the CDI to the correct NAV receiver. Set the CDI to the
correct NAV receiver.
The Navigation angle is magnetic. Select the alternate NAV ANGLE display units.
A steep turn is 15 seconds ahead. Prepare to turn.
Synthetic Vision is disabled because the aircraft is not within the boundaries of the
installed terrain database.
Synthetic Vision is disabled because a terrain database of sufficient resolution (4.9 arcsecond or better) is not currently installed.
The MFD and PFD have different software versions installed. The system should be
service..
One of the terrain or obstacle databases required for HTAWS in the specified PFD or MFD
is missing or invalid.
The system notifies the pilot that the timer has expired.
The system is no longer receiving data from the traffic system. The traffic device should
be serviced.
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 current track angle error exceeds the limit, causing the vertical deviation to go
invalid.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
Message
VNV – Unavailable. Excessive
crosstrack error.
VNV – Unavailable. Parallel course
selected.
VNV – Unavailable. Unsupported
leg type in flight plan.
WPT ARRIVAL – Arriving at
waypoint -[xxxx]
The current crosstrack exceeds the limit, causing vertical deviation to go invalid.
A parallel course has been selected, causing the vertical deviation to go invalid.
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.
Arriving at waypoint [xxxx], where [xxxx] is the waypoint name.
XPDR1 ADS-B FAIL – XPDR1
unable to transmit ADS-B
messages.
XPDR1 CONFIG – XPDR1 config
error. Config service req’d.
XPDR1 FAIL – XPDR1 is
inoperative.
XPDR1 SRVC – XPDR1 needs
service. Return unit for repair.
XTALK ERROR – A flight display
crosstalk error has occurred.
190-02064-00 Rev. A
Comments
ADS-B is inoperative. Other transponder functions may be available. Transponder should
be serviced when possible.
The transponder configuration settings do not match those of backup configuration
memory. The system should be serviced.
There is no communication with the #1 transponder.
The #1 transponder should be serviced when possible.
The MFD and PFDs are not communicating with each other. The system should be
serviced.
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APPENDIX A
PILOT PROFILE IMPORT/EXPORT MESSAGES
Pilot Profile Import/Export
Results
'Pilot profile import succeeded.'
'Pilot profile import failed.'
'Pilot profile export succeeded.'
'Pilot profile export failed.'
'No pilot profiles found to import.'
'Profile name invalid. Enter a different profile
name.'
'All available pilot profiles in use. Delete a
profile before importing another.'
438
Description
The pilot profile has been successfully imported from the SD card into the system.
The pilot profile was not successfully imported from the SD card into the system.
The pilot profile has been successfully exported from the system to the SD card.
The pilot profile was not successfully exported from the system to the SD card. The SD card
may not have sufficient available memory or the card may have been removed prematurely.
The SD card does not contain pilot profile data or an SD card has not been inserted.
The pilot profile names "DEFAULT PROFILE", "CURRENT SETTINGS", "GARMIN
DEFAULTS", "NONE", or a name beginning with a blank space are reserved by the system
and cannot be used. Choose a different pilot profile name.
The maximum quantity of pilot profiles which can be stored on the system has been
reached. Delete a profile on the system before importing another profile from an SD card.
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX A
FLIGHT PLAN IMPORT/EXPORT MESSAGES
In some circumstances, some messages may appear in conjunction with others.
Flight Plan Import/Export Results
Description
‘Flight plan successfully imported.’
A flight plan file stored on the SD card was successfully imported as a stored flight
plan.
‘File contained user waypoints only. User
The file stored on the SD card did not contain a flight plan, only user waypoints. These
waypoints imported successfully. No stored waypoints have been saved to the system user waypoints. No flight plans stored in the
flight plan data was modified.’
system have been modified.
‘No flight plan files found to import.’
The SD card contains no flight plan data.
‘Flight plan import failed.’
Flight plan data was not successfully imported from the SD card.
‘Flight plan partially imported.’
Some flight plan waypoints were successfully imported from the SD card, however
others had errors and were not imported. A partial stored flight plan now exists in the
system.
‘File contained user waypoints only.’
The file stored on the SD card did not contain a flight plan, only user waypoints. One
or more of these waypoints did not import successfully.
‘Too many points. Flight plan truncated.’
The flight plan on the SD card contains more waypoints than the system can support.
The flight plan was imported with as many waypoints as possible.
‘Some waypoints not loaded. Waypoints
The flight plan on the SD card contains one or more waypoints that the system cannot
locked.’
find in the navigation database. The flight plan has been imported, but must be edited
within the system before it can be activated for use.
‘User waypoint database full. Not all
The flight plan file on the SD card contains user waypoints. The quantity of stored user
loaded.’
waypoints has exceeded system capacity, therefore not all the user waypoints on the
SD card have been imported. Any flight plan user waypoints that were not imported
are locked in the flight plan. The flight plan must be edited within the system before it
can be activated for use.
‘One or more user waypoints renamed.’
One or more imported user waypoints were renamed when imported due to naming
conflicts with waypoints already existing in the system.
‘Flight plan successfully exported.’
The stored flight plan was successfully exported to the SD card.
‘Flight plan export failed.’
The stored flight plan was not successfully exported to the SD card. The SD card may
not have sufficient available memory or the card may have been removed prematurely.
190-02064-00 Rev. A
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APPENDIX A
Blank Page
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APPENDIX B
DATABASE MANAGEMENT
CAUTION: Never disconnect power to the system when loading a database. Power interruption during the
database loading process could result in maintenance being required to reboot the system.
The 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 navigation updates. Not all SD cards are compatible with
the G1000H.
NOTE: Loading a database in the system prior to its effective date will result in the expiration date on the
power-up screen and the effective date on the AUX-System Status Page being displayed in amber.
NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.
These discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles
and fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go
to FlyGarmin.com and select “Aviation Data Error Report.
NAVIGATION DATABASES
The navigation database is updated on a 28-day cycle. There are two possible methods for updating the
navigation database. If the 28-day cycle of your navigation database has already ended, you must update the
active navigation database. However, if the expiration date of the navigation database hasn’t already been
reached, you may load a standby navigation database. The system will then automatically update the active
database at the first aircraft power-on when the new navigation becomes effective.
The navigation database must be installed from the Jeppesen or user supplied SD data card. Go to www.
flygarmin.com or www.jeppesen.com for subscription and update information.
NOTE: To do this procedure, use a blank SD card to copy the navigation database. Garmin SD Cards (bottom
SD card slots) must NOT be used. The use of SanDisk SD Card is recommended to update the navigation
database file. Before utilization, it is recommended to format the SD Card with the FAT32 file system so that
displays will read it.
NOTE: After the navigation database is installed, the card may be removed.
Updating the active navigation database (not using the Dual Navigation Database or Automatic
Database Synchronization Features):
1) Go to www.flygarmin.com or www.jeppesen.com. Download the applicable software and install the navigation
database on a blank SD card.
2) With the system OFF, insert the SD card containing the new navigation database version into the top card slot of the
display (label of SD card facing left).
3) Turn the system ON. A prompt similar to the following is displayed in the upper left corner of the display:
190-02064-00 Rev. A
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APPENDIX B
Figure B-1 Standby Navigation Database Prompt
4) Press the NO Softkey to proceed to loading only the active database.
5) A prompt similar to the following is displayed, press the YES Softkey to update the active navigation database.
Figure B-2 Database Update Confirmation
6) After the update completes, the display starts in normal mode. Do not remove power while the display is
starting.
7) Turn the system OFF and remove the SD card from the top card slot.
8) Repeat steps 2 through 7 for the other display. Remove the SD card when finished.
9) Apply power to the system and press the ENT Key or the right-most softkey on the MFD to acknowledge the startup
screen.
10) Turn the large FMS Knob to select the AUX Page group on the MFD.
11) Turn the small FMS Knob to select the System Status Page.
12) Press the Display Database Selection Softkey (Figure B-3) to show active navigation database information for each
display.
Unselected
MFD1 DB Selected PFD1 DB Selected
Figure B-3 Display Database Softkey
13) Verify the correct navigation database cycle information is shown for each display (Figure B-4).
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APPENDIX B
Figure B-4 Check Database Cycle Number (MFD shown)
NOTE: Make sure that no messages related to database errors are displayed in the Messages window of the
PFD.
14) Remove power from the system.
DUAL NAVIGATION DATABASE FEATURE
The dual navigation database feature allows each display to store an upcoming navigation database on the
bottom SD card so that the system can automatically load it to replace the active database when the new
database becomes effective (the next cycle becomes available seven days prior to its effective date).
If a navigation database loader card is inserted into the top SD card slot of a display, and an SD card is in the
bottom slot, the system will prompt the user (upon on-ground power up) as to whether the database should
be stored on the bottom SD card as the standby database. If the user responds affirmatively, the system will
copy the navigation database from the top SD card to the bottom SD card. As long as the bottom SD card
remains in the card slot, this standby navigation database will be available for the system to use as the active
database as soon as it becomes effective.
The system checks the active and standby databases upon (on-ground only) power-up. If the standby
database is current and the active database is out of date, the display will upload the standby database into
the active internal database location. Loading the standby database to the active location takes approximately
45-55 seconds. During the loading process ‘Please Wait. Navigation Database Update in Progress. Do Not
Remove Power from Displays’ will be displayed on screen. After startup is complete, the pilot is alerted that
the update is complete by a system alert message, ‘NAV DB UPDATED’.
In some situations, such as an overnight flight in which departure date is prior to the effective date
of the standby database and arrival date is after the effective date, it may be desired to force the loaded
standby database into active service earlier than the system would otherwise make the change. This can be
accomplished by selecting the STBY DB Softkey on the AUX-System Status Page. Turn system power off,
then on to complete the database change.
190-02064-00 Rev. A
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APPENDIX B
NOTE: After the standby navigation database is installed, the card must be removed.
Loading a standby navigation database:
NOTE: To do this procedure, use a blank SD card to copy the navigation database. Garmin SD Cards (bottom
SD card slots) must NOT be used. The use of SanDisk SD Card is recommended to update the navigation
database file. Before utilization, it is recommended to format the SD Card with the FAT32 file system so that
displays will read it.
1) Go to www.flygarmin.com or www.jeppesen.com. Download the applicable software and install the navigation
database on a blank SD card.
2) With the system OFF, insert the SD card containing the new navigation database version into the top card slot
of the display.
3) Verify that an SD card is inserted in the bottom slot of each display.
4) Turn the system ON. A prompt similar to the following is displayed.
Figure B-5 Standby Navigation Database Prompt
5) Press the YES softkey. The navigation database is copied to the SD card in the bottom of the display.
6) After the navigation database files are copied to the bottom SD card, the display will appear as shown in Figure
B-6.
Figure B-6 Standby Navigation Database Update Complete
7) As instructed on the display, press any key to continue. The display will now appear as shown in Figure B-7.
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APPENDIX B
Figure B-7 Navigation Database Verification Prompt
8) Press any key to continue. The display will now appear as shown in Figure B-8.
Figure B-8 Active Navigation Database Prompt
9) Press the NO Softkey. The display now starts in normal mode. Since the database effective date is not yet valid,
it should not be loaded as the active database. The display now starts in normal mode. Do not remove power
while the display is starting.
10) Turn the system OFF and remove the SD card from the top card slot.
11) Repeat steps 2 through 10 for the other display.
12) Apply power to the system and press the ENT Key on the MFD display to acknowledge the startup screen.
13) Turn the large FMS Knob to select the AUX Page group on the MFD.
14) Turn the small FMS Knob to select the System Status Page.
15) Press the Display Database Selection Softkey (Figure B-9) to show standby navigation database information for
each display.
Unselected
MFD1 DB Selected PFD1 DB Selected
Figure B-9 Display Database Softkey
16) Verify the correct standby navigation database cycle information is shown for each display (Figure B-10).
Figure B-10 Check Database Cycle Number (MFD shown)
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APPENDIX B
NOTE: Make sure that no messages related to database errors are displayed in the Messages window of the
PFD.
17) Press the MSG Softkey and determine if any message related to databases is active.
18) Remove power from the system.
GARMIN DATABASES/JEPPESEN CHARTVIEW DATABASE
The following databases are stored on Supplemental Data Cards provided by Garmin:
• Expanded basemap
• Obstacle
• Terrain
• FliteCharts or ChartView
• Airport Directory (AOPA or
AC-U-KWIK)
After subscribing to the desired database product, these database products will be downloaded and ultimately
stored on three Supplemental Data Cards (with the exception of FliteCharts and ChartView, which are loaded
on only one card). Each Supplemental Data Card resides in the bottom card of each display as shown in Figure
B-11. These cards must not be removed except to update the databases stored on each card.
MFD
PFD
Figure B-11 Correct Database Locations
Since these databases are not stored internally in the displays, a Supplemental Data Card containing identical
database versions must be kept in each display unit.
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.
The terrain database contains the terrain mapping data. These databases are updated periodically and have
no expiration date.
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
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APPENDIX B
obstacles are necessarily charted and therefore may not be contained in the obstacle database. This database is
updated on a 56-day cycle.
NOTE: The data contained in the terrain and obstacle databases comes from government agencies. Garmin
accurately processes and cross-validates the data, but cannot guarantee the accuracy and completeness of
the data.
The AOPA or AC-U-KWIK Airport Directory provides detailed information about airports and heliports,
along with the names and phone numbers of thousands of FBOs. The AOPA Airport Directory covers U.S.
airports, while the AC-U-KWIK Airport Directory coverage area may be worldwide or regional, depending on
the database purchased. Both AOPA and AC-U-KWIK Airport Directory databases are updated every 56 days.
The SafeTaxi database contains detailed airport diagrams for selected airports. These diagrams aid in following
ground control instructions by accurately displaying the aircraft position on the map in relation to taxiways,
ramps, runways, terminals, and services. This database is updated on a 56-day cycle.
The FliteCharts database contains procedure charts for the United States, Canada, and Europe. This database
is updated on a 28-day cycle. If not updated within 180 days of the expiration date, FliteCharts will no longer
function.
The ChartView database should be copied to the Garmin supplied Supplemental Data Card which will reside
in the bottom card slot on the MFD. Contact Jeppesen (www.jeppesen.com) for subscription and update
information.
AUTOMATIC DATABASE SYNCHRONIZATION FEATURE
The automatic database synchronization feature automatically transfers the database from a single
SD database card to the SD cards on the PFD and the MFD to ensure that all databases are synchronized
throughout the system. After power-up, the system compares all copies of each applicable database. If similar
databases do not match, the most recent valid database is automatically copied to each card in the system that
does not already contain that database.
The following databases are checked and synchronized: Basemap, Safetaxi, Obstacle, Airport Directory
(AOPA or AC-U-KWIK). This feature applies only to databases that are stored on the SD card that resides
in the bottom slot of each display. This feature does not apply to the navigation database which is stored
internally in each display, the Terrain database, or to the charts databases (FliteCharts and ChartView) which
are only required to be present on the MFD. The typical procedure would be to download new databases to
the MFD card, then synchronize the data to the PFD.
The synchronization progress may be monitored on the AUX-System Status Page in the Sync Status section
of the Database Window (Figure B-12). This section shows the synchronization status of each applicable
database, including the percent complete, time remaining, and to which displays the databases are being
copied. When the synchronization is complete, the status is listed as ‘Complete’, followed by the displays to
which the databases were copied. This sub-section is only present when a sync is occurring or has occurred
on the current power-up.
An indication of ‘Complete’ still requires a power cycle before the synchronized databases will be used by
the system.
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APPENDIX B
Figure B-12 AUX-System Status Page, Database Window
The Display Database Softkey (Figure B-15) is used to place the cursor in the Database Window. Upon
first press of the Display Database Softkey, the softkey will change to a selected state (black text on gray
background) and the cursor will appear in the Database Window. At this point the user can scroll through
all databases in the Database Window to view status information. If the Display Database Softkey is pressed
repeatedly, the softkey will switch between PFD1 and MFD1. Database status information in the Database
Window will reflect the database of the selected PFD or MFD. After a successful sync and restart, verify that
the proper databases are now in use on the AUX–System Status Page (Figure B-12).
If an error occurs during the synchronization, an error message will be displayed, followed by the affected
display in the Sync Status section of the Database Window (Figure B-13). If a synchronization completes
on one display, but an error occurs on another, the error message will be displayed with the affected display
listed after it. When an error message (Table B-1) is displayed, the problem must be corrected before the
synchronization can be completed. A power cycle is required to restart synchronization when ‘Card Full’ or
‘Err’ is shown.
Database Synchronization
Error Message
Figure B-13 Synchronization Error Message
Error Message
Description
Canceled
Database synchronization has been canceled by removing the bottom SD card in
display being updated
Card Full
SD card does not contain sufficient memory
Err
Displayed for all other errors that may cause the synchronization process to be halted
Timeout
System timed-out prior to the database transfer completing
Table B-1 Database Synchronization Error Messages
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APPENDIX B
UPDATING GARMIN DATABASES/JEPPESEN CHARTVIEW DATABASE
The Garmin and Jeppesen database updates can be obtained by following the instructions detailed in the
‘Aviation Databases’ section of the Garmin website (fly.garmin.com). Jeppesen Chartview can be download
from the Garmin website but operators must contact Jeppesen to subscribe. 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 an existing Supplemental Data Card. Equipment required to perform the
update is as follows:
• Windows-compatible PC computer (running Windows XP, Vista, or Windows 7)
• SD Card Reader: SanDisk SDDR-93, SanDisk SDDR-99, Verbatim #96504, or equivalent
• Updated database obtained from the Garmin website
• Existing Supplemental Database SD Cards from the 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 Basemap, SafeTaxi, Obstacle, and Airport Directory Databases:
NOTE: The Basemap, SafeTaxi, Obstacle and Airport Directory databases may be copied to one Supplemental
Data Card, then automatically synchronized to the other card(s) in the system.
1) With the system OFF, remove the Garmin SD Cards from the bottom SD card slot of each flight display unit.
2) Go to www.flygarmin.com. Download the applicable software and install the databases on the Garmin SD card
for the MFD.
4) Turn the system ON.
5) During MFD power-up, check the MFD Power-Up screen and make sure that the database is initialized and
shown on the database information (Figure B-14).
Figure B-14 Database Information on the Power-up Screen
6) Press the ENT Key on MFD display to acknowledge the startup screen.
7) Turn the large FMS Knob to select the AUX Page group on the MFD.
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APPENDIX B
8) Turn the small FMS Knob to select the System Status Page.
9) Press the Display Database Selection Softkey (Figure B-15) to show database information for each display.
Unselected
MFD1 DB Selected PFD1 DB Selected
Figure B-15 Display Database Softkey
10) Verify the correct database cycle information is shown for each display (Figure B-16).
Figure B-16 Check Database Cycle Number (MFD shown)
11) Press the MSG Softkey and determine if any message related to databases is active.
12) Remove power from the system.
Updating Terrain, and Chartview or Flitecharts Databases:
NOTE: Jeppesen ChartView can be updated at either www.flygarmin.com or www.jeppesen.com, but must
be purchased first from Jeppesen.
1) With the system OFF, remove the Garmin SD Cards from the bottom SD card slot of each flight display unit.
NOTE: Label the SD cards for each display.
2) Go to www.flygarmin.com or www.jeppesen.com (for ChartView only). Download the applicable software and
install the databases on the Garmin SD card for each display. (The FliteCharts or ChartView database must
only be installed on the MFD SD Card).
3) Put the Garmin SD Cards back in the bottom SD card slots of each flight display unit.
4) Turn the system ON.
5) During MFD power-up, check the MFD Power-Up screen and make sure that the database is initialized and
shown on the database information (Figure B-17).
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APPENDIX B
Figure B-17 Database Information on the Power-up Screen
6) Press the ENT Key on MFD display to acknowledge the startup screen.
7) Turn the large FMS Knob to select the AUX Page group on the MFD.
8) Turn the small FMS Knob to select the System Status Page.
9) Press the Display Database Selection Softkey (Figure B-18) to show database information for each display.
Unselected
MFD1 DB Selected PFD1 DB Selected
Figure B-18 Display Database Softkey
10) Verify the correct database cycle information is shown for each display (Figure B-19).
Figure B-19 Check Database Cycle Number (MFD shown)
11) Press the MSG Softkey and determine if any message related to databases is active.
12) Remove power from the system.
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APPENDIX B
MAGNETIC FIELD VARIATION DATABASE UPDATE
A copy of the current magnetic field variation database (MV DB) is included with the navigation database.
At startup, the system compares this version of the MV DB with that presently being used by the AHRS (GRS).
If the system determines the MV DB needs to be updated, a prompt is displayed on the Navigation Map Page.
Figure B-20 GRS Magnetic Field Variation Database Update Prompt
Loading the magnetic field variation database update:
1) With ‘OK’ highlighted, as shown in Figure B-20, press the ENT Key on the MFD. A progress monitor is displayed
as shown in Figure B-21
Figure B-21 Uploading Database to GRS
2) When the upload is complete, the system is ready for use.
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APPENDIX C
GARMIN AVIATION GLOSSARY
ACARS
Airborne Communications Addressing
and Reporting System
ACC
Accuracy
ACT, ACTV
Active, Activate, Altitude Compensated
Tilt
ADAHRS
Air Data, Attitude and Heading Reference
System
ADC
Air Data Computer
ADF
Automatic Direction Finder
ADI
Attitude Direction Indicator
ADIZ
Air Defense Identification Zone
ADS-B
Automatic Dependent SurveillanceBroadcast
ADS-R
Automatic Dependent SurveillanceRebroadcast
AF
Arc to Fix Leg
AFCS
Automatic Flight Control System
AFM
Airplane Flight Manual
AFMS
Airplane Flight Manual Supplement
AFRM
Airframe
AGL
Above Ground Level
AHRS
Attitude and Heading Reference System
AIM
Aeronautical Information Manual
AIRB
Airborne
AIRMET
Airman’s Meteorological Information
AIRREP
Air Reports
ALRT
Alert
ALT
Altitude
ALT, ALTN
Alternator
ALTS
Selected Altitude Capture Mode
ALTV
VNAV Altitude Capture Mode
AMPS
Amperes
ANNUNC/ANN Annunciation/Annunciator
ANT
Antenna
AOA
Angle of Attack, ACARS Over AVLC
AOC
Aeronautical Operational Control
AOG
Aircraft On Ground
AOPA
Aircraft Owners and Pilots Association
AP
Autopilot
190-02064-00 Rev. A
AP DISC
APPR, APR
APT
APTSIGNS
ARINC
ARSPC
ARTCC
ARV
AS
ASB
ASOS
ATC
ATCRBS
ATIS
ATK
AUTOSEQ
AUX
AVG
AVLC
AWOS
Autopilot Disconnect
Approach
Airport, Aerodrome
Airport Signs
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
Average
Aviation VHF Link Control
Automated Weather Observing System
B
B ALT
BARO
BATT
BC
Bearing
BOC
BOD
BRG
Both Runways
Barometric Altitude
Barometer, Barometric
Battery
Backcourse
The compass direction from the present
position to a destination waypoint.
Beat Frequency Oscillator
Backspace
Wireless standard for data exchange over
short distances
Bottom of Climb
Bottom of Descent
see also Bearing
°C
C
Degrees Celsius
Center Runway
BFO
BKSP
Bluetooth
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APPENDIX C
CA
CAL
CALC
Calibrated
Airspeed
CAS
CD
CDI
CDU
CF
CG
CH, CHNL
CHT
CHKLIST
CI
CLD
CLR
CM
CMC
CN
CNS
CO
COM
CONFIG
COOL
COPLT
Course
Course to
Steer
CPDLC
CPL
CR
CRG
CRNT
Crosstrack
Error
454
Course to Altitude Leg
Calibrated
Calculator
Indicated airspeed corrected for
installation and instrument errors.
Crew Alerting System
Course to DME Distance Leg
Course Deviation Indicator
Control Display Unit
Course to Fix Leg
Center of Gravity
Channel
Cylinder Head Temperature
Checklist
Course to Intercept Leg
Cloud
Clear
Centimeter
Central Maintenance Computer
Canada
Communication, Navigation, &
Surveillance
Carbon Monoxide
Communication Radio
Configuration
Coolant
Copilot
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.
Controller Pilot Datalink Communications
Couple
Course to Radial Leg
Cockpit Reference Guide
Current
The distance the aircraft is off a desired
course in either direction, left or right.
CRS
CRSR
CSA
CSC
CTA
CTR
CTRL
Cumulative,
CUM
CVDR
CVR
CVRG
CWS
CYL
see also Course, Course to Steer
Cursor
Conflict Situational Awareness
Current Speed Control
Control Area
Center
Control
The total of all legs in a flight plan.
D ALT
D-ATIS
DB, DBASE
dBZ
DCL
DCLTR, DECLTR
DEC FUEL
DEG
DEIC, DEICE
DEP
Desired Track
Density Altitude
Digital Automatic Terminal Info Service
Database
Decibels ‘Z’ (Radar Return)
Departure Clearance
Declutter
Decrease Fuel
Degree
De-icing
Departure
The desired course between the active
“from” and “to” waypoints.
Destination
Deviation
Direct to Fix Leg
Default
Directional Gyro
Degrade
Decision Height
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).
Direction
Distance
DEST
DEV
DF
DFLT
DG
DGRD
DH
Dilution of
Precision
DIR
DIS
Cockpit Voice Data Recorder
Cockpit Voice Recorder
Coverage
Control Wheel Steering
Cylinder
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
APPENDIX C
Distance
DL LTNG
DLS
DME
DN
DOP
DP
DPRT
DR
DSBL
DTK
DQR
E
EAS
ECU
EDM
EFC
Efficiency
The ‘great circle’ distance from the
present position to a destination
waypoint.
Datalink Lightning
Data Link System
Distance Measuring Equipment
Down
see also Dilution of Precision
Departure Procedure
Departure
Dead Reckoning
Disabled
see also Desired Track
Data Quality Requirements
Empty, East
Engine and Airframe Systems
Engine Control Unit
Emergency Descent Mode
Expected Further Clearance
A measure of fuel consumption,
expressed in distance per unit of fuel.
EGNOS
European Geostationary Navigation
Overlay Service
EGT
Exhaust Gas Temperature
EICAS
Engine Indication and Crew Alerting
System
EIS
Engine Indication System
ELEV
Elevation, Elevator
ELT
Emergency Locator Transmitter
EMER, EMERG, Emergency
EMERGCY
EMI
Electromagnetic Interference
END, ENDUR
Endurance
Endurance
Flight endurance, or total possible flight
time based on available fuel on board.
ENG
Engine
ENGD
Engaged
ENR
Enroute; ETE to Final Destination
190-02064-00 Rev. A
Enroute Safe Uses Grid MORAs to determine a safe
Altitude (ESA) altitude within ten miles left or right of
the desired course on an active flight
plan or direct-to.
ENT
Enter
EPE
see also Estimated Position Error
EPU
Estimated Position Uncertainty
ERR
Error
ES
Extended Squitter
ESA
see also Enroute Safe Altitude
ESP
Electronic Stability and Protection
Estimated
A measure of horizontal GPS position
Position Error error derived by satellite geometry
(EPE)
conditions and other factors.
Estimated
The estimated time at which the aircraft
Time of
should reach the destination waypoint,
Arrival (ETA)
based upon current speed and track.
Estimated
The estimated time it takes to reach
Time Enroute the destination waypoint from the
(ETE)
present position, based upon current
groundspeed.
ETA
see also Estimated Time of Arrival
ETE
see also Estimated Time Enroute
EVS
Enhanced Vision System
EXPIRD
Expired
°F
FA
FAA
FADEC
FAF
FAIL
FANS
FBO
FC
FCC
FCST
FD
FDE
FF, FFLOW
FIS-B
Degrees Fahrenheit
Course From Fix to Altitude Leg
Federal Aviation Administration
Full Authority Digital Engine Control
Final Approach Fix
Failure
Future Air Navigation System
Fixed Base Operator
Course From Fix to Distance Leg
Federal Communication Commission
Forecast
Flight Director, Course From Fix to DME
Distance Leg
Fault Detection and Exclusion
see also Fuel Flow
Flight Information Services-Broadcast
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APPENDIX C
FISDL
FL
FLC
FLTA
FM
Flight Information Service Data Link
Flight Level
Flight Level Change
Forward Looking Terrain Avoidance
Course From Fix to Manual Termination
Leg
FMS
Flight Management System
FOB
see also Fuel On Board
FOD
see also Fuel Over Destination
FPA
Flight Path Angle
FPL
Flight Plan
FPM
Feet Per Minute, Flight Path Marker
FREQ
Frequency
FRMT
Format
FRZ
Freezing
FSM
Flight System Messages
FSS
Flight Service Station
FT
foot/feet
Fuel Flow
The fuel flow rate, expressed in units of
fuel per hour.
Fuel On Board The total amount of usable fuel on board
the aircraft.
Fuel Over
The estimated fuel remaining when the
Destination
aircraft reaches the destination waypoint,
based upon current fuel flow.
FWD
Forward
G/S
GA
GAL, GL
GBOX
GBT
GCU
GCS
GDC
GDL
GDR
GDU
GEA
GEO
GFC
GIA
456
Glideslope
Go-Around
Gallon(s)
Gearbox
Ground Based Transceiver
Garmin Control Unit
Ground Clutter Suppression
Garmin Air Data Computer
Garmin Satellite Data Link
Garmin Data Radio
Garmin Display Unit
Garmin Engine/Airframe Unit
Geographic
Garmin Flight Control
Garmin Integrated Avionics Unit
GLONASS
GLS
GMA
GMC
GMT
GMU
GND
GPH
GPN
GPS
GPWS
Grid MORA
(Minimum
Off—Route
Altitude)
Groundspeed
Ground Track
GRS
GS
GSA
GSD
GSL
GSR
GSU
GTC
GTS
GTX
GWX
HA
HDG
HDOP
Heading
HF
HFOM
Global Orbiting Navigation Satellite
Landing System
Global Navigation Satellite Landing
System
Garmin Audio Panel System
Garmin Mode Controller
Greenwich Mean Time
Garmin Magnetometer Unit
Ground
Gallons per Hour
Garmin Part Number
Global Positioning System
Ground Proximity Warning System
One degree latitude by one degree
longitude in size and clears the highest
elevation reference point in the grid by:
a) 1,000 feet where the highest elevation
is <5001MSL or b) 2,000 feet where the
highest elevation is >5000MSL
The velocity that the aircraft is travelling
relative to a ground position.
See Track
Garmin Reference System
Ground Speed, Glideslope
Garmin Servo Adapter
Garmin Data Concentrator
Geodetic Sea Level
Garmin Satellite Radio
Garmin Sensor Unit
Garmin Touchscreen Controller
Garmin Traffic System
Garmin Transponder
Garmin Weather Radar
Hold Terminating at Altitude Leg
see also Heading
Horizontal Dilution of Precision
The direction an aircraft is pointed,
based upon indications from a magnetic
compass or a properly set directional
gyro.
High Frequency, Hold Terminating at Fix
Leg
see also Horizontal Figure of Merit
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190-02064-00 Rev. A
APPENDIX C
Hg
HI
HI SENS
HM
HNS
Horizontal
Figure of
Merit
hPa
HPL
HR
HRZN HDG
HSDB
HSI
HT
HUL
Hz
Mercury
High
High Sensitivity
Hold with Manual Termination Leg
Hybrid Navigation System
A measure of the uncertainty in the
aircraft’s horizontal position.
I
IAF
IAS
IAT
IAU
ICAO
ICS
ID
IDENT, IDNT
IEEE
IF
IFR
IG
ILS
IMC
IN
INACTV
INC FUEL
IND
Indicated
Inner Marker
Initial Approach Fix
Indicated Air Speed
Indicated Air Temperature
Integrated Avionics Unit
International Civil Aviation Organization
Intercom System
Identification/Morse Code Identifier
Identification
Institute of Electrical & Electronics Engineers
Initial Fix
Instrument Flight Rules
Imperial Gallon
Instrument Landing System
Instrument Meteorological Conditions
Inch
Inactive
Increase Fuel
Indicator, Indicated
Information provided by properly
calibrated and set instrumentation on the
aircraft panel.
Information
INFO
190-02064-00 Rev. A
Hectopascal
Horizontal Protection Level
Hour
Horizon Heading
High-Speed Data Bus
Horizontal Situation Indicator
Heat
Horizontal Uncertainty Level
Hertz (cycles per second)
IN Hg
INS
INT
INTEG
IrDA, IRDA
ISA
ITT
KEYSTK
KG
kHz
KM
KT
Inches of Mercury
Inertial Navigation System
Intersection(s)
Integrity (RAIM unavailable)
Infrared Data Association
International Standard Atmosphere; ISA
Relative Temperature
Interstage Turbine Temperature, InterTurbine Temperature
Key Stuck
Kilogram
Kilohertz
Kilometer
Knot
L
LAT
LBL
LB
LCD
LCL
LDA
LDG
LED
Left Over Fuel
On Board
Left, Left Runway
Latitude
Label
Pound
Liquid Crystal Display
Local
Landing Distance Available
ETA at Final Destination
Light Emitting Diode
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 The amount of flight time remaining,
Reserve
based on the amount of fuel on board
after the completion of one or more legs
of a flight plan or direct-to, and a known
consumption rate.
Leg
The portion of a flight plan between two
waypoints.
LGND
Legend
LIFR
Low Instrument Flight Rules
LMM
Location Middle Marker
LNAV
Lateral Navigation
LO
Low
LOA
Letter of Authorization
LOC
Localizer
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APPENDIX C
LOI
LOM
LON
LP
LPV
LRU
LT
LTNG
LVL
Loss of Integrity (GPS)
Location Outer Marker
Longitude
Localizer Performance
Localizer Performance with Vertical
Guidance
Line Replaceable Unit
Left
Lightning
Level
M
Meter, Middle Marker, Mach
MMO (VMO)
Maximum Speed
Mach Number Mach number is the ratio of the true
airspeed to the speed of sound.
MAG
Magnetic
MAG VAR
Magnetic Variation
MAHP
Missed Approach Hold Point
MAN IN
Manifold Pressure (inches Hg)
MAN SQ
Manual Squelch
MAP
Missed Approach Point
MASQ
Master Avionics Squelch
MAX
Maximum
MAXSPD
Maximum Speed (overspeed)
MB
Marker Beacon
MDA
Barometric Minimum Descent Altitude
MEPT
Manual Electric Pitch Trim
MET
Manual Electric Trim
METAR
Aviation Routine Weather Report
MFD
Multi Function Display
MFW
Multi Function Window
MGRS
Military Grid Reference System
MHz
Megahertz
MIC
Microphone
MIN
Minimum
Minimum
Uses Grid MORAs to determine a safe
Safe Altitude altitude within ten miles of the aircraft
(MSA)
present position.
MKR
Marker Beacon
MOA
Military Operations Area
MON
Monitor
458
MOV
MORA
MPEL
MPM
MSA
MSAS
MSG
MSL
MT, M
mV
MVFR
N
NAV
NAVAID
NDB
NEXRAD
NM
NoPT
NOTAM
NRST
O
OAT
OBS
OFST
OOOI
Movement
Minimum Off-Route Altitude
Maximum Permissible Exposure Level
Meters per Minute
see also Minimum Safe Altitude
Multi-functional Satellite Augmentation
System
Message
Mean Sea Level
Meter
Millivolt(s)
Marginal Visual Flight Rules
North
Navigation
Navigation Aid
Non-Directional Beacon
Next Generation Radar
Nautical Mile(s)
No Procedure Turn Required (procedure
shall not be executed without ATC
clearance)
Notice To Airman
Nearest
OXY
Outer Marker
Outside Air Temperature
Omni Bearing Selector
Offset
Out of the gate, Off the ground, On the
ground, and In the gate
Oxygen
P ALT
PA
PASS
PC
PDC
PFD
PG
PI
Pressure Altitude
Passenger Address, Proximity Advisory
Passenger(s)
Personal Computer
Pre-Departure Clearance
Primary Flight Display
Pilot’s Guide
Procedure Turn to Course Intercept Leg
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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APPENDIX C
PIREP
PIT, PTCH
POA
POH
POHS
POS, POSN
PPH
PPM
P. POS
PRES, PRESS
PROC
PROP
PROX
PSI
PT
PTK
PTT
PWR
Pilot Report
Pitch
Plain Old ACARS
Pilot’s Operating Handbook
Pilot’s Operating Handbook Supplement
Position
Pounds per Hour
Parts per Million
Present Position
Pressure
Procedure(s), Procedure Turn
Propeller
Proximity
Pounds per Square Inch
Procedure Turn
Parallel Track
Push-to-Talk
Power
QFE
QNH
QTY
Field Elevation Pressure
Sea Level Pressure
Quantity
R
RA
RAD
RAD ALT
RAIM
Right, Right Runway
Resolution Advisory, Radio Altimeter
Radial
Radio Altimeter
Receiver Autonomous Integrity
Monitoring
Random Access Memory
Ram Air Temperature
Receiver
Reference
Remaining (fuel remaining), Reminder
Required
Reserve (fuel reserve entered by pilot)
Reverse, Revision, Revise
Radio Frequency, Constant Radius Turn to
Fix Leg
Radio Magnetic Indicator
Remote
RAM
RAT
RCVR
REF
REM
REQ
RES
REV
RF
RMI
RMT
190-02064-00 Rev. A
RNAV
RNG
RNP
RNWY, RWY
ROL
ROM
RPM
RST FUEL
RSV
RT
RVRSNRY
RVSM
RX
Area Navigation
Range
Required Navigation Performance
Runway
Roll
Read Only Memory
Revolutions Per Minute
Reset Fuel
Reserve (fuel reserve entered by pilot)
Right
Reversionary
Reduced Vertical Separation Minimums
Receive
S
SA
SAR
SAT
SBAS
SCIT
SD
SEC
SEL, SLCT
SELCAL
SENS
SFC
SIAP
South
Selective Availability
Search and Rescue
Static Air Temperature
Satellite-Based Augmentation System
Storm Cell Identification and Tracking
Secure Digital
Second(s)
Select
Selective Calling
Sense
Surface
Standard Instrument Approach
Procedures
Standard Instrument Departure
SIGMET/AIRMET
Significant Meteorological Information
Simulator
Supercooled Large Droplet
Slip/Skid
Symbol
Short Message System
Single
Space
Speed
Special Position Identification
SID
SIG/AIR
SIGMET
SIM
SLD
SLP/SKD
SMBL
SMS
SNGL
SPC
SPD
SPI
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APPENDIX C
460
SPKR
SQ
SRVC, SVC
SSID
STAB
STAL
STAR
STATS
STBY
STD
STRMSCP
SUA
SURF
SUSP
SVT
SW
SYNC
SYN TERR
SYN VIS
SYS
Speaker
Squelch
Service
Wi-Fi Service Set Identifier
Stabilization
Stall
Standard Terminal Arrival Route
Statistics
Standby
Standard
Stormscope
Special Use Airspace
Surface
Suspend
Synthetic Vision Technology
Software
Synchronize
Synthetic Terrain
Synthetic Vision
System
T
TA
TACAN
TAF
TAS
TAT
TAWS
TCA
TCAS
TEL
TEMP
TERM
TF
TFR
TGT
T HDG
TIS
TIS-B
TIT
TKE
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 Alert Collision Avoidance System
Telephone
Temperature
Terminal
Track Between Two Fixes Leg
Temporary Flight Restriction
Target
True Heading
Traffic Information Service
Traffic Information Service-Broadcast
Turbine Inlet Temperature
see also Track Angle Error
TMA
TMR/REF
TOC
TOD
TOGA, TO/GA
TOLD
TOPO
TORA
TOT
TPA
Track
Track Angle
Error
TRK
TRSA
TRUNC
TTL
TURB
TURN
TWIP
TX
Terminal Maneuvering Area
Timer/Reference
Top of Climb
Top of Descent
Take-Off, Go-Around
Takeoff and Landing Data
Topographic
Takeoff Run Available
Total
Traffic Pattern Altitude
Direction of aircraft movement relative to
a ground position; also ‘Ground Track’.
The angle difference between the desired
track and the current track.
see also Track
Terminal Radar Service Area
Truncated
Total
Turbulence
Procedure Turn
Terminal Weather Information for Pilots
Transmit
UAT
UHF
UNAVAIL
US
USR
UTC
UTM/UPS
Universal Access Transceiver
Ultra-High Frequency
Unavailable
United States
User
Coordinated Universal Time
Universal Transverse Mercator/ Universal
Polar Stereographic Grid
V
V, Vspeed
V1
V2
VA
VAPP , VAC
VFE
VLE
VLNDx
Volts
Velocity (airspeed)
Takeoff Decision Speed
Takeoff Safety Speed
Maneuvering Speed
Approach Climb Speed
Maximum Flap Extended Speed
Maximum Landing Gear Extended Speed
Approach Speed (Flaps at x°)
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
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APPENDIX C
VLO
VMC
VMO (MMO)
VNE
VR
VREF
Maximum Landing Gear Operating Speed
Minimum Control Speed
Maximum Operating Speed
Never-Exceed Speed
Takeoff Rotate Speed
Landing Approach Speed, Reference
Landing Speed
VSB
Maximum Speedbrake Speed
VSR
Stall Speed
VT
Takeoff Flap Retraction Speed
VTIRE
Maximum Tire Speed
VX
Best Angle of Climb Speed
VY
Best Rate of Climb Speed
VYSE
Best Single-Engine Rate of Climb Speed
V DEV
Vertical Deviation
VA
Heading Vector to Altitude Leg
VAC
Volts Alternating Current
VAPP
VOR Approach
VAR
Variation
VD
Heading Vector to DME Distance Leg
VDC
Volts Direct Current
VDL
VHF Datalink
VERT
Vertical
Vertical Figure A measure of the uncertainty in the
of Merit
aircraft’s vertical position.
Vertical Speed The vertical speed necessary to descend/
Required
climb from a current position and altitude
to a defined target position and altitude,
based upon current groundspeed.
VFOM
see also Vertical Figure of Merit
VFR
Visual Flight Rules
VHF
Very High Frequency
VI
Heading Vector to Intercept Leg
VLOC
VOR/Localizer Receiver
VM
Heading Vector to Manual Termination
Leg
VMC
Visual Meteorological Conditions
VNAV, VNV
Vertical Navigation
VOL
Volume
VOR
VHF Omnidirectional Range
VORTAC
VHF Omnidirectional Range Station and
Tactical Air Navigation
190-02064-00 Rev. A
VPATH, VPTH
VPL
VPROF
VR
VRP
VS
VSD
VSI
VSR, VS REQ
VTF
Vertical Path
Vertical Protection Level
VNAV Profile, Vertical Profile
Heading Vector to Radial Leg
Visual Reporting Point
Vertical Speed
Vertical Situation Display
Vertical Speed Indicator
see also Vertical Speed Required
Vector to Final
W
WAAS
WARN
WATCH
WGS-84
WI-FI
WOG
WOW
WPT
WT
WW
WX
Watt(s), West
Wide Area Augmentation System
Warning
Weather Attenuated Color Highlight
World Geodetic System - 1984
Wireless Local Area Network based on
IEEE 802.11
Weight on Gear
Weight on Wheels
Waypoint(s)
Weight
World Wide
Weather
XFER, XFR
XM LTNG
XPDR
XTALK
XTK
Transfer
SiriusXM Lightning
Transponder
Cross-Talk
Cross-Track, Crosstrack Error
YD
Yaw Damper
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APPENDIX C
Blank Page
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APPENDIX D
FREQUENTLY ASKED QUESTIONS
If a particular aspect of G1000H 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 Garminauthorized dealer. Garmin is dedicated to supporting its products and customers.
What is SBAS?
The Satellite Based Augmentation System (SBAS) 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 geostationary satellites. This correction information can then be received
by any SBAS-enabled GPS receiver.
SBAS is designed to provide the additional accuracy, availability, and integrity necessary to enable users to rely
on GPS for all phases of flight.
There are several SBAS systems serving different parts of the world. The Wide Area Augmentation System
(WAAS) is currently available in the United States, including Alaska and Hawaii. The European Geostationary
Navigation Overlay Service (EGNOS) offers coverage of Europe, parts of the middle east and northern Africa. The
Multi-functional Satellite Augmentation System (MSAS) covers mainly Japan and parts of northern Australia.
How does SBAS affect approach operations?
LP and LPV approaches use the accuracy of SBAS to provide additional precision for lateral (LP, LPV) and
vertical (LPV) guidance capability. LPV approaches also allow lower approach minimums. When SBAS is not
available, LP and LPV approaches cannot be added to the active flight plan. An LP or LPV approach already
loaded will be downgraded to an LNAV or LNAV/VNAV approach, using LNAV or LNAV/VNAV minima.
What is RAIM and how does it affect approach operations?
When SBAS 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 the 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
• Detect and exclude bad satellites from the navigation solution (Fault Detection and Exclusion, FDE)
NOTE: If RAIM is not predicted to be available for the final approach course, the approach does not become
active, as indicated by the “RAIM not available from FAF to MAP” message and the LOI annunciation
flagging on the HSI.
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APPENDIX D
For RAIM to work correctly, the GPS receiver must track at least five satellites. A minimum of six satellites is
required to allow RAIM to eliminate a single corrupt satellite from the navigation solution.
RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection
limit (2.0 nm for oceanic and en route, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The
G1000H System monitors RAIM and issues an alert message when RAIM is not available (see Appendix A).
Without RAIM, GPS position accuracy cannot be monitored. If RAIM is not available when crossing the FAF,
the pilot must fly the missed approach procedure.
What is GSL Altitude?
GSL (Geodetic Sea Level) altitude is the height above Mean Sea Level (MSL), as calculated geometrically,
generally using a global positioning system (GPS) as the primary data source. The calculated result may or may
not include a barometric component, but the primary source is geometric.
Why are there not any approaches available for a flight plan?
Approaches are available for the final destination airport in a flight plan or as a direct-to (keep in mind
that some VOR/VORTAC identifiers are similar to airport identifiers). If a destination airport does not have a
published approach, the G1000H indicates “NONE” for the available procedures.
What happens when an approach is selected? Can a flight plan with an approach, a departure, or an
arrival be stored?
When an approach, departure, or arrival is loaded into the active flight plan, a set of approach, departure,
or arrival waypoints is inserted into the flight plan, along with a header line showing the title of the selected
instrument procedure. The original en route portion of the flight plan remains active, unless the instrument
procedure is activated. This may be done either when the procedure is loaded or at a later time.
Flight plans can also be stored with an approach, a departure, or an arrival. Note that the active flight plan
is erased when the system is turned off. Also, the active flight plan is overwritten when another flight plan
is activated. When storing flight plans with an approach, a departure, or an arrival, the G1000H uses the
waypoint information from the current database to define the waypoints. If the database is changed or updated,
the G1000H 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 G1000H?
“/G” may be filed for a flight plan. The G1000H System meets the requirements of TSO-C145a Class 3
or TSO-C145c Class 3 and ETSO C145 Class 3 installations. GPS approaches are not to be flown with an
expired database. See the approved Rotorcraft Flight Manual Supplement (RFMS) 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
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APPENDIX D
G1000H automatically activates the next waypoint in the flight plan once the aircraft has crossed the present
active waypoint.
Normal (OBS not activated)
• Automatic sequencing of waypoints
OBS
• Manual sequencing - ‘holds’ on selected
waypoint
• Manual course change on HSI not possible
• Manually select course to waypoint from
HSI
• Always navigates ‘TO’ the active waypoint
• Indicates ‘TO’ or ‘FROM’ waypoint
• Must be in this mode for final approach
course
• Cannot be set for final approach course or
published holding patterns
When OBS mode is active, the G1000H 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 G1000H suspends
automatic waypoint sequencing (indicated by a ‘SUSP’ annunciation placed on the HSI) when the missed
approach point (MAP) is crossed. This prevents the G1000H 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 does the G1000H not automatically sequence to the next waypoint?
The G1000H only sequences flight plan waypoints when automatic sequencing is enabled (i.e., no “OBS” or
‘SUSP’ annunciation). For automatic sequencing to occur, the aircraft must also cross the “bisector” of the turn
being navigated. The bisector is a line passing through the waypoint common to two flight plan legs at an
equal angle from each leg.
How can a waypoint be skipped in an approach, a departure, or an arrival?
The G1000H 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 G1000H 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.
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APPENDIX D
• 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 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, LP, 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.
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 G1000H 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 G1000H 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 G1000H 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.
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APPENDIX E
GENERAL TIS INFORMATION
INTRODUCTION
NOTE: Aircraft without an operating transponder are invisible to TIS.
The Traffic Information Service (TIS) provides traffic advisory information to non-TAS/TCAS-equipped
aircraft. TIS is a ground-based service providing the relative locations of all ATCRBS Mode-A and Mode-C
transponder equipped aircraft within a specified service volume. The TIS ground sensor uses real-time track
reports to generate traffic notification. The G1000H 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 G1000H System displays up to eight traffic targets within a 7.5 nm radius, from 3,000 feet below,
to 3,500 feet above the requesting aircraft.
TIS VS. TAS/TCAS
The Traffic Information System (TIS) is a ground-based service that requires contact with a ground station
through a datalink radio in order to receive traffic information. Traffic Advisory (TAS) and Traffic Collision
Avoidance Systems (TCAS) are self-contained. TAS/TCAS uses an airborne interrogator with a half-second
update rate, while TIS utilizes the terminal Mode-S ground interrogator and accompanying data link to provide
a five-second update rate. TIS and TAS/TCAS have similar ranges.
TIS LIMITATIONS
NOTE: TIS is not intended to be used as a collision avoidance system and does not relieve the pilot of the
responsibility to “see and avoid” other aircraft. TIS shall not be used for avoidance maneuvers during
instrument meterorlogical conditions (IMC) or when there is no visual contact with the intruder aircraft.
NOTE: Refer to the TIS Limitations section of the Aeronautical Information Manual (AIM) for a more
comprehensive explanation.
TIS relies on surveillance of the Mode-S radar system, which is a “secondary surveillance” radar system similar
to that used by ATCRBS. Many limitations are inherent in secondary radar surveillance. Information provided
by TIS is neither better nor more accurate than the information used by ATC. TIS is intended only to assist in
visual acquisition of other aircraft in visual meterological conditions (VMC). While TIS is a useful aid for visual
traffic avoidance, system limitations must be considered to ensure proper use. No recommended avoidance
maneuvers are given, nor authorized, as a direct result of a TIS intruder display or TIS advisory.
• TIS operation may be intermittent during turns or other maneuvering.
• TIS is dependent on two-way, line-of-sight communications between the aircraft and the Mode-S radar
antenna. Whenever the structure of the aircraft comes between the transponder antenna and the groundbased radar antenna, the signal may be temporarily interrupted.
• Other limitations and anomalies associated with TIS are described in the AIM.
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APPENDIX E
WARNING: Garmin is not responsible for Mode S geographical coverage. Operation of the ground stations
is the responsibility of the FAA. Refer to the AIM for a Terminal Mode S radar site map.
NOTE: TIS is unavailable at low altitudes in many areas of the United States. This is often the case in
mountainous regions.
TIS information is collected during a single radar sweep. Collected information is then sent through the
Mode S uplink on the next radar sweep. Because of this, the surveillance information is approximately five
seconds old. TIS ground station tracking software uses prediction algorithms to compensate for this delay.
These algorithms use track history data to calculate expected intruder positions consistent with the time of
display. Occasionally, aircraft maneuvering may cause variations in this calculation and create slight errors on
the Traffic Map Page. Errors affect relative bearing information and target track vector. This can cause a delay in
the displayed intruder information. However, intruder distance and altitude typically remain relatively accurate
and may be used to assist in spotting traffic.
The following errors are common examples:
• When the client or intruder aircraft maneuvers excessively or abruptly, the tracking algorithm may report
incorrect horizontal position until the maneuvering aircraft stabilizes.
• When a rapidly closing intruder is on a course that intercepts the client aircraft course at a shallow angle
(either overtaking or head-on) and either aircraft abruptly changes course within 0.25 nm, TIS may display
the intruder aircraft on the incorrect side of the client aircraft.
These are rare occurrences and are typically resolved within a few radar sweeps once the client/intruder
aircraft course stabilizes.
Pilots using TIS can provide valuable assistance in the correction of malfunctions by reporting observations
of undesirable performance. Reports should identify the time of observation, location, type and identity of
the aircraft, and describe the condition observed. Reports should also include the type of transponder and
transponder software version. Since TIS performance is monitored by maintenance personnel, not ATC,
malfunctions should be reported in the following ways:
• By telephone to the nearest Flight Service Station (FSS) facility
• By FAA Form 8000-7, Safety Improvement Report (postage-paid card can be obtained at FAA FSSs, General
Aviation District Offices, Flight Standards District Offices, and General Aviation Fixed Base Operators)
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APPENDIX F
DISPLAY SYMBOLS
State Highway
AIRPORT
Item
Symbol
Unknown Airport
US Highway
National Highway
Non-towered, Non-serviced Airport
Small City or Town
Towered, Non-serviced Airport
Medium City
Non-towered, Serviced Airport
Large City
TRAFFIC
Towered, Serviced Airport
Description
Symbol
Restricted (Private) Airport
Non-Threat Traffic
Heliport
Proximity Advisory (PA) (Not avialable with
TIS
NAVAIDS
Item
Symbol
Intersection
Traffic Advisory (TA)
Traffic Advisory Off Scale
LOM (compass locator at outer marker)
NDB (Non-directional Radio Beacon)
VOR
VOR/DME
VOR/ILS
VORTAC
TACAN
BASEMAP
Item
Symbol
Traffic Advisory (TA) arrow with ADS-B
directional information. Points in the
direction of the intruder aircraft track (GTS
820 only).
Proximity Advisory (PA) arrow with ADS-B
directional information. Points in the
direction of the aircraft track (GTS 820 only).
Non-threat traffic arrow with ADS-B
directional information. Points in the
direction of the intruder aircraft track (GTS
820 only).
PA or Non-threat traffic arrow with ADS-B
directional information, but positional
accuracy is degraded. Points in the direction
of the aircraft track (GTS 820 only).
Interstate Highway
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APPENDIX F
LINE SYMBOLS
Item
Symbol
ICAO Control Area
Class B Airspace
Mode C Tower Area
Warning Area
Alert Area
Caution Area
Danger Area
Prohibited Area
Restricted Area
Training Area
Unknown Area
Class C
Terminal Radar Service Area
Mode C Area
Military Operations Area (MOA)
State or Province Border
International Border
Road
Railroad
Lattitude/Longitude
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APPENDIX F
OBSTACLE DATABASE
Red
Aircraft Altitude +250 ft
Terrain is more than
250 ft above the
aircraft altitude
Terrain is between 250
Orange ft and 0 ft above the
aircraft altitude
Aircraft Altitude
Terrain is between 0 ft
Yellow and 250 ft below the
aircraft altitude
Lighted Obstacle
Aircraft Altitude -250 ft
Terrain is between 250
Green ft and 500 ft below the
aircraft altitude
Aircraft Altitude -500 ft
Black
Terrain is more
than 500 ft below
the aircraft altitude
On the Terrain Proximity
Page
a gray
shade of purple
indicates no terrain data is available.
Figure
F-1only,
Terrain
Altitude/Color
Correlation
Unlighted Obstacle
Lighted Obstacle
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
Obstacle Location
Red obstacle is at or above current aircraft
altitude
Yellow obstacle is between 0’ and 250’
below current aircraft altitude
Gray obstacle is 250’ or more below
current aircraft altitude
* Gray obstacles only shown on navigation maps.
Table F-1 HTAWS Obstacle Colors and Symbology
Potential Impact
Point Symbol
Alert Type
Example
Annunciation
Warning
Caution
Table F-2 HTAWS Potential Impact Point Symbols with Alert Types
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APPENDIX F
MISCELLANEOUS
HAZARD AVOIDANCE FEATURES
Item
Symbol
ARTCC Frequency or FSS Frequency
Feature
Symbol
Terrain Proximity/TAWS display enabled
Traffic display enabled
Default Map Pointer
NEXRAD display enabled
Elevation Pointer
Cloud Top display enabled
Wind Vector
Echo Top display enabled
SiriusXM Lightning display enabled
Measuring Pointer
Cell Movement display enabled
Overzoom Indicator
SIGMETs/AIRMETs display enabled
Terrain Proximity or TAWS Enabled
METARs display enabled
Traffic Enabled
City Forecast display enabled
Surface Analysis display enabled
User Waypoint
Vertical Navigation Along Track Waypoint
Freezing Levels display enabled
Winds Aloft display enabled
Parallel Track Waypoint
County Warnings display enabled
Unanchored Flight Path Waypoint
Cyclone Warnings display enabled
Icing Potential (CIP and SLD) (ICNG)
Top of Descent (TOD)
Pilot Weather Report (PIREPs)
Bottom of Descent (BOD)
Air Report (AIREPs)
Navigating using Dead Reckoning
Turbulence (TURB)
Loss of hazard avoidance feature
(due to loss of GPS position)
472
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
INDEX
A
Airport Directory--------------------------------------------446
Activate a Flight Plan---------------------------------------222
Active database-------------------------------------- 442, 443
Active frequency------------------------------------- 102, 113
AC-U-KWIK------------------------------------- 409, 446, 447
ADAHRS---------------------------------------------------- 2, 12
AFCS Status Box--------------------------------------------- 50
AHRS----------------------------- 12, 15, 423, 429, 431, 433
Aircraft load weight----------------------------------------266
Aircraft load weights---------------------------------------266
Air Data Computer--------------------------------- 1, 15, 423
Airport
Information-----------------------------------------------181
Nearest----------------------------------------------------- 37
Airport Directory------------------------------- 349, 409, 410
Airspace----------------------------------------------- 196–197
Airspace Alerts---------------------------------196–197, 298
Airspeed Indicator----------------------------------50, 52–53
Airways-------------------------------------------------------- 21
Collapsed--------------------------------------------------235
Expanded--------------------------------------------------235
Alerting System---------------------------------------------422
Alerts
Airspace---------------------------------------------------- 33
Arrival------------------------------------------------------- 35
Audio voice------------------------------------------------ 35
Along Track Offset----------------------------------- 226–227
Altimeter------------------------------------------------- 54–55
Altimeter barometric setting---------------------------55, 81
Altitude
Constraints----------------------------------------- 242, 282
Altitude alerting---------------------------------------------- 76
Altitude Buffer------------------------------------------------ 34
Altitude Display, Traffic-------------------------------------340
Annunciations
Test tone---------------------------------------------------425
Test Tone--------------------------------------------------- 43
Annunciations, G1000 System----------------------------- 15
AOPA-------------------------------------------- 409, 446, 447
AOPA Airport Directory------------------------------ 410, 411
Approach-----------------------------------------------------464
Activating-------------------------------------------------257
Loading--------------------------------------------- 219, 254
Removing--------------------------------------------------257
Approach box-----------------------------------------------394
Approach channel----------------------------------- 219, 254
APR softkey------------------------------------------- 256, 264
Arrival procedure------204, 217, 250, 252, 280, 282, 292
Attitude---------------------------------------------------------- 1
Attitude Indicator--------------------------------------- 53–54
Audio alerting system--------------------------------------425
Audio panel fail-safe operation---------------------------142
Automatic Flight Control System (AFCS)--------- 347–348
190-02064-00 Rev. A
Automatic squelch------------------------------------------111
Auto-tuning--------------------------------------------------120
Auto-tuning, COM------------------------------------------106
Auto-tuning, NAV-------------------------------------------116
Auto Zoom---------------------------------------------------150
Auxiliary Pages (AUX)--------------------------------------- 28
AUX - system status page-368, 369, 389, 390, 406, 407,
408, 411
Aviation Symbols------------------------------------- 161, 204
B
Backlighting----------------------------------------- 11, 46, 47
Barometric Pressure----------------------------------------- 19
Barometric Setting, Altimeter--------------------------55, 81
Basic Empty Weight----------------------------------------266
Bearing/distance, measuring------------------------------156
Bearing Pointer----------------------------------------------- 61
Bearing Source----------------------------------------------- 62
Bottlang VFR Charts--------------------------------- 370, 375
C
Calibrated Airspeed-----------------------------------------261
CDI---------------------------------- 253, 272, 282, 291, 436
Chart Not Available---------------------------------- 372, 393
Chart options----------------------------------------- 380, 400
Chart setup box-------------------------------------- 386, 404
ChartView--------------------------------------- 349, 370, 389
ChartView functions----------------------------------------371
ChartView plan view---------------------------------------381
ChartView profile view-------------------------------------382
ChartView softkeys-----------------------------------------371
Closest Point-------------------------------------------------235
Closest Point of Approach (CPA)-------------------------333
COM channel spacing--------------------------------------110
COM frequency box----------------------------------- 99, 102
COM Radio
Channel Spacing------------------------------------------ 37
COM tuning failure-----------------------------------------142
Controlled Flight Into Terrain (CFIT)----------------------302
Controls
Softkeys------------------------------------------------ 15–18
Copy a Flight Plan------------------------------------------222
Course Deviation Indicator (CDI)-----------------36, 64–66
Crew Alerting System (CAS)--------------------------- 94–96
Messages----------------------------------95–96, 418–423
D
Data Bar fields, MFD---------------------------------------- 35
Database------------------------------------------------------ 10
Database synchronization---------------------------------447
Database Synchronization-------------------------- 441, 448
Date and Time------------------------------------------------ 32
Day/Night views-------------------------------------- 386, 404
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
I-1
INDEX
Day view----------------------------------386, 387, 404, 405
Dead Reckoning---------------------------------------------- 80
Declutter--------------------------------------------------17, 21
Declutter, Display-------------------------------------------- 82
Delete Flight Plans------------------------------------------222
Deleting
An entire airway----------------------------------- 224–225
An entire procedure------------------------------ 224–225
An individual waypoint--------------------------- 223–224
Flight Plan Items-----------------------------------------223
Density Altitude---------------------------------------------263
Departure
Procedure------------------------------215, 230, 247, 249
Select------------------------------------247, 250, 254, 257
Time--------------------------------------------------------261
Timer-------------------------------------------------------- 45
Dilution of Precision (DOP)--------------------------------- 22
Direct-to---------174, 198–203, 240–241, 280, 282, 295
Dual navigation database---------------------------------443
Dual Tachometer--------------------------------------------- 88
E
Emergency frequency---------------------------------------142
Engine Indication System (EIS)------------------------ 85–92
Entering Flight ID-------------------------------------------122
Entertainment inputs---------------------------------------140
Estimated Landing Fuel------------------------------------267
Estimated landing fuel weight--------------------- 267, 268
Estimated landing weight-------------------------- 267, 268
Estimated Position Error (EPE)----------------------------- 22
Excess fuel---------------------------------------------------267
Excess fuel weight----------------------------------- 267, 268
F
Fail-safe operation------------------------------------------142
Failure
Input-------------------------------------------------------- 14
Field of View (SVS)------------------------------------------172
Flight ID------------------------------------------------------341
Flight plan
Closest point to reference------------------------------235
Storing-----------------------------------------------------464
Flight timer---------------------------------------------------- 45
FliteCharts---------------------------------------------------349
FliteCharts®-------------------------------------------------391
FliteCharts cycle---------------------------------------------407
FliteCharts expiration--------------------------------------407
FliteCharts functions---------------------------------------392
Forward Looking Terrain Avoidance (FLTA)--------------315
FPA----------------------------------------------------- 242, 288
Frequency
Nearest----------------------------------------------------194
I-2
Frequency spacing------------------------------------------110
Frequency transfer arrow----------------------------------103
Frequently asked questions--------------------------------463
Fuel
Efficiency--------------------------------------------------263
Endurance-------------------------------------------------263
Remaining-------------------------------------------------263
Required---------------------------------------------------263
Statistics---------------------------------------------------263
Fuel Flow (FFLOW GPH)------------------------------------ 86
Fuel on Board----------------------------------263, 266–267
Fuel reserve weight-----------------------------------------267
G
GDU 1040------------------------------------------------------ 1
GEA 71---------------------------------------------------------- 1
Geodetic Sea Level (GSL)--------------------------- 302, 308
GIA 63----------------------------------------------------------- 1
Glidepath-----------------------------------------------------295
Glideslope----------------------------------------------------295
Glideslope Indicator----------------------------------------- 57
Global Positioning System (GPS)
Navigation----------------------------------------- 198–300
GMA 1347---------------------------------------------- 1, 9, 46
GMU 44--------------------------------------------------------- 1
GPS CDI------------------------------------------------------- 36
GPS Window-------------------------------------------------448
Gross weight----------------------------------------- 267, 268
Groundspeed------------------------------------------------- 45
GRS 77---------------------------------------------------------- 1
GSU-------------------------------------------------------------- 2
GTS 800------------------------------------------------------333
GTX 33------------------------------------------------------- 1, 2
GTX 33 Transponder----------------------------------------122
H
Heading------------------------------------------------------- 50
Heading Preset Mode---------------------------- 12, 17, 433
Helicopter Terrain Awareness and Warning System (HTAWS)
308
Hook weight-------------------------------------------------267
Horizontal Situation Indicator (HSI)-50, 58–70, 272, 292
HSI double green arrow------------------------------------113
HSI magenta arrow-----------------------------------------113
HSI single green arrow-------------------------------------113
HTAWS Alerts----------------------------------------- 314, 315
HTAWS Page-------------------------------------------------312
I
ID indicator--------------------------------------------------115
Imminent Obstacle Impact (IOI)--------------------------316
Imminent Terrain Impact (ITI)-----------------------------316
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
INDEX
Indicated Altitude-------------------------------------------261
Initialization (system)------------------------------------------ 9
Inset Map----------------------------------------------------- 17
Intersection
Information---------------------------------------- 182–183
Inverting a flight plan--------------------------------------222
IOI-------------------------------------------------------------426
L
Land Symbols------------------------------------------------160
LNAV----------------------------------------------------------272
Low Altitude Annunciation--------------------------------- 77
LPV----------------------------------------------------- 272, 295
M
Magnetic Field Variation Database-----------------------452
Magnetometer-------------------------------------------- 1, 14
Map
Panning----------------------------------------------------152
Map pages---------------------------------------------------- 27
Marker beacon----------------------------------------------120
Marker Beacon Annunciations----------------------------- 74
Measurement Units, Changing Displayed---------------- 32
Menus--------------------------------------------------------- 26
Metric Display, Altimeter------------------------------- 55–56
MFD Data Bar fields----------------------------------------- 35
MFD Page Groups------------------------------------------- 26
Minimum Descent Altitude, Barometric------------------ 77
Missed Approach----------------- 204, 258, 269, 272, 295
Mode S-------------------------------------------------------122
Morse code identifier---------------------------------------115
Multi Function Display (MFD)
Softkeys----------------------------------------------------- 20
N
NAV1 audio--------------------------------------------------114
NAV2 audio--------------------------------------------------114
NAV frequency box------------------------------------------ 99
Navigation
Database------------------------------------------- 242, 243
Map--------------------------------------------------------200
Navigation database--------------------431, 434, 435, 439
Navigation mode selection--------------------------------113
Navigation (NAV) Frequency Box-------------------------- 50
Navigation Source-------------------------------------- 64–66
Navigation Status Box-------------------------------------- 50
Nav radio selection-----------------------------------------113
Nearest
Airport--------------------------------- 178–181, 194–197
Airport Minimum Runway Length---------------------181
190-02064-00 Rev. A
Airports----------------------------------------------- 37, 256
Airports Page-------------------------------------- 179–181
Airport Surface Matching-------------------------------181
VOR------------------------------------------------- 194–195
Nearest Pages (NRST)--------------------------------------- 29
NEXRAD---------------------------------------------------20, 89
Night view--------------------------------386, 387, 404, 405
Normal Display Operation---------------------------------- 11
Normal Operating Mode------------------------------------ 11
O
OBS Mode----------------------------------------------- 69–70
Obstacle-----------------------------------303, 309, 322, 471
Obstacles---------------------------------------------- 431, 433
Odometer----------------------------------------------------- 45
Oil Temperature (OIL °F)------------------------------------ 86
Omni Bearing Selector (OBS)----------------------- 464–465
Other Statistics--------------------------------------- 261, 263
Outside Air Temperature (OAT)------------------------50, 71
Overview-------------------------------------------------------- 1
P
Parallel Track------------------------------------------ 228, 230
Pilot Profiles--------------------------------------------- 37–38
Pitch Indication----------------------------------------------- 53
Potential Impact Point, HTAWS-------------------- 309, 471
Primary Flight Display (PFD)
Softkeys------------------------------------------------ 15–17
Profile Path--------------------------------------------------323
Profile View--------------------------------------------------- 21
Profile View Display-----------------------------------------321
Profile View Terrain-----------------------------------------321
Q
Quick tuning 121.500 MHz-------------------------------106
R
Radar Altitude--------------------------------------------77, 78
Radio volume level-----------------------------------------116
RAIM---------------------------------------- 24, 253, 269–272
Range---------------------------------------------------------170
Receiver Autonomous Integrity Monitoring (RAIM)-2 3 – 2 4 ,
269, 463
Reduced Protection (RP) Mode---------------------------316
Reduced Required Obstacle Clearance (ROC)----------315
Reduced Required Terrain Clearance (RTC)-------------315
Required
Vertical Speed--------------------------------------------289
Vertical Speed Indicator---------------------------------289
Reversionary Display Operation--------------------------- 11
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
I-3
INDEX
Revision-------------------------------------------------------- vii
ROC-----------------------------------------------------------426
RS-232----------------------------------------------------------- 2
RS-485----------------------------------------------------------- 2
Runway
Minimum Length------------------------------------------ 37
Surface------------------------------------------------------ 37
RVSI---------------------------------------------------- 289–290
RX indicator--------------------------------------------------103
S
SafeTaxi------------------------------------------ 349, 364, 367
SafeTaxi database-------------------------------------------368
SBAS---------------------------------------------269–272, 463
Scheduler----------------------------------------349–350, 412
SD card---------------------------------------------------------- 8
Secure Digital (SD) card------------------------------------441
Selected Altitude--------------------------------------------- 50
Selected Altitude Bug--------------------------------------- 50
Selected Altitude Intercept Arc----------------------------173
Selected Heading-------------------------------------------- 60
Selecting a COM radio-------------------------------------102
Sensitivity Level, Traffic-------------------------------------336
Sequencing, automatic-------------------------------------465
Sequencing Waypoints, Suspend-------------------------- 70
Slip/Skid Indicator-------------------------------------------- 53
Softkeys
PFD----------------------------------------------------- 16–18
Split COM operation----------------------------------------134
Standby frequency----------------------------- 102, 106, 113
Standby frequency field------------------------------------102
Standby Navigation Database-- 443, 444, 445, 450, 451
Stuck microphone-------------------------------------------142
Sunrise--------------------------------------------------------262
Sunset--------------------------------------------------------262
SVS------------------------------------------------------------436
SVS troubleshooting----------------------------------------414
Symbols, map------------------------------------------------469
Synoptics------------------------------------------------- 89–96
Synthetic vision (SVS)------------------------------- 349, 350
System annunciations--------------------------------------422
System Annunciations--------------------------------------- 15
System message advisories--------------------------------429
System Setup Page------------------------------------------ 30
System Status, HTAWS-------------------------------------318
System Status Page------------------------------------------ 43
System Status, TIS-------------------------------------------331
System time--------------------------------------------------- 32
System Time--------------------------------------------------- 50
I-4
T
Takeoff Timer------------------------------------------------- 88
Takeoff weight-----------------------------------------------266
TAS------------------------------------------------------------429
TAS Alerts----------------------------------------------------336
TAS Symbology----------------------------------------------334
TAWS---------------------------------------------------------427
TAWS Annunciations---------------------------------------- 76
Terminal procedures charts------------------------- 372, 392
Terrain----------------------------------17, 21, 303, 309, 431
Terrain Awareness and Warning System (TAWS)
Annunciations------------------------------------------------ 76
Terrain Proximity--------------------------------------------302
Terrain Proximity Page-------------------------------------306
Timer----------------------------------------------------------436
Departure--------------------------------------------------- 45
Flight-------------------------------------------------------- 45
Timer, PFD Generic------------------------------------------- 44
Time, System-------------------------------------------------- 32
TIS Alerts-----------------------------------------------------329
TIS Traffic Symbols------------------------------------------325
TOD---------------------------------------------------- 288–289
TOPO DATA-------------------------------------157–158, 167
Top of Descent--------------------------------------- 288–289
Topographical data--------------------------------------17, 21
TOPO SCALE-------------------------------------------------159
Track----------------------------------------------------------- 58
Track Indicator------------------------------------------------ 59
Traffic---------------------------------------------------------- 21
Traffic Advisory System (TAS)------------------------------333
Traffic Advisory (TA)----------------------------------- 75, 325
Traffic Information Service (TIS)--------------325, 467–468
Voice Alerts------------------------------------------------ 75
Traffic Map Page------------------------------------- 328, 339
Traffic System Test------------------------------------------337
Transponder-----------------------------------------------19, 20
Transponder code entry------------------------------------125
Transponder data box-----------------------------------97, 99
Transponder mode field------------------------------------124
Transponder softkeys---------------------------------------123
Transponder standby mode-------------------------------123
Trend Vector
Turn Rate--------------------------------------------------- 61
Trip Planning------------------------------------------ 261–263
Trip statistics------------------------------------------ 262, 263
Trip Statistics-------------------------------------------------- 45
True Airspeed-------------------------------------- 50, 52, 263
Turn anticipation--------------------------------------------465
Turn Rate Indicator------------------------------------------ 61
TX indicator--------------------------------------------------103
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
INDEX
U
Unable to display chart----------------------------- 372, 393
Updating Garmin databases------------------------------368
User-Defined Holding Pattern-----------------------------237
V
Vertical deviation guidance-------------------------------243
Vertical Deviation Indicator (VDI)------- 57, 289–290, 295
Vertical navigation------------------------------------------242
Direct-to-------------------------------------------- 241, 242
Vertical speed guidance-----------------------------------243
Vertical Speed Indicator (VSI)------------------------------ 57
VFR code-----------------------------------------------------126
VNAV---------------------------------------------------------202
VNV---------------------------------------------- 288, 436, 437
VNV guidance
Disabling--------------------------------------------------240
Enabling---------------------------------------------------240
VNV Indications, PFD---------------------------------------- 73
Voice Alerts, TIS Traffic--------------------------------------- 75
Voice Callout Alerts, HTAWS------------------------------317
Voice Callouts--------------------------------------------30, 42
VOR
Nearest--------------------------------------------- 194–195
VOR selection------------------------------------------------113
VSI-------------------------------------------------------------290
VS TGT------------------------------------------------- 242, 288
W
WAAS-------------------------------------------------- 272, 463
Waypoint
Automatic sequencing----------------------------------465
Skipping---------------------------------------------------465
Waypoint Pages (WPT)-------------------------------------- 28
Waypoint Selection Submenu----------199, 207, 211, 269
Wind--------------------------------------------------- 168–169
Wind Data---------------------------------------------------- 18
Z
Zero fuel weight------------------------------------- 266–267
Zoom
Auto--------------------------------------------------------150
190-02064-00 Rev. A
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
I-5
INDEX
Blank Page
I-6
Garmin G1000H Pilot’s Guide for the Bell 505 Jet Ranger X
190-02064-00 Rev. A
Garmin International, Inc.
1200 East 151st Street
Olathe, KS 66062, U.S.A.
p:913.397.8200
f:913.397.8282
Aircraft On Ground (AOG)
Hotline: 913.397.0836
www.garmin.com
Garmin AT, Inc.
2345 Turner Road SE
Salem, OR 97302, U.S.A.
p:503.581.8101
f:503.364.2138
Garmin (Europe) Ltd.
Liberty House,
Houndsdown Business Park
Southampton, Hampshire SO40 9LR, U.K.
p:+44 (0) 238 052 4000
f:+44 (0) 238 052 4004
Aviation Support: +44 (0) 370 850 1243
Garmin Corporation
No. 68, Zhangshu 2nd Road
Xizhi District, New Taipei
City, Taiwan
p:34-93-357-2608
f:34-93-429-4484
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