Chapter

I here's a quiet revolution going on in general aviation--one whichwill save lives and is destined to change forever the way small planesare flown. The glass cockpit is taking the industry by storm.

The Garmin International Inc. G1000 and Perspective are drivingmuch of that change into small planes and into Very Light Jets (VU).Savvy pilots and flight instructors, seeking to stay on the leading edge oftheir profession, will embrace the change. If you're one of these pilots,this book will help you to transition smoothly into one of the thousandsof glass cockpits now being shipped each year.

Historicall5 change has come extremely slowly to general aviation,particularly when compared to the consumer electronics or even theautomobile industries. Many of today's airframes were designed 50 yearsago and the biggest change that's occurred since then was moving thetailwheel from the back of the plane to the front! The only other majorvisible changes have been to the navigation receivers in the cockpit.

Yet, change is nonlinear. The airplanes I fly today are, in almostevery respect, the same ones I learned to fly in over 30 years ago. Otherthan the advent of the nosewheel fifty years ago, the only other majorchanges were the introduction into the cockpit of Loran navigationreceivers in the l980s and GPS receivers in the 1990s. For those of usaccustomed to seeing rapid change in other parts of our lives, change ingeneral aviation seemingly moved on a geological timescale-thechange was there, it was just hard to detect during our short life spans!

However, in the two-year period beginning in 2003, the general avi-ation industry converted from shipping no glass cockpits at all to equip-ping approximately 9O7o of all new small airplanes with glass cockpits!In 2003, Cimrs Design led the way by shipping the Avidyne Entegraglass cockpit in their SR20 and SR22 aircraft. ln 2004, DiamondAircraft Industries and Cessna Aircraft Company began shipping theGarmin Gf000 in some models. By 2005, nearly every major manufac-turer was shipping glass cockpits, and they were reporting that, when

t :

The Glass Cockpi t Revolut ion

Perspec t i veOwners and pilots flying thePerspective glass cockpit, introducedby Cimrs Design in 2008 for the SR22now also available for the SR20, maywant to start this book by skimmingChapter 15 to understand the differ-ences between the Perspective andthe G1000. The Perspective's softwareis nearly identical to the G10(D andexceptions are pointed out in thatchapter. While the Perspective hard-ware is totally new, pilots familiar withthe G1000 and the Garmin GFC 700autopilot will quickly adapt to flyingthe Perspective glass cockpit, oncethey note the new locations for knobsand autopilot keys. After skimmingChapter 15, Perspective pilots maywant to retum to Chapter I to read theentire book.

2 MacTfescott's G1000 Glass Cockpit Hadbook

offered as an option, over 904o of their customers were choosing the

new glass cockpits!No one could have predicted the rapidity of this change, least of all

the hundreds of thousands of pilots around the world who will eventu-

ally use them. While the manufacturers were able to make a total shift

to "glass" in two years, training pilots will take longer, since the more

than 200,000 airplanes that exist today without glass cockpits will con-

tinue to constitute the majority of the fleet for years to come.

The advent of the glass cockpit comes at a time when there's been a

rebound in the industry. In the past, small changes in the economy have

been amplified into huge swings in the production of small aircraft.Hence the saying oowhen the economy gets a cough, general aviationgets double pneumonia." While past upswings in new airplane sales

were driven by the economy, the current renaissance is driven by inno-

vations such as the glass cockpit and safety systems such as parachutes

and airbags. Hopefully the current growth cycle will continue and glass

cockpit aircraft become widely available.

Glass Cockpit Benefits vs. RisksTo many pilots, the benefits of glass cockpits are not intuitively

obvious until they've flown in one. Until then, it's easier to focus on theperceived increase in risk posed by using a system more heavilydependent upon an aircraft's electrical system. ooYou won't find me fly-ing one of those in the cloudso" was the comment of one flight schoolmanager.

What they may not realize is that the electrical systems of glasscockpit aircraft have been beefed up, and the glass cockpits themselveshave tremendous redundancy. Whereas in the past, electrical systemfailures were common and often went unnoticed until the battery wascompletely drained, the new systems notify pilots immediately of aproblem. In addition, standby batteries are often included to allow evenmore time to land or reach fair weather.

Single points of failure have also been largely eliminated. Today,most critical components have multiple backups. Losing any one com-ponent still leaves modern glass cockpit pilots with far more instrumen-tation and data than they normally would have after losing a componentin traditional aircraft.

The benefits of flying any glass cockpit system are substantial. Thebiggest benefit is that the equipment frees a properly trained glasscockpit pilot from mundane tasks, such as keeping the wings level,while providing the information needed for him or her to make deci-sions about more important tasks. These include monitoring the currentweather versus the forecast, both en route and at the destination, mon-itoring aircraft performance and fuel consumptiono and continuallyevaluating alternatives throughout the flight.

Another major benefit is the reduced workload associated with

Chapter l: The Glass Cockpit Revolution

maintaining an instrument scan. While it's not initially obvious, scan-ning a round gauge panel requires the eye to jump across at least twoboundaries-the edges of adjacent instruments-before refocusing onthe center of another instrument. By contrast, glass panels have no arti-ficial boundaries between instruments, and it's less tiring for the eye.

According to a University of Iowa study, glass cockpits lead toincreased situational awareness on three levels. First, they lead to abetter perception of the current environment, since data is presented inways that pilots can more quickly absorb. Next, they increase compre-hension of the cunent situation. Finally, they provide a better projec-tion of the future status of the pilot and aircraft. They also decreasepilot workload, since data is presented in a more integrated format onlarger displays.

System reliability is also enhanced. Traditional mechanical gyroshave a lifetime of perhaps 1000-1500 hours. As they get older, HeadingIndicators, for example, drift and need frequent adjustment so theyremain synchronized with the compass. In contrast, the modernAttitude Heading Reference Systems (AHRS) last five to ten timeslonger and never need resetting, since they're automatically slaved toan electronic compass.

Traditional gyros are often driven by vacuum pumps with a lifetimeof as little as 500 hours and, when these pumps fail, the gyros fail in aninsidious fashion. When a pump fails, the gyros, which run at 18,000rpm, slowly spin down over five minutes. As they slow, they start to tiltalmost imperceptibly. An unsuspecting pilot, who has received virtual-ly no warning of the vacuum pump failure, may follow the tilt of thegyro and slowly lead the plane into an unusual flight attitude. If thisoccurs while in the clouds, the result can be fatal. Modern glass cock-pits don't use vacuum pumps for any of the primary flight instruments.Also, when a failure does occur, it's immediately obvious since a largered X replaces a portion of the instrument display.

One very real danger is that glass cockpits draw pilots' attention intothe cockpit and away from scanning outside for other aircraft and ter-rain, particularly during transition training. The brilliant color displaysdemand attention, and even the most conscientious pilots will findthemselves looking outside less. However, one study has shown that thetraffic displays found in most glass cockpits, which graphically depictthe location of other airplanes in the vicinity, actually help glass cock-pit pilots visually spot traffic faster than pilots in traditional cockpits.Also, a large manufacturer's training department reports that afterGf000 transition training is completed, pilots are returning to lookingmore outside the cockpit. If you do want to go "heads down" to focuson the systemo you should advise your copilot, so that he or she willdedicate themselves to looking outside for traffic.

Another potential risk is the increased mental workload due to theinherently more complex software interface of glass cockpits.

Mar Tlescott's G1000 Glass Cockpit Handbook

Programming the systems can distract a pilot from the primary task of

flying the aircraft. There is also some risk of dependency upon the

automation. To stay proficient, pilots will need to balance the time they

spend hand flying an aircraft versus using the autopilot, so that their

skills remain sharp in both areas. This risk may be somewhat overstat-

ed, however. Airline pilots work with high levels of automation, and lit-

tle is said of any degradation in their basic flying skills.

Enhanced Safety & More Train ingThe biggest legacy of glass cockpits is bound to be the enhanced

safety they provide. For example, terrain awareness databases built

into most glass cockpits, that show whether the rocks are above or

below you, should save thousands oflives in future decades. The use of

the advanced autopilots found in these aircraft will also lighten pilot

workloads and enhance safety.Already lives are being saved by a simple advancement that predat-

ed glass cockpits by only a few years-the low fuel indicator' Cessnastarted shipping their aircraft with these warning indicators in the lateJ.990s, and they're now integrated into the GlO0O-equipped aircraftCessna ships. Over 5,000 aircraft have these indicators, and none hashad a fuel exhaustion accident. In contrast, in 2003, 147 general avia-tion aircraft accidents in the United States, or nearly l07o of accidents,were caused by fuel mismanagement. Other recent safety innovationsinclude carbon monoxide monitors, shipped first on Columbia aircraft,and airbags shipped first on Cessnas.

An Air Safety Foundation publication on Technically AdvancedAircraft (TAA)-which includes all aircraft with glass cockpits-statesthat these aircraft have the potential for increased safety, but to'oobtainthis available safety, pilots must receive additional training in the spe-cific TAA systems in their aircraft." Also, piloting in the future willrequire 'oa more mental approach."

Pilots accustomed to flying the gauges will find a paradigm shift asthey transition into TAA aircraft. In addition to getting the feel for fly-ing and landing a new aircraft, they'll now need to spend additionaltime learning to "navigate" through the software menus and softkeys.Most pilots will rise to this new challenge, though some will prefer theold methods of navigating an airplane.

SummaryThe glass cockpits are here and they're bringing unprecedented lev-

els of informationo automation and potential safety into the small air-craft cockpit. Now, the challenge is for the pilot community to get addi-tional training and develop a new orientation toward ooprogramming thecockpit" so they can derive the full benefits ofthese new technologies.The bottom line is that glass cockpits are here to stag and sawy pilotsare already flying these safer, easier to manage aircraft, which are evenmore fun to fly!

Chapter 2:

Grooo Ben ef i ts

ome glass cockpit benefits are common to all systems and were pre-viously discussed. Others are unique to each avionics manufacturer'sdesign. The field is not static, however. Relatively few features are pro-prietary and manufacturers continue to play a game of leapfrog witheach other. While some benefits discussed here are unique to the G1000and Perspective nowo by the time you read this they may have beenincorporated into other manufacturers' glass cockpit products.

Gary Burrell and Min Kao, former employees of King/Bendix@,founded Garmin in 1989, and used a contraction of their respective firstnames to name the company. It's been said they envisioned a product likethe G1000 from the time they founded the company. Since 1997, they'veshipped over 50,000 GNS 430 and GNS 530 CPS units. [f you're profi-cient in using one of these units, your transition to the Gf 000 will be eas-ier, since many of the programming steps are similar, if not identical.

Aviate, Navigate & Communicate on a Single DisplayThe single biggest benefit of the Gf000 and Perspective, compared

to competitive products, is that it allows you to aviate, navigate and com-municate from a single l0-inch display. In contrast, competitive prod-

ucts have pilots looking in multiple places to see data and reaching in

multiple places to operate controls.The disadvantage of this should be obvious. Pilots need to check

their primary instruments constantly to monitor the attitude of their air-

craft to verify that it's flying straight and level, climbing with wings level

or whatever the case may be. Itos easy to get distracted while flying and

failing to monitor airplane instruments can be fatal. Two accidents,

which occurred while operating IFR in the clouds, clearly illustrate this

point.In 2000, an aircraft climbing out of Santa Rosa, Calif., on an IFR

departure, was performing well until the pilot got a call from the con-

troller pointing out that his transponder was not operating. Shonly there-

after, the airplane spun out of the clouds and crashed into a lake,

6 Mac Tlescott's G1000 Glass Cockpit Hozdbook

although radar did capture one report from the now operating transpon-der. This accident would not have occurred in a Gl0OO-equipped air-craft. Not only would the pilot have a lO-inch wide horizon showinghim whether his wings were level, but the transponder would have auto-matically switched to the ALT mode as soon as the plane took off andstarted flying faster than 30 knots.

Another crash occurred in 2003. while an aircraft was on an instru-ment approach to the Reid-Hillview airport in San Jose, Calif. In thiscase, a controller gave the pilot an incorrect tower frequency. The pilotspent more than a minute changing frequency, calling the wrong tower,entering the correct frequency and calling the correct tower. About thattime, he noticed that he was in a descending right turn, that he hadturned 90o from his course, and was impacting terrain. In a G1000-equipped aircraft, the pilot would have been looking in the upper righthand corner of the PFD (Primary Flight Display) to set frequencies. Hewould not have been able to miss the l0-inch wide horizon tilting to theright as he descended into terrain.

The lesson is simple. Pilots cannot afford to be distracted from theirprimary task of flying the airplane. With the increasingly complex air-space and increasingly complex aircraft systems, a pilot can get over-loaded to the point where he cannot keep up with the demands of fly-ing the airplane. Having to look away from the instruments and reachfor controls that are not adjacent to the instruments contributes to thesedistractions and makes it more difficult to fly safely.

These accidents could also have been prevented if the pilots wereusing their autopilots. All glass cockpit aircraft are equipped with mod-ern autopilots that work far better than most older ones. FITS (FAAIndustry Training Standards) strongly emphasizes use of the autopilot,particularly when pilots are programming the system. Use of the autopi-lot also reduces the workload and frees pilots to concentrate on higherIevel tasks.

I ntegrated, Custom izable I nformationFrom a human factors standpoint, the G1000 is unique in that it

tightly integrates all relevant information onto a single display paneland has all of the relevant controls adjacent to the display. With theexception of the engine instruments, which are on the MFD(Multifunction Display) during flight and don't require constant atten-tion, a GI000 pilot can do everything from the PFD. For example, apilot can modify a flight plan, monitor his position on a map, monitorother nearby aircraft, set all radio and navigation receivers, call upinformation on nearest airports and monitor flight and navigationinstruments-all from a single display. This is close to finding the HolyGrail of flight instrumentation in a small plane.

You can easily add and subtract information from the Gf000 PFD asdesired. In a minimalist configuration, the display shows the primary

Chapter 2: G1000 Benefits

flight instruments, radio frequencies and status information on thetransponder and the next GPS waypoint. From that base configuration,you can add a map to the PFD and configure whether it displays variouscombinations of topographp traffic, lightning, terrain awareness, andobstructions. The map range can be adjusted manually or automatically.

In another part of the display, you can choose to bring up, modifyand continuously display the flight plan. Alternatively, information onthe nearest airports can be displayed, or system status alerts can bereviewed. If the aircraft is so equipped, DME, ADF and RMI bearinginformation can be added to the display.

If you're a renter, or an owner who has your aircraft on leaseback,you will need to check the settings before you take off, since the priorpilot may have customized the settings for his or her preferences. Forexample, it could be confusing if you didn't notice that the map is inthe North Up orientation, when you're used to flying with Track Up.

Mult ip le Paths Simpl i fy Reaching Your DataThe GI000 employs the same technique that good software develop-

ers have used for some time. Some software is intuitively obvious-ifyou happen to think exactly like the developer! If you don't, it can bevery frustrating and nearly impossible to figure out.

Other software seems intuitively obvious at first, since when you trysomething, it often seems to work the way you want it to. The trick,which may not be obvious, is that the software developers have built inalternate ways to perform a function. Not only does the software seemlike it's designed for your preferences, but it's designed for other peo-ple's preferences, too!

The G1000 is similar in that it often has multiple ways to perform afunction. If you're familiar with programming a GNS 430 or GNS 530,your preferred way to load an instrument approach may be through thePROC and MENU keys. You might not even notice that softkeys,locat-ed along the bottom of the display, will also allow you to load anapproach. The functions of softkeys change with context, and often theyare the fastest way to reach information on the G1000.

In some cases, you're forced to use a particular user interface. Forexample, the Flight Management System (FMS) knobs are used heavi-ly to program the GI000 system. Often, you can use only the larger orthe smaller of these concentric knobs to perform a particular function.

Use the wrong knob, and you get something different from what you

intended. [n other cases, however, software designers made it easier by

allowing you to use either knob to make a selection.Since this book is intended to be a comprehensive treatment of the

G1000, we've tried to present all of the different ways-some of which

aren't found in the curtent manuals-you can access a function. As a

user, however, you only need to remember one way to perform an oper-ation. In general, you'll find that using the softkeys on the MFD will

T I PDon't touch the displays with your fin-ger! You'll leave oil on the screens andcould scratch them. The scratches can-not be repaired, but you can place a pro-tective film onto the display. The filmcan be ordered from many companies; besure to specify the size precisely.Clean the display only with a solutionand soft microfiber cloth that's safe foranti-reflective coatings, such as thosesold for cleaning eyeglasses. Never wipeor clean with a cloth alone-always usethe solution in conjunction with thecloth.

Mac Tlescott's G1000 Glass Cockpit Hotdbook

save keystrokes versus using the MENU and PROC keys. However, ifyou want to learn one set of techniques for programming the GPS thatworks equally well on both the MFD and the PFD, you may want tofocus on learning to use the MENU and PROC keys.

In format ion, Not f ust DataWe live in a world where we're sunounded by data and somehow

we're expected to process it to derive the information we need. TheGI000 does an outstanding job of taking that raw data and turning itinto useful information.

In one of the simplest cases, the airspeed display tape has "Speedbugs," which point to some of the many important to remember air-speeds. As a flight instructor, I'm constantly jumping into different air-planes and one of the first things I ask a client is what the Vx and Vyairspeeds are for their airplane. This tells me two things-whether theyknow them, and whether they're what I think they are.

The G1000 takes care of this issue. As the aircraft accelerates andreaches rotation speed, a reference bug labeled ooVr" appears alongsidethe speed tape. Now, pilots don't need to remember Vr-they know torotate when they reach the first speed bug. Other bugs for the bestangle of climb Vx, best rate of climb Vp and best glide speed Vg areincluded in the Gf000. The manufacturers'specified speeds are loadedinto the system, though you can change those values or turn off the bugsall together.

Human factors specialists determined years ago that humans cangrasp data more quickly when it's presented graphically. The G1000'sFuel Range Ring is a grear example of this. It's one of my favorite fea-tures, which is ironic, since I originally scoffed at its usefulness.

The first time I flew back from the Cessna factory in Kansas with aclient in a new T206,we wanted to avoid making an extra fuel stop. TheMFD showed our destination airport between the fuel range ring thatindicated our time to fuel exhaustion and the ring that indicated ourtime to reaching reserve fuel (which we had defined as one hour offuel).

Uncomfortable with that, yet still wanting to reach our destination,we began experimenting with different power and mixture settings.Very quickly, we found power settings that moved the reserve range ringbeyond the destination airport, and indeed we arrived with nearly 20gallons remaining in the tanks. With other glass cockpits, we couldhave found the same d,ata manually, but with the Fuel Range Ring wegot instant information graphically.

Display RedundancyMuch is made-sometimes too much-of what will happen under

various flying scenarios. For example, some pilots worry out of propor-tion about infrequent scenarios-such as engine failure and midair col-Iision-versus more frequent occurrences such as night flight (which

Chapter 2: Gl000 Benefits I

has several times the daytime accident rate) and the almost always fatalinadvertent VFR into IMC accidents.

Likewise, when pilots think of glass cockpits, they're quick to worryabout what will happen if the display fails, when it's more likely that analternator will fail. Nonetheless, the G1000 is unique in its ability tocontinue displaying the primary flight instruments even after a PFDfailure! Its unique reversionary mode recombines data from the PFDand MFD to create a new combination of information that appears onwhichever display is still functional.

Lose a PFD and you still see the flight instruments and engine dis-play, though you have to look at the right side display. Lose an MFD andyou get the same combined information on the left side display. In theunlikely event you lose both displays (and you don't wake up from hav-ing a nightmare), you still have use of the three standby instruments.

Obviously, the loss of an alternator and subsequent draining of thebattery would lead to the loss of both displays. However, all G1000implementations include an additional battery and sometimes a secondalternator. This provides much redundancy and virtually eliminatessingle points of failure where losing a single component would result indisaster.

Real- t ime DataReal-time data is available in most glass cockpits, so while this is

not a large G1000 differentiator, it's still worth describing the benefits.Traffic Information Service (TIS) and Traffic Advisory Systems (TAS)are common functions; both make visually spotting other aircraft mucheasier. Stormscopes@ provide real-time lightning data, and XMSatellite's aviation weather subscriptions provide near real-time dis-plays of virtually the same graphical weather products that you're ableto get sitting in front of your computer on the ground.

For example, you can call up a satellite picture to see whetherclouds have moved in from the coast obscuring your home airporto oranother weather product showing the cloud top heights so you can esti-mate the severity of a storm and whether you're likely to encounterfreezing rain. Radar pictures, mapped in near real-time relative to yourcurrent position in the airo can also be called up so that you can seewhere cells are located and plan a route around them.

Note that you shouldn't use these radar pictures to pick your waythrough storm cells. Rather, use them strategically to steer well aroundthe weather. Remember too that the radar data is a minimum of eightminutes old, and much can change in that time.

Aviation weather subscriptions can also provide SIGMETs andAIRMETs. These warnings of significant weather, are virtually indeci-pherable when given over the phone by Flight Service Stations, unlessyou happen to know the location of every VOR they reference todescribe the boundaries of the affected area. Via the Gl000, SIGMETs

10 Mac hescott's G1000 Glass Cockpit Handbook

and AIRMETs are shown graphically on a map, and you can read thefull text of the warnings. Real-time Temporary Flight Restriction (TFR)

data is also available.

5u m maryEach manufacturer's glass cockpit implementation has unique

strengths and weaknesses and all will improve over time as new revi-sions are introduced. AII of them can help general aviation reach newlevels of safety. What's most important is that you as a pilot fully under-stand all of the nuances of the system you fly, so that you always knowwhat the system is doing now and how to make it do what you need todo next. Ultimately, fully understanding your system is going to reduceyour workload, enhance safety and make flying even more enjoyable.

Chapter 3:

G1000 System Overview

he G1000 and Perspective are a flexible system of interchangeablehardware modules and software tailored to the needs of individual air-craft manufacturers. Piston-powered aircraft have the two-display ver-sion, while high-end aircraft like the Cessna Mustang jet use a three-display version. While it's not necessary to understand the system archi-tecture to operate the G1000-and you can skip ahead to Chapter 4 ifyou wish-knowing the architecture can be helpful in understanding theramifications of the failure of one or more system components.

In addition to the displays, there are a number ofhardware modules that make up the system (figure 3-1). In most aircraft, these are located in the tail cone;in others the modules are behind the instrument

panel, but hidden from view. Placing the electronics

in the tail adds one aerodynamic benefit. In most air-craft, the wing provides lift, while the horizontal sta-

bilizer actually generates a downward force, balanc-

ing the aircraft around its center of gravity, but alsorequiring the wing to generate additional lift. Placing

the electronics in the tail reduces the amount of down

force required from the tail, the amount of lift

required from the wing, and makes the aircraft slight-

ly faster.All hardware modules are line replaceable units

(LRU) for quick service. A technician pulls out the

faulty unit and replaces it with a known good unit

from inventory. The faulty unit is repaired, goes back

into inventory and eventually into another aircraft. Your module that

started life in a Mooney may end up in a Mustang jet! You may also save

time by not having to take your airplane to a separate avionics shop, as

some aircraft service centers will be authorized to swap G1000 LRUs'

Finally, one-stop shopping when you take your plane in for maintenance!

Figure 3-1 The G1000 is a modularsystem.

GEA 71Engine/

Airframe

12 Mac Tfescott's G1000 Glass Cockpit Hadbook

Figure 3-2 Manufacturers can nowchoose from 10, 12, and 1S-inch dis-pfayS. O Carmtn Ltct. ot lE alfltlat€E

While much of the hardware may be the same, whether you're flyingjets or propeller-driven aircraft, the software is different-though sim-

ilar-for each model. Thus when you jump from one G1000 aircraft

into another, the instruments will appear the same, but the implemen-

tation of some features may vary or may not exist at all if a manufac-

turer chose not to implement them.When you buy a new plane, not only will you receive a copy of the

Pilot Operating Handbook (POH), but you'll also receive a CD with a

copy of the software loaded onto your system. In some cases' mainte-nance personnel may need this disk to reload the software onto your

system after it's been serviced. You'll want to keep the CD in a safeplaceo panicularly if it's a rental aircraft used by many people. In addi-tion, when the G1000 is first turned on, you should verify that the air-craft's software version is conect-in case software for another airplanemodel was inadvertently loaded after your system was serviced.

G1000 DisplaystThe most prominent part of the G1000 system is the full-color dis-

plays that pilots use to interact with the system. Aircraft with non-inte-grated autopilots use two GDU 1040s, which are 10.4-inch diagonaldisplays that are physically identical (figure 3-2). That keeps costsdown, since service centers will only need to stock a single part whichcan be used to replace either display. The display on the left (pilot'sside) is configured through software as a PFD, while the display on theright is configured as a MFD.

Aircraft using the integrated GFC 700 autopilot use a different MFDdisplay with additional keys that control the autopilot. The Columbia400i (now called the Cessna Corvalis TI) uses the GDU 1042 and theBeechcraft G36 uses the GDU 1043, which includes an extra key forthe yaw damper. Cessna aircraft with the GFC 700 autopilot use a pairof GDU l044Bs with autopilot keys on both the MFD and the PFD.

Some high-end aircraft, such as the Cessna Mustang, use a three-dis-play version of the G1000. In these installations, the outer two displaysare identical 10.4-inch displays, both configured as PFDs, so the pilot andcopilot have identical views of the primary flight instmments. A third 15-inch display, located in the center of the instrument panel, serves as aMFD. Garmin also sells al2-inch version of the display, giving manufac-turers yet another option for tailoring the G1000 to their aircraft.

The GDU lMAlIM2ll0,l3lI044B displays use thin-film transistor(IFI) technology, which provides awiderviewing angle than olderflat paneldisplays, and is easily readable in most sunlight conditions. Physically, eachl0-inch display is 7.7 by ll.8 inches and 3.5 inches deep. Elecrically, it'san XGA type display with 1024x768 pixels of resolution and capable of dis-playrng 262,144 colors. The color capability is fully used when displayingtopographical maps, which appear equal in quality to a printed map. A

t The Persoective disolaprs eliminate the redundant knobs on the G1000 displays. Seefigures l5-2 and 15:12.

Chapter 3: G1000 System Overview 13

built-in graphics accelerator refreshes the display 30 times a second, ren-dering excellent, flicker-free graphics.

Cockpit lighting in many general aviation (G.A.) aircraft has beenatrociouso and here the GI000 shines-literally. Backlighting has beenadded to the displays, and pilots can control the intensity of each dis-play individually as well as adjust lighting of the engraved labels on thedisplay bezel.

Each display has two slots for SD+ype memory cards. The lower slotis occupied by a memory card which contains the tenain and obstruc-tion databases. Pull that card and the data's gone. The other slots areused to update the internal GPS databases and, by some manufactur-ers, to provide electronic checklist capability.

GIA 63 lntegrated Avionics Uni tsIf the G1000 displays are the beauty of the systemo then the two GIA

63, or GIA 63W for WAAS-capable systems, integrated avionics unitsare close to being the dual brains of the system (figure 3-3). Each of theunits, designated GIAI and GIA2, contains a complete GPS receiver,VHF COM radio, and VHF NAV receiver. These functions are relative-ly independent of each other so if, for example, the COM radio fails, theGPS and NAV receivers in that LRU might continue to operate. Inaddition, if an entire GIA 63 fails, the second GIA 63 will still provideGPS, COM and NAV receiver functions for the aircraft, though someautopilot functionality will be lost.

The first GPS, either GPSI or GPS2, to acquire a signal becomes theactive GPS. The other one becomes a hot spare which can take over atany time. If the active GPS subsequently fails, the hot spare becomesactive and there is no loss of functionality.

The COM portion of the unit has 16 watts of transmit power and isdesigned for 8.33 kHz radio channel spacing, now in use in some partsof the world. You can easily reconfigure the system from 25 kHz spac-ing to 8.33 kHz spacing by making a change on the System Setup pagein the AUX page group.

The GIA 63s communicate with both displays via a High-SpeedData Bus (HSDB) Ethernet connection. When the GPS database isupdated by the user though slots in the displays, a copy of the data isstored in both GIA 63s, so it is still available if one unit fails. Updatingthe G1000 is quick and easy since you only have to update the two dis-plays, taking 20 to 30 seconds each.

To update the database, download data from the lntemet via a subscrip-tion service onto a SD card. Insert the card into the PFD's slot and tum onthe master switch. The system will ask if you want to update the database.Press the ENT key for yes or the CLR key for no. After the update is com-plete, move the SD card to the MFD's sloto tum on the Master Switch (and,for some manufacturers, an Avionics switch) and repeat the process.

Figure 3-3 The GIA 63 is similar infunctionality to the Garmin GNS 530,@ Garmln LU. or lts atf,llates

! l f t t l f

74 Mac TTescott's G1000 Glass Cockpit Handbook

Figure 3-4 The GDC 74A processesair data from the pitot-static system.@ Garmin Ltd. or its afftliates

Figure 3-5 The AHRS is a solid-statereplacement for mechanical gyros.@ Garmin Ltd, or its affrliates

GMA 1347 Audio PanelThe GMA 1347 provides all of the features of modern audio panels.

lt allows you to select the radios on which you're transmitting andreceiving, and lets you listen to any of the navigation radios to identify

a station. It also integrates an intercom system, marker beacon receiv-er and a digital clearance recorder.

The audio panel is mounted in most aircraft between the PFD and MFD,and it communicates with the GIA 63s using an RS-232 connection. At thebottom, it includes a Display Backup button, which can be pushed in anemergency if one of the displays were to fail. When pushed, it displays theprimary instruments on whichever display remains.

GDC 7 4A Air Data ComputerThe GDC 74A Air Data Computer (figure 3-4)processes information

from the pitot-static lines, which bring in data about the air outside theplane. For example, it provides information on pressure, altitude, indi-cated airspeed, vertical speed, outside wind direction and strength, andtotal air temperature.

Vertical speed information has the same lag (approximately 6 sec-onds) that you find in a traditional VSI, so don't chase these indicationsexcessively. Total air temperature, which includes the heating effects ofthe airplane moving through the air, is used to calculate outside airtemperature (OAT). The GDC 74A also provides altitude information tothe transponder.

GRS 77 Att i tude Heading and Reference SystemThe GRS 77 Attitude Heading and Reference System (figure 3-5) or

AHRS is one of the key components that helped bring glass cockpittechnology into the price range of general aviation aircraft. This AHRSwas developed initially by Sequoia lnstruments, which Garmin pur-chased in 2001. It was the one of the first low-cost, solid-state replace-ments for mechanical gyros.

Historically, g)'ros were first replaced in military aircraft using expensivelaser-ring gyros that cost $75,000 and up. The GRS 77 includes three ratesensors, three accelerometers, and two 2-axis tilt sensors for position data.It's unique in that it also uses GPS and magnetometer data to provide anaccurate reference at a relatively low cost. If either of those external sourcesis unavailable or sending invalid data, then data from the air data comput-er is also used.

It's also fast to initialize. On the ground during start-up, all instrumentsare usually available within 45 seconds. In addition, the GRS 77 AHRScan be reinitialized in flight, should power be intemrpted. Reinitializationcan occur even while the airplane is in a bank of up to 20o, and some fac-tory pilots have seen it reinitialize in up to a 45o bank. In contrast, the ref-erence systems in some other glass cockpits, including jet aircraft, requirethat the system remain motionless for several minutes during initializationand the systems cannot be reinitialized in flight.

. * - - -

Figure 3-6 The Magnetometer sensesan airplane's heading. @ Garmin Ltd. or its

aftiliates

Chapter 3: G1000 System Overview 15

GMU 44 - 3 axis magnetometerFuture pilots may never have to adjust a Directional Gyro or

Heading Indicator to the correct compass setting again-and again ifthe gyro is wearing out-because of the GMU 44 3-axis magnetometer(figure 3-6). Generally located in the wing, this device does the work ofa compass, but with a digital output of the correct heading.

Traditional one-axis flux valves weren't accurate during climb out,particularly during turns. Magnetometers in older general aviation air-craft often didn't work well since they couldn't be located far enoughaway from the avionics in the front panel. This problem is solved bylocating many of the G1000 avionics in the tail cone.

Many older magnetometer installations had a Free/Slave switch onthe instrument panel, which was occasionally needed to sync up thereading from the magnetometer with a compass. There is no suchswitch in a G1000 cockpit-it's all automatic.

Mechanics still need to exercise caution when working on the mag-netometer. They must use a composite screwdriver or demagnetize theirscrewdriver. Otherwise, they may damage this sensitive instrument.

GEA 77 Engine/Air f rame Uni tThe GEA 7l Engine/Airframe Unit (figure 3-7) monitors engine

parameters, avionics, and all system components. The layout of theengine information on the GI000 display varies among aircraft models,and represents one of the biggest differences between systems. Unlikeother glass cockpit systems which have a single page for all enginedata, most GI000 implementations display the most important data onone page, and other engine-related data on two other pages. While

some engine data is not continuously available for view, the system pro-

vides alerts if needed.

GDt 69A Garmin Data L inkThe GDL 694 Garmin Data Link is optional (figure 3-8). When

installed, it provides radio and aviation weather data through a sub-

scription service from XM Satellite Radio. For example, cument textu-

al METARs (latest weather observation) and Terminal Aerodrome

Forecasts (TAFs) can be displayed for any airport. Graphical weather

products, such as radar and satellite imagery can be displayed relative

to the aircraft's position. See Chapter B for more details on this system.

A less expensive GDL 69 is available which has weather capability but

no satellite radio capability.

Alphanumeric KeypadThe Gl000-equipped Columbia 350i and 400i ship with an

alphanumeric keypad (figure 3-9) as does the cessna Mustang. GA

pilots can only hope that keypads become available in all G1000-

equipped aircraft, as this will save considerable knob twisting when

entering identifiers into a flight plan.

Figure 3-7 The GEA 71 monitorsengine parameters and all G1000system components. @ Garmln Ltd. or ftsaffiliates

Figure 3-8 The Garmin Data Link isrequired to receive weather data viaXM Satellite. @ Garmin Ltd. or iE affiliates

Figure 3-9 The alphanumeric keypad

in the Columbia 350i and 400i. @ Garmin

Ltd, or its affitiates

16 Mac Ilescott's G1000 Glass Cockpit Handbook

Figure 3-10 The Weather page from aradar equipped Baron. @ Garmin Ltd. or its

affiliates

GWX 6E RadarThe GWX 68 is an airborne

radar unit, currently available onlyin the Beechcraft G58 Baron andCessna Citation Mustang, thoughyou'll probably find it available inthe future in other GI000-equipped Very Light Jets (figure 3-10). It provides a real-time view ofprecipitation in the vicinity of theaircraft and is available with either al0-inch or l2-inch phased arrayantenna. It features a weather avoid-ance range of as much as 305 nm.

Its features include:o Selectable Ranges: from 2.5

to 320 nmo Vertical Scan Angle: up to 60

degrees. Altitude: 50,000 ft (unpres-

surized)o Horizontal and vertical scan

modeso Weather and ground mapping

modes

GDL 90 ADS-B Data Link TransceiverThe optional Automatic Dependent Surveillance-Broadcast (ADS-B)

data link transceiver broadcasts aircraft position, airspeed, projectedtrack, altitude and identification to other similarly equipped aircraft andto a growing network of ground stations. It includes Flight InformationService-Broadcast (FIS-B), which displays traffic, weather and other infor-mation broadcast from ground stations. The FAA has awarded a contractto build a network of ADS-B ground stations in the U.S. and has proposedrequiring all aircraft to be equipped with ADS-B by the year 2020.

Autopi lotWhen the G1000 was first introduced, it did not have its own autopi-

lot, so it was interfaced with other manufacturers' equipment. Forexample, both Cessna and Diamond propeller-driven aircraft incorpo-rated the Honeywell (formerly Bendix/King) KAP 140 autopilot, whileMooney and Tiger used S-Tec autopilots.

Subsequently, Garmin developed its own autopilot, the GFC 700,used in Beechcraft Bonanzas and Barons, the Columbia 350i and 400i,and most recently in Diamonds and Cessnas including the CessnaMustang jet. To allow more precise control of speed and torque andincrease reliability, Garmin chose to distribute the electronic controls

Chapter 3: G1000 System Overview t7

among the servos that move the control surfaces, rather than consoli-date them centrally.

Competitive glass cockpit manufacturers point out that G1000-equipped aircraft without the GFC 700 autopilot are not fully integrat-ed. While that's true, the most visible disadvantage of a nonintegratedautopilot-and it's minor-is that pilots must set their altitude refer-ence twice, once on the G1000 and again on the autopilot, instead ofonce with an integrated autopilot. This is a minor inconvenience com-pared to the many advantages of the G1000.

Most G1000 nonintegrated autopilot installations include GPS rollsteering, though a few early models did not. GPS roll steering takesyour current location and groundspeed, compares it with the flightplan, and calculates accurate intercept angles and initiation of turns.GIA2 provides this information to the autopilot, which enables it to rollthe plane precisely out on course? without the under or overshoot com-mon with systems connected directly to a CDI or HSI needle. A systemwithout roll steering will still track a GPS signal, but will not handleintercepts and turns as well.

Nonintegrated autopilot systems ship with one mechanical gyro-anelectric turn coordinator-though it's not visible to the pilot. It's need-ed to provide roll rate information to the autopilot. Should the AHRSfail, it allows nonintegrated autopilots to continue to operate in somemodes.

Standby InstrumentsEach manufacturer chooses what backup or standby instruments to

include with their aircraft. Typically there are three-an airspeed indi-cator, mechanical attitude indicator and an altimeter. Some manufac-turers, Iike Cessna and Tiger, choose to include a vacuum pump todrive the standby attitude indicator to provide another level of redun-dancy, while others, such as Diamond, use an electric standby attitudeindicator.

Genera l G1000 L imi ta t ionsAs a pilot, you should carefully read the limitations for your aircraft.

In particular, you should pay attention to the limitations for yourautopilot and the preflight test of the autopilot that may be required byyour aircraft's manufacturer.

There are also Gl000limitations that vary by manufacturer. You canfind these in your FAA Aircraft Flight Manual or Flight ManualSupplement. A few examples of limitations that you might find include:

. Operation is prohibited north of 70o N or south of 70o S lati-tudes. In addition, operations are not authorized in the followingtwo regions: 1) north of 65o N between 75'W and l20oW longi-tude (northern Canada) and 2) south of 55oS between I20oE and165'E longitude (region south of Australia and New Zealand).

o Navigation must not be predicated upon the use of the Tenain orObstacle data displayed by the C1000.

18 Mac Tlescott's G1000 Glass Cockpit Hadbook

o Use of the Traffic Map to maneuver the airplane to avoid trafficis prohibited.

. Use of the Weather Map page for hazardous weather (thunder-

storm) penetration is prohibited.Most aircraft will have more GI000 limitations than those listed

above. FITS training typically includes a review of all limitations and

you're strongly encourage to read all of the limitations for your aircraft.

SummaryAs you can see, the G1000's modular architecture gives it a flexibil-

ity not usually found in general aviation avionics. It makes it easier to

add new features through software revisions and the addition of new

LRUs or external devices connected to the Ethernet bus. The use of

LRUs makes troubleshooting and servicing simpler. As a result, we canexpect the G1000 to evolve and add new capabilities for years to come.Now let's learn how to use the main interface of this exciting system,the Primary Flight Display.

Chapter 4:

PFD Overview

he most visible difference in any glass cockpit aircraft is thePrimary Flight Display (PFD) directly in front of the pilot. Many olderaircraft already have Multifunction displays (MFD), or a moving map onthe GPS receiver, but these planes still use the traditional six roundgauges or primary flight instruments, variations of which have been inthe airplane virtually since it was invented over I00 years ago. PFDs,however, display flight information in new ways that allow you to quick-ly synthesize a mental picture of the plane's current situation and itstrend for the near future. Initially, it can be confusing but, when fullyunderstood, the PFD simplifies pilot workloads.

In the old paradigm, the primary instruments served two functions:they directly measured some parameter and they displayed this data. [ncontrast, PFDs display only data; the actual measurement occursthrough sensors located elsewhere in the plane.

The most prominent feature of the PFD is the horizontal line, whichseparates the blue, upper half of the screen representing the sky fromthe brown, lower half of the screen representing the ground. In tradition-al aircraft, this line is less than two-inches wide and is found in the atti-tude indicator. Instrument pilots constantly work to match a miniatureairplane with the line to keep an airplane in the clouds flying level.Since the traditional display is so small and there are so many instru-ments to monitor, it's easy to get distracted and not notice if the airplanetransitions from straight-and-level flight into an unusual attitude.

In the G1000 and Perspective, however, you will find that is virtual-ly impossible. The horizontal line is so prominent and the PFD so largeand bright that it is nearly impossible not to notice-even throughperipheral vision-when the airplane begins to inadvertently enter aturn. This is one of the many contributions that the GI000 makes toincreasing safety. This chapter discusses virtually all functions accessedthrough the PFD, except for radio operation discussed in Chapter 5 andflight planning and instrument procedures, which are similar for boththe PFD and MFD, discussed in Chapters 9 and 1I.

Pers pec t iveMost of the PFD features are the samefor the GI000 and Perspective. TheCRS, HDG and AUI knobs, found onthe PFD in Gl00O systems, are foundon the Perspective's center console.The Perspective displays Vo Power inthe upper left instead of the NAV radiofrequencies. The Perepective's back-ground colors are gradients, not solidcolors. The Current Track Bug, a pow-erful feature added in later G1000versions and described in Chapter 14,has dashed lines that make it morevisible in the Perspective (figure 15-

3). The Perspective PFD has severalnew softkeys, described in Chapter15.

20 Max TYescott's G1000 Glass Cockpit Hotdbook

T I PIf you forget which frequencies arestandby and active, look for the light-blue colored tuning box in which youenter a frequency. It's always around thestandby frequency.

Organizat ionThe primary flight instruments occupy the center of the display (fig-

ure 4-l). While traditional aircraft have six primary instruments, air-speed, attitude indicator, altimeter, heading indicator, turn coordinatorand vertical speed, the G1000 groups this information into four infor-mation displays. Airspeed is to the left, attitude and slip/skid informa-tion in the upper center, altitude and vertical speed to the right, andheading and rate of turn information in the lower center of the screenas part of a horizontal situation indicator (HSD.

Along the top of the display, VHF navigation frequencies are shownin the upper left corner. The Navigation Status bar-showing distanceand direction to the next waypoint-is in the center and communica-tion frequencies in the upper right corner. Along the bottom, the out-side air temperature is displayed on the lower left and the transponderstatus bar and system time are displayed to the lower right.

One of the G1000's most distinguishing features, softkeys, are alongthe bottom of the display. Softkey labels correspond to the keys belowand change depending upon the context. Pushing a key implements afunction or leads to a hierarchical set of additional softkey choices.You'll want to pay particular attention to the softkeys, which are uti-lized extensively throughout the PFD and MFD, as they often accessfunctions faster than the MENU key which GNS 430 and GNS 530users are accustomed to using.

Note the significance of color. Cyan (light blue) is used for items thatare pilot adjustable, such as the altitude and heading bugs. Green is foritems actively in use, such as the transponder, COM and NAV frequen-cies. Yellow, representing caution, marks the smooth air penetrationrange on the airspeed display and is used for some annunciators, suchas low fuel indications, that appear on the display. Red is for warnings.It's used at both the upper and lower speeds of the airspeed display andfor the most serious Warning annunciators. Magenta represents rate ofturn, trend vectors, and anything derived from the GPS signal, such asthe active leg of a GPS flight plan.

Radio Disptay and ControlsRadio frequencies are displayed in the upper corners of both the

PFD and MFD. VHF navigation frequencies are shown in the upper leftcorner and communication frequencies in the upper right. The top lineis for NAVI and COMI and the second line is for NAV2 and COM2.

Like most modern radios, two frequencies are shown for each radio:the active frequency being used and a standby frequency where newfrequencies are entered. They're not labeled, however, so you'll need toremember which is which. One way to identify each on the G1000 is toremember that standby frequencies are toward the outside of the screencloser to the tuning knobs, and active frequencies are toward the cen-ter of the screen.

Chapter 4: PFD Overview 2L

The PFD control knobs are located on both sides of the displaybezel. AII control knobs are duplicated on the MFD display bezel and,in many cases, they perform the identical function. While not obviousat first, this has the effect of grouping one set of all controls togetherbetween the PFD and MFD display screens. Some MFD functions,however, such as the range controVpointer knob and FMS knobs, needto be performed by the controls to the right of the MFD. Train yourselfto use your right hand and only use the controls in the center and to theIower right of the MFD (figure 4-2). There's never a need to use theknobs to the left of the PFD and the upper right of the MFD.

To select a radio frequency, use two pairs of concentric knobso oneto the left of each display labeled NAV and to the right labeled COM.The larger knob selects the MegaHertz, or numbers to the left of thedecimal point and the smaller knob selects the kiloHertz numbers tothe right of the decimal point. Radio frequencies can also be auto-tuned from several pages, including the Nearest and Airport Waypointpages. This is usually faster than manually dialing frequencies with the

NAV and COM knobs, particularly if you're loading multiple frequen-cies at one time. Use of the radios and audio panel is discussed in more

detail in Chapter 5.

Figure 4-1 The primary flight instru-ments occupy the center of the PFD.Radio frequencies and the NavigationStatus bar are at the top.@ Gamln Ltd. or iE afflllates

22 Mar TTescott's G1000 Glass Cockpit Handbook

Figure 4-2 Use just the controlsbetween the displays and to the lowerright of the MFD. @ Garmin Ltd. or its affiti-

ates

Status BarsThe Navigation Status bar (figure 4-3), in the upper center of the

display, shows four parameters about the active GPS waypoint. It liststhe waypoint nameo the distance to it in nautical miles, the DTK ordesired track to the waypoint and the TRK, the plane's current track

across the ground.t These navigation parameters weredefined as part of the certification process and are notuser configurable. However, the Navigation Status bar

on the MFD is user configurable, so if you have a favorite set of navi-gation parameters you prefer to monitor, set the MFD to display them.

The system time box, in the lower right corner, derives its time fromthe GPS. You cannot change the actual time, but you can change theformat in which it's displayed, such as 12 or 24hour time or local ver-sus Zulu time. The transponder status bar, to the left of the system timeboxo shows the current operating mode, ground, standby, ON or ALI,and the current squawk code, all of which can be set through the soft-keys described later in this chapter. Outside air temperature, in thelower left, can be configured to display in either oF or oC.

Airspeed DisptayThe airspeed indicator is a tape style display, with the indicated air-

speed always displayed in the center and an additional 30 knots dis-played above and below it (figure 4-4). The benefit of this type of dis-play is that you always look in the same spot for the airspeed. With atraditional gauge, you might have to look around the full instrument tofind the current airspeed.

The airspeed starts to indicate when the plane is faster than 20knots and traditional color markings are used to indicate differentspeed ranges. White is used for the flap operating range, green for thenormal operating range, yellow for the caution range and red to indicatethe never exceed speed. In addition, red is used for low speed aware-ness when within 20 knots of stall speed. Above the never exceedspeed, a barber pole type display with alternating red and white diago-nal stripes is shown.

Figure 4-3 The PFD's NavigationStatus bar always shows distance andtrack to the active waypoint, @GarmtnLtd. or IE effrllates

Figure 4-4 Airspeed indicator with TrueAirspeed (TAS) shown at the bottom.@ Garmin Ltd. or its affiliates

f See page 210 lbr updates to this l'eature.

Chapter 4: PFD Overview 23

One benefit of glass cockpits is that the computer processing powercan be used to generate additional information not found on tradition-al airspeed indicators. For example, true airspeed is continuously dis-played in a box below the airspeed indicator. Also, the PFD displaysseveral types of "trend vectors" that extrapolate current data and pre-dict the aircraft's performance six seconds into the future. One of theseis an airspeed trend vector, shown by a magenta line above or below thecunent airspeed, which extends out to the predicted future airspeed.The trend vector appears anytime the airplane is accelerating or decel-erating (figure 4-5).

One disadvantage of the tape style display is that when initiallytransitioning to a glass cockpit, it takes a little more effort to read thenumbers, compared to a traditional airspeed indicator where you getan instant sense of the airspeed by glancing at the pointer. This dis-advantage is offset by the presence of Vspeed reference bugs. AIso,experience in the field is showing that over time, pilots do accommo-date to referencing numbers rather than needle positions.

One of the first things you need to know about an air-craft is its rotation speed, best angle and best rate ofclimb speeds. The G1000 makes it easy to identify eachof these speeds by adding speed bugs along the rightside of the airspeed tape. The aircraft manufacturerspecifies the reference speeds to be displayed, thoughyou can enable, disable or change these values. Forexampleo if flying a short field takeoff at less than grossweight, you could reset Vr to a more appropriate speed,though it will reset to the manufacturer's default speedafter power shutdown. Changing the speed bugs is dis-cussed later in this chapter.

Att i tude IndicatorThe attitude indicator, located in the upper center of the PFD, is sim-

ilar to a traditional attitude indicator, except that an inverted "V"replaces the miniature airylane in the center (figure 4-6). For aircraftwith a Flight Director, discussed in more detail in Chapter I0, commandbars rest above the inverted "V."

Pitch is indicated by major marks every I0o and minor marksevery 5o. Should the pitch exceed 50o above or 30o below the hori-zon,large red pitch warning chevrons appear on the display (figure4-6A). Unlike a traditional mechanical gyro which can "tumble'o atextreme attitudes, the electronic AHRS is immune to this type ofproblem.

Bank angles are marked in the traditional fashion with major tickmarks at 30o and 60o and minor tick marks at I0o and 20". There is anadditional mark at 45o, not found on traditional gyros, which is veryuseful for practicing steep turns. Most GlOO0-equipped aircraft are notcertified beyond 60o of bank. Should an unusual attitude occur, the

Figure 4-5 Airspeed trend vectorshows aircraft will be at 100 knots in 6SeCOndS. @ Gamin Ltd. or its alfitiates

Figure 4-6 Attitude indicator shown instraight and level flight. o camin Ltd. oriE effiliates

Figure 4-6A These chevrons indicatethat the aircraft is pitched up beyondnOrmaf . @ Garmin Ltd. or its affiliates

24 Mac Tlescott's G1000 Glass Cockpit Handbook

Figure 4-7 The altimeter is in the cen-ter, the glide slope indicator is on theleft, and the vertical speed indicator isOn the right. @ Garmln Ltd. or tE eff,ttatos

T I PWhen climbing or descending, you canuse the altitude trend vector and altitudereference bug to manage your level off.First, set the altitude reference to yourdesired altitude using the AUI knobs. Asyou approach your designated altitude,start to level off when the altitude trendvector is opposite the altitude referencebug. Continue to pitch to keep themmatched to each other until vou're at your

target altitude.

PFD is de-cluttered by the automatic removal of the Inset Map, flight

plan and true airspeed boxes.The slip/skid indicator is a small trapezoid located below the two tri-

angles at the top of the attitude indicator. It moves in the same way as

the traditional ball in a turn coordinator. In other words, if the trape-

zoid is to the right of center, you'll need to apply additional right rud-

der to force it back to the center.

AttimeterThe altimeter uses a tape-style display located on the right side of

the PFD (figure 4-7). The tape extends 300 feet above and below the

center, where the current altitude is shown in larger numbers. Numeric

values and major tick marks are shown every 100 feet and minor tick

marks every 20 feet. Like the airspeed indicator, a magenta trend vec-

tor, located on the left side of the display (though earlier versions had

it on the right side), extends up or down to the altitude at which you'repredicted to be in six seconds, based upon the current rate of climb ordescent.

The vertical speed indicator is displayed as a numeric value in a box

to the right of the altimeter display; it begins displaying whenever theclimb or descent rate exceeds I00 feet per minute. As the verticalspeed changes, the display box moves up and down alongside the VSImarkings, providing both an analog and digital indication. Numericlabels and major marks appear every 1000 feet, and minor tick marksare used every 500 feet.

The altitude reference, shown in a box at the top of the tape, is setby the ALII knobs, located on the bezel to the lower left of either dis-play. The reference altitude provides two functions. In all aircraft, itsets the cyan Altitude Reference Bug, displayed along the left side ofthe tape when that altitude is on scale. [f the reference altitude is off-scale, the reference bug stays at either the top or bottom ofthe display.You'll find this bug invaluable in flight, as it quickly shows whetheryou've deviated from your target altitude. Instead of having to read thedigits to determine your exact altitude, simply fly the plane so that thecyan reference bug remains centered.

The second function of the reference altitude is to provide altitudelevel off information from the Gf 000 to the autopilot. This works wherethe autopilot is fully integrated, such as the Beechcraft, Columbia,Cessna Mustang and late model Cessna and Diamond aircraft. For non-integrated autopilot installations, such as in Mooney, Tiger and olderpiston-powered Cessna and Diamond aircraft, you'll need to set thealtitude reference manually on both the G1000 and the autopilot. Theglide slope indicator appears on the left side of the tape whenever anILS frequency is tuned in the active navigation receiver. The glideslope is indicated by a green diamond which moves up and down alongthe side of the display, much like a conventional glide slope displayneedle. A magenta diamond is used for WAAS approaches. The mark-er beacon annunciators, blue for the outer marker (figure 4-B), amber

Chapter 4: PFD Overview 25

for the middle marker and white for the inner marker, are displayed justto the left of the reference altitude.

The barometric setting box is located below the altitude display. Toset it, use the BARO knob, the larger of a pair of concentric knobslocated in the middle of the right side of both display bezels. You canswitch the barometric pressure display from inches of mercury to hec-topascals by pressing the PFD softkey and then the METRIC softkey.t

Horizontal Si tuat ion IndicatorThe horizontal situation indicator (HSI), located in the lower center

of the PFD, is similar to a traditional HSI. If you are unfamiliar with anHSI, it combines the functions of a Directional Gyro (DG) or HeadingIndicator (HI) with a course deviation indicator (CDI) or course point-er, such as you'd use with a VOR receiver to display navigation infor-mation. While initially confusing to neophytes, most expe-rienced pilots prefer using an HSI, since the CDI needleturns with the rotating compass card, presenting a graph-ical indication of where the desired course is located andwhat intercept angle to use (figure 4-9).

The HSI can be presented in two forms, either a 360odisplay as shown in figure 4-9, or a l40o arc display whichshows just the top third of the HSI presented in a 3-D pro-jection. You can switch between the two by pressing thePFD softkey and then the 360 HSI or ARC HSI softkey.tToday, most pilots prefer the 360o view. In the future, thel40o arc view may become more useful if the GI000 adds3-D terrain display capabilities to the PFD.

The turn rate indicator is located along the top of therotating compass card, and uses half tick marks at 9o andfull tick marks at l8o to the left and right of center. In aturn, a magenta line extends to the left or right to display the numberof degrees the plane is projected to turn in the next six seconds. In astandard rate or 2-minute turn, a plane turns 3o per second. Thus, whenthe magenta line extends to l8o, the airplane is established in a stan-dard rate turn (figure 4-10). If the projected turn extends to 25o orbeyond, an arrowhead appears on the magenta line (figure 4-11).

The HSI is automatically slaved to the GMU 44 3 axis magnetome-ter, so it continuously displays the correct heading and there is never aneed to adjust it to the compass heading as required with a traditionalDG. There is no free/slave switch, found in many traditional HSI instal-lations, for you to adjust the slaving between the HSI and magnetome-ter; the Gf000 does that work automatically.

The airylane's current heading is displayed numerically in theHeading Box at the top of the HSL Just below it is the cyan heading ref-

erence bug, set by the user with the HDG knob located in the middle ofthe left side of both display bezels. When the pilot turns the HDG knob,

Figure 4-8 The blue "O" indicatesyou're passing over the outer marker.@ Gamin Ltd. or its afflliates

Figure 4-9 HSI with GPS CDI needleSeleCted. @ Garmin Ltd. or its affitiates

Figure 4-10 Major 18'tick marks indi-cate a standard rate turn. In six sec-onds, this aircraft will be on a headingof 80o. @ Garmin Ltd. or iE affiliates

t See page 213 for updates to this feature.

26 Max TTescott's G1000 Glass Cocltpit Handbook

Figure 4-11 A trend vector with anarrowhead indicates the aircraft willturn more than 25' in six seconds.@ Garmin Ltd. or its affilietes

Figure 4-12The missing D-bar, in thecenter of the needle, indicates aninvaf id signal . @ catmin Ltd. or its affiliates

Figure 4-13 NAV1 is tuned to SJC;NAV2, which is green since it's current-ly selected on the HSl, is tuned toSNS. O Garmin Ltd. or its affitiates

the newly selected heading appears digitally in a box to the left of the

cument heading (in early aircraft, it just appeared for three seconds)'The HDG knob and heading reference bug are used in two ways.

First, the heading reference bug provides you with a large visual refer-

ence for maintaining heading that is faster and easier to use than read-ing the numeric display. Also, turning the HDG knob sends a signal to

the autopilot used for steering the aircraft when the autopilot's headingmode is engaged. This is true for both integrated and nonintegratedautopilots.

To use the heading reference bug in flight, you might initially pushthe HDG knob to synchronize the cyan bug with the current heading'Next, engage the autopilot in the heading mode. Then, turn the HDGknob to move the heading reference bug to a new heading and theautopilot will turn the airplane to fly the new heading.

Navigat ion wi th the HSIThe CDI or course pointer in the center of the HSI is magenta when

the GPS is used for course navigation and green when either the NAVIor NAV2 VOR receivers are used. Labels, such as a magenta "GPS",appear just above the HSI's miniature airplane to identify the naviga-tion source. In some Gf000 software versions, a green ooNAVl" or"NAV2" label is displayed when a VOR receiver is selected. Othersdisplay LOCI or LOC2 and VORI or VOR2 depending upon whethera localizer or VOR frequency is currently active in the NAVI or NAV2receiver. In all cases, you'll select the navigation source by pressing theCDI softkey one or more times until the desired CDI needle is dis-played in the HSI.

Before using the CDI needle for navigation, you should verify theintegrity of the navigation source. In all cases, a missing D-bar-thecenter portion of the CDI needle that moves left and right-signifiesthe lack of a valid signal and that the CDI should not be used (figure4-12).If both GPSI and GPS2 were to fail, or if the GPS was not receiv-ing enough satellites to perform a ooRAIMo'testo you would be warnedby a magenta INTEG label in the center of the HSI.

VHF navigation signals send a station identifier in Morse code if thestation is operating properly. The G1000 decodes these signals and,when it detects valid Morse identifiers, it displays them to the right ofthe active NAV frequencies (figure 4-13). You should validate NAV1and NAV2 signals by looking to see if the station identifier is displayedand also turn up the NAV volume to listen to the Morse code as a dou-ble check. [n some rare cases, the G1000 is unable to decode the Morsecode if it's transmitted too rapidly by the navigation signal.

You can set the CDI course with the CRS knob, the smaller of a pairof concentric knobs located in the middle of the right side of both dis-play bezels. The knob is easy to identify since it's the only one whichis triangular-a shape chosen to resemble the arrow head of the CDIneedle. Each click of the knob turns the CDI pointer one degree. Asyou tum the CRS knob, the newly selected course appears digitally in

Chapter 4: PFD Overview 27

a box to the right of the Heading Box. If you push the CRS knob, it willautomatically center the CDI needle.

The CRS knob is used to set the desired course whenever you'reflying to or from a VOR, or when navigating via GPS in the OBSmode, discussed in Chapter II. The CDI needle is automatically setto the correct course whenever a localizer frequency is selected onthe NAVI or NAV2 receiver and that CDI pointer is displayed, aIocalizer or ILS instrument approach is loaded orwhenever the GPS is operating in the leg mode, inwhich it sequences through the waypoints in theactive flight plan. When tuned to a localizer, you canstill adjust the CDI with the CRS knob, thoughthere's no reason to since the correct bearing of thefinal approach course for the localizer was automati-cally selected by the GI000. However in the GPS'sauto-sequencing mode, the CRS knob is inactive andthe bearing cannot be changed.

The CDI needle operates in the traditional fash-ion, with the center portion of the needle or 'oD-baro'

moving left or right of center to indicate the locationof the desired course. When displaying a VOR signalfrom a NAV receiver, traditional CDIs display I0o tothe left and right of center and have five dots on bothsides. Each dot is therefore equivalent to 2o ofdeflection from the desired course. The G1000 alsodisplays I0o on each side of center, but has only two dots on eachside of the display or 5o per dot of deflection (figure 4-I4).

When the CDI is used for GPS navigation, the scale depends uponthe receiver's current mode. Typically, the GPS mode is selected auto-matically, though you can choose to manually override the settings.When the enroute mode is active, "ENR" is displayed on the HS[, andthe CDI scale displays 5 nm on each side of the center, or l0 nm total.tThus, each dot represents a deviation of 2.5 nm from the desiredcourse. In the terminal modeo "TERM" is displayed and the CDI scal-ing changes to I nm on each side of center, or 2 nm total. In theapproach mode, '.APR" is displayed and the scaling is reduced to 0.3nm on each side of center or 0.6 nm total.

When departing an airport, the GPS is initially in terminal mode. Asthe airplane reaches a point 30 miles from the departure airport, theGPS switches to enroute mode, and the CDI scale gradually changes toI0 nm full scale, which has the effect of making any deviation fromcourse appear to be less (figure 4-15).

Approaching the destination airport, the GPS cycles from enroute toterminal mode 30 nm before the airport and the full scale displaychanges to 2 nm. This re-scaling of the CDI occurs slowly so that youdon't perceive any existing deviation from course-which will appear

Figure 4-14 The NAV1 radio is current-ly selected on the HSl. @ Garmin Ltd. or its

affiliates

Figure 4-15 GPS is currently in theENR or enroute mode. @ Garmin Ltd. ot its

affiliates

f See page 224 for updates to this feature.

,s, Mac llescott's G1000 Glass Cockpit Hadbook

Figurc 4-16 Yellow low fuel Cautionsare displayed in the annunciator window.@ Garmln Ltd. or IE aff,llates

Figure 4-17 The INSET softkeyenables the Inset map in the lower leftcorner of the PFD. @ Garmln Ltd. ot itsefflllates

to be a larger deviation after the mode change occurs-as a rapid turn

away from the desired course.If an instrument approach was selected for the destination airport,

the GPS switches to the approach mode 2 nm before the final approach

fix (FAF), which is typically four to seven miles away from the airport.

Full scale is now 0.6 nm, giving the greatest possible sensitivity for fly-

ing the approach. Instrument approaches are discussed more fully in

Chapter ll, and V/AAS approaches are covered in Chapter 14-

Annunciators and AlertsAnnunciators are displayed to the right of the vertical speed indica-

tor and are used to draw the pilot's attention to unusual conditions.Prior to glass cockpits, these were displayed in the form of warninglights, though most general aviation aircraft had relatively few of them

and system failures often went unnoticed. For example, undetectedalternator failures can drain an airplane's main battery and go unrecog-nized until the loss of the radio, lights and all other electrically pow-

ered devices. In contrast, the Gf000 annunciators make it far moreIikely that you will recognize system failures immediately before theybecome more serious (figure 4-16).

The annunciators are organized into groups, based on their severity.Warnings are the most severe and demand immediate attention. A newwarning appears above a white line at the top of the annunciators as aflashing red label accompanied by a chime that rings every two secondsand a softkey that flashes *WARNING." Pressing the softkey silencesthe chime, stops the annunciator from flashing, removes the white lineand re-sequences the warning within the list of all annunciators basedupon a priority assigned by the manufacturer.

A Caution is less severe and is signaled by a yellow label in theannunciator list, a single chime and a softkey that flashes *CAUTION."

Press the softkey to stop it from flashing.Advisories are the lowest level and do not appear in the annuncia-

tor list. Instead, a flashing ADVISORY softkey alerts you. Press thesoftkey to stop it from flashing.

An Alens window in the lower right corner of the PFD displays moredetails on any system U/ARNING, CAUTION or ADVISORY. This win-dow is opened by pressing the ALERTS softkey and can list up to 64alerts. Aircraft manufacturers define the alerts and their prioritieso soannunciators can differ from one aircraft model to another. A completelist of Warning and Caution alerts for each manufacturer can be foundin the Appendix.

Another form of alerts is Traffic Advisories, which occur wheneveranother aircraft displayed by TIS is within a half mile and 500 feet ofthe Gl00O-equipped aircraft, or is predicted to become a conflict with-in the next 34 seconds. Three things happen when a traffic advisoryoccurs. First, the Inset Map is enabled and the con{licting traffic is dis-

Chapter 4: PFD Overview 29

played. A single "Traffic" voice message sounds and a flashing"TRAFFIC" Annunciator appears to the top left of the attitude indica-tor (figure 4-6). The annunciator, black text on a yellow background,flashes for five seconds and remains displayed until threat aircraft areno longer detected in the immediate vicinity. For each additional threataircraft, a new aural alert and visual annunciator is displayed.t

Softkey FunctionsSoftkeys, Iocated along the bottom of both displays, are used exten-

sively throughout the GI000 and give you rapid access to many addi-tional functions. Pushing a key often leads to additional softkey choic-es which can lead to even more softkeys in a nested hierarchy. In allcases, press the BACK softkey, located on the second softkey from thefar right, to return to the next higher level menu of softkeys. Also, atimeout system automatically returns you to the higher level of softkeysif no keys are pressed for approximately 45 seconds. The following sys-tems are accessed through the softkeys.

l nse t MapThe Inset Map (figure 4-17) appears in the lower left corner of the

PFD, and is a smaller version of the MFD's navigation map.t You canenable it by pressing the INSET softkey, which leads to a sub-menu ofadditional softkey choices for configuring the map. While you canchoose which map layers to add to the lnset Map and change the maprange, many of the map features and orientation are dictated by the mapsettings on the MFD and cannot be set separately for the Inset Map.

After you press the INSET softkey, the following softkeys appearand are used to add or subtract information from the Inset Map:

OFF - turns the Inset Map off and returns the softkeys back to thehigher level menu.

DCLIR - selects one of four levels of information to display on themap. Successive presses of the DCUIR softkey step through four levelsand progressively remove information from the display. You'll find moredetails on the declutter function in the Appendix.

Whenever you press one of the following softkeys, it turns gray, indi-cating that the map layer selected was added to the Inset Map. Pressthe softkey a second time to deselect a particular map layer. More infor-mation on each of these layers of map information is included inChapter 7.

TRAFFIC - enables the display of Mode S TIS data on the map.TOPO - enables the topographic map which uses color to signify

land elevation.TERRAIN - enables terrain data.STRMSCP - enables the display of lightning strike data out to 200

nm, when the WX-500 Stormscope option is installed in an aircraft.The STRMSCP and XM LTNG softkevs are mutuallv exclusive since

f See pages 2L2-13 for updates to these features.

30 Macllescott's G1000 Glass Cockpit Hstdbook

T I POne of the more consistent "gotchas" Isee in the G1000 are pilots taking offsquawking a prior squawk code insteadof 1200. Since the G1000 saves thetransponder code when it's powereddown and the transponder numbers arerelatively small, this is an easy mistaketo make. Therefore I recommend thatpeople verify the squawk code as part ofthe "transponder" item on the pre-take-off checklist.

only one source of lightning data can be displayed at a time. Pressingone of these keys deselects the other.

NEXRAD - enables the display of weather data and graphics, whenthe Garmin data link option is installed in an aircraft and the user has

a subscription to the XM Satellite aviation package.XM LING - enables the display of lightning strikes, when the

Garmin data link option is installed in an aircraft and the user has a

subscription to the XM Satellite aviation package. The STRMSCP andXM LTNG softkeys are mutually exclusive since only one source oflightning data can be displayed at a time.

BACK - returns the softkeys to the higher level menu while retain-ing whatever selections were made to the lnset Map.

You can zoom the Inset Map in and out by turning the range knob inthe middle of the bezel's right side. The map range varies from 500 feetto 2000 nm.

Generally the Inset Map is centered on the airplane's cunent loca-tion. However, you can pan the map with the joystick to view otherareas. This is useful for looking ahead along a route offlight or for get-ting more information about an object, such as the height of an obstruc-tion like a broadcast tower. You can enable the panning pointer bypushing the range/joystick knob. Then, move the joystick to shift thepointer and highlight an object or to view other areas of the map.

When the pointer is placed on an object, with the exception of themagenta route lines created by a flight plan, the name of the objectappears for four seconds. Pushing the joystick cancels the panningmode and returns to a map centered on the aircraft's cunent position.The joystick on the MFD operates in the same fashion, but can also beused to get additional information, such as the vertical limits of ClassB, C, D and other airspace.

TransponderThe transponder is accessed through softkeys on the PFD.I Most

G1000 installations use a Mode S transponder that displays TIS data,showing nearby aircraft on the PFD and MFD maps. The TIS functionis described in more detail in Chapter 7.

The transponder generally operates in the automatic mode, thoughit can also be controlled manually. In the automatic mode, it starts inthe Ground mode, and a green GND label appears in the transponderstatus bar in the lower right corner of the PFD display (figure 4-18). InGround mode, no Mode A or Mode C signals are sent, however, datatransmissions related to the mode S traffic capabilities are stillenabled.

Altitude mode is automatically selected whenever the aircraftexceeds approximately 30 knots. The transponder then begins trans-mitting Mode C altitude data and a green ALI label appears in thetransponder status bar. When the transponder is interrogated, usually

t See page 2l2for updates to this feature.

Chapter 4: PFD Overview 3l

by ground-based radar but also by other aircraft withtraffic collision avoidance systems (TCAS) and trafficcollision avoidance devices (TCAD), a green R labelappears, signifying a reply was sent.

The automatic mode can be overridden. For example, if air trafficcontrol (ATC) notices that the altitude sent by your transponder differsby more than 300 feet from the actual altitude, they may ask you to"stop squawking altitude." This requires that the transponder beswitched from the ALT mode, where it transmits Mode C altitude data,to the ON mode, where it transmits Mode A data but no altitude infor-mation. In this case, you would press the XPDR (meaning transponder)softkey and then the ON softkey to stop the transmission of altitudedata. Other softkeys on this sub-menu control additional transponderfunctions.

These softkeys and their functions are:STBY - manually selects the standby mode where no data (includ-

ing mode S) is transmitted.AUI - manually selects Mode C and transmits altitude data.VFR - sets the transponder code to "L200," the standard code for

VFR aircraft.CODE - selects an additional sub-menu for entering a discrete

transponder code. The numbers 0 through 7 arc each assigned a soft-kep which allows you to enter a four digit squawk code. A BKSP orbackspace softkey on this sub-menu lets you back up if you enter oneor more digits incorrectly.

IDENT - enables the ident function, which makes your aircraftmore visible on ATC radar. Another IDENT softkey appears on theupper level of softkeys, so that you can access it at any time withoutneeding to push the XPDR softkey to reach the sub-menu.

Airspeed Reference Speed Bugs and TimerThe TMR/REF softkey brings up the Timer/References window in the

lower right corner of the PFD (figure 4-I9). Press the TMR/REF softkeyagain or press the CLR key to close the Timer/References window. Thefirst line in the window displays information about the general purposetimer. You can use this to time anything, such as lengh of a leg while fly-

ing a holding pattem, or to time an instrument approach. The timer can

be configured to count up from zero) or to count down from a user-spec-ified amount of time. When the time expires in the count down mode, an

Alert message is sent advising that the o'Timer has expired.'oInitially, the upper right field is highlighted by a flashing cursor and

the label "START?" Press the ENT key to start the timer, which

changes the field to a flashing "STOP?" Press the ENT key again to

stop the timer and change the field to a flashing "RESET?" Pressing

the ENT key again brings up the "START?" label and resets the timer

to zero or, if a time was preset in the time field, back to the preset time.

The large FMS knob is used to select other fields in theTimer/References window Turn it one click counterclockwise to

Figure 4-18 Transponder Status win-dow appears in the lower right cornerof the PFD. @ Garmin Ltd. ot its affitiates

32 Mac Tfescott's G1000 Glass Cockpit Handbook

Figure 4-19 The Timer/Referenceswindow includes a timer and referencebugs that show best glide, Vr, Vx andVy airspeeds. @ Garmln Ltd. or its affitiates

Figurc 4-20 Speed bug labels appearon the right side of the airspeed indica-tor. 80 knots is the Vy airspeed for thisairCraft. @ Garmin Ltd. or its effitiates

highlight the UP/DOWN field, turn the small FMSknob to select UP or DOWN timing and press the ENTkey. Turning the large FMS knob an additional clickcounterclockwise selects the time field. Then turn thelarge and small FMS knobs to select the number ofhours, minutes and seconds from which to count up ordown. You can make changes to the time and theUP/DOWN field while the timer is still running.

The airspeed reference bugs are also accessedthrough the Timer/References window, where they areenabled or disabled and their values are changed. Asmentioned earlier, speed bugs help you recognize impor-tant speeds for the airplane and, since they move with theairspeed display tape, they make it easier to recognize

any deviation from a target speed (figure 4-20).For example, as the aircraft accelerates on the runway, you can start

to pull back on the yoke at Vr, when the bug for rotation speed reachesthe center of the airspeed display tape. While climbing, additionalspeed bugs make it easy to identify and maintain Vx, the best angle ofclimb speed, and V5 the best rate of climb speed. The G1000 also dis-plays the airplane's best glide speed, which would be used in the eventof an engine failure.

To change a speed bug, turn the large FMS knob to highlight a par-ticular speed bug value. You can select a new speed by tuming thesmall FMS knob and pressing the ENT key. An asterisk appears when-ever the speed is different than the default speed set by the aircraftmanufacturer. All speed bugs return to their default speeds after theGI000 is turned off, or after pressing the MENU key, turning eitherFMS knob to highlight "Restore Defaults" and pressing the ENT key.

Speed bugs can be enabled or disabled individually by turning theIarge FMS knob to highlight the ON/OFF field for a particular speedbug. ON or OFF is selected by turning the small FMS knob and press-ing the ENT key. All speed bugs can be tumed on or off simultaneous-Iy by pressing the MENU kep turning either FMS knob to highlight "AllReferences On" or "AIl References Off'and pressing the ENT key.

In Columbia aircraft, Vr is not available as a speed bug. However, theTMR/REF window includes an additional function, labeled BAROMIN, which allows you to set a MDA or minimum decision height for usewhen shooting an instrument approach.t To set this altitude, turn thelarge FMS knob to highlight the BARO MIN field and use the smallFMS knob to set the minimum altitude. Then scroll to the ON/OFF fieldand use the small FMS knob to select ON.

As the aircraft descends to within 2,500 feet of the MDA, a BAROMIN box appears with the minimum altitude in cyan, and an altitudebug comes into view on the altimeter within 300 feet of the MDA. Boththe text and bug turn white at 100 feet above the MDA setting. When

t See page 212 for updates to this feature.

Chapter 4: PFD Overview 33

the aircraft descends below the MDA, the text and bug turn yellow andan aural "MINIMUMS, MINIMUMS" is heard. If the aircraft rises tomore than 50 feet after reaching the MDA, alerting is disabled. Aleningis also inhibited when on the ground.

Nearest Airports SoftkeyMost GPS receivers have a way to determine the direction and dis-

tance to the nearest airports rapidly. This is useful in an emergency ifyou need to land immediately. The function allows you to evaluatealtematives quickly, perhaps based upon the distance to the airport or,for higher performance aircraft, the runway length, andcan provide direct GPS guidance to the airport.

Garmin 430/530 users are used to accessing thisfunction with the FMS knobs, and you can still do thisthrough the MFD display. However, the G1000 goes astep further in that it also provides a NRST softkey onthe PFD, which gives you instant access to a subset ofinformation about the nearest airports. More detailedinformation about the airports and about other nearbyfacilities such as VORs, NDBs, intersections, AIC fre-quencies and user waypoints, is found through theMFD.

Press the NRST softkey to bring up the NearestAirports window in the lower right corner of the PFD,which displays the first three of the 25 nearest airports.Scroll down with either FMS knob to display additional airports (figure4-2I). The display shows the most critical data for each airport and youcan get additional information by selecting an airport from the list andpressing the ENT key.

The following information is shown for each airport:. Three or four letter airpon identifier. Symbol for the type of airport. Magnetic course to the airporto Distance to the airport in nautical mileso Best type of instrument approach available (VFR is listed if

there are no approaches)o Primary communication frequency such as tower or CTAF. Length of longest hard surface runway (or longest soft surface if

there are no hard runways)Additional information is available by scrolling either FMS knob,

highlighting an airport identifier and pushing the ENT key. A newAirport Information window displays additional information includingthe airport name, the city and state, the type of airport (e.g. public,

military), field elevation, longitude and latitude coordinates and the

type offuel services available. Should you wish, you can also use thiswindow to get the same information about any airport by using the FMSknobs to scroll to the airport identifier, airport name or city entering

Figure 4-21The NRST softkey is thefastest way to get information on thenearest airports. @ Garmin Ltd. or iE affilt

ates

34 MacTlescott's G1000 Glass Cockpit Hmdbook

T I PThe Nearest Airports window closes afterusing the Direct-to key to fly direct to anairport on the list. Therefore, if you alsowant to load a frequency from this page,do that before using the Direct-to key.You can do this in the opposite order, butyou'll need to press the NRST softkeyagain to re-open the window after usingthe Direct-to key.

the characters for another airyort and pressing the ENT key- To returnto the Nearest Airports window, turn the FMS knobs to highlight theBACK field, and press the ENT key.

The G1000 also makes it easy to navigate to the nearest airport.From the Nearest Airports window, scroll either FMS knob to the iden-tifier for the airport you've chosen, press the Direct-to key and thenpress the ENT key twice. Or, while looking at more detailed airyortinformation on the Airport Information window, you can press theDirect-to key and then the ENT key twice.

A magenta line will appear on the PFD's Inset Map and the MFDmap leading you from your present position to the selected airport. Ifthe CDI pointer is already selected for GPS, then course guidance alsoappears on the HSI. If, however, the green NAVI or NAV2 CDI needlewas in use, you must push the CDI softkey until the magenta GPS nee-dle appears to get course guidance.

Selecting the frequency for the chosen airport is also easy. From theNearest Airports window, scroll either FMS knob to the frequency forthe airport youove chosen and press the ENT key. The frequency is thenloaded as the standby frequency for whichever NAV radio is currentlyselected for tuning.

Addi t ional Navigat ion Funct ions: DMEDistance Measuring Equipment (DME) is available as an option to

the GI000 in some manufacturers'aircraft. When installed, this func-tion measures and displays the distance from the aircraft to a ground-based navigation station, usually a VOR, to which the DME is tuned.The distance measured is the slant-range distance in nautical miles,which is the distance from the airplane itself (not a position on theground under the aircraft) to the VOR station. For example, when fly-

ing directly over a VOR at 6000 feet, the DME wouldread 1.0 nm, not zero, since the aircraft is about I nau-tical mile above the station. Even though GPS can nowmake the same distance measurements, DME remainspopular because it is simple to operate compared toGPS receivers.

When installed, DME is accessed through softkeyson the PFD. Two steps are required to display it. First,a source of DME data must be selected with the DMETuning box and then the DME display box must beturned on.

Press the DME softkey to bring up the DME Tuningbox in the lower right corner of the display, so you canselect the source of DME information (figure 4-22).Turn the small FMS knob to select NAVI, NAV2 or

HOLD. Selecting NAVI or NAV2 means that the DME distance meas-ured and displayed will be to the station active in the NAVI or NAV2receiver.

Figure 4-2,The DME Tuning box letsyou select the source of DME informa-tion. @ Garm,n Ltd. or its affiliates

Chapter 4: PFD Overview 35

Selecting HOLD allows you to continue displaying the DME dis-tance from whichever VOR is currently selected in the DME TuningBox-either NAVI or NAV2-even if that NAV receiver is subse-quently tuned to another frequency. For example, if the active fre-quency in NAVI is the San Jose VOR on 114.I and the DME Tirningbox says NAVI, then the distance to San Jose can be displayed.Selecting HOLD assures that the San Jose VOR will continue to be thesource of DME information even after NAVf is re-tuned to the SalinasVOR on 117.3.

Once the DME source is selected, the DME display box must beenabled. This is done from the higher level menu of softkeys, which youcan always reach by pushing the BACK softkey. From here, push thePFD softkey and then the DME softkey. This brings up the DME dis-play box to the lower left of the HSI (figure 4-23).It shows which source(NAVI, NAV2 or HOLD) is selected, the frequency being used, and thedistance to the station in nautical miles.

In some Gl000-equipped aircraft, an Automatic Direction Finder(ADF) receiver is also available as an option. This receiver is usuallyaccessed through the same softkey used for the DME, except that it isrelabeled as a DME/ADF softkey.

Addi t ional Navigat ion Funct ions: Bear ing PointersOr RMI

Figure 4-23 DME equipped aircraft candisplay distance to a VOR. @ Gamtn Ltd.or iE effitlates

Bearing pointers, not included in the originalrelease, are now available in most versions of theThese pointers are essentially the same as the RadioMagnetic Indicators (RMD that are found in many air-liner cockpits. Those indicators combine a bearingindicator with a heading indicator and one or two nee-dles which point in the direction of whichever station(usually a VOR or ADF) is selected. The beauty of thedevice is that the tail of the needle gives a directreading of the radial on which the aircraft is located,making it easier to maintain positional awareness.

The bearing pointers provide an important func-tion in the G1000. Traditional cockpits usually havetwo VOR receivers and pilots can display information from both simul-

taneously. The G1000 HSI has a single CDI pointer and can usually

display information from only one VOR or other navigation source at a

time. Use of the bearing pointers allows the GI000 to display course

information to three different navigation signals simultaneously (figure

4-24).This is useful when flying an instrument approach that requires two

VOR signals or a localizer and a VOR signal so that you can monitor

both signals simultaneously. Of course, an even easier way to maintain

positional awareness is to use the MFD's moving map.

Gf000 softwareG1000 software.

Figure 4-24 Bearing pointers shownenabfed for NAV1 and NAV2. @ GarminLtd. or iE atfiliates

36 Mat Tfescott's G1000 Glass Cockpit Hatdbook

The G1000 bearing pointers are accessed through the PFD softkey.Press it to bring up a lower level menu of softkeys including the BRGIand BRG2 softkeys. Press the BRGf softkey to bring up a display boxat the lower left corner of the HSI and a single-width, cyan-coloredpointer in the center of the HSI. The BRGI display box shows the nameof either the VOR station or GPS waypoint selected and the distance tothat point. Pressing the BRGI softkey multiple times cycles betweendisplaying NAVI bearing data, displaying GPS bearing data and turn-ing the BRGI display box off.

The BRG2 softkey performs a function nearly identical to the BRGfsoftkey, except that it brings up a display box at the lower right cornerof the HSI and a double-width, cyan-colored pointer in the center of theHSI. Pressing the BRG2 softkey multiple times cycles between dis-playing NAV2 bearing data, displaying GPS bearing data and turningthe BRG2 display box off.

Addi t ionat WindowsOutside air temperature is continuously displayed in a box in the

Iower left corner of the PFD. This information is panicularly valuableto instrument pilots, as it can alert them to possible freezing conditionsand the need for pitot heat. The temperature is displayed in either oC

or oF, depending on a setting in the System Setup page described inChapter 7.

The System Time box, in the lower right corner of the PFD, contin-uously displays the time, derived from GPS satellites, and that timecannot be changed. However, the format in which it is displayed, suchas local l2-hour time, local 2[-hour time, or Zulu time, can bechanged. When using local time, you must also specify a time offset,specifying the number of hours between local time and Zulu time sothat the correct hour is displayed. All of these time settings are madethrough the System Setup page described in Chapter 7.

Miscellaneous PFD SoftkeysThere are several miscellaneous softkeys on the PFD. The

OBS/SUSP softkey is located on the highest level of softkeys andswitches the GPS from the auto-sequencing mode (which automatical-ly sequences through each leg of the active flight plan) to the waypointor OBS mode. In the OBS mode, a GPS waypoint is treated like a VOR,and the CDI course pointer sets a course to the waypoint. The OBSmode is discussed more in Chapter 11.

When pressedo the PFD softkey accesses a lower level menu of soft-keys that include:t

o METRIC - displays the altitude and reference altitude inmeters and the barometric setting in hectopascals.

. DFUIS - configures the PFD display to remove the Inset Map,display the 360" HSI, and deselect the METRIC softkey.

f See page 213 lbr updates to this f'eature.

Chapter 4: PFD Overview 37

. STD BARO - sets the barometric pressure to 29.92. This set-ting is used above 18,000 feet in the United States, and aboveIower altitudes in many other countries. Pressing this softkeyagain returns the barometric pressure to the prior setting.

t ight ingIf you're used to the poor cockpit lighting in older general aviation

aircraft, you'll be elated when you see the Gf000 lighting. In mostimplementations, manufacturers have added one or more knobs to theinstrument panel which simultaneously control the backlighting of thePFD, MFD and control knob labels on the bezels. Also, an electric eyesets the brightness of the displays when AUTO is selected.

This works well, however, you may find times when you want to setthe backlighting level of the MFD separately from the PFD. For exam-ple, at night the topographical map display on the MFD can still seemvery bright even after the PFD is dimmed to the proper level. Or, youmay want to set the backlighting for the key labels on the bezel sepa-rately.

Also, the intensity of the MFD is intentionally set higher than thePFD, since the pilot is viewing it off angle and therefore sees less lightfrom that display. [f you're in the right seat, the MFD will appear muchbrighter than the PFD, since you are viewing the PFD off angle and willsee less light from that display. For all lighting functions of either dis-play, use the MENU key on the PFD. Note that you cannot perform thisfunction from the MFD unless you first push the Display Backup but-ton, discussed in Chapter 12.

To set the PFD backlighting, press the MENU key, push the FMSknob, scroll with the large FMS knob to the first field and then use thesmall FMS knob to select PFD DSPL (figure 4-25). Then, scroll withthe large FMS knob to the next field and use the small FMS knob toselect MANUAL and press the ENT key. Finally, set the intensity per-centage using the small FMS knob and press the ENT key. To return tofull brightness, select AUTO. To remove the lighting window, press theMENU key.

The procedure for setting the backlighting of the key labels on thePFD is the same, except that in the first field you must scroll with thesmall FMS knob to select PFD KEY. Then select MANUAL and selectan intensity as described above. Backlighting of the MFD and MFD keyIabels is identical except that you must scroll to the second line andselect either MFD DSPL or MFD KEY.

Sum maryWhile it's easy to focus attention on MFDs because of their large,

colorful maps, the PFD is really the heart of the G1000, since everyfunction critical to aviating, navigating and communicating is availablethrough the PFD. This makes the G1000 unique, because it is the onlyglass cockpit that allows all critical functions to be accessed through a

Figure 4-25 Display lighting is con-trolled by the MENU key on the PFD.@ Garmin Ltd. or its affiliates

ALERTS

38 Ma,c Tlescott's G1000 Glass Cockpit Handbook

single display. Allowing a pilot to stay focused on a single display

reduces the workload and ultimately contributes to overall safety.

To become a proficient pilot in Gl000-equipped aircraft, start by

becoming familiar with all of the functions available through the PFD.

Most of those functions were discussed in this chapter, except for radio

operation and flight plan programming which are discussed later.

Practice operating the PFD by reviewing the diagrams in this book and

by using Garmin's Gf000 simulator software. You'll find that any timeyou spend learning the PFD on the ground will make your first flight in

a GlO0O-equipped aircraft even more enjoyable!

.1 T . F

L, napter J:

Radios and Aud io Pane l

I his chapter focuses on the operation of the radios and audio panel.While many aspects of their operation are familiar to anyone who hasoperated modern aircraft radios, some of the functions are difficult todiscern without instruction or documentation. This chapter attempts tounravel those mysteries so you won't be blindsided operating this newpanel.

The radio frequencies are conveniently displayed at the top of boththe PFD and MFD, and all of the radios can be operated by the controlson either display bezel. VHF navigation frequencies are shown in theupper left corner of both displays and communication frequencies are inthe upper right. This location is a major benefit of the G1000, sincepilots can view and operate the radios while still keeping their eyes nearthe primary flight instruments. This arrangement is unique to the

Gr000.The top line displays frequencies for the NAVI and COMI radios.

Physically, these radios are combined with the GPSI receiver into a sin-gle GIA 63 Integrated Avionics unit, located elsewhere in the plane.Although these three radios are housed in the same LRU, they are inde-pendent, and for example, should NAVI fail, COMI and GPSI may con-

tinue to operate. The second line displays frequencies for the NAV2 and

COM2 radios, physically located in a second GIA 63 that contains the

GPS2 receiver.

NAV and COM Radio TuningSince operation of the NAV and COM radios is vinually identical,

we'll treat them together. Like most modern radios, both an active and a

standby frequency are shown for each NAV and COM radio. The active

frequency is the one ready for use, and the standby frequency is where

new frequencies are loaded. Unlike most radios, however, the frequen-

cies aren't labeled! A user has to either remember which one is active

and which is standby, look for the tuning box around the standby fre-

quency, or figure it out by playing with the control knobs. One way to

Perspec t iYeThe Perspective's COM and NAVradios are operated the same as theGI000 radios, though the COM fre-quencies appear only on the PFD andNAV frequencies appear only on theMFD. There are subtle differences in

the way the numbers are displayed:standby frequency numbere are smdl-er, are in cyan and &re not surroundedby a white rectangle. The Perspectivehas a number pad (figure l5-7), whichis a fast way to enter frequencies. ThePerspective uses a different audiopanel (figure l5-8), but most of itskeys perform the same functions. Thebiggest difference is the way the inter-com volume and sguelch are set.

40 Mac kescott's G1000 Glass Cockpit Hutdbook

remember standby frequencies is that they are entered with the tuningknobs next to the frequency tuning boxes, toward the outside of thescreens. Active frequencies are toward the center of the screens. Inaddition to discerning active and standby frequencies, it is important toidentify the selected frequency, which is an active frequency that'sbeen selected on the audio panel (figure 5-l) or HSI for use.

As we've seen elsewhere on the PFD, color is significant and all fre-quencies are displayed with white numbers, except for the selected fre-quency, which is displayed in green. For the NAV radios, a frequencyis selected if the green CDI needle associated with it is displayed onthe HSI; if GPS is selected on the HSI, all NAV radio frequencies arewhite. The selected COM frequencp displayed in green, is the activefrequency selected on the audio panel for transmitting.

Color also indicates which radios are currently being tuned by theNAV and COM knobs. Understanding this is important since the fre-quency selection and volume control knobs are shared and can onlycontrol one radio at a time. Garmin 430/530 users are already accus-tomed to sharing a single set of concentric frequency control knobs thatcontrol one radio at a time and are switched between radios by pushingthe center of either the NAV or COM knobs. That's also true on theG1000, but what's unique is that the volume controls are also shared!So, it's important to know which radio you're controlling with the knobs.

Cyan is the G1000 color for objects that are user adjustable and it'sused to indicate the radio being operated by the bezel controls. A cyan-colored tuning box surrounds the standby frequency and a cyan doublearrow is located between the active and standby fields. Pushing thebutton in the center of either the NAV or COM knobs selects the otherradio for adjustment and moves the cyan indicators up or down.

To tune a radio, look for the tuning box and cyan arrow. If it's on thecorrect radio, turn the concentric NAV or COM knobs to set the newfrequency. The large knob sets the MegaHertz numbers to the left of thedecimal point and the small knob sets the kiloHertz numbers. To tunethe other radio, push the button in the center of the NAV or COM knobsto move the tuning box and cyan arrow.

To use a frequency you've entered, you'll need to swap the frequen-cies in the active and standby fields. To do this, push the FrequencyToggle key, marked with a double headed arrow. This transfers the fre-quency you've entered in the standby field to the active field toward thecenter of the screen, where it can now be used. The final step is to usethe audio panel to select the active COM frequency or the CDI softkeyon the PFD to select the active NAV radio frequency.

COM Radio Operat ionThe G1000 COM radios transmit with 16 watts of power on the VHF

aviation band from If8.000 to 136.992 MHz. In the United States, 25kHz channel spacing is used. The COM radios can easily be reconfigured

Chapter 5: Radios and Audio Panel 4l

through the System Setup page for 8.33 kHz spacing, which is used insome other parts of the world.

The COM radio volume can be adjusted from 0 to l00%o of volumeusing the VOUPUSH SQ knob. In most manufacturers' implementa-tions of the G1000, turning the volume knob one or more clicks allowsyou to see at what level the volume control is set. In some early imple-mentations, however, it's not possible to display the volume level.Where it's available, the volume percentage is displayed for approxi-mately two seconds in place of the corresponding standby COM fre-quency and the word .'VOLUME" replaces the COMI or COM2 label.

One possible area of confusion can arise when using the volumecontrols on both the PFD and MFD. For example, the pilot may beadjusting the volume of the selected COM radio using the VOUPUSHSQ knob on the PFD. However, the non-flying pilot in the right seatmay find that the VOUPUSH SQ knob on the MFD is having no effectupon the volume of that radio. Usually, the problem is that the MFD'sCOM controls are set for the other radio. Pushing the COM knob on theMFD will set the radio controls to the selected radio and should solvethe problem.

The G1000's COM radio squelch is set automatically so that thereceiver is quiet when no signals are present. Sometimes, howevero aweak signal may not be strong enough to open the squelch to enable thesignal to be heard. Either the signal will break in and out or, if it's aweak signal, ifs not heard at all. In this situation, pushing theVOUPUSH SQ knob disables the automatic squelch so that the weaksignal-and its accompanying background noise-can be heard. Afteryouore finished listening to the signal, push the VOUPUSH SQ knobagain to re-enable the automatic squelch and remove the backgroundnoise.

Whenever a pilot is transmittingo a white ooTX" indicator appears tothe right of the active COM frequency. Anytime you suspect that yourpush-to-talk button is not working, Iook to see if 'oTX" appears whenyou push the button. Also, a white "RX" indicator appears whenever asignal is being received, except in some early GI000 implementations.

Stuck microphones are common, particularly in training environ-ments where a student or instructor continue to grip the push+o-talkbutton. The G1000 limits these transmissions by automatically timingout after 35 seconds and shutting off the transmitter. In addition, analert appears in the Alerts window to notify the pilot of the possiblestuck microphone.

The G1000 makes it easy to get to the emergency frequency of 121.5MHz. Pushing and holding the Frequency Toggle key for two secondsloads the emergency frequency into the active frequency for which tog-gling is enabled. Should a COM radio fail, that radio defaults to 12I.5

MHz. If both displays were to fail, the pilot's headset is automaticallyconnected to 121.5 MHz.

Mac Ilescott's G1000 Glass

NAV Radio OperationThe GI000 NAV radios operate in the 108.0 to 117.95 MHz avia-

tion band, just above the FM broadcast band used for music stations onyour car radio. The receiver can tune ground-based VOR navigationstations or the Instrument Landing Systems (ILS) used for instrumentapproaches at many airports. Manually tuning a NAV frequency isaccomplished in the same way that COM tuning is done.

VOR and ILS stations broadcast a Morse code identifier, which youcan use to confirm that the correct station has been tuned. It confirmsthat the signal is valid and is not, for example, undergoing maintenancetesting by an FAA technician. The Gf000 helps you identify and vali-date a signal in two ways.

First, the G1000 incorporates a Morse code detector. When a VORor ILS frequency is tuned on the active side of the NAV radio display,the Morse code identifier is displayed after the G1000 verifies that thecode is present. This three or four letter identifier appears to the rightof the active NAV frequency. Note that this occurs even if the GPS CDIis displayed on the HSI, meaning that neither NAV radio is selected foruse.

You should always listen for the Morse code identifier before trust-ing your life to navigating via a radio signal. NAV radios allow a userto do this by incorporating an audio filter which notches out the 1020Hz audio frequency of the Morse code. Normally the filter is on, so thatusers donot have to listen to Morse code on top of other things they'retrying to hear, such as a Hazardous Inflight Weather Advisory Service(HIV/AS) broadcast or Flight Service Station (FSS) personnel replyingto a request to open or close a flight plan.

In order to hear the Morse code, the audio filter needs to be turnedoff, so that you can hear the 1020 Hz audio frequency used for the code.This is done on the G1000 by pushing the VOUPUSH ID knob. Whenthe label oolDoo appears between a NAV radio's active and standby fre-quencies, it indicates that the audio filter is off to enable you to hearthe Morse code identifier for that radio. To hear the code, turn up thevolume for that radio and select NAVI or NAV2 on the audio panel.Remember, in order to use the volume control for a particular radio, thecyan tuning box and frequency toggle atrow must be on the radio youorelistening to; if not, press the button in the center of the NAV knobs.

To select a NAV radio, the conect frequency must be placed in theactive field and that radio's CDI must be selected by the CDI softkeyso that it appears in the center of the HSI. When these conditions aremeto the frequency is displayed in greeno indicating that it's the select-ed frequency.

Frequency Auto-TuningThe GI000 incorporates auto-tuning extensively throughout the

system. This saves time by allowing you to push a few keys to load a

Chapter 5: Radios and Audio Panel 43

frequency, rather than looking it up on a map and dialing in each digit.It particularly saves time before departing from or arriving at an airport,since multiple frequencies can be loaded from a single page. New usersto the G1000, used to looking up and loading frequencies manually,may at first need to force themselves to use auto-tuning, until they'veformed a new habit pattern and remember to use this valuable resource.

The PFD can be used to load COM frequencies from the NRSTpage, while the MFD can be used to load COM or NAV frequenciesfrom many pages within the GI000. The method of doing so is alwaysthe same. The FMS knobs are used to scroll the cursor and highlight afrequency and then the ENT key is pushed to load the frequency. NAVfrequencies are loaded automatically whenever a VOR, localizer or ILSinstrument approach is loaded or activated.

You should become well acquainted with the NRST softkey on thePFD-it could save your life in an emergency. Push the softkey to bringup a list of the 25 nearest airports, the bearing and distance to theseairports and their COM frequencies. Then scroll with either FMS knobto highlight an airport, so that you can enter it into the GPS, or to high-light a frequency, so that you can load it into the COM radio.Highlighting a frequency and pushing the ENT key loads it into thecyan tuning box on the standby side of the COM radio. Then press theFrequency Toggle key to transfer it to the active side, and press theappropriate key on the audio panel to select the frequency for use.

Auto-Tuning wi th the MFDNAV and/or COM Frequencies can be Ioaded from several pages in

the WPT and NRST group of pages:o WPT: Airport Information page; VOR Information page. NRST: Nearest Airport page; Nearest VOR page, Nearest

Frequencies pageFrequencies are also loaded automatically when an instrumentapproach is loaded.

After engine start-up, get in the habit of selecting the AirportInformation page to load frequencies; just turn the MFD's large FMS

knob one click to the right. Since ifs the most used page in the WPTgroup: it's the first page in the group. If the frequencies are not already

displayed, push the INFO softkey. From here, load the Automated

Weather Observing System (AWOS), Automated Surface Observing

System (ASOS), Automatic Terminal Information Service (ATIS)'

groundo tower and other frequencies by scrolling to highlight frequen-

cies and pressing the ENT key.Generally at engine start-up, even before you load a flight plan, the

departure airport will already be displayed, since the GI000 knows

where the airplane is located. After you've loaded a flight plan that ter-

minates at an airport, the destination airport will be displayed whenev-

er you select the Airport Information page. Also, anytime a flight plan

44 Mar lTescott's G1000 Glass Cockpit Handbook

is loaded, you can easily get information for the departure or destina-

tion airport by pressing the MENU key, selecting ooView DepartureAirport" or "View Destination Airport" and pressing the ENT key'

To select a different airport from the one displayed, push the FMS

knob, enter the identifier for the airport you want and press the ENTkey. Alternatively-and this feature will save you time if you remem-

ber to use it-push the MENU key select "View Recent Airyort List,"

and press the ENT key. Then scroll with either FMS knob through thelist of airports you've recently used, highlight one and press the ENTkey. This is often the fastest way to select an airport on the AirportInformation page.

Loading frequencies from the VOR Information page is virtuallyidentical. To reach this page, turn the large FMS knob to WPT and thesmall knob until the VOR page is shown. Use the FMS knobs to enteran identifier and then scroll to highlight a frequency and push the ENTkey. To save time entering a VOR, push the MENU key, select "ViewRecent VOR List," and press the ENT key.

The NRST group of pages on the MFD is easy to reach in an emer-gency. Just twist the large FMS knob to the right as much as you want-at least three clicks-and you're there. The first page in the group isthe Nearest Airports page. COM frequencies can be loaded by high-lighting a frequency and pressing the ENT key and NAV frequenciescan be loaded by using the softkeys or PROC key to load an instrumentapproach.

The Nearest VOR Page works similarly to the other pages for load-ing frequencies with one exception. Once you've scrolled with the FMSknob to the desired VOR, you must then push the FREQ softkey tohighlight the frequency. Then press the ENT key to load it into the NAVradio.

Use the Nearest Frequencies page to quickly load nearby Center,FSS, ASOS and ATIS frequencies. This page is easy to use if youremember to use the softkeys or the MENU key to select the type of fre-quency you wish to load. After selecting the page, push the FMS knobto bring up a cursor in the NEAREST ARTCC box, where you can usethe FMS knobs to scroll to highlight a nearby Center frequency andpush the ENT key to load it. To select an FSS or weather frequency youmust push the FSS or WX softkey or press MENU and select eitherooselect FSS Window" or'oSelect WX Window.o'This moves the cursorto the appropriate box, where you can then scroll to a frequency andpress the ENT key to load it.

Auto-Tuning by Loading an Inst rument ApproachNAV frequencies are loaded automatically when an instrument

approach is loaded or activated. You can also load them manually from

the Airport Information page and other pages by highlighting the fre-

quency and pressing the ENT key.

Chapter 5: Radios and Audio Panel 45

When NAV frequencies are auto-tuned by loading an instrumentapproach, the frequency is loaded into the active side of the NAVIradio if GPS is selected for use on the HSI. That way, the frequency isready for use when the user selects NAVI on the HSI to begin theapproach. However, if either NAV radio is selected for use on the CDI-and is presumably being used for course navigation-the frequency isentered into the standby side of whichever NAV radio is selected on theHSI. This prevents you from accidentally changing your navigationsource while loading an instrument approach.

Audio PanelMastering the audio panel of an aircraft is often given short shrift by

both pilots and instructors-which may explain why so many pilotsfumble around when using one! While most panels are similar, eachhas its own nuances, and the GI000 audio panel is no different. Manyof the functions of this audio panel are intuitively obvious to the aver-age pilot; however, some,like the intercom's manual squelch, are moredifficult to figure out without instruction or documentation.

Upon power up, the GMA 1347 audio panel goes through a seH-test,which includes lighting all of the triangular annunciator lights for abouttwo seconds. Then the audio panel restores all settings the way theywere when the system was powered down. If the audio panel ever failsin flight, the G1000 system will bypass the audio panel and connect thepilot's microphone and headset directly to the COMI audio. The GI000also supports dual GMA f347 audio panels for full redundancy; how-ever it's likely that only the jet manufacturers will choose to implementthis option.

Pressing most keys activates a function and lights the triangularannunciator above the key. Pushing it again deactivates the functionand annunciator, except for the MKR/MUTE and PLAY keys, dis-cussed later in the chapter.

The GMA 1347 audio panel supports three COM transceivers,though in most installations you'll only find two COM radios. Pressingone of the three microphone keys, COMI MIC, COM2 MIC or COM3MIC selects a radio for transmitting. At the same time, it turns the cor-responding COM frequency green in the active fields on the PFD andMFD to indicate the frequency is selected.

Receive audio is selected by pushing the COMI, COM2 or COM3keys. Normally you won't have to push any of these, since pressing theMIC key for transmitting will simultaneously select the correspondingCOM key for receiving. However, you could use the COM keys so thatyou can listen to two COM radios simultaneously. For example, when

approaching your destination airport, you might have COMf MIC

selected to talk to approach control and then push COM2 so that you

can monitor the ATIS for the destination airport at the same time. The

Gf000 can be configured to automatically mute the secondary audio (in

Figure 5-1 The G1000 audio Panel isgenerally located between the PFD andMFD. The Perspective audio panel isshown in figure 15-8. @ Garmin Ltd. or iEaffiliates

46 Mat Itescott's G1000 Glass Cockpit Handbook

T I PPressing the COM knob switches the fre-

quency tuning box between COMI and

COM2, however pressing the audio

panelos COI\{/MIC keys also moves the

tuning box. Therefore, if you need to

move the tuning box and Press a

COM/MIC key to make an active fre-

quency the selected frequency, you can

do both with a single key push: just press

the COM/IUICI or COM/MIC2 key.

this example, C0M2), whenever a signal is received on the primaryreceiver. To configure this, you must contact your authorized avionics

service center.The COM Ll2 key allows, in some installations, the pilot and co-

pilot to talk simultaneously on separate radios. When activated, the

pilot can transmit on COMI and the copilot can transmit on COM2.

Note, that while the pilot can still continue to monitor any other audio

sources selected, such as NAVI, DME, MKR audioo etc, the copilot can

only hear COM2 audio.The ability to transmit simultaneously on two frequencies is direct-

ly affected by the distance between the COM antennas and how close

the transmit frequencies are to each other. In some cases, transmittingon one frequency will interfere with the other COM radio receiver. This

is identified by a decrease in sensitivity of the other COM receiver, by

the squelch circuit opening and closing during the transmissions or by

hearing a large amount of background noise. Some manufacturers dis-

able the COM U2 key function in their aircraft to avoid these problems.The TEL key can be configured to support wiring a telephone in

through the audio panel. You can work with an authorized avionicsdealer to enable this function.

The PA key is used to make in-cabin announcements over the air-craft's speaker. Push it and start talking and you can make seat belt andemergency exit announcements to your passengers. Don't worry aboutaccidentally transmitting over the radio at the same time; transmittingand receiving is inhibited whenever PA is selected.

The SPKR key (which doesn't need to be pushed to use the PA key)is used to direct audio from any ofthe radios over the speaker. This canbe used on the ground to listen to the ATIS prior to starting the planeor in flight, particularly if a headset fails, and you need to listen to theradios through the overhead speaker.

Navigation KeysThe audio panel has a built-in marker beacon receiver used to

determine when certain points are passed while flying an ILS approach.All of the beacons transmit on 75 MHz and send up a nanow radiobeam, so that only one beacon is heard when passing directly overhead.Some ILSs have no beacons and the FAA is decommissioning othersoparticularly middle markers, so their importance is slowly diminishingover time.

Outer markers are typically located four to seven miles from an air-port with an ILS, and they transmit a series of Morse code dashes witha relatively low frequency (400 Hz) audio tone. When received, a blue'ooo' annunciator appears on the PFD. Middle markers are typically3,500 feet from the runway threshold, transmit a series of alternatingMorse code dots and dashes at 1,300 Hz, display an amber "M" annun-ciator on the PFD, and signal that you are approximately 200 feet abovethe ground and should either land, if you can see the runway, or per-

Chapter 5: Radios and Audio Panel 47

form a go-around. Middle markers are not essential to an instrumentapproach, since this position can also be determined by staying on theglide slope and noting by the altimeter when you're 200 feet above theground. The inner marker, used in relatively few installations at majorairports where a lower descent on the ILS is permitted, is indicated bya series of Morse code dots at the relatively high frequency of 3,000 Hzand by the display of a white "I" annunciator on the PFD.

In order to hear the Morse code audio associated with a marker bea-con, you must push the MKR/MUTE key once so that the triangularannunciator is illuminated. While the marker beacon is audible, theaudio can be muted by pushing the MKR/MUTE key one additionaltime. The audio then returns when you pass over another marker bea-con and can be muted by pushing the MKR/MUTE key again. Note,howevero that pushing the MKR/MUTE key when the audio is alreadymuted will turn the markers off! If in doubt, check the annunciator lightto confirm that the marker beacon audio is still on. Also, the markerbeacon annunciators that appear on the PFD will always appear regard-Iess of the position of the MKR/MUTE key.

The HI SENS key increases the sensitivity of the marker beaconreceiver. When activated in combination with the MKR/MUTE key,audio from marker beacons will be heard sooner' effectively enlargingthe area in which you can hear a beacon.

The audio panel is also used to listen to navigation receivers to ver-ify the presence of the Morse code identifier and hence the validity ofthe signal. Pilots are accustomed to pushing the NAVI and NAV2 keysso that they can hear the audio from these respective VHF receivers.Pushing the ADF key allows you to monitor an NDB signal, usuallywhile on an instrument approach or to listen to an AM broadcast sta-tion. Relatively few new glass cockpit aircraft are shipping with ADFreceivers howevero since GPS technology has largely supplanted theneed for this form of navigation.

According to some designated pilot examiners (DPEs), the DME isthe radio pilots most often forget to identify on their instrument check-ride. Pushing the DME key allows you to monitor the Morse code iden-tifier-if your aircraft is DME equipped-though it transmits only once

every 30 seconds. The AUX key is available to monitor any otheroptional radios installed by an authorized avionics shop.

MusicYou can plug in a source of music, called MUSIC 1, through an aux-

iliary jack and listen to it through the intercom. Note, however, that

there is no volume level for MUSIC l; you must control it using the vol-

ume control on your external music device. The music can be config-

ured to mute anytime there is activity from a radio or marker beacon.

After the activity ceases, the music returns to its original level over a

period of several seconds.

48 Mar kescott's G1000 Glass Cockpit Handbook

This muting function can be toggled on and off by pressing andholding the MKR/MUTE key for 3 seconds. A single beep indicatesthat music muting is enabled and two beeps indicate that it is disabled.You can also configure the music to mute whenever anyone talks on theintercomo but you'll need to contact your authorized avionics servicecenter to set that up.

MUSIC 2 is the XM Radio audio for aircraft with a GDL 69A and asatellite radio subscription. Its volume is adjusted through the XMInformation page, described in Chapter 7. Note that in many aircraftwith a GDL 69A, MUSIC I and MUSIC 2 are combined.

Intercom Manual Squelch and VolumeThe intercom's squelch and volume are controlled by a shared set of

knobs and their operation is not intuitive. In some G1000 installations,the intercom's automatic squelch setting may be a little tight for someheadset microphones, resulting in clipped speech. To resolve this, usethe MAN SQ key and adjust the squelch manually.

Pressing the MAN SQ key lights the annunciator above it and lightseither the VOL or SQ label located near the bottom of the audio panel.The actual label that's lit depends upon whether the volume or squelchwas last set by the user. If SQ is not lit, push the center of the concen-tric volume/squelch knobs once to light the SQ label.

When both the MAN SQ annunciator and SQ label are lit, the smallknob controls the squelch setting of the pilot's microphone and thelarge knob controls the squelch setting of the copilot's microphone.Adjustment of either knob should be made to just the point where thebackground noise first goes away when the pilot or copilot is not speak-ing. After the squelches are set manually, do NOT push the MAN SQkey again. Doing so will revert the squelch back to the automatic set-ting. To retain the manual squelch settings, the annunciator above theMAN SQ key must stay lit.

The same concentric volume/squelch knobs used to manually adjustthe squelch are also used to set the intercom volume. If the MAN SQannunciator is off, the knobs are automatically set to control the vol-ume. Turning the small knob adjusts the intercom volume for the pilotand tuming the large knob adjusts the volume for the copilot. Note thatthis does not affect the volume at which the radios are heard; it affectsonly the volume of the crew and passenger voices and music heard overthe intercom.

If the MAN SQ annunciator is on, the knobs can control either thevolume or the squelch function. Pushing the center of the concentricvolume/squelch knobs will toggle their function between controllingthe volume or squelch. If the VOL label is lit, use the knobs to adjustthe pilot and copilot volumes. If the manual squelch was previously setand the SQ label is illuminated, push the center of the concentric vol-ume/squelch knobs once to light the VOL label. The manual squelch

Chapter 5: Radios and Audio Panel 49

setting will be saved and the knobs can now be used to adjust the pilotand copilot intercom volumes.

ln tercom lsolat ion ModesThe intercom has four isolation modes, which provide a variety of

ways to isolate the pilot, copilot, crew (both the pilot and copilot), andpassengers from each other. This essentially splits the intercom intotwo separate audio channels. One channel connects the designatedpilot or crew to the selected radios, while everyone else in the plane isgrouped together on the other channel. This allows the isolated pilot orcrew to communicate effectively on the radio without distractions.

All four isolation modes are controlled by the PILOT and COPLjTkeys. When neither annunciator is illuminated above these keys, theintercom operates in the ALL mode and all pilots and passengers canhear each other and music. The pilot and copilot hear the MUSIC Ichannelo which can be set up to mute whenever anyone talks or thereos

activity on a selected radio, and the passengers hear the MUSIC 2

channel, which is never muted.Pressing the PILOT key illuminates the annunciator above that key

and connects the pilot to the selected radios, but isolates him or herfrom everyone else. The copilot and passengers can talk to each other

and each hears their respective music: MUSIC I for the copilot and

MUSIC 2 for the passengers.Pressing the COPLjI key illuminates the annunciator above that key

and connects the copilot to the selected radios while isolating him or

her from everyone else. The pilot and passengers can talk to each other

and each hears their respective music: MUSIC I for the pilot and

MUSIC 2 for the passengers.Pressing both the PILOT and COPLjI keys illuminates both annunci-

ators and selects the CREW modeo which connects the pilot and copilotto each other and to the selected radios. The passengers can hear each

other and MUSIC 2.

Digital Clearance RecorderThe concept of a digital clearance recorder-which records instruc-

tions from ATC and allows a pilot to play them back to verify what was

heard-has been around for awhile. It finally functions well in the

Gf000. Early recorders would record for perhaps 30 seconds, but

required playing back the entire 30 seconds to get the last few bits of

information. This is an eternity for controllers who expect an immedi-

ate read back of instructions, rendering the recorders impractical in

most situations.The GI000 will record tp to 21lz minutes of incoming signals from

the COM radios, but it records each incoming transmission separately.

When the memory is full, the digital clearance recorder begins record-

ing over the oldest memory block.

50 Muc Tlescott's G1000 Glass Cockpit Hotdbook

Pressing the PLAY key once plays back just the most recent trans-mission. Pressing the key twice plays the next oldest transmission andadditional key presses bring up earlier transmissions in sequence. Thismakes it easy to retrieve the most recently received information with-out having to listen to all information that was recorded.

The quality of the playback is exceptional. It is so good in fact thatcrew members should alert each other whenever they are about to usethe playback function. [f one pilot doesn't notice that the other pilot haspressed the PLAY key, he or she could easily think that ATC is repeat-ing a transmission and call ATC to respond to what they heard beingplayed back.

During playback, the PLAY annunciator blinks approximately oncea second. Playback can be halted at anytime by pressing theMKR/MUTE key. If a new radio transmission comes in during play-back, playback is halted and the new transmission is recorded.

Display BackupThe large, red Display Backup button at the bottom of the audio

panel is for emergency use and switches the G1000 displays into rever-sionary mode, discussed further in Chapter l2 on emergencies. Briefly,pushing the button combines the primary flight instruments with theengine indication system and displays them on both the PFD and MFDor, if one display has failed, on whichever display is still working.

5u m maryUnderstanding the radios and the audio panel is crucial for the suc-

cessful operation of an aircraft. Audio panels in particular are poorlyunderstood mysteries to even some experienced pilots. While theGf000 simulator software can help you learn to use the radios, it does-n't include an audio panel. Therefore, you'll want to review this chap-ter to understand the audio panel thoroughly, so that you don't pay tolearn it while the engine is running!

Engine instrumentation is also often poorly understood, perhapsbecause so many GA aircraft have so little of it. Ironically, understand-ing and using it properly will cut your flying costs-both in terms offuel usage and in engine overhaul costs-more than any other factor.Any time you invest in understanding engine instrumentation, dis-cussed in the next chapter, will pay huge dividends over the lifetime ofyour aircraft.

Chapter 6:

Engine lnd icat ion System

avvy aircraft owners know that there's no better investment than

having sophisticated engine monitoring equipment aboard to help max-

imize the life of the engine and to detect problems early. This is partic-

ularly true of the larger six-cylinder engines, which are far more suscep-

tible to overheating and may not reach the manufacturer's time between

overhaul (TBO) specification if they're not operated properly. As a

Gf000 or Perspective owner or renter pilot, you will find that your air-

craft includes engine monitoring equipment that rivals the best of the

aftermarket solutions available. Knowing how to use the engine indica-

tion system (EIS) properly can save you or the owner thousands of dol-

lars by extending the life of the engine and postponing the need for over-

haul or replacement.The engine indication system is the part of the G1000 system that

varies the most from manufacturer to manufacturer and even across air-

plane models within a manufacturer's line of aircraft. Therefore, it's

important that you become familiar with the documentation for the

engine indication system in the aircraft you fly and follow that documen-

tation wherever it may conflict with this book.

Tradi t ional engine moni tor ing systemsMost older aircraft have a cylinder head temperature (CHT) gauge'

which monitors the temperature of just one of the four or six cylinders in

the engine. This is a major limitation, as some cylinders will be hotter

than others and the gauge might not be installed in the hottest cylinder.

The gauge uses a thermocouple probe to measure the temperature of the

block of metal forming the top of the cylinder.Thermocouples are still used in modern engine monitoring systems

and they're made by bonding two dissimilar metals together. When heat-

ed, the ih"r*o"o.rple generates a small voltage proportional to the tem-

perature. These devices are relatively slow to react to changes in tem-

perature, so you should turn the mixture control slowly when leaning an

engine.

Perspec t i veThe Perspective EIS displays critical

data in the same \tray as the G1000:

along the left side of the MFD (figure

f5-9). Like the Cessna Corvalis and

Corvalis TT (formerly Columbia 350i

and 400i), the Perspective hae a full

screen MFD page that disPlaYs all

engine, fuel, fuel calculations, electri-cal, and air density data (figure l5-

I0). Pressing the MFD's ENGINE

softkey displays the EIS - Engine

page. The Perspective differs from the

G1000 in that it forces you to view an

Initial Us$le Fuel screen after engine

startup. This mekes it almost impossi-

ble to forget to set the fuel totalizer, a

common issue among G1000 users.

52 Mar Tlescott's G1000 Glass Cockpit Hadbook

Figure 6-1 Older EGT gauges monitoronly one cylinder.

Monitoring cylinder head temperature is important, since cylinderscan overheat and require early replacement which can cost thousandsof dollars. Overheating occurs when the air flow cooling the cylinder islow relative to the power being developed. This is most likely to occurat full power settings, particularly when climbing rapidly at low air-speeds, which results in less air flowing over the engine.

Turbocharged engines may also overheat in cruise at higher alti-tudes, since they can still develop high power-unlike normally aspirat-ed engines which lose power with altitude because of the thinner air-yet are cooled by the less dense air found at higher altitudes. Wheneveryou encounter high cylinder head temperatures, take one or more of thefollowing actions: reduce the rate of climb, reduce engine power, enrichthe mixture or, when installed, open the cowl flaps further.

Slightly more sophisticated systems include an exhaust gas temper-ature (EGT) gauge (figure 6-l), as an aid to leaning the fuel mixture. Asingle thermocouple is used to measure the temperature of the exhaustgases after they exit the cylinder. Typically, the leaning procedureincludes leaning the mixture slowly and stopping when the EGT reach-es a maximum or oopeak" temperature. From there, the mixture isenriched until the temperature drops some number of degrees belowthe peak temperature. The exact number of degrees varies uponwhether the pilot is seeking best power (fastest speed but at a higherfuel flow) or a best economy power setting which results in a lowerspeed but a more efficient use of fuel.

Again, these systems are of limited value, since the older EGTgauges monitor the exhaust temperature from a single cylinder, yet notall cylinders will reach their oopeak" at the same time. Ideally, thecylinder that peaks first should be monitored, so that all other cylinderswill be running a richer mixture and will run slightly cooler. However,there's no guarantee that the first cylinder to peak is the one being mon-itored in these older installations.

In contrast, modern engine monitoring systems measure all of thecylinders in an engine. Thus, a six-cylinder engine will have six ther-mocouples measuring each of the CHT temperatures and another sixmeasuring all of the EGT temperatures. Turbocharged engines oftenhave a thirteenth probe to monitor the turbine inlet temperature(TIT), which is the temperature of the exhaust gases entering the tur-bocharger. Other typical options are oil temperature, outside air tem-perature, fuel flow rate and tools for assisting in the leaning process.The GI000 engine indication system includes all of these moderncapabilities.

Gl000 Engine PageEvery G1000 system has multiple pages of engine information. The

Engine page (figure 6-2) is displayed by default and shows all criti-cal engine, fuel and electrical indicators. Softkeys are used to accessthe System page and a third engine page called, depending upon the

Chapter 6: Engine lndication System 53

manufacturer, the Fuel or Lean page. A complete set of Engine pagesfor GI000 aircraft is shown in the Appendix.

Before you start a GIOO0-equipped aircraft, turn on the PFD usingthe standby battery switch, master switch or as specified by yourchecklist. In some installations, such as the Diamond DA40, the MFDis also on at engine start. If only the PFD is on, such as in Cessnainstallations, the default Engine page will initially be displayed on thePFD (figure l2-2). After engine start, the Engine page shifts to theMFD when that display is turned on, usually through the avionics mas-ter switch. For aircraft such as the DA40, where both the PFD andMFD are on at engine start, the Engine page is initially displayed onthe PFD, but shifts to the MFD after that display completes its self-testand the ENT key is pushed.

The Engine page in all Gl000-equipped, piston-powered aircraftincludes a tachometer, located near the top of the page. It displays rev-olutions per minute (rpm) in both an analog and a digital format. Withjust a quick glance, the analog needle tells you the approximate powersetting. To set the power more precisely, use the digital readout below it.

The tachometer uses color bands. Green indicates the normal oper-ating range, white is used for below normal operating ranges and redindicates the maximum speed. In some aircraft, such as the Cessna206, white also indicates the above normal operating range.

Most aircraft with constant-speed props, which includes all G1000-equipped aircraft except the Cessna I72SP, Diamond DA40F and TigerAG-58, also have a manifold pressure gauge displayed at the top of theEngine page. Manifold pressure, set by the throttle, uses the same ana-Iog needle plus digital display used by the tachometer. Green indicatesthe normal operating range, while white indicates the above and belownormal operating ranges. Turbocharged aircraft, such as the CessnaT206, use red to indicate maximum manifold pressure.

An exception is the Diamond DA42 TwinStar, which has two con-

stant-speed props, but uses an engine load indicator, rather than a

manifold pressure gauge, since the engines are controlled by a FullAuthority Digital Engine Control (FADEC). While it has both an ana-

log and digital readout, the format differs from other aircraft. Instead of

a round needle, the analog display uses a triangular pointer that moves

up and down. The same style is used for the tachometer in this aircraft.

Most G1000 aircraft display a fuel flow indicator-something not

generally found in older aircraft-beneath the engine manifold pres-

sure and tachometer gauges. You'll find this gauge useful when prim-

ing the engine prior to start and to monitor fuel consumption. Generally

this display is a horizontal bar with a moving triangular pointer that

indicates gallons per hour. Green is used to indicate normal fuel flow,

and some displays also include additional tick marks to indicate mtx-

imum cruise fuel flow and maximum takeoff fuel flow.An exception is the Diamond DA42 TwinStar, which shows only a

digital display-probably because of the limited space-for the fuel

Figure 6-2 Typical Engine Page fromDiamond DA40. @ Garmin Ltd. or its

affrlietes

54 Ma,c llescott's G1000 Glass Cockpit Hotdbook

flows to each of its two engines. Fuel flow data is also used for compu-tations in the Trip Planning page in the AUX group and to display thefuel range ring on the Navigation Map page.

Other engine gauges commonly found on the default Engine pageare the oil temperature and oil pressure gauges. AII of these gauges usethe same horizontal bar format, with a moving triangular pointer thatgives a relative indication. In many cases, the exact digital readout foroil pressure and oil temperature can be found by using softkeys toreach the Engine System page. Green indicates the normal range, yel-Iow indicates caution and red is for warning.

Fuel GaugesAll manufacturerso default Engine pages include fuel gauges.

Hopefully, youove already been trained to distrust fuel gauges andalways use an alternate way to verify your fuel load. The best methodis to fully fuel the aircraft and personally inspect each tank to verifythat it's full and that the cap is properly in place. That guarantees youa known quantity of fuel.

Next, determine your hourly fuel consumption rate by referring toyour aircraft's POH and use a watch to time the number of hours you'rein the air. Historically, this has been the only reliable way to assure thatyou don't run out of fuel.

Fuel gauges are notoriously inaccurate. Surprisingly, FAA regula-tions in the United States require that fuel gauges be accurate at onlyone point-when they register empty! Unfortunately, by the time theyare guaranteed to be accurate, it's a little late to do anything exceptland immediately. Approximarely I2Vo of all accidents result from fuelmismanagement issues and these accidents are entirely avoidable ifyou always visually verify your fuel load and use a watch to measureyour flight time.

The G1000 fuel gauges use a horizontal bar presentation and trian-gular pointers for each tank. Green indicates normal, red indicateswarning and, in some manufacturer's aircraft, yellow is used to indicatecaution. White tick marks appear every 5 or I0 gallons, dependingupon the capacity of the aircraft's fuel tanks.

You'll probably be surprised to learn that the fuel gauges cannotindicate full fuel in most GIOOO-equipped aircraft. That's because thelocation, shape, and position of the fuel tanks and indicators make itdifficult to measure the first few gallons burned. For example in theDiamond DA40, which uses 20 gallon fuel tanks, the maximum indica-tion is l7 gallons and any fuel above that cannot be detected. TheCessna IB2 and 206 are similar: although the tanks each hold 44.5 gal-Ionso the gauges register a maximum of 35 gallons per tank. A summa-

ry of fuel gauge differences for all G1000 equipped aircraft can befound in the Appendix.

Chapter 6: Engine Indication System 55

Electricat System StatusLet's be candid. The electrical systems of older general aviation air-

craft are notoriously susceptible to failure. One senior flight instructorrecently told me that he has had 19 electrical failures in his flyingcareer! This has been tolerable in older aircraft, where some gyros wererun by electricity and others were powered by a vacuum pump, sincean electrical failure didn't result in the loss of all the gyros. However,it's intolerable in modern glass cockpit aircraft where most, if not all,instruments are electric.

That's why some aircraft manufacturers have a second alternator andall manufacturers have a second battery in their GI000-equipped air-craft to continue providing power to some devices for at least 30 min-utes after the main battery is exhausted. Furthermore, you'll knowimmediately when you have an alternator failure, due to the excellentannunciators and alerts in the G1000. This will give you time to startconserving power by turning off unnecessary devices. By contrast, inmany older aircraft, pilots often first learn of a system failure when thebattery is drained and equipment starts to fail! You'll find more aboutelectrical systems in Chapter 12, where we'll discuss emergencies.

Most GlO00-equipped aircraft display information about voltageand current on the main Engine page' though the formats differ.Exceptions are the Diamond DA42 and Columbia 350i and 400i, which

displays their voltmeters and ammeters on the System page. Cessnas,

for example, have a voltmeter with a digital readout at the bottom of the

Engine page. Two separate numbers appear: the voltage on the main

electrical bus (powered by the main battery) and the voltage on theEssentials bus (powered by both the main and standby batteries).

During normal operation, both buses should display a little more than

24 volts. Anything less suggests a dying battery or other problem with the

electrical system. When outside the normal limits, the digital readouts

change to yellow or red. Some other aircraft, such as the Tiger AG-SB,

use a horizontal bar and triangular pointer for their voltmeter on the

Engine page, but then provide a digital voltmeter on the System page.

Most Engine pages also include an ammeter, which measures the

amount of current in amps flowing to or from the battery. A negative

number indicates that more power is being drawn from the battery than

is resupplied by the alternator. This will occur when you turn the PFD

on just before engine start, since it is drawing a few amps of power, but

the alternator, driven by the engine, isn't yet replenishing the battery.

In flight, however, a negative cunent suggests that the alternator has

failed and that you should try to bring the alternator back on line or

start conserving power by turning off unnecessary items.

Cessnas use separate digital ammeters to show the current flow to

both the main battery and the standby battery. Some other manufactur-

ers use a horizontal bar and triangular pointer for their ammeter, but

provide a separate digital display on the System page.

56 Mar Tlescott's G1000 Glass Cockpit Handbook

Figure 6-3 Typical Lean page fromMooney Ovation 20R. o camin Ltd. or itsaffiliates

G1000 Lean PageLeaning an engine is critical for getting the speed and fuel flow you

wanto as well as for managing engine temperatures. In the introductionof this chapter, we described the generic procedure for leaning an air-craft engine. However, you should always follow the recommendedIeaning procedure in the POH for your aircraft. The information includ-ed in this section is advisory in nature and, where any conflict exists,you must follow your POH.

To reach the Lean page (figure 6-3), press the ENGINE softkey andthen the LEAN softkey. The top of this page replicates the tachometerand, when included, the manifold pressure gauges found on the defaultEngine page. Below it are bar graphs for the CHT and EGT tempera-tures for each cylinder. Again, color is important. White indicates nor-mal EGT and CHT temperatures, while cyan indicates the cylinderselected for digital display of its temperature. For the CHT tempera-tures, yellow indicates caution and red is for warning.

Below the bar graphs, a digital temperature display gives you a moreprecise way to measure CHT and EGT temperature for one user selec-table cylinder. By default, temperatures of the hottest cylinder and thenumber of that cylinder are displayed; however, you can select whichcylinder is displayed by pressing the CYL SLCT softkey one or moretimes. When a cylinder tums yellow or red, that cylinder is displayedand the CYL SLCT softkey becomes disabled until temperatures returnto normal or the ASSIST softkey is pressed. Columbia aircraft continu-ally display all temperatures and don't have a CYL SLCT softkey.

Many G1000 implementations also include on this page a fuel flowindicator and, for turbocharged aircraft, a TIT indicator, both of whichare useful for engine leaning. The DA42 TwinStar and Columbia air-craft do not have a Lean page. Instead, the DA42 has a Fuel page, dis-cussed separately below, and the Columbia 350i and 400i have a fullscreen System page that incorporates leaning data.

Lean ing the Eng ineYou can lean the engine manually by watching the temperatures as

you adjust the mixture, or you can press the ASSIST softkey to aid inthe process. Generally, you would lean after you've reached your cruisealtitude and have set the throttle and propeller controls for one of thepower settings recommended by the aircraft manufacturer, though somemanufacturers recommend some leaning during climb. Again, it'simportant to note that you should follow the leaning instructions in yourPOH rather than the general instructions provided here.

For normally aspirated engines, press the ASSIST softkey and slow-Iy lean with the mixture control while watching the EGT temperatures.When the first cylinder reaches its peak or maximum temperature, ahollow bar replaces the top bar for that cylinder on the bar chart. Then,enrich the mixture slowly while watching the "APeak" display.

Chapter 6: Engine Indication System J '

The A is the symbol for the Greek letter "Delta,o'used by engineersto indicate change. Thus APeak means the change in temperature fromthe peak or maximum EGT temperature attained while leaning the mix-ture. Once that peak is reached and the mixture is enriched, EGT tem-peratures drop, and the APeak display shows how much that tempera-ture has dropped by displaying a negative temperature. AIso, the bargraphs recede as temperatures lower, though the hollow bar remains atthe peak temperature.

Aircraft manufacturers typically specify leaning by referencing thechange in temperature from the peak temperature. For example, theymight specify best power as ool00o rich of peak," in which case youwould enrich the mixture until the APeak display shows *-100oF."

Some manufacturers, such as Columbia, support lean of peak opera-tion, and instead of "APeak,o' they display the number of degrees"ARich" or o'ALean."

Turbocharged aircraft are often leaned with a similar procedure,though instead of peak EGI they use peak TIT as the temperature ref-

erence. The mixture is leaned until a peak TIT is detected and

enriched until the APeak display shows a specific temperature differ-ence between the current and peak temperatures. One difference fromnormally aspirated Gl00O-equipped planes is that a graphical peak

and hollow bar is not displayed for turbine inlet temperatures.If your turbocharged aircraft regularly reaches the same peak tem-

perature during leaning, you can save some wear and tear on your tur-

bocharger by simply leaning to the final temperature, instead of lean-ing first to peak and then enriching back to the final temperature. That

way, your turbocharger doesn't experience the higher peak tempera-

tures. Of course, you should check with your aircraft manufacturer or

mechanic before using this procedure for your airplane.

Gl000 System PageTo reach the System page (figure 6-4), press the ENGINE softkey and

then the SYSTEM softkey, except for the Columbia 350i and 400i and

later DA40 models where you just push the ENGINE softkey. The top of

this page replicates the tachometer and, when included, the manifold

pressure gauges found on the default Engine page. Below these, it dis-

plays numeric readouts for critical engine, fuel and electrical gauges,

many of which are displayed in analog format on other pages. Numbers

are displayed in white when indications are in the normal range. Their

colors change to yellow for caution and red for waming when youore oper-

ating outside normal limits. Typically voltmeter, ammeter, oil temperature

and oil pressure readings are displayed.The System page probably varies more across aircraft manufactur-

ers than any other page. For example, in Columbia aircraft and later

DA40 models, it's a full screen page. One of its most important func-

tions is the fuel totalizer, which displays the fuel flow rate, the number

of gallons used and the number of gallons remaining in the tanks in all

58 Mac Tlescott's G1000 Glass Cockpit Handbook

Figure 6-4 Typical System page fromCessna T206. o Garmin Ltd, ot tts alftliates

aircraft (except for Tiger AG-58 aircraft). However, in order to workcorrectly, it is critical that you reset the fuel totalizer wheneaer you add

fuel to the tanks. Also, the fuel range ring and trip planning functions,described in Chapter 7, will not indicate properly if the fuel quantity isnot reset. Since this item does not appear on some manufacturers'checklists, it is easy to forget to do this at engine start.

The fuel totalizer is reset using softkeys from the System page (exceptfor the DA42 TwinStar, where this information is on the Fuel page). Theexact implementation varies by manufacturer and revision of the G1000software. Note that pressing the RST USED softkey does not affect thefuel quantity displayed by the fuel tank indicators; it only changes thefuel totalizer functions, such as the fuel used and fuel remaining dis-plays, the trip planning calculations and the fuel range rings.

In some early Gl0O0-equipped aircraft, there is only one softkey, theRST USED softkey. You should only use it when the tanks are full.Otherwise, the totalizer will indicate that you have more fuel than is actu-ally onboard. The latest Cessna and Columbia revisions have a RSTFUEL softkey instead, however the key has the opposite effect in eachplane. In Cessnas, pressing the softkey sets fuel to zero; in Columbia air-craft, it sets fuel to full tanks! Pilots who fly both aircraft need to remem-ber this difference.

Most cunent software versions also have INC FUEL and DEC FUELsoftkeys. Pushing these keys increments or decrements the fuel totalizerby one gallon at a time, to account for adding less than full fuel to thetanks. Cessnas, however, have a GAL REM softkey which leads to addi-tional softkeys. These keys allow you to set fuel to the tabs, to full tanks,or to add or subtract fuel in one and ten gallon increments. Additionally,some aircraft, like the Diamond DA40, display additional totalizer infor-mation on this page such as "Endurance," the time to fuel exhaustion and'oRange," the distance the plane can fly in nautical miles until fuelexhaustion.

Other Funct ionsMost manufacturers implement on the System page some indication

of the aircraft's total running time. For example, Cessna and Mooneydisplay "ENG HRS," which is essentially the ootach time" that olderaircraft display on their tachometer. This meter runs in real time whenthe engine is at full power and runs slower at low power settings. Itindicates total engine use and is typically used by maintenance person-nel to measure time between oil changes and other inspections. Ifyou're a renter pilot, this is one of the numbers that you may be askedto log in addition to the Hobbs time.

Other aircraft, such as the Diamond DA40 and Tiger AG-SB, dis-play "Total Time in Service," instead of engine hours. For Diamonds,this display begins incrementing when the aircraft becomes airborne;for the Tiger it increments above 800 rpm. The DA42 TwinStar also dis-plays Total Time in Service, though it is found on the Fuel page instead.

Chapter 6: Engine Indication System 59

Some aircraft, such as Cessna and Tiger, use a vacuum pump topower the standby attitude indicator, while others, like Diamond, powerit electrically. The vacuum gauge for the Cessna I82 and 206 is foundon the System page; in the Cessna 172, the vacuum gauge is on themain Engine page. Tiger uses a suction gauge on the instrument panel

which is separate from the G1000. Columbia aircraft display oxygenpressure on this page and have a softkey for tuming the oxygen on andoff.

DA42 TwinStarThe DA42 TwinStar has a Fuel page instead of a Lean page (see

Appendix). It contains all of the fuel totalizer functions just discussedfor the System page, such as fuel quantity and fuel flow for each tank.The diesel version of this aircraft also has digital fuel temperaturegauges for each tank, due to the variable density ofJet-A fuel at differ-ent temperatures. The Fuel page also displays gallons remaining, gal-

Ions used, endurance until fuel exhaustion in hours, and range in nau-

tical miles. Total Time in Service is also shown.The TwinStar default Engine page also differs from other manufac-

turers'pages in that it includes a coolant temperature gauge' since its

135-hp Thielert kerosene-powered diesel engines are liquid-cooled.Analog fuel temperature indicators for each tank also appear on this

page.The TwinStar System page is unique in that it includes a gearbox

temperature indicator. The gearboxes connect each engine to its pro-

peller and they allow the propeller to run at a lower speed than the

engine. The temperatures are displayed in degrees Celsius and green,

yellow, and red are used to indicate normalo caution and warning tem-

peratures.

Su m maryOne strengh of the G1000 system is that manufacturers can cus-

tomize it to their aircraft. Nowhere does this show up more than on the

engine pages. As a GI000 pilot, you'll want to get familiar with the

engine pages for the particular plane you fly. If you fly different G1000-

equipped aircraft, perhaps as a flight instructor, you'll find many simi-

larities between the aircraft, though in some cases you may have to

hunt to find a particular function, since different planes implement the

same function on different pages.

engine indication system and to be consistent in your use of it every

time you fly the aircraft. After all, significantly overheating the cylin-

ders a single time could lead to an early overhaul.

60 Mar Tlescott's G1000 Glas Cockpit Hotdbook

In the next chapter, we'll explore all of the MFD except for the EISportion that we've just discussed. While the engine pages help you pre-serve the investment you've made in your engineo the rest of the MFDmakes flying a joy since it helps make your flying easier and safer.

Chapter 7:

MFD Overview

I f you like the PFD, you're going to love the Multifunction Display orMFD. The only downside is that it's located on the right side of theinstrument panelo so you may have to arm wrestle the copilot to get touse it. In flight, this display becomes the primary way to monitor enginedata and the airplane's progress along the route of flight. It also displaystraffic, weather and terrain and provides access to airport and naviga-

tional aid data, trip and flight planning, and all auxiliary functions.Some of these functions are available from the PFD, but when dis-

played on the MFD they are usually larger and more detailed. While thePFD serves the yeoman function of flying the airplaneo the MFD is thetrue added value in the glass cockpit for its databases, real-time infor-mation and trip and flight planning functions. Understanding it fully will

reduce your workload and make your flying safer.

Organizat ionPhysically, the MFD hardware is identical to the PFD, except in the

Perspective and aircraft with the GFC 700 autopilot. Both displays share

the same part number and could be swapped by an avionics technician

and still work. Thus, all of the control knobs on the bezel are identical

on both units and in many cases perform the same function. For exam-

ple, the ALT and HDG knobs on both displays perform identically. The

radio controls also perform the same functiono however, are totally inde-

pendent, so you can adjust COMI from the PFD while your copilot uses

the identical knobs on the MFD to adjust COM2.

In a few cases, the controls provide similar but different functions'

For example, the FMS knobs on both displays are used for data entry.

However, on the MFD, you'll also use them to select the map and infor-

mation pages available only on the MFD. The particular page selected

by the FMS knobs is shown pictorially in the lower right corner of the

display. As you probably guessed, the softkeys on the MFD are also

totally different from those on the PFD.

Pe rs pec t i veMost of the MFD features are the samefor the Gf000 and Perspective. The

CRS, HDG and ALI knobs, found on

the MFD in G1000 systems, are found

on the Perspective's center console.The Perspective displays a Desti-nation Airport Information window in

the upper right instead of the COMradio frequencies. The Perspective'strack vector is a solid blue line seg-ment instead of a white, dashed arrow(figure I5-I3). Page navigation on thePerspective's MFD varies dependingupon the version of software installed

in the aircraft. In early Perspectiveaircraft, it's identical to the GI000. In

later software versions, the page guide

displays the page names for everypage in the currently selected group

(figure 15-14). The page guide disap-

pears after a user-settable timeout.Later software versions also include a

new Flight Data l.ogging feature that

automatically stores critical flight and

engine data on an SD data card.

62 Max Tfescott's G1000 Glass Cockpit Hutdbook

Figure 7-1 Navigation Status bar hasfour configurable data fields. o carmrnLtd. or its affiliates

The engine indication system,described in the last chapter, occupiesthe left portion of the display. It'splaced there so that you can monitor it

easily during flight without having to look far from the PFD. Softkeys

below it allow you to select other engine information.

You'll find the top of the MFD is similar to the PFD. The same VHF

navigation frequencies shown on the PFD are displayed in the upper

left corner and communication frequencies are shown in the upper

right corner. Between them, a Navigation Status bar shows distance and

direction to the next waypoint. Unlike the PFD, however, you can cus-

tomize the four data fields in the MFD's status bar to show other navi-

gation information (figure 7-1).

Below the communication frequencies is the wind vector window

which, if enabled, shows the direction and strength of the wind while

youore in flight. Next to it, the orientation of the current map (e.g. North

Figure 7-2The MFD includes theengine instrumentation, maps andother data. @ Garmin Ltd. or its affiliates

Chapter 7: MFD Overview 63

Up, Track Up) is displayed. You should note that while this orientationcan be changed for some map pages, others are only displayed NorthUp, which might be confusing as you change pages. Below these boxes,map legends for the topographical and weather maps can be displayed(figore 7 -2).

In the lower right corner, the current map range, set by twisting therange knob, is displayed. Alternatively, the range can be set automati-cally with an auto-zoom function. Ranges vary depending upon the mapdisplayed, but the Navigation Map page, for example, can be zoomedfrom a 500-foot scale out to a 2000-nm scale. To the left of the maprange window, the weather status bar uses icons to indicate which data-link weather products are cunently selected for display.

You can open additional windows along the right side of the display.For example, pushing the FPL key brings up the Active Flight Planwindow. Instrument procedures selections are also displayed in thisarea while using the PROC key. Also, tables of waypoint informationare displayed in this area when pages from the WPT and NRST groups,described later in this chapter, are selected.

Navigat ing through the MFD pagesAs mentioned above, the FMS knobs serve two functions. One is to

select the current page viewed on the MFD and the other is to enterdata and make selections. Garmin GNS 430 and GNS 530 users willquickly recognize both uses of these knobs.

Think of the pages in the MFD as organized into related groups or

chapters in a book (figure 7-3). You can select four groups or chaptersof pages by turning the large FMS knob. The groups are MAP, WPT(waypoint), AUX (auxiliary) and NRST (nearest). As you turn the large

knob, the label for the group selected will be highlighted in cyan. Note:

there's also a fifth page group that's activated by pushing the FPL key,

which we discuss in Chapter 9.Next to the group labels are a series of open squares' which repre-

sent the number of pages in the currently selected group. One of the

squares will always be filled in, indicating the page within the group

that's currently displayed. You can select other pages in the group by

turning the small FMS knob. Each page has a name and you'll find it

at the top of the MFD display just below the Navigation Status bar.

Organizationally, the most commonly used $oups and pages are

located at each end, so that you can reach them quickly. For example,

twisting both knobs to the far left selects the Navigation Map page

which is probably the one most used in flight. Twisting the large knob

to the far right brings up the Nearest Airports page, which may be

important in an emergencY.If you ever get lost while navigating the pages and want to get back

to a known state, push the CLR key and hold it for two seconds. This

will take you to the Navigation Map page, which is the first page in the

Figure 7-3 The MFD's Page guideshows that the first page within theMAP group is selected.

64 Max lTescott's G1000 Glass Cockpit Hmdbook

T I PThink of the ENT key as the o'yes" or

"forward" key. Push it to enter data ormake a selection. The CLR key, in thewords of a fellow Master CFI, can be alifesaver. Think of it as the "nooo or"back" key. If you make a mistake andneed to go back, press the CLR key. Or,ifyou've pressed a key which brings up anew window that you didn't want, pressthe same key a second time to remove thewindow. This works with the MENU,FPL, PROC and Direct-to keys. Finally,the MENU key accesses the optionsavailable for a particular page.

MAP group. You can then get to any other page easily from this known

position.

Enter ing DataThe FMS knobs are also used to enter data and make selections.

Knowing which one to twist can occasionally confuse even experienced

users, but there are some generalizations that will help you in usingthese knobs.

First, to make a selection or enter data, you need a cursor highlight-ing the field-which is a computer term for an element or categorywithin a group-that you want to select. If you don't see a flashingwhite cursor, then push the FMS knob once to display one. Whenyou've finished entering data or when you want to use the FMS knobsto select another page, push the FMS knob a second time and the cur-sor will disappear.

Often when you go to make a selection or to enter data, there will bemany different fields from which to choose. For example, while enter-ing a flight plan, you might choose to select your airport by enteringeither an airport identifier, airport name, city name or select from a listof recently used waypoints. The large knob will generally be used toselect a particular field. In this case, you'd use it to scroll to the cityname field if you know the city in which an airport is located, but don'tknow the airport identifier or name.

Once you've reached a particular field, you sometimes have tochoose between two or more fixed choices. For example, when select-ing an instrument approach, you need to select from among theapproaches available at that airport. The small FMS is generally usedto select from among choices within a particular field.

Often, once you've selected a field with the large FMS knob, youneed to enter a number of characters, such as an airport identifier. Stanan entry by turning the small knob until the first character is displayed.Then use the large FMS knob to select the next position (e.g. the sec-ond position in a string of four characters) and use the small FMS knobto select the next character. Remembering these general rules will helpyou become a pro at using the FMS knobs and accessing the manypages of information in the MFD.

This is fine when everything is going well, but what if you have torecover from a mistake during data entry? If you've pushed the FMSknob and are entering data, either intentionally or unintentionally, youcan push the FMS knob again to get back where you were. AIso, thisremoves any characters you were entering-provided you haven'tpushed the ENT key.

Working wi th Checkl is tsMost manufacturers now include electronic checklists with their

Gl0O0-equipped aircraft, though many early aircraft shipped without

Chapter 7: MFD Overview 65

this feature. Manufacturers areresponsible for the content of thechecklists and for any updates. As auser, you won't be able to make anychanges to the checklist and youshould be aware that it's intended tosupplemento not replace the check-lists in your POH. Also, you wonot beable to use the electronic checklistsfor engine start in many aircraft,since in most of them the MFD does-n't come on until after engine start.

When the MFD is first poweredup, it will list the current checklistfile installed in the aircraft. If noneexists, "CHECKLIST FILE NOTPRESENT" will be displayed and theCHKLIST softkey is grayed out.

To use the checklist, press the CHKLIST softkey from any page.Then, you'll want to select a particular set of procedures. Tirrn the largeFMS knob to select the GROUP field, turn the small FMS knob to selecta procedure and press the ENT key. Then select a checklist from with-in a group by turning the large FMS knob to the CHECKLIST field,

scrolling to the desired checklist and pressing the ENT key (figure 7-4).You can scroll to select any item, which will turn it from cyan to

white. Checklist items are preceded by an open square. As you com-plete each item, press the ENT key or the DONE softkey to place a

checkmark in the square. This turns the item cyan, moves the cursor to

the next item on the list and highlights it in white. To remove a check-

marko scroll to highlight an item and press the CLR key. When you

complete a checklisto o'GO TO THE NEXT CHECKLIST?" is high-

lighted. Press the ENT key to move to the next checklist.In an emergency, press the CHKLIST softkey and then the

EMERGCY softkey, which will take you to the emergency procedures.

To exit the Checklist page and return to the previous page, press the

EXIT softkey or press the CLR key.

MAP Group PagesWorking with the Navigat ion Map Page

The Navigation Map page (figure 7-5) is the first page in the MAP

group and, as mentioned above, you can reach it by pressing the CLR

key for two seconds. The page is excellent for helping you maintain

position awareness and can be configured in dozens ofways to convey

ih" infot-"tion that's most important to you at a particular time. You'll

Figure 7-4 Press the ENT key to checkoff an item on the checklist. o GarmlnLtd, or its aftlliates

66 Max Ilescott's G1000 Glass Cockpit Handbook

undoubtedly use this page more than

any other in flight.The easiest way to work with this

page in flight is to add or subtract lay-

ers of different information from the

map. Much of this can be done with

the MAP and DCLTR softkeys. The

MAP softkey accesses a second level

of softkeys that allow you to select,

depending upon the equipment in your

aircraft, a combination of topographi-

cal, traffic, Stormscope, data-link

Iayered onto the display (figure 7-6).

The DCUIR softkey steps you

through four levels which progres-

sively de-clutter the screen by remov-ing rnore information each time you

press the key. For example, one level

will remove city and highway information, while another will remove

VORs, intersections and special use airspace. The easiest way to use

the key is to press it successively until you can view the map data you

want. For a complete table of softkey de-clutter levels and the map fea-tures removed, refer to the Appendix.

Some map features are automatical-

ly removed as you zoom out the map range. This keeps the map from get-

ting too cluttered as you view larger areas. To some extent, you can spec-

ify at what map range the features disappear by using the MENU key.

The MENU key is used to access most map features. Many of these

are preferences that you'll set once and may never change again.

Others are map features that you may occasionally want to turn on and

off during flight. Most of these are accessed by pressing the MENU key,

choosing "MAP SETUP" and pressing the ENT key. What may not beobvious is that the first field, "CROUP," actually has several choices-

only one of which is initially visible-from which to choose. You'll

need to use the small FMS knob to select from the various groups of

map information that you can configure.

N av i gat ion Map Page-Topogra p h ica l I n format ionThe topographical map is certainly the most beautiful of all the map

displays. It uses color to display the elevation of the land and blue torepresent water. It gives you an instant sense of where you're located,unless you're over a totally flat area, since you can match the landbelow to the features seen on the MFD and your sectional chart.

To turn on topographical information, press the MAP softkey andthen the TOPO softkey. Notice that the TOPO softkey is now grayedout, indicating that topographical data is selected. Pressing the TOPO

t ' 1l ri;iil

i r

t : .

l

Figure 7-5 Hold the CLR key for twoseconds to easily access theNavigation Map page. @ Garmin Ltd. or itsaftiliates

Figure 7-6 Softkeys allow you to layera combination of information onto themap. O Garmin Ltd. or its affiliates

Chapter 7: MFD Overview 67

key again turns off the topographical map. When it's

off, navigation data is presented on a black background(figure 7-7).

You can also enable a legend (figure 7-B), displayedin the lower right corner of the MFD, that shows whichcolors correspond to each elevation. To enable it, pressthe MENU key, select "Map Setup," and press the ENTkey. In the "GROUP" field at the top of the windoq usethe small FMS knob to select ooMup" if it's not alreadydisplayed. Then scroll the cursor with the large FMSknob to highlight the field across from "TOPOSCALE." Use the small FMS knob to select "ON," andpress the FMS knob to remove the window.

Note that the topographical legend or scale also dis-plays information relevant to your flight. For example,the minimum and maximum elevations currently displayed on the

Navigation Map page are listed numerically at the top of the box and

graphically, by a black range indicator, to the left of the column of ele-

vation numbers. You'll notice that as you zoom in and out, these figures

change. AIso, your current altitude is shown by a white line on the right

side of the display. If you keep the white line above the range shown by

the black line on the left, you'll be flying above all terrain currently dis-

played on the MFD. FinallS if you enable the map pointer by pushing

the joystick, the elevation under the map pointer is indicated by a white

arrow in the legend box. Map pointer position and elevation informa-

tion are also displayed at the top of the MFD'

Navigat ion Map Page-Terrain Informat ionTerrain awareness information can help keep you out of the rocks,

particularly at night when you may not be able to see the terrain. You

can display it on the Navigation Map page by pressing the MAP soft-

the Terrain Proximity page, which is the last page in the MAP group

and is discussed later in this chapter.The GI000 has a database that divides the map into grids, each

approximately t/, x t/rmile in size, and lists the highest land elevation

*iitti" each grid. It compares your present altitude with this data and

you, red is displayed.

Figure 7-7 Turning off topographicaldata reduces brightness at night.@ Garmin Ltd. or iE afliliates

Figure 7-8 Topographical legend alsoindicates range of elevations displayedOn map. @ Garmin Ltd. or its effiliates

68 Mac Trescott's G1000 Glass Coclepit Hotdbook

T I PYou may want to deselect the topograph-ical map display at night or when in theclouds; the bright colors can be distract-ing in a dark cockpit. If you do this, makesure you are displaying terrain, by push-

ing the MAP softkey and the TERRAIN

softkey. This way you'll be alerted to anyhigh terrain in your path. Anytime-dayor night-you're using TERRAIN, you'llwant to deselect it after you're safely in

the traffic pattem at your destination, sothat you're not distracted by the entiredisplay tuming red as you approach toland!

It's important to note that in almost all GIO0O-equipped aircraft this

is a terrain awareness capability and not a tenain warning system'

since it does not prouide any aural or aisual uarning of higher terrain.Thus, you are totally responsible for enabling terrain information and

monitoring it to assure that you maintain a safe altitude. Therefore, you

may want to push the joystick and pan the map pointer along your

entire route of flight to verify that your current altitude will take you

above all terrain. A Terrain Awareness & Warning System (TAWS),

originally found only in Beechcraft and Columbia aircraft, is now avail-able for most GlO00-equipped aircraft.

Navigation Map Page-Traff ic InformationTraffic information from your Mode S transponder, or other traffic

system, can also be layered on top of the Navigation Map page. First,press the MAP softkey and then press the TRAFFIC softkey, notingthat it becomes gray, indicating that traffic data is displayed. PressTRAFFIC a second time to deselect traffic information. Alternatively,if you only want to view traffic data, you can turn to the Traffic Mappage, the second page in the MAP group, which is discussed later inthis chapter along with more details about using traffic information onyour G1000 system.

Traffic information from a Mode S transponder only extends out 7miles from your present position. However, you may find that you likehaving the Navigation Map page zoomed out considerably farther, sothat you can see your next waypoint and surrounding terrain. At highmap ranges, however, traffic information is tightly clustered in the cen-ter of the map, making it difficult to see.

A solution is to set one map, such as the Inset Map on the PFD, toa relatively small range like two or three miles, so that you can see sur-rounding traffic and leave the MFD at a longer range. Alternatively, youcan leave the MFD at a longer range and, whenever you get a trafficalerto turn the MFD's small FMS knob one click to select the TRAFFICMAP page, which you can leave set at a smaller range.

Navigation Map Page-Weather SoftkeysThere are three other softkeys, STRMSCP, NEXRAD and XM

LTNG, which you can use to layer weather information onto theNavigation Map page (figure 7-5). If you have the Stormscope option inyour aircraft: pr€ss the MAP softkey followed by the STRMSCP softkeyto add lightning information to the page. This also brings up a box inthe upper right corner of the display which tells you the rate at whichstrikes are being detected and the mode in which the Stormscope isoperating. To select Cell or Strike mode, you'll need to go the Storm-scope Map page, which is usually the third page in the MAP group.We'll discuss that page later in this chapter when we go into greaterdetail on the use of the Stormscope.

Chapter 7: MFD Overview 69

While using the Stormscope, you'll want to periodically clear thedisplay of accumulated lightning strikes to get a better picture of wherethe current storm activity is located. To do this from the NavigationMap page, press the MENU key, scroll to select "Clear StormscopeLightning" and press the ENT key.

If you have the Garmin Data Link module and a subscription to anaviation weather package, you can enable NEXRAD Radar images anddata-link lightning images for display on the Navigation Map page. Toenable radar images, press the MAP softkey followed by the NEXRADsoftkey. This will bring up a legend in the upper right corner of the dis-play, gray out the NEXRAD softkey and add radar images to the cur-rent display. NEXRAD radar is discussed in great detail in the nextchapter.

To add data-link lightning to the page, press the MAP softkey fol-Iowed by the XM LING softkey. Note that you can only display one

source of lightning at a time, so Stormscope data will be deselectedanytime you press the XM LTNG key. There are many differencesbetween the two types of lightning data. You'll learn more about

Stormscope data Iater in this chapter and about data-link lightning in

the next chapter.

Navigation Map Features-Fuel Range RingThere are several map features that you may find useful in different

situations. One of my favorites is the Fuel Range Ring (figure 7-9).

When enabled, this displays two yellow rings around your current posi-

tion. Taking into account your cunent airspeed, windsaloft, fuel flow and remaining fuel, a dashed yellowring indicates the distance you can fly until reachingyour fuel reserve. An outer yellow ring indicates thedistance you can fly until fuel exhaustion. AII of thiscan be calculated manually, but the graphical Fuel

Range Ring is more intuitive and easier to use.To enable the Fuel Range Ring, press the MENU

key, select "Map Setup" and press the ENT key scroll

to select the "Map" group and press the ENT key.

Then scroll down using the large FMS knob opposite

FUEL RNG (RSV) and use the small FMS knob to

select "ON.o' Scroll to the next field and, using both

the large and small FMS knobs, enter the number of

minutes of reserve fuel to be used in the calculations

and press the ENT key. Push the FMS knob to remove

the Map Setup window.The Fuel Range Ring is particularly useful when fly-

ing long legs as it helps calculate whether you'll have

sufficient fuel to reach your destination. Since the calculation is based

upon curTent groundspeed, you'll want to monitor the ring throughout the

flight in case winds become less favorable and you can no longer reach

Figure 7-9 Fuel Range Rings showtime and distance to reserve fuel anddistance to fuel exhaustion.@ Garmln Ltd' or its affrliates

Mac Tlescott's G1000 Glass

Figure 7-10 The wind vector continual'ly displays winds aloft, in this case 27knots from the east. @ Garmin Ltd. or itseffiliates

your destination. It's an excellent tool for watching the effects of power -adjustments and fuel leaning upon your range. If, for example, you find

that your destination is between the rings but you want to land with your

full fuel reserves-always an excellent practice-you may be able to

avoid a fuel stop by adjusting the power or leaning to a more efficient set-ting which moves the rings out farther and allows you to land with full

reserves.

Navigation Map Features-Wind VectorYou'll never have to guess again which way the wind is blowing if

you enable the Wind Vector (figure 7-I0). It displays the direction andstrength of the wind in a box in the upper right corner of the MFD.You'll find this useful en route while seeking an altitude with the mostfavorable winds or while on final approach, whether flying visually orunder an instrument approach, to determine how the crosswindchanges as you descend. This is a feature you'll probably set once andalways leave enabled.

To enable the Wind Vector, press the MENU key, select "M"pSetup" and press the ENT key, scroll to select the "Mapoo group andpress the ENT key. Then scroll down using the large FMS knob oppo-site WIND VECTOR and use the small FMS knob to select ooON." Pushthe FMS knob to remove the Map Setup window.

Navigation Map Features-Track VectorThe track vector adds a dashed cyan arrow to the front of the aircraft

symbol, which indicates the distance you will travel in the next minute(figure 7-Il). The anow helps you maintain the correct heading as youfollow a course and may help you gau1e when to start turning to inter-cept a course. The track vector is enabled in the same way as the WindVector, described above, except that you'll scroll to the field oppositeTRACK VECTOR.t

Navigation Map Features-Nav RangeRing

The Nav Range Ring puts a compass card aroundthe aircraft position indicator. This makes it easy toidentify your current ground track and the headingtoward any other feature on the map (figure 7-12).Thedistance from the aircraft position indicator to the com-pass card ring is labeled, and this distance changes asyou zoom the map range in and out, Ieaving the NavRange Ring a constant size. The distance is always onequarter of the map range.

Some instructors like using the Nav Range Ring todetermine the heading they'll need to enter a holding -pattern. Others find that it is a quick way to estimatethe distance to any feature on the map. To do that, zoomFigure 7-11 The track vector shows

the distance you'll travel in the nextminute. @ Garmin Ltd. or its affitiates f See page 223 lor updates to this leature. I'or the Perspective, see figure l5-13.

Chapter 7:MFD Overview 7 I

the map range in or out until the Nav Range Ring is

close to a feature. The distance shown on the Nav

Range Ring is the approximate distance to the feature.

For more precise distance measurement, push the joy-

stick and move the map pointer over a feature. The

exact distance will appear in a window at the top of the

display. The Nav Range Ring is enabled in the same

way as the Wind Vector, described above, except that

you'll scroll to the field opposite NAV RANGE RING.

Navigat ion Map Features-MaPOr ien ta t ion

The Navigation Map is the one map within the MAP

group of pages for which you can change the orienta-

tion. For the other pages, you'll have to use whatever

orientation that page is designed to use. There are four

different orientations:North Up - Top of the maP is North

Track Up - Map aligned with ground track

DTK Up - M"p aligned with Desired Track set by flight plan

Heading Up - Map aligned with aircraft's current heading

North Up can be useful for reviewing the points of a long cross coun-

try flight. Tiack Up, DTK Up, and Heading Up all orient the map in the

direction you're going, or should be going, plus or minus wind correc-

tion. Whenever North Up is not selected, an "N" in the upper left cor-

ner of the display indicates the direction for North'

Everyone has their own particular preferences. while some people

prefer North Up all the time, it can be confusing to use when you're dis-

playlng traffic. For example, if you're flying south and see an intruder

uir"ruti displayed to the left of the airplane symbol, you'll need to look

to the right to spot the aircraft! For this reason, the Track Up orienta-

tion is generally recommended.

To select a map orientation, press the MENU key, select "Mup

Setup" and press the ENT key, scroll to select the "Map" group and

pr"s. th" ENT key. Scroll down using the large FMS knob opposite

bntfNfeUON and use the small FMS knob to select one of the four

orientations (figure 7-13). Press the ENT key, and then push the FMS

knob to remove the Map Setup window.

Navigat ion Map Features-Auto-ZoomThe auto-zoom feature keeps the active waypoint displayed and pro-

gressively zooms to lower and lower ranges as you approach a waypoint'

iopping at the 1.5 nm range.t This is an alternative to manually zoom-

lng th" ,utg" using the range knob. Whenever you use the range knob'

u.rto-roo- is temporarily disabled until you reach the next waypoint.

Figure 7-12The Nav Range Ring

shows compass headings and distance

tO compass ring. @ Garmrn Ltd. or its affili-

afes

Figure 7-13 Map orientation is set with

the MENU keY and MaP SetuP com-

mand. O Garmin Ltd. or its affiliates

72 Mar Trescott's G1000 Glass Cockpit Hutdbook

Figure 7-14To see the height of anobstacle, pan the map pointer onto theobstacle. @ Gamln Ltct. or tE eflltlates

To select auto-zoom, press the MENU key, select "Map Setup" andpress the ENT ke5 scroll to select the "Map" group and press the ENTkey. Then scroll down using the large FMS knob opposite AUTOZOOM and use the small FMS knob to select "ON." Push the FMSknob to remove the Map Setup window.

Navigation Map Features-Obstacle DataMost versions of the Gf000 have an obstacle database, which con-

tains data on broadcast towers and other obstacles. These are displayedusing the same tower symbols used on sectional charts (figure 7-14). Youcan also set a map range setting-up to 50 nm-above which obstacleswon't be displayed. So if you're flying low and need to avoid obstacles,you'll want to keep your map range set below this particular setting.Note that the G1000 does not provide any aural or visual warning ofobstacles, so you must monitor the display to become aware of them.

To display obstacle data, press the MENU key, select "Map Setup" andpress the ENT key, scroll to select the'oMap" group and press the ENTkey. Then scroll down using the large FMS knob opposite OBSTACLEDATA and use the small FMS knob to select "ON.o'Then scroll to the nextfield with the large FMS knob and use the small FMS knob to select amaximum range setting. Press the ENT key and then push the FMS knobto remove the Map Setup window. To see the height of an obstacle, pushthe joystick and pan the map pointer on top of the obstacle.

Navigat ion Map Features-Measuring Bearing andDistance

The G1000 provides an easy way to measure the distance betweenany two points on the Navigation Map page. To access ito push theMENU key, scroll to "Measure Bearing/Distance" and press the ENTkey. Using the Range knob, pan the map pointer to the first point andpress the ENT key. Then pan the map pointer to the second point (don'tpush the ENT key!) and read the bearing and distance information inthe upper left corner of the display. To cancel this function, press theRange knob or press MENU, scroll to "Stop Measuring" and press theENT key.

Navigation Map Features-Land DataYou can also display land data, such as riverso lakes, roads, borderso

etc. To display land data, press the MENU key, select ooMap Setup" andpress the ENT ke5 scroll to select the ooMap" group and press the ENTkey. Then scroll down using the large FMS knob opposite LAND DATAand use the small FMS knob to select "ON." Press the ENT kev andthen push the FMS knob to remove the Map Setup window

Navigat ion Map-Managing the DataThe Navigation Map page can display an abundance of informa-

tion-so much so that if it were all displayed when you zoom out to theIonger ranges, the screen would be totally obliterated with data and be

7: MFD Overview

unusable. Therefore, the G1000 has the capability for you to specify at

what range settings different types of data disappear as you progres-

sively zoom out the map. These parameters are set using the MENU key

and are distributed among several map groups.

Map Group-Set t ing Topographica l and Terra in Ranges

You can set the topographical and terrain data to turn off when

you've zoomed beyond a particular map range by using the MENU key

and the Map Group. Also, these data types can be totally turned on or

off through the MENU key or the MAP softkeys.To access these functions, press the MENU key, select "Map Setupoo

and press the ENT key, scroll to select the "Map" group and press the

ENT key. Then scroll down using the large FMS knob opposite either

TOPO DATA or TERRAIN DATA (figure 7-15). use the small FMS

knob to select 66ON" to turn the data on or select "OFF." Scroll with the

large FMS knob to the next field and use the small FMS knob to select

the map range at which this data type will no longer be displayed. Press

the ENT key and then push the FMS knob to remove the Map Setup

window. You can verify that the data disappears at a particular map

range by turning the Range knob.

Weather Group-Set t ing Weather Ranges

You can turn the Stormscope data on and select its mode via the

To access these functions, press the MENU keF select "Map setupo'

window.

Traff ic Group-Sett ing Traff ic Types and Ranges

Traffic information can be configured through the MENU key using

the Traffic group. It allows you to turn traffic information on the

Navigation Map page on and off and select the mode of operation.

To ac"es. these functions, press the MENU key, select o'Map Setupo"

ENT key to select one of the following:. All Traffic - display all traffic typeso TA/PA - display Traffic Advisories and Proximity Advisories. TA Only - display only Traffic Advisories

Figure 7-15 In this case, topographicaldata willdisplaY uP to the 1500 nmfange. @ Gamin Ltd. or its affiliates

Figure 7-16 The Weather grouP letsyou set the maximum map ranges atwhich the lightning sYmbols andNEXRAD radar appear. @ Gattrl,in Ltd. or

its affiliates

74 Max TTescott's G1000 Glass Cockpit Handbook

Figure 7-17 With this setting, trafficlabels display up to the 50 nm range.@ Garmin Ltd. or its afftliates

Figure 7-18 Here, small airport labelsare set to display in medium size type.@ Garmin Ltd. or its affiliates

taffic Advisories are issued for aircraft within ll2 mile horizontallyand 500 feet vertically and are displayed in yellow. ProximityAdvisories are issued for traffic that's further away, but still within 4 nmhorizontally and 1200 feet vertically of your aircraft and are displayedin white.

You can also specify that traffic data be turned off when you'rezoomed out beyond a particular map range. To access this, press theMENU key and select ooMap Setup" and the "Traffic" group asdescribed above. Scroll to the TRAFFIC SMBL field and use the smallFMS knob to select a range up to 300 nm and press the ENT key.

Each traffic target displays the hundreds offeet separating you verti-cally from the traffic and shows an up or down arrow if the traffic isclimbing or descending more than 500 feet per minute. You can set themap range beyond which these labels are no longer displayed with a tar-get. Press the MENU key, go to the "taffic" group as described aboveand scroll to the TRAFFIC LBL field. Use the small FMS knob to selecta map range up to 300 nm and press the ENT key (figure 7-I7).

Av iat ion Group-Conf igur ing Aviat ion Data Labels and RangesIn the Aviation Group settings, you can select the text size of labels

used for airports, intersections, navaids and airspace. It also allows youto select the maximum map range at which each of these will be dis-played. Finally, you can choose the maximum map range settings atwhich the waypoints and magenta line generated by an active flightplan are displayed.

The different types of data that can be configured include:ACTIVE FPL (magenta line)ACTIVE FPL WPT (flight plan waypoints)APT Large, medium and small airportsINT (intersections)Runway ExtensionsNDBsVORsCLASS BCLASS CCLASS DRESTRICTEDMOA (MTLTTARY)OTHER AIRSPACE (training, caution, danger, warning and alert

areas)To change the text size or maximum map range for any of these

parameters, press the MENU key, select ooMap Setup" and press theENT key, scroll to select the "Aviation" group and press the ENT key.Then scroll down using the large FMS knob to select a particular field.To choose a text size, use the small FMS knob to select ooNone,"'oSmall," "Med" or ooLrg" size text and press the ENT key (figure 7-18).To select the maximum map range at which a particular data type will

Chapter 7: MFD Overview 75

be displayed, hightight that field, turn the small FMS knob to select a

range and press the ENT key. When done, push the FMS knob to

remove the Map Setup window.

Land Group-Configuring Labels and Ranges for Land Features

The Land Group lets you select the text size of labels for highways,

railroads, cities, rivers, and lakes and to determine the maximum map

range at which each of these will be displayed. You can also use it to

display a grid of labeled longitude and latitude lines and to configure

user-defined waypoints.The different types of data that can be configured include:

LAT/LON (latitude/longitude)FREEWAYNATIONAL HWYLOCAL HU/YLOCAL ROADCITY: Large, medium and small citiesSTATE/PROVRIVER/LAKEUSER WAYPOINTTo change the text size or maximum map range for any of these

parameters, press the MENU key, select 'oMap Setup" and press the-Utlt k"p scroll to select the'oland" group and press the ENT key (fig-

ure 7-19). Then scroll down using the large FMS knob to select a par-

ticular field. To choose a text size, use the small FMS knob to select

Noneo Small, Med or Lrgsize text and press the ENT key. To select the

maximum map range at which a particular data type will be displayed,

hightight that field, turn the small FMS knob to select a range and press

ttre UXf key. When done, push the FMS knob to remove the Map Setup

window.

Traffic Map PageThe Traffic Map page is an important element in attaining the

increases in safety possible with glass cockpit systems like the CI000.

Typically, it's used to display Traffic Information Service (TIS) data

broud"urt by the FAA through a Mode S transponder in the aircraft.

This is the traffic system that's been shipped in most Gf000 aircraft to

date and the one we'll reference in this book'

Alternatively, traffic data can be supplied through optional inter-

faces that connect to Traffic Advisory Systems (TAS) available from L-

3, Honeywell and Avidyne. These systems acquire traffic data by lis-

tening for transponder returns from nearby aircraft and_display the data

on th; G1000 or their own separate displays. TAS is discussed briefly

at the end of this section. If you're using one of these systems, you

should refer to your operating manuals for instructions'

The Traffic Map page (figure 7-20) is the second page in the MAP

group and you "urr-r*"h

it from the Navigation Map page by turning the

T I PTo make it easy to line up with a runway,enable Runway Extensions in the

Aviation Group. This turns on dashed

white lines, showing the extended center-

lines for all runways, of an airport that's

the active waypoint.

Figure 7-19 lt's easy to overlook thatthe Group field has more than one cat-egory. You'll need to scroll to displaythe other categories. @ Garmin Ltd. or itsafliliates

76 Mox Tlescott's G1000 Glass Cockpit Handbook

Figure 7-20 One of the yellow TA air-craft in close proximity is transmittingmode C altitude data but the other isllOI. @ Garmln Ltd. or its affiliates

small FMS knob one click. There are only two softkeys, STANDBY andOPERATE. which alternate with each other. Both functions can also beaccessed through the MENU key. To begin receiving traffic and display-ing it on the page, press the OPERATE softkey. Press the STANDBYsoftkey when you want to turn off the system. You might want to do thisto disable aural alerts when you're practicing in a traffic pattern andother aircraft in the pattern are generating many traffic alerts.

Tlre rrrap has three ranges: 2 nrlr,6 nm and 12 nm. The ranges areselected by rotating the Range knob, which is combined with the joy-

stick. To see all traffic transmitted through TIS, you'll need to be on the12 nm range.

Traf f ic ln format ion Serv iceTIS transmits data on up to B aircraft within 7 nm horizontally, 3500

feet above and 3000 feet below your current position. (figure 7-2I).Itsends data on these intruder aircrafts' position, altitude, altitude trendand ground track. To be visible, however, these intruder aircraft musthave an operating transponder and be within radar range.

Unlike the TCAS systems used by the airlines. TIS only providesalerts-it does not recommend maneuvers for avoidins intruder air-

.tnI tChapter 7: MFD Overview

craft. An alert is generated anytime an aircraft is within rlz nm horizon-

tally or within 500 feet vertically. Alerts are also generated anytime anaircraft is projected to enter this area within the next 34 seconds.

These alerts, called Traffic Advisories (TA), are displayed on theTraffic Map page with a solid yellow circle. A half yellow circle on theouter range ring is used if the TA aircraft is beyond the cument map

range. Whenever a TA is generated, an audio alert "Traffic" is heard

through the audio panel, a yellow "TRAFFIC" annunciator appears on

the PFD (figure 4-6) and the Inset Map on the PFD is automatically

enabled.Other traffic, which doesn't meet the criteria for a TA, is displayed

as an open white diamond with a trend vector showing the aircraft's

direction of travel. The intruder's altitude deviation from your altitude

is displayed in hundreds of feet. AIso an altitude trend amow is dis-

played if the aircraft is climbing or descending at greater than 500 feet

per minute.

Traf f ic lnformat ion Service Limi tat ionsTIS is only available within about 55 nm of certain

FAA approach radar systems (figure 7 -22).

Depending upon your altitude and obstructionsbetween your aircraft and the radar site, the actual

distance at which you receive service may be less.

Aircraft below you that are below the radar floor in

your area will not show up. Also, if you fly directlyover the radar site, you may lose TIS service since the

maximum elevation of the radar is 34o and there is a

"cone of silence" directly above the radar site.

Finally, the altitude encoder in your aircraft must be

working so that altitude deviations between you and

Figure 7-21 TIS only displays trafficwithin 7 miles and less than 3,500 feetabove or 3,000 feet below your aircraft'

Figure 7-2.TlS data is available from

some approach radar sites' o Garmin Ltd.

or its affiliates

other aircraft can be calculated. If your altitude encoder is not working,

TIS data will be suppressed and no traffic is displayed.

The approach radar sweeps every 5 seconds and then transmits the

TIS data on the next sweep, thus the data you receive in the cockpit is

a minimum of 5 seconds old. In order to present traffic in a "real-time"

position, the TIS ground station uses an algorithm to predict intruder

air"raft positions at the time you will receive the data to compensate for

this delay. However, if the intruder aircraft is maneuvering, their bear-

ing information, indicated by a white line showing their direction of

travel, may be inaccurate, though the position and altitude data are still

generally accurate. If you make a steep turn, TIS may generate a false

iarget at your location and altitude. Seeing a TIS target materialize right

next to you can cause a scare, but the false target will usually disap-

pear within a few radar sweeps.

Other errors can occur when a converging aircraft is on a course that

crosses your course at a shallow angle. If either you or the intruder sud-

denly change course when you're within llq nm of each other, TIS will

dispiay the intruder on the opposite side of where it actually is.

78 Mac Tlescott's G1000 Glass Coclqit Handbook

As your distance from the radar site increases, the accuracy of the

system decreases. At these longer distances, TIS cannot accurately

determine bearing and distance information for intruder aircraft that

are close to you. Therefore, whenever you're more than 30 nm away

from the radar site, TIS will display an intruder aircraft within 3/8 nmof your location either directly in front of or behind you. This is to avoidthe confusion that would arise if, for example, an intruder to your rightwere presented to your left on the display. Thus, at longer distancesfrom the radar site, you should assume that any aircraft displayed nextto your position could be up to 3/B nm away in any direction.

Tl5 Status MessagesIf more than six seconds have elapsed since traffic information was

updated, your Mode S transponder has missed a radar sweep. The mes-sage "AGE 00:06" appears in the lower left corner of the display toindicate the age of the data and the timer begins to increment. "TRFCCOAST" also appears, indicating that the data is of reduced quality.

After 12 seconds without an update, the traffic data is removed fromthe display and the message "TRFC RMVD" replaces the "TRFCCOAST" message. Be aware that there may still be traffic in your vicin-ity, but itos no longer displayed. After more than 60 seconds haveelapsed, the message UNAVAILABLE or UNAVAIL is displayed andthe audio alert "Traffic Unavailable" is heard through the audio panel.

A "TA OFF Range" message indicates that an intruder aircraft hasbeen detected but is not displayed since it is beyond the currentlyselected range on the Traffic Map page. This message is removed whenthe intruder is displayed within the selected range. "NO DATA,"*DATA FAILED" and "FAILED" indicate potential problems with thesystem and that you should consult your authorized dealer for assis-tance.

TAS SystemsIf your aircraft includes a TAS, such as the Avidyne (formerly Ryan),

Garmin or the L3 SKYWATCH systems, the GI000 only displays TASdata on the Traffic page. If TAS is not configured, the system displaysTIS data. The SKYWATCH HP system, for example, tracks up to 35intruder aircraft out to 35 nm and displays the 8 most threatening air-craft. The display range is selected by rotating the MFD's Range knob.

When using TAS, the Traffic page is reached in the same way as forTIS; it's the second page in the MAP group. Also, TAS data is config-ured in the same way as shown in Figure 7-l7.ln addition to the TAand PA traffic types displayed on TIS, TAS has a third category for"Other" advisories. These are assigned to intruder aircraft within theselected vertical and horizontal range that have not yet generated a TA.A hollow white diamond is used to depict them.

The same OPERATE and STANDBY softkeys used for TIS are usedfor TAS. When configured for TAS, however, the Traffic page has someadditional softkeys. An ALjI MODE softkey brings up additional keys,

Chapter 7: MFD Overview 79

which allow you to select the vertical operating limits for the system.The softkeys, modes, and vertical display limits are:

. BELOW - Look Down mode: +2,700 feet to -9,000 feet of theaircraft

. NORMAL - Normal mode: +2,700 feet to -2,700 feet of theaircraft

. ABOVE - Look Up mode: +9,000 feet to -2,700 feet of the air-craft

. UNREST - lJnrssllicted mode: +9,900 feet to -9,900 feet ofthe aircraft (mode only available with the SKYWATCH HP)

If you're using a TAS systems, you should refer to your operatingmanuals for instructions.

Stormscope Map PageLightning data is extremely important to you as a pilot, since itos

usually accompanied by moderate or severe turbulence. To help youdetect and avoid lightning, many G1000 aircraft come equipped with aL-3 Stormscope@ WX-500 Weather Mapping Sensor or have it avail-able as an option. If installed, it displays on the Stormscope Map page(figure 7-23), usually the third page in the MAP group. From theNavigation Map page, turn the small FMS knob two clicks to reach thispage.

The WX-500 is a passive device that detects electrical dis-

charges-usually associated with thunderstorms-within a 200 nm

radius of the aircraft. The system measures the bearing and distances

to the discharges, and displays them on the Stormscope Map page. For

detailed instructions on using the WX-500, refer to the system userguide.

Lightning data, collected by ground-based sensors, is also availableif you have a data-link weather subscription. This data differs consid-

erably from Stormscope lightning data and the differences between the

two are discussed in detail in the next chapter.The Stormscope Map page displays lightning strikes among range

rings, indicating the distance to the strikes. The range can be adjusted

by turning the range knob, which is combined with the G1000's joy-

stick. Two views are available: a 360o view showing strikes in all direc-

tions and a l20o arc view, showing strikes ahead of the aircraft. The

views can be changed by pushing the VIEW softkey and then either the

360o or the ARC softkey. You can also change views by pushing the

MENU key and scrolling to select "View 360o" or o'View Arc" and then

the ENT key.The upper left corner of the page displays the mode-either GELL

or STRIKE-in which the system is cunently operating. The upper

right corner shows the Strike Rate, the relative number of strikes

detected by the system. A "HDG UP" label indicates the map's head-

ing up orientation, which cannot be changed. As the aircraft turns, the

strike data rotates to maintain the proper orientation.Stormscope data can also be displayed on the Navigation Map page'

80 Ma,c Ilescott's G1000 Glws Cockpit Hadbook

StormscopeMode

Lightn ingStrikes

StormscopeSoftkeys

Figure 7-23 The Stormscope Mappage is dedicated to displaying light-ning strikes. @ Garmin Ltd. ot lts affitiates

Lightning Rate

Weather MapRanges

From that page, push the MAP and then the STRMSCP softkeys toenable the display. The maximum range of the Stormscope is 200 nm,so to view all strikes available in the 360o view. vou'll need to selectthe 500 nm range.

Using Stormscope DataThe Stormscope is an excellent tool for detecting thunderstorms

developing anywhere within a200 nm radius. It's a complementary toolto NEXRAD radar imagery discussed in the next chapter, whichdetects precipitation. While lightning is associated with strong updraftsand downdrafts, particularly in the developing or cumulus stage of athunderstorm, precipitation occurs later in the dissipating stage of astorm. Thus a Stormscope issues the first warning of a developing stormand NEXRAD radar helps you track it as the storm evolves.

Strike data is presented with symbols that indicate the age of thestrike (table 7-l). A new strike is presented as a Iightning symbol witha black guard band around it for the first six seconds, and then as asmaller lightning symbol for the rest of the first minute. Strikes morethan a minute old are represented with a large "+" sign and strikesmore than 2 minutes old are denoted with a small "+" sign. After threeminutes, strikes are no longer displayed.

Older strikes may be associated with precipitation and strong down-drafts; recent strikes often contain the most severe updrafts and maynot yet have a significant radar return. During times of heavy activity,

Chapter 7: MFD Overview 81

you may want to clear the Stormscope Map page ofdatao so that you can easily identify where the new,most recent strikes appear. To clear the screen, pressthe CLEAR softkey or press the MENU key, scroll to"Clear Lightning Data" and press the ENT key.

The Stormscope operates in either Strike or Cellmode. Strike mode shows every discharge and is mostuseful during light activity since strike data may showthe beginning of a building thunderstorm sooner thancell mode. Cell mode uses a clustering algorithm to associate newstrikes with nearby strikes to locate storm cells. It is most useful dur-ing periods of intense electrical activity as it will save you the time ofanalyzing a screen full of points to identify active cells.

The Stormscope is an excellent tool when isolated thunderstormsare forecast over a wide area. Even onhazy days with limited visibili-

ty, it will help you identify developing thunderstorms at long distances.Use it to fly well around thunderstorms, not to fly between cells. Or, if

you're contemplating flying through areas of rain, use it to make sure

that no lightning exists in the area. The Stormscope is most effective

when used in combination with other tools such as NEXRAD radar,

discussed in the next chapter. Remember to use all weather tools avail-

able at your disposal including in-flight weather advisories from Flight

Watch on L22.0.

Weather Data Link MaP PageThe MAP group of pages also includes a Weather Data Link Map

page, if you have a Garmin Data Link module and a subscription to the

data-link weather service. The next chapter is devoted to describing

this page and the weather data available. You can skip ahead to this

chapter now, or wait until we've finished discussing the remaining MFD

pages.

Terrain Proximity MaP PageThe Terrain Proximity Map page (figure 7-24) is a dedicated page

that shows only terrain information. It's a useful way to watch for ter-

rain without any other distracting information. While you can add ter-

rain data as a layer of information to the Navigation Map page, you may

find it useful, particularly at night or in Instrument Meteorological

Conditions (IMC), to use the Terrain Proximity Map page instead. [t's

generally the last page in the MAP group and you can reach it from the

Navigation Map page by turning the small FMS knob four or more

clicks.If the land elevation is between 100 and 1000 feet below your cur-

rent altitude, yellow is displayed. If the land elevation is above your

present altitude or as much as 100 feet below you, red is displayed.

Otherwise, the display is black.

Table 7-1 Lightning Age and Symbols.@ Garmin Ltd. or fts aftitiates

Llghtnlng Age Symbol

Strike is bgr than 6 cecondc old

Strike is between 6 and 60 s€condr dd

Skike ic between I and 2 minuto* old

Stslke ls between 2 and 3 mlnulsa old

+4++

82 Max Tfescott's G1000 Glass Cockpit Hondbook

Figure 7-24 Use the Terrain Proximitypage to steer around red and yellowareas of high terrain. @ Garmin Ltd. or itsaffiliates

Softkeys allow you to select a 360o or l20o arc view. To do this,press the VIEW softkey and then either the 360 or the ARC softkey.You can also use the MENU key to access these functions.

The range knob and the joystick pointer allow you to examine yourentire route-or any location in the database-to see how its elevationcompares with your present altitude. Later versions of the G1000 soft-ware also allow you to display aviation data, such as airports and inter-sections, on this page. If available, this feature is accessed by pressingthe MENU key, scrolling to "Show Aviation Data" and pressing theENT key. Aviation data is turned off by pressing the MENU key, scroll-ing to "Hide Aviation DaIa" and pressing the ENT key.

Note that there are no aural alerts in most G100O-equipped aircraft;you must watch the terrain display to become aware of hazardous ter-rain. Also, you'll want to fly at a higher altitude than indicated by theTerrain Awareness Map page to guarantee that you clear any obstruc-

Chapter 7: MFD Overview 83

tions or tall trees that are not part of the database. The database isstored on an SD type memory card, which is inserted in one of the slotsvisible on the bezel of the PFD and MFD. To view tenain data, the cardmust remain in the slot and should be updated periodically.

TAWS-Terrain Awareness and WarningSystem Page

TAWS provides aural and visual alerts for hazardous terrain.Initially found only in Beechcraft and the Columbia 350i and 400i, it'snow available in most GIO00-equipped aircraft. In TAWS-equippedaircraft, you'll find a TAWS page in place of the Terrain Proximity page

described above. This page is reached in the same way and has the

same softkeys.Several additional MENU key options are available on the TAWS

page. When flying in an area with unique terrain, the system may gen-

erate nuisance alerts. In this case' you can disable FLIA and PDA

alerts (other alerts remain active). To inhibit these alerts from the

TAWS page, press the MENU key, scroll to select "Inhibit TAWS," and

press the ENT key. To enable alerts, press the MENU key, scroll to

select'oEnable TAWS," and press the ENT key.The TAWS system performs a system self-test at power-up. You can

also initiate the test manually if the aircraft is on the ground by press-

ing the MENU key, scrolling to "Test TAWS," and pressing the ENT

key. Whenever the TAWS completes a self-test, it generates an aural

"TAWS System Test, OK" message.

TAWS FunctionsThe FA,{s technical standard order TSO-Cf 5Ib prescribes the min-

imum operational performance standards for TAWS equipment. Per

this document, the system shall provide the flight crew with sufficient

information and alerting to detect a potentially hazardous terrain situ-

ation that would permit the flight crew to take effective action to pre-

vent a controlled flight into terrain (CFIT)event. The basic TAWS func-

tions for all TSO approved systems include the following:

1) A Forward Looking Tenain Avoidance (FLTA) function. The

FUIA function looks ahead of the airplane along and below the air-

plane's lateral and vertical flight path and provides suitable alerts if a

potential CFIT threat exists.2) APremature Descent Alert (PDA)function. The PDA function of

the TAWS uses the airplane's cunent position and flight path informa-

tion as determined from a suitable navigation source and airport data-

base to determine if the airplane is hazardously below the normal (typ-

ically 3 degree) approach path for the nearest runway as defined by the

alerting algorithm.3) An appropriate visual and aural discrete signal for both caution

and warning alerts.

84 Mar Ilescott's G1000 Glass Cockpit Hmdbook

a s e o eve

The G1000 uses a Class B implementation of TAWS, which requiresindications of imminent contact with the ground during the followingairplane operations:

o Excessive Rates of Descent. Negative Climb Rate or Altitude Loss After Takeoff. A voice callout "Five Hundred" when the airplane descends to

500 feet above the nearest runway elevation.

Forward Looking Terrain AvoidanceThe majority of CFIT accidents have occurred because the flight

crews did not have adequate situational information regarding the ter-rain in the vicinity of the airplane and its projected flight path. TheFLTA function looks ahead of the airplane within a design search vol-ume to provide timely alerts in the event terrain is predicted to pene-trate the search volume. The search volume consists of a computedlook-ahead distance, a lateral distance on both sides of the airplane'sflight path, and a specified look-down distance based upon the air-plane's vertical flight path. This search volume may vary as a functionof phase of flight, distance from runway and the required obstacleclearance in order to perform its intended function while minimizingnuisance alerts.

The FUIA alert is composed of two subfunctions: Required TerrainClearance (RTC) and Required Obstacle Clearance (ROC). These pro-vide alerts when an aircraft's flight path is above terrain or obstacles,yet is projected to fly into an area which no longer meets the minimumclearance values in Table 7-2.If an RTC or ROC alert is issued, a redor yellow "X" is displayed on the G1000's TAWS page to indicate apotential impact point. Note that during the departure phase of flight,the FLIA function must alert if the airplane is projected to be within100 feet vertically of terrain, but shouldn't alert if the airplane is pro-jected to be more than 400 feet above the terrain.

Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IO|alerts are issued when an aircraft is below the elevation ofterrain in itsprojected path. These alerts are issued when the flight path is project-ed to come within minimum clearance altitudes (table 7-2). At the time

an ITI or IOI alert is issued, a red oryellow "X)) is displayed on theG1000's TAWS page to indicate apotential impact point. RTC, ROC,ITI, and IOI alerts are inhibited dur-ing the final approach when the air-craft is below 200 feet AGL within 0.5nm of the approach runwa5 or isbelow 125 feetwithin I nm of the run-

escenEnroute 700 Feet 500 FeetTerminal(IntermediateSegment)

350 Feet 300 Feet

Approach 150 Feet I00 FeetDeparture I00 Feet 100 Feet

TableT-2 TAWS Required TerrainClearance (RTC) by phase of Flight.

way.

Premature Descent AlertPer TSO-CISIb, approximately one third of all CFIT accidents

Chapter 7: MFD Overview 85

occur during the final approach phase of flight, when the airplane isproperly configured for landing and descending at a normal rate. For avariety of reasons, which include poor visibility, night time operations,loss of situational awareness, operating below minimums without ade-quate visual references and deviations from the published approachprocedures, many airplanes have crashed into the ground short of therunway. This is particularly likely at night on o'black hole" approaches,where there are few surface lights illuminating the ground leading upto the approach end of the runway.

PDA alerts are only generated during descent to land using an alert-ing algorithm based upon speed, distance and other parameters.Alerting ends when the aircraft is within 0.5 nm of the approach end ofthe runway, or when the aircraft reaches L25 feet AGL within I nm ofthe runway threshold. The TAWS unit used with the G1000 generatesPDA alerts under the following scenarios:

o No Approach Loaded - Alerting becomes active when the air-

craft is within 15 nm of the destination airport.o Non-Precision Approach Loaded - Alerting becomes active

when the aircraft is within 15 nm of the destination airport and

the FAF is the active waypoint.. ILS Approach Loaded - Alerting becomes active when the air-

craft is within 15 nm of the destination airport and the FAF is

the active waypoint. Alerts are generated if the aircraft descends0.7 degrees below the glide slope.

Excessive Descent Rate (f0n1 AlertTSO-CI5lb requires EDR alerts whenever an aircraft is descending

into terrain at an excessive speed. Figure 7-25 shows the criteria used

by the G1000 TAWS to generate two types of alerts. Alerts are based

upon height above terrain and descent rate, and either a "Sink Rate"

Caution or a o'Pull Up" Warning is generated.

Negative Ctimb Rate (NCR) After Takeoff AlertTSO-Cfsfb requires a TAWS system to generate an alert when it

determines an aircraft is losing altitude after takeoff or a missed

approach. There are many accidents on record where a departing pilot

crashed on takeoff by descending into the ground, usually within the

first mile of departing the airport. Accidents of this type almost always

happen at night, panicularly when takeoff is over unlit ground or water

with few visual ground references.These accidents are usually the result of. som,atograaic ilfiuion.

According to the FAA'5 Instrument Flying Handbook, "...a rapid accel-

eration, such as experienced during takeoff, stimulates the otolith^ organs in the same way as tilting the head backwards. This action

creates the somatogravic illusion of being in a nose-up attitude, espe-

cially in situations without good visual references. The disoriented

3 t *

e ' *e

Figure 7-25 Criteria for ExcessiveDescent Rate Alerts. @ Garmin Ltd. ot itsaffiliates

Des(ent Rate (tPM)

86 Mac Tlescott's G1000 Glass Cockpit Handbook

pilot may push the aircraft into a nose-low or dive attitude. A rapid -deceleration by quick reduction of the throttle(s) can have the oppositeeffect, with the disoriented pilot pulling the aircraft into a nose-up orstall attitude."

NCR Alerts consist of an aural "Don't Sink" or "Too Low, Tenain"message. They're accompanied by a "Terrain" annunciation on thePFD and MFD TAWS page and a pop-up alert on the MFD NavigationMap page. NCR alerting occurs during departure when the followingconditions are met:

. Height above terrain is less than 700 feet

. Aircraft is within 2 nm of. the airporto Aircraft heading is still within II0' of departure heading

"Five Hundred" Aural Aler tTSO-C151b requires the voice callout "Five Hundred" during

descents for landing, which is intended to provide situational aware-ness to a pilot when an airplane is operated normally. The feature alsohas an important CFIT protection function. In the event the airplane isoperated unintentionally close to tenain when not in the airport area orthe area for which PDA protection is providedo the 500-foot voice call-out, referenced to Height above Tenain, will alert the pilot to a haz-ardous condition.

Alerting is enabled when an aircraft is more than 675 feet above ter- -rain and is disabled when the aircraft's height above tenain is less than500 feet. At 500 feet, the aural 'ofive-hundred" message is heard. NoPFD annunciations or pop-up alerts accompany this message.

A complete list of TAWS alert types and their corresponding auralmessages and annunciators can be found in the Appendix.

WPT (Waypoint) Group PagesThe WPT page group is a treasure trove of information. Rather than

scramble for charts to find a frequency or books to find a runway lay-out, using the WPT group of pages is a much easier way to get the infor-mation-if you remember to use it! To reach the WPT group, turn thelarge FMS knob until the "WPT" label is highlighted in cyan. Thenturn the small FMS knob to reach a particular page within the group.

Airport Informat ion PageThe Airport Information page (figure 7-26) is the first page in the

WPT group-probably because it's the page you'll use most in thisgroup.Train yourselfto go to this page after engine start and load all ofthe frequencies you need-Clearance Delivery ATIS, Ground, Towerand Departure. Later, in flight, you'll also want to use it as you near yourdestination to study the runway diagram, load frequencies and evenreview the latest METAR if you have a data-link weather subscription. -

As an instrument pilot, you may find it useful for examining theStandard Arrival Procedures (STAR) to see which one you're most like-

Chapter 7:MFD Overview 87

ly to be assigned and to review the instrument approaches available.

After engine startup, the Airport lnformation page initially defaults

to the airport where the plane is located. LaIer, after you've loaded a

flight plan, it defaults to your destination airport. On a round-robin

flight plan with multiple airports, it defaults to whichever airport is the

current active waypoint.If you need to view information on a different airport, you can use

the old tried-and-true method of entering the airport identifier with the

FMS knobs. Or, if you're really savvy, you can often save time by using

the MENU key. Simply press the MENU key, scroll to select "View

Recent Airport List," "View Departure Airport" or "View Destination

Airport" (figure 7-27) and press the ENT key.

If all else fails, use the FMS knobs to enter the airport identifier let-

ter by letter. Start by pushing the FMS knob to get a cursor and then

enter the identifier using the small FMS knob to select a character and

the large FMS knob to select the next character position. When done,

press the ENT key.

Figure 7-26 Use the Airport Informationpage to load frequencies and getrunway information. @ Garmin Ltd. or its affili-

88 Mac Tfescott's G1000 Glass Cockpit Handbook

Figure 7-27 Using the MENU keysaves time versus entering an airportidentifier. @ Garmtn Ltd. or tE aff,tlates

Alternatively, if you don't know the airport identifier, you can enterthe full name of the airport or the city in which it is located. To enteran airport name or city name, push the FMS knob and turn the largeknob one click to highlight the airport name field or two clicks to high-light the city name field. Then turn the small and large FMS knobs toenter the name (figure 7-28).If more than one airport shares the samename or city you can scroll through them all by continuing to turn thesmall FMS knob. Then press the ENT key.

Airport Informat ion Page-Using the MapThe runway map occupies the largest portion of the Airport

Information page. You can zoom the map in and out using the rangeknob. If you want the background color to correspond to the elevationof the airport, press the MAP softkey and then the TOPO softkey. Nowif the airyort you're viewing is near sea level you'll see a green back-ground; a brown background would indicate an airport located in themountains.

In the upper right corner of the map, you'll see that it has a 'oNorth

Up" orientation (figure 7-29), which cannot be changed. This maycause some initial disorientation when viewing thedestination airport, particularly if you are flying withthe Navigation Map page in a different orientation. Aneasy way to orient yourself is to look at the bottom ofthe HSI to see from what direction you're coming.

If, for example, you were on a heading of 24Oo,you'd note that the number at the bottom of the HSI is60o, which means that you're approaching your desti-nation airport from the northeast. Now, looking at themap on the Airport Information page, imagine yourselfapproaching the airport from the upper right corner of

the display, which is the northeast quadrant. You should now be able tovisualize which portion of the field you'll reach first, which runwayyou'll likely be assigned and whether the traffic pattern is close to youor on the far side of the field.

Airport lnformat ion Page- lnformat ion Fie ldsAll of the airport information can be accessed from this page, though

it cannot all be displayed simultaneously. Use the softkeys, or if youprefer the MENU key, to select the different types of information avail-able. As always, you can use the large FMS knob to scroll to any visi-ble field.

Press the INFO softkey, or use the MENU key and select "ViewInfo," to bring up three windows: Airport, Runways and Frequencies.The Airport window lists the airport identifier, airport name and city. Italso shows the field elevation, the longitude and latitude coordinatesfor the airport and the type offuel services available (figure 7-30).

Airport type, such as public, military or private is also listed.Finally, there is a colored airport symbol, similar to the ones shown on

Figure 7-28 Enter the city name if youdon't know the airport name or identi-lier. @ Aarmin Ltd. or its affiliates

Figure 7-29 The Airport Informationpage always has a North Up orienta-tion. @ Garmrn Ltd. or its affitiates

Chapter 7: MFD Overview 89

sectional charts. For example, towered airports are blue and non-tow-ered airports are magenta. Tick marks around the airport symbol indi-cate that services (e.g. fuel) are available during normal working hours.Military airfields are depicted with two concentric circles and airportswith other than hard-surface runways are indicated by a single circle.

The Runways window (figure 7-3I) displays information on runwaydesignations, dimensions, surface type and lighting. If there's data foradditional runways, you'll see a green triangle next to the runway des-ignation. To display the additional runway informationo scroll with theIarge FMS knob to highlight the runway numbers, and then scroll withthe small FMS knob to display information on other runways. Runwaydata includes the following types:

o Surface - Hard, Turf, Water, Sealed, Gravel, Dirt, Soft orUnknown

o Lighting - PCL FREQ (frequency of pilot controlled lighting)'Part Time, Full Time or No Lights

The Frequencies window lists virtually all of the frequencies thatyou need to know for an airport. These include, but are not limited to,

ATIS or AWOS, Ground, Clearance Delivery Tower, Class B, Class C,

Approach and Arrival frequencies. [n cases where multiple frequen-cies are used for the same function, such as Approach or Class B fre-quencies, a blue "i" in a circle indicates that additional information is

provided on the sectors and altitude information to which these fre-

quencies apply. In these cases, scroll the large FMS knob to highlight

the type of frequency, such as "Departure" and press the ENT key to

see the additional information. Pressing the ENT key again or the CLRkey will close the additional information window.

You can also load any of these frequencies directly into the NAV or

COM radio, which can save you time. Note that if a scroll bar (figure 7-

32) appears along the right side of the window, then there are more fre-

quencies than can be displayed and you'll need to continue scrolling

with the FMS knobs to see them all. To enter a frequency, scroll the cur-

sor using the large FMS knob to highlight the frequency. Then press the

ENT key to transfer it to the standby field of the NAV or COM radio

with the tuning box. Note that if the airport has a localizer or ILS instru-

ment approach, those frequencies will be listed and can be loaded into

the NAV radio.Other designations that appear in the frequency window are:

RX - receive only frequency (such as ATIS)TX - transmit onlyPT - part-time frequencY"i' - additional information available

procedures using the softkey labels listed below:

Figure 7-30 The Airport window showsthe field elevation and other informa-tion. @ Garmin Ltd. or its effiliates

T I PWhen entering a three-letter identifierfor a U.S. airport, you must precede theidentifier with the letter K. For exam-ple, the Palo Alto, Calif., airport would

be entered as KPAO, not PAO.

However, airport identifiers that are a

combination of letters and numbersmust not be preceded by a K. For exam-ple, the Wellsboro-Johnston airport in

Pennsylvania would be entered as N3B,

not as KN38. If, while entering charac-

ters, you want to start over at any point,

press the FMS knob and the charactersyou've entered will be replaced with a

blank field and the original flashing

cursor,

Figure 7-31 Runway information. Thegreen triangle indicates there are morerunways and you can access this datawith the FMS knobs. @ Garmin Ltd' ot itsaffiliates

90 Mar Ilescott's G1000 Glass Cockpit Hotdbook

Flgure 7-32You can save time byauto-tuning radio frequencies. The ver-tical scroll bar on the right indicatesyou need to scroll to see all frequen-cies. @ Gamin Ltd, or lE affrtiates

Figure 7-3lt The lntersectionInformation page gives details on everyintersection. @ Garmln Ltd. or tE aff,tiates

o DP (Departure Procedures)o STAR (Standard Arrival Procedures). APR (Instrument Approach Procedures)Once you've viewed a procedurer ]ou c&r load or activate it using

the MENU key. You can also select and load procedures with just theMENU key without using the softkeys.

Airport Information Page-WeatherWhile you're reviewing information about an airport, you can easily

get weather information for that airport-assuming you subscribe to anaviation weather package. To get the METAR and TAF for an airport,press the WX softkey. Full details on using data-link weather are cov-ered in the next chapter.

Intersect ion Informat ion PageAs an IFR pilot, you'll become very familiar with intersections,

which are points in space usually defined by crossing VOR radials andIabeled with five-letter names that are sometimes barely pronounce-able. It's not unusual in flight to be instructed to fly to an intersection.If it's unfamiliaro you may want to ask how it's spelled if it's not obvi-

ous. If you want to know more about the intersection,go to the Intersection Information page (figure 7-33),the second page in the WPT group. To reach it, holdthe CLR key for two seconds, tum the large FMSknob one click to the WPT group and turn the smallFMS knob one click to reach the second page in thegroup.

To enter a five-letter intersection identifier suchas MARVN, push the FMS knob to get a cursor andthen use the large and small FMS knobs to enter thecharacters, press the ENT key, and then push theFMS knob to remove the flashing cursor. Or, push theMENU key, select "View Recent Intersection List,o'scroll to an intersection, and press the ENT key.

On the left side of the page, you'll find a map cen-tered on the intersection you've chosen. You can use the range knob tozoom in and out and press the MAP and TOPO softkeys to bring up thetopographical map background. Along the right side, you'll find theIntersection identifier and symbol (a cyan triangle), the region and exactlongitude and latitude coordinates where it's located and the bearing anddistance to the nearest VOR. Note that the VOR might not be one used todefine the intersection.

NDB Information PageNon-Directional Beacons (NDB) are low frequency navigational aids

that are slowly being decommissioned. They are frequently associatedwith ILS instrument approaches and are common in remote regions thatdonot have other more modern navigational aids. Many modem glass

Chapter 7: MFD Overview 91

cockpit aircraft no longer include an AutomaticDirection Finder (ADF) receiver capable of receivingthese stations directly. Instead, they use GPS to iden-tify the location of the NDB.

To reach the NDB Information page (figure 7-34),hold the CLR key for two seconds, turn the large FMSknob one click to the WPT group and turn the smallFMS knob two clicks to reach the third page in thegroup. You can select a NDB by entering either itsidentifier, the full name of the station, or the city inwhich it's located. To do this, push the FMS knob andthen, using the large FMS knob, scroll to either theidentifier, station name or city field. Tirrn the smalland large FMS knobs to enter data, press the ENT keyand push the FMS knob to remove the cursor. Or, youcan press the MENU key at anytime, select ooView Recent NDB List,"scroll to a NDB and press the ENT key.

You can use the range knob to zoom in and out of the map that's dis-played and press the MAP and TOPO softkeys to bring up the topo-graphical map background. On the right, you'll see the NDB name,identifier, location, frequency and bearing and distance to the nearest

^ airport.

VOR Information PageVHF Omni-directional Radio-range (VOR) stations are ground-

based navigational aids used extensively throughout the United Statesand other countries. With the advent of GPS, it's likely that they willeventually be decommissioned, but they continue to serve as the major

means of radio navigation for the thousands of non-GPS equipped air-craft.

VOR stations come in several types. If combined with a military

TACAN station, it will be listed as a VORTAC and will include dis-tance measuring equipment (DME) which will display your slant rangedistance to the station on a DME receiver. If it includes only DME, it's

listed as a VOR-DME. There are also several classes of VOR stations.

Each broadcasts with different amounts of power and can be received

at different distances. They are, from high to low power: High Altitude,

Low Altitude or Terminal type stations.Instrument Landing System (ILS) signals can be received on a VOR

receiver, and information about these can also be found on the VOR

Information page. However, information about Iocalizer stationso which

are very similar to an ILS, is not included on this page.

To reach the VOR Information page (figure 7-35), hold the CLR key--

for two seconds, turn the large FMS knob one click to the WPT group and

then tum the small FMS knob until you reach this page. You can select a

VOR by entering either its identifier, the full name of the station

or the city in which it's located. To do this, push the FMS knob and then,

Figure 7-34 NDB Information page.@ Garmln Ltd. or iE afflllates

92 Mac Tfescott's G1000 Glass Cockpit Hadbook

Figure 7-&5 The VOR Informationpage also includes information on ILSinstalfations. @ carmin Ltd. ot fts alfitiates

Figure 7-36 You can create waypointsanywhere you'd like for any reason.@ Garmin Ltd. or its atfiliates

using the large FMS knob, scroll to -either the identifier, station name or cityfield. Theno turn the small and largeFMS knobs to enter data, press the ENTkey and push the FMS knob to removethe cursor. Or, you can press the MENUkey at anytime, select ooView RecentVOR List," scroll to a VOR and pressthe ENT key.

You can use the range knob to zoomin and out of the map that's displayedand press the MAP and TOPO softkeysto bring up the topographical mapbackground. On the right, you'll see theVOR or ILS identifier, name, city andtype of station. In the Information win-dow. vou'll find the class of station andits location. Below are the frequency

and bearing and distance to the nearest airyort.

User Waypoint Informat ion PageThe Gl000lets you create and store up to 1000 user-definable way-

points. These can be created for any location for any reason, such as -marking where your house is located or defining a custom route to fly.Waypoints can be created from either the Navigation Map page byselecting a position on the map with the pointer or from the UserWaypoint Information page by referencing a direction and distancefrom an existing waypoint or the directions from two existing waypoints.Once created, you can rename, delete or move a waypoint using theMENU key.

To create a new waypoint from the Navigation Map page, push thejoystick and pan the map pointer to the desired location. Then press theENT key use the small and large FMS knobs to enter a name of up tosix characters (figure 7-36) and press the ENT key. Push the FMS knoband youore done. Oq if you wish, you can enter additional informationabout your waypoint.

Note that the G1000 automatically entered data in the Commentfield and, in the Reference Waypoints field, selected a reference pointsuch as an airport or VOR to define your point. You can accept theseautomatically generated comments and reference points or customizethem using the small and large FMS knobs. Comments can be up to 25characters long and reference points can be an airport, VOR, NDB,intersection or other user waypoint.

You can also create waypoints from the User Waypoint Informationpage. To reach this page, press the CLR key for two seconds, turn the --

Iarge FMS knob one click to the WPT group and then turn the small

Chapter 7: MFD Overview 93

FMS knob until you reach this page. To create a new waypoint, pressthe NEW softkey, or press the MENU key, scroll to "Create New UserWaypoint" and press the ENT key. Then, use the small and large FMSknobs to enter a name of up to six characters and press the ENT key.Next, scroll with the FMS knobs to either the Information window toenter the longitude and latitude coordinates for your waypoint or to theReference Waypoints window to enter the bearing and distance from anairport, VOR, NDB, intersection or other user waypoint to define yourwaypoint. Alternatively, you can define your waypoint using the bear-ing from two reference points. Note that as you modify thelongitude/latitude information or the Reference Waypoint information,the map pans to show where your user waypoint will be located.

User Waypoint Information Page-Working withWaypoints

The most common changes you'll make to a waypoint are to renameit or delete it. You can access these functions either via softkey or theMENU key. To make changes to a waypoint, press the FMS knob to geta flashing cursor and then scroll to highlight one of the waypoints in theUser Waypoint List window in the lower right corner of the screen. Torename a waypoint, press the RENAME softkey, or press the MENUkey and scroll to select "Rename User Waypoint" (figure 7-37) andpress the ENT key. Use the FMS knobs to enter a new name and pressthe ENT key. To delete a waypoint, press the DELETE softkey, or pressthe MENU key and select "Delete User Waypoint." Press the ENT keytwice.

The following additional functions are available through the MENUkey:

o Delete All User Waypointso View Recent User WPT Listo Use Present Positiono Auto CommentTo access these functions, press the MENU key, scroll to the item

and press the ENT key. To delete all user waypoints, you'll need topress the ENT key a second time to confirm your selection. "ViewRecent User WPT List" brings up a list of recent waypoints. Scroll toselect one, press the ENT key and you'll bring up data on that way-point.

Any time you update the location of a user waypoint, you can choose'oUse Present Position," which will enter the longitude/latitude data forthe aircraftos present position. To use this, enter the desired waypointin the User Waypoint window, press the MENU ke5 scroll to select"Use Present Position" and press the ENT key. Note the cursor movesto highlight the longitude/latitude field. Now press the ENT key to savethis information as the waypoint's new location.

The automatically generated comment for a user waypoint usuallyincorporates a reference waypoint, bearing and distance information. If

Figure 7-37 Use the MENU keY to seewhat options are available. @ Garmin Ltd.or its afflrates

94 Mar Tlescott's G1000 Glass Cockpit Hotdbook

you ,eplaced the system-generated comment with one of your own, you

can use "Auto Comment" to generate a new comment. TO use this, enter

the desired waypoint in the User Waypoint window, press the MENU

key, scroll to select "Auto Comment" and press the ENT key. The com-

ment generated is based upon the reference point cunently used to

define the waypoint.

AUX Group PagesTrip Planning Page

Traditionally, trip planning was tedious work which required many

manual calculations and therefore wasnot always done in detail. Now,

the Trip Planning page makes it so easy there's never an excuse not to

review your projected arrival time and fuel reserves often while flying

a trip.The Trip Planning page (figure 7-38) is the first page in the AUX

group. To get there, turn the large FMS knob until AUX is highlighted

in cyan and if necessary turn the small FMS knob to find the page. Thepage operates in either automatic or manual mode, selected with the

AUTO and MANUAL softkeys or by using the MENU key.

Trip Planning Page-Automat ic ModeAutomatic mode is the easiest to use in flight, since it enters current

groundspeed, fuel flow and remaining fuel on board to calculate whenyou'll arrive at your destination. It also generates fuel statistics, such as

how much gas you'll have left when you arrive. AII you have to do to ana-lyze a trip is select a flight plan or flight plan leg or manually enter a

destination. Push either the FPL softkey (not the FPL key on the bezel!)to select a flight plan, or the WPTS softkey to enter a destination way-point. The MENU key can also be used to make these selections.

To use automatic mode, press the AUTO softkey or, alternatively,press the MENU key, scroll to select "Automatic Mode," and press theENT key. To analyze, for example, the active flight plan, push the FMSknob, scroll with the large FMS knob to the FPL field and use the smallFMS knob to select FPL #0, the active flight plan. Then scroll to theLEG field. Using the small FMS knob, select CUM (cumulative) for theentire flight, or a number for one of the individual legs of the flight.Then, look below in the TRIP STATS box and you'll see the followingstatistics updated for the flight plan leg or destination selected. Thetype of units used for each parameter (e.g. nautical or statute miles) isselected on the System Setup page, described later in this chapter.

. DTK (desired ground track) in degreeso DIS (distance) in miles. ETE (estimated time en route) in hours and minuteso ETA (estimated time of arrival) in hours and minutes. ESA (en route safe altitude) in feet or meters for the leg or trip

based on 1000 foot clearance within 5 miles of the route or 2000

Chapter 7: MFD Overview 95

feet in mountainous areas as defined by the Airman's

Information Manual.o Sunrise and Sunset times in hours and minutes

In addition to analyzing flight plans, you can enter waypoints to

define a segment for analysis. Press the WPTS softkey or press the

MENU key, scroll to highlight "Waypoints Mode" and press the ENT

key. Turn the small FMS knob and then use both FMS knobs to enter

the first waypoint. Or, if you'd like to specify your present position as

the first waypoint, press the MENU key, scroll to highlight "Set WPT to

Present Position" and press the ENT key. Use the large FMS knob to

scroll to the next field and enter the second waypoint using the FMS

knobs or the MENU key to use your present position.

Tr ip P tann ing Page-Manua l ModeThe manual mode is useful for "what if' scenarios, where you plug

in a variety of parameters to see the results. It can also calculate den-

sity altitude and true airspeed. You may want to use it on the ground

prior to departure to project arrival times and calculate fuel usage fr-rr

your current trip or a future trip. In the air, you might use it to plan

Figure 7-38 The Trip Planning page

continuously calculates information foryour current trip or allows you to manu-ally analyze a future lrip. @ Garmin Ltd. orits affiliates

96 Mar TTescott's G1000 Glass Cockpit Hadbook

T I PIf your aircraft uses a fuel totalizer, thefuel statistics generated are NOT basedupon the actual fuel in the tanks, but arecalculated by the totalizer. Therefore,your start-up checklist should includepressing the ENGINE and then the SYS-TEM softkey on the MFD so you canenter into the totalizer the amount of anyfuel added or removed from the tanks.Otherwise, the fuel statistics generatedwill be inaccurate. Note: some early ver-sions of the G1000 have only a RSTUSED softkey, which should only bepressed when you fill the tanks to the top.

future trips, possible diversions or to see the effect of changing air-

speed, fuel consumption or other parameters for your present trip.

Generally in the air, however, it's easier to use the automatic mode andthen make power and Ieaning changes to see their impact upon your

cunent trip.To use the Manual mode, press the MANUAL softkey or, alternative-

ly, press the MENU key, scroll to select'oManual Mode," and press theENT key. Finally, select a flight plan or enter waypoints as describedin the Automatic Mode section above. Then, scroll using the large FMSknob to the following fields and use the small and large FMS knobs toenter these parameters:

. DEP TIME (departure time) in hours and minutes

. GS (groundspeed) in nautical miles (or km per hour)

. FUEL FLOW in gallons per hour (or liters per hour)

. FUEL ON BOARD in gallons (or liters)

Trip Planning Page-Fue[ PlanningRegardless of whether you use the automatic or the manual modes,

the FUEL STATS box generates a lot of useful information. However,the way that information is generated varies depending upon whatequipment your aircraft manufacturer includes in your plane (seeAppendix for your aircraft's equipment). The GI000 works with the fol-lowing combinations of equipment:

o No fuel sensors. You'll need to enter the fuel flow rate and fuelon board. The GI000 will use this data to continuously calculatethe remaining fuel on board. Once you enter this data, it isretained until you change it.

o Fuel flow sensor and totalizer. The fuel flow rate is providedautomatically, but fuel quantities are provided by a fuel totalizerthat relies upon you properly entering into the C1000 theamount of fuel you add to the tanks. See the related tip.

o Fuel FIow sensor and Fuel on Board sensors. Fuel on board ismeasured automatically and cannot be changed on this page.Fuel Flow is also measured, or can be entered manually, thoughmanual entries are not retained on future views of this page.

In automatic mode, information in the FUEL STATS box is basedupon your actual groundspeed and, if equipped with a fuel sensor, youractual fuel flow. These figures will change if, for example, you were toencounter strong headwinds later in the trip. In the manual mode,you'll need to specify the groundspeed, fuel flow and fuel on board. Ineither mode, the following data is displayed. The actual units dependupon what you select in the System Setup page.

. EFFICIENCY in nautical miles per gallon

. TOTAL ENDUR (endurance) in hours:minutes to fuel exhaustion

. REM FUEL (remaining fuel) in tanks in gallonso REM ENDUR (remaining endurance) in hours:minutes of fuel

remaining at destination. FUEL REQ (fuel required) in gallons to reach destination

Chapter 7: MFD Overview 97

. TOTAL RANGE in nautical miles

Tr ip P lanning Page-Densi ty A l t i tude and TrueAirspeed

You can easily calculate density altitude and true airspeed for anyset of conditions. For current conditions, it's generally easier to read thetrue airspeed directly from the bottom of the airspeed indicator on thePFD. The Trip Planning page, however, will allow you to calculate it forany set of conditions.

To do so, press the MANUAL softkey, push the FMS knob to get acursor, and scroll using the large FMS knob to highlight the CALI-BRATED AS (airspeed)field (figure 7-39) and enter the airspeed usingthe small and large FMS knobs. Scroll with the large knob and enterdata in each of the following fields:

. IND ALTITUDE (indicated altitude)o PRESSURE (barometric pressure)o TOTAL AIR TEMP (degrees)Using this data, the GI000 calculates and displays density altitude

and true airspeed.

Uti l i ty PageThe utility page (figure 7-40) is usually the second page in the AUX

group. To reach it, turn the Iarge FMS knob until AUX is highlightedin cyan and turn the small FMS knob to find the page. It displaystimers, trip statistics and allows you to schedule future reminders.

Uti t i ty Page-Timers andDeparture Time

The Utility page includes twotimers, one for general purpose up ordown timing and one that records theactual flight time. It also notes thetime of departure. To use any of thetimers, press the FMS knob and scrollthe cursor to the timer (figure 7-41).For the generic timer, the first fieldallows you to select UP or DOWN tim-ing by using the small FMS knob.Scroll to the second field and succes-sive presses of the ENT key willSTART, STOP and RESET the timer.Scroll to the third field and you canuse the small and large FMS knobs topreset the counter with the time fromwhich you'd like to start counting.

To use the flight timer, scroll withfield and, using the small FMS knob,

the large FMS knob to the firstscroll to select the criteria upon

Figure 7-39 Use the Trip PlanningPage to calculate density altitude andtrue airspeed. @ Garmin Ltd. or its affrliates

Figure 7-4OThe Utility page displaystimers and trip statistics and lets youschedule reminders. @ Garmin Ltd. or its

affiliates

98 Mac lYescott's G1000 Glass Cockpit Handbook

Figure 7-41 The Tlmer window has ageneric timer and lets you set criteriafor the flight timer and departure time.@ Garmin Ltd. or its affiliates

which you'd like the timer to start (e.g. PWR-ON, IN-AIR or GS>3OKT depending upon the version of yourG1000). You can reset this timer by pressing theMENU key, scrolling to "Reset Flight Timer" andpressing the ENT key.

To set the criteria for recording the departure time,scroll with the large FMS knob to the first field and,using the small knob, scroll to select the criteria upon

which you'd like the departure time to be recorded (e.g. PWR-ON, IN-AIR or GS>30KT). You can reset the departure time to the current timeby pressing the MENU key, scrolling to 'oReset Departure Time" andpressing the ENT key.

Utit i ty Page-Trip Statist icsThe following are displayed in the Trip Statistics box and all can be

reset at any time:. ODOMETER. TRIP ODOMETER. TRIP AVERAGE GS (groundspeed). MAXIMUM GS (groundspeed)To reset any or all of the parameters, pr€ss the MENU key scroll to

select one of the following and press the ENT key: o'Reset TripODOM/AVG GS," "Reset Odometer," 'oReset Maximum Speed" or"Reset All."

Uti t i ty Page-Sch ed u lerThe Scheduler lets you program reminder messages based upon

elapsed time or a particular date and time. Time-based messages canbe periodic, such as "CHANGE FUEL TANKS" every 30 minutes, orone time after you enter the message. Event messages are based upona particular date and time, such as "ANNUAL DUE NEXT MONTH."Since the scheduler uses the GPS receiver time, you shouldn't use it forevents based upon "tach time" such as oil changes. When an event isdue, the ALERTS softkey on the PFD will flash. Push the softkey and

you'll see the message you programmed into thescheduler.

To use the Scheduler, push the FMS knob to get acursor, scroll with the large FMS knob to the firstblank MESSAGE line and, using the small and largeFMS knobs, enter a reminder message in the 2O char-acter field (figure 7-42). Press the ENT key and scrollwith the large FMS knob to the TYPE field. Turn the

small FMS knob to select one of the following and press the ENT key:r Event - single message based upon a date and timeo One Time - occurs after time expires each time G1000 is pow-

ered up. Periodic - recurs based on the amount of time specified

Figure 7-42 Start a reminder by enter-ing the message you want displayed.@ Garmin Ltd. or its affiliates

Chapter 7: MFD Overview 99

Scroll to the next field and enter adate and time (for events) or a time forone time and periodic events. Use thesmall and large FMS knobs to enterdates and times and then press theENT key. For One Time and Periodicevents, the REM field displays thetime remaining before the message willbe displayed.

GPS Status PageThe GPS Status page (figure 7-43)

is the third page in the AUX group. Toaccess it, turn the large FMS knob untilAUX is highlighted in cyan and turnthe small FMS knob to find the page. Itprovides a visual reference of the sta-tus of the GPS receiver and allows youto determine in advance if the satelliteconfiguration will allow you to use GPS when you reach your destina-tron.

The ACTIVE GPS, which performs all GPS functions, is displayedin the upper right corner. [n most aircraft, GPSI is the first CPS receiv-er to receive power and become the active GPS, though occasionallyGPS2 will come online first. The active GPS performs all GPS func-tions, while the other one is a hot spare that's ready to takeover in caseof a failure.

The Constellation window, in the upper left of the display, gives agraphical representation of satellite positions. The outer ring repre-

sents the horizon, the inner ring represents 45o above the horizon andthe center represents a point directly overhead. Circles represent the

satellites and numbers correspond to the bar graph in the lower half of

the screen that shows received signal strength. Circles and bars which

are filled in indicate that a complete 3O-second data transmission was

received for that satellite; hollow circles and bars indicate that a com-

plete transmission has yet to be received. If no bar is present, the

receiver is still looking for a particular satellite and if a bar is check-

ered, the receiver has excluded that satellite's data from all calcula-

tions.You can push softkeys GPSI and GPS2 (or use the MENU key and

select GPSI or GPS2) to switch the bar graph display to show the sig-

nal strength for each receiver. Note that this is the best way to verify

that both GPS receivers are operating, and it's highly recommended

that you perform this check before takeoff.The Satellite Status window, at the upper center of the display,

shows one of the following status messages:. ACQUIRING - The GI000 is acquiring satellite data and

Figurc 7-43 Go to the GPS Statuspage to verify that you have good sig-nal strength for both GPS receiversand to calculate RAIM. @ Garmin Ltd. or itsaffiliates

100 Mac Tlescott's G1000 Glass Cockpit Hadbook

Figure 7-MTo predict RAIM, enter awaypoint, date and time, scrollto"Compute RAIM?" and press the ENTkey. @ Garmin Ltd. or iE affitiates

doesn't yet have enough data to establish its location and pro-vide navigation guidance.

o 2D NAV - The G1000 is receiving at Ieast three satellites andproviding 2-dimensional data which is sufficient for course guid-ance, but which doesn't provide altitude data or the RAIM cal-culations required to allow using the GPS for an instrumentapproach.

. 3D NAV - The G1000 is receiving at least four satellites andproviding 3-dimensional data including altitude.

The Satellite Status window also includes the following data:. EPE - Estimated Position Error. DOP - Dilution of Precision. HUL - Horizontal Uncertainty Level. POSITION - Longitude/Latitude coordinates of current position. TIME - time derived from the GPS satelliteso ALTITUDE - GPS derived altitude. GROUND SPEED. TRACK - surrsn[ ground track in degrees

GPS Status Page-RAIM PredictionReceiver Autonomous Integrity Monitoring (RAIM) is a GPS receiv-

er function that predicts, for a given location and time, the geometry ofthe GPS satellites and whether they will be in a position to provide theaccuracy required for an instrument approach. GPS coverage is notuniversal, since the 24 satellites operate in low earth orbit and theirpositions are constantly changing. The orbits are designed so that atleast five satellites will be visible most of the time; however, at higherlatitudes (as you get closer to the North and South poles), RAIM warn-ing messages are more likely to occur.

It's a good practice to check ahead of time whether you'll "haveRAIM" when you arrive at your destination, particularly if you areflying in IMC. If you don't check, you may be surprised-and need tochange your plans-if you receive a RAIM message while flying aninstrument approach to your destination. If you receive the messageoutside the final approach fix (FAF), you must discontinue theapproach. However, if youore inside the FAE, the receiver will continueto operate in approach mode for up to 5 minutes. You can also get aRAIM message if one or more of the satellites is providing erroneousdata or if there are not enough satellites visible to calculate RAIM. Fornon-precision GPS approaches, a RAIM warning must be generatedwithin 10 seconds of a fault occurring.

To predict RAIM, press the FMS knob from the GPS Status page andscroll with the large FMS knob to highlight the WAYPOINT field (fig-we 7-44). Using the small and large FMS knobs, enter the waypoint forwhich you'd like to calculate RAIM. If you're flying to a waypoint usingthe Direct-to key, your waypoint may already be properly loaded in thisfield. To check RAIM for your cunent position, you can press the

Chapter 7: MFD Overview 101

MENU key, scroll to highlight "set WPT to Present Position" and pressthe ENT key.

Next, using the large FMS knob, scroll to the ARV TIME and ARV

DATE fields and use the small and large FMS knobs to enter the esti-mated anival time and date at your destination. Finally, scroll to high-

light "COMPUTE RAIM?" and press the ENT key' If you're predictedto have RAIM upon arrival, the field will display "RAIM AVAIL-ABLE." Otherwise, it will display "RAIM NOT AVAILABLE" or"COMPUTING AVAILABILITY" if the computation is still in progress.

If RAIM will not be available, you should plan to use a non-GPS instru-

ment approach.

System Setup PageThe System Setup page (figure 7-45) is where you'll go to configure

the many user preferences available within the G1000. It's the fourth

page in the AUX group, and you can reach it by turning the large FMS

knob until AUX is highlighted in cyan and turning the small FMS knob

to find the page. Later software versions of this page include a Pilot

Profile sectiono which allows multiple pilots to enter and save their own

preferences for easy recall each time they fly the plane. Pilot Profiles

are discussed at the end of this section.The DATE/TIME box allows you to specify the format in which the

time is displayed and to enter the number of hours from which your

local time is offset from Universal Coordinated Time (UTC) also called

GMT or Zulu time. You're not able to make any changes to the date and

the actual time as both of these are derived directly from the GPS satel-

Iites which are highly accurate.To change the time formato press the FMS knob and scroll with the

Iarge FMS knob to the TIME FORMAT field. Use the small FMS knob

to select LOCAL l2hr, LOCAL2A\: or UTC and press the ENT key' To

set your local time zone, push the FMS knob and scroll to the TIME

OFFSET field. Use the small and large FMS knobs to enter the number

of hours and, in rare cases, the number of minutes your local time zone

is offset from UTC. Press the ENT key and check the TIME field to

ensure that it displays the correct local time. You'll need to adjust this

field if clocks in your time zone are changed for Daylight Saving Time.

System Setup Page-Disptay Uni ts and Map DatumYou can use the DISPLAY UNITS box to configure the G1000 to dis-

play data in different units. Alternatively, you can restore the units to

ih"it d"fuult values by pressing the MENU key, where "Restore

Defaults" is highlighted, and then the ENT key. Default values are list-

ed first below.To change a data type, press the FMS knob, scroll with the large

FMS knob to the desired field, turn the small FMS knob to select a data

type and press the ENT key. The NAV ANGLE field lets you select

t02 Max Tfescott's G1000 Glass Cockpit Handbook

Figure 7-45 The System Setup pagelets you set your preferences and storethem in pilot profiles. @ Garmin Ltd. or itsaffiliates

whether track, course and heading information is displayed relative totrue north or whether the data is corrected with the computed localmagnetic variation to display data relative to magnetic north. If "Thue"is selected, the letter "T" follows all data to indicate this. "Auto" isused to select magnetic north. The fields, their default values and alter-nate display units are listed below:

. NAV ANCLE: AUTO ("), TRUE ('T)

. MAC VAR: Magnetic Variation is displayed. It's not user set-table

. DIS, SPD: NAUTICAL (NM, KT), METRIC (KM, KPH)

. ALI, VS: FEET (FT, FPM), METERS (MT, MPM)

. PRESS: INCHES (IN), HECTOPASCALS (HPA)o TEMP: CELSIUS ('C), FARENHEIT ("F)o FUEL: CALLONS (GL, GLIHR), LITERS (LT,LTIHR). POSITION: HDDD'MM'SS.S", HDDD"MM.MM'Map datums are sets of map reference points based upon a survey

conducted in a region at a particular time. While many map datumscover the same region, they may show a particular point as far as a few

7: MFD Overview

thousand feet away from the same point using a different datum. WGS-

84 is the primary datum used worldwide for GPS, though you may want

to check whether another map datum is recommended for your country.

To set the map datumo press the FMS knob and scroll with the large

FMS knob to highlight the MAP DATUM field. Turn the small FMS

knob to select a particular datum and press the ENT key.

System Setup Page-AirsPace AlertsThe AIRSPACE ALERTS box (figure 7-46) allows you to select for

which types of airspace you'll receive Alerts messages on the PFD and

how close in altitude to the airspace you must be to receive an alert. For

example, if AUIITUDE BUFFER is set to 200 feet, the default valueo

and you're more than 200 feet above or below the airspace, you won't

receive an alert. [f you're within 200 feet vertically of the airspace and

are projected to enter it, an alert message is generated. Note that turn-

ing off any alerts in this box does not change the airspace boundaries

depicted on the Navigation Map page, nor does it affect any of the alerts

on the Nearest Airspaces page.Alerting can be tumed on or off for the following types of airspace:. CLASS B/TMA (Terminal Maneuvering Area). CLASS C/TCA (Terminal Control Area)O CLASS D. RESTRICTED. MOA (MILITARY). OTHER AIRSPACETo make changes to Airspace Alerts, press the FMS knob and, with

the large FMS knob, scroll the cursor to highlight a field. For the AUII-

TUDE BUFFER field, use the small and large FMS knobs to enter an

altitude and press the ENT key. For other fields, use the small FMS

knob to select ON or OFF to turn altitude alerts on or off for that par-

ticular type of airspace.

System Setup Page-ArrivaI and Audio AlertsArrival alerts, available in more recent versions of the G1000 soft-

large knob to highlight the ON/OFF field in the ARRIVAL ALERT box.

Turn the small FMS knob to select an option and press the ENT key. To

set the distance, scroll the cursor with the large FMS knob to the dis-

tance field and use the small and large FMS knobs to enter a distance

in nautical miles and press the ENT key.

The G1000 includes audio alerts, heard through the audio panel,

to make you aware of situations like nearby traffic. You can choose to

Figure 7-46 Use the Airspace Alerts toalert you to the presence of nearby air-Space, @ Garmin Ltd. or its afftliates

104 Mar llescott's G1000 Gloss Cockpit Handbook

Figure 7-47 You can choose theparameters displayed in the MFD'sNavigation Status bar. @ Garmin Ltd. or ttsafflllates

T I PXTK shows how far left or right you arefrom course and is particularly usefulwhen flying instrument approaches. VSRis very useful when used in conjunctionwith the Vertical Navigation page, dis-cussed in Chapter 9. It can be used toestimate the descent rate required for thefinal segment of a non-precisionapproach. To be most useful, you mustlook at VSR just before the finalapproach fix, where the system automati-cally tums it off.

hear these alerts with either a male or female voice. To change thevoice, press the FMS knob and scroll the cursor to the VOICE fieldin the AUDIO ALERTS box. Use the small FMS knob to selectFEMALE or MALE and press the ENT key. Note that the volume ofTraffic alerts can be adjusted, but you'll need an avionics technicianto do it.

System Setup Page-Changing the NavigationStatus Bar

Both the PFD and MFD display four fields of information in aNavigation Status bar at the top of their respective displays. You can-not change the fields on the PFD, since they are specified as part of theaircraft certification; however, you can specify the ones displayed onthe MFD. The default fields are, in order from left to right, ground-speed, XTK (crosstrack error in nm), ETE (estimated time en route)and ESA (en route safe altitude). You can change each of these fourfields to display any of the following:

. BRG (bearing in degrees)

. DIS (distance)

. DTK (desired track)

. ESA (en route safe altitude)

. ETA (estimated time of arrival)

. ETE (estimated time en route)

. GS (groundspeed)o MSA (minimum safe altitude). TKE (track angle error). TRK (track). VSR (vertical speed required)o XTK (crosstrack error-distance from the course)To change the data displayed in any of the four fields, press the FMS

knob and scroll the cursor to highlight one of the four fields in the MFDDATA BAR FIELDS box (figure 7-47). Then turn the small FMS knobto select an option and press the ENT key.

System Setup Page-CDl, COM ConfigurationThe GPS CDI box gives information about the scaling of the course

deviation indicator (CDI), which is represented by four dots across theface of the HSI. A detailed discussion of the CDI can be found in theNavigation with the HSI section of Chapter 4.

When using GPS, the distance represented by the CDI scale can beeither 5.0, 1.0 or 0.3 nautical miles from the center of the display toeither full left or full right deflection, depending upon whether the GPSreceiver is operating in en route, terminal or approach mode. The GPSwill automatically cycle through these modes as it gets closer to thedestination if it's operating in AUTO mode. More than 30 miles fromthe destination, it operates in enroute mode. Inside of 30 mileso it oper-ates in terminal mode and, if an instrument approach is activated, itchanges to approach mode two miles outside of the FAF.

Chapter 7: MFD Overview 105

If you wish to navigate more accurately all the time, you can set the

CDI to 1.0 or 0.3 nm, and the higher settings won't be used. If youselect I.0 nm, the CDI will still change to 0.3 nm on an instrument

approach. You can select the AUTO mode, 5.0, 1.0, or 0.3 scales by

pushing the FMS knob and scrolling to the SELECTED field in the

GPS CDI box. Use the small FMS knob to select a mode and press the

ENT key. The current scaling is always displayed in the next field,

which is labeled SYSTEM CDI.As an instrument pilot, you always want to make sure that the HSI

displays course guidance from the conect VOR or GPS receiver. For

ILS approaches, it's not uncommon to navigate into the vicinity of an

airport using GPS and then switch the HSI to display the ILS signal

being received on NAVI or NAV2. To protect you if you forget to switch

the CDI, the G1000 has the capability to make this switch for you auto-

matically. However, anytime the HSI switches, whether manually or

automatically, the autopilot will switch to ROL mode.t This is dis-

cussed in more detail in Chapter 1I. Note: Some aircraft, such as the

Diamond DA40, state in the Limitations in the Airplane Flight Manual

Supplement that the ILS CDI CAPTURE function must be set to

Manual for autopilot coupled ILS approaches.To set this mode, push the FMS knob and scroll the cursor to the ILS

CDI CAPIURE field. Scroll with the small FMS knob to select AUTO

or MANUAL and press the ENT key (figure 7-48).

The G1000 coM radios can operate with either 25 kHz spacing

between channels or 8.33 kHz spacing. Currently,25 kHz spacing is

used in the United States while 8.33 kHz is used in some other coun-

tries. To set the channel spacing, push the FMS knob and scroll the

cursor to the CHANNEL SPACING field. Then scroll with the small

FMS knob to select 25.OkHz or 8.33 kHz and press the ENT key'

System Setup Page-Nearest AirportThe NRST softkev on the PFD and the Nearest Airports page (figure

EST APT box to select your minimum criteria for an airport to appear

when you push the NRST softkey or turn to the Nearest Airports page.

To set the criteriar push the FMS knob and scroll the cursor to the

RNWY SURFACE field. Then scroll with the small FMS knob to select

a runway surface type. choose ANY, HARD ONLY, HARD/SOFT or

WATER and press tlie ENT key. Then scroll to the MIN LENGTH field

and, using the small and large FMS knobs, enter a minimum runway

Iength und pr"r. the ENT key. Then press the NRST softkey on the

2002 and later GFC700-equipped Cessna 172,lB2 and 206 aircraft.

Figure 7-zl8 The ILS CDI Capture canautomatically switch the CDlfrom GPSto an ILS signal. The autopilot willrevert to ROL mode when the CDISWitCheS. @ Gatmln Ltd. or tE atfrllates

106 Ma,c Tlescott's G1000 Glass Cockpit Hutdbook

Figure 7-49 Pilot profiles make it easyfor each pilot to save his or her systempreferenCeS. @ Garmin Ltd, ot its affttiates

Figure 7-50 To use a profile, you mustselect it as the active profile. @ GarminLtd. or its aftiliates

PFD or go to the Nearest Airports page and confirm that only airportsmeeting your criteria are listed.

System Setup Page-Pilot Profi lesIf someone else drives your car, you know how annoying it can be to

have to readjust the seat and mirrors each time. Likewise, if more thanone person is flying a G1000 aircrafto each of them may have his or herown preferences for configuring the system. Pilot profiles let you createup to 25 profiles, each with its own configuration. You might use oneprofile for each person who flies the plane. Or, if you have differentconfiguration preferences for different types of flight, you might createa separate profile for each. Early G1000 versions did not include pilotprofiles, but most aircraft now ship with this feature.

To create a profile from the System Setup page, push the FMS knoband scroll with the large knob to highlight the CREATE field and pressthe ENT key. Then use the small and large FMS knobs to enter thename for your profile and press the ENT key. The cursor will move tothe CURRENT SETTINGS field; press the ENT key to use the currentsettings for the profile. Alternatively, you can turn the small FMS knobto select GARMIN DEFAUIiIS, DEFAULT PROFILE, or the name ofan existing profile, and press the ENT key (figure 7-49). Then, turn thelarge FMS knob to select CREATE and press the ENT key or selectCANCEL and press the ENT key. Alternatively, select CREATE &ACTIVATE and press the ENT key, which will make your newly creat-ed profile active.

To use a profile, you must select it as the active profile. To do this,push the FMS knob, scroll with the large knob to the ACTIVE field andturn the small FMS knob to display the list of profiles. Scroll ro high-

light the desired profile (figure 7-50) and press theENT key to make it active.

You cannot delete an active profile, so to deletea profile, first load a different one using the stepsabove. Then press the FMS knob, turn the largeFMS knob to highlight the DELETE field and pressthe ENT key. Next, scroll to highlight the profile youwant to delete and press the ENT key. Press the

ENT key a second time to delete the profile or turn the large FMS knobto select CANCEL and press the ENT key to cancel the delete opera-tion.

To rename a profile, press the FMS knob, turn the large FMS knobto highlight the RENAME field and press the ENT key. Next, scroll tohighlight the profile you want to rename and press the ENT key. Usethe small and large FMS knobs to enter a new name and press the ENTkey. Press the ENT key a second time to rename the profile or turn thelarge FMS knob to select CANCEL and press the ENT key to cancelthe rename operation.

7: MFD Overview

XM Informat ion PageIf you have the optional GDL 69A data-link module and an aviation

type subscription from XM satellite,youore going to love this page and sowill the kids! To reach this page, turnthe large FMS knob until AUX is high-lighted in cyan and turn the small FMSknob until you reach the page (figure7-5I). Pressing the INFO softkey orpressing the MENU key, selecting"View XM Informationo' and pressingthe ENT key shows the list of weatherproducts available through your sub-scription. The next chapter is devotedto describing these products.

To use the satellite radio system,press the RADIO softkey or press theMENU ke5 select o'Operate Radio"and press the ENT key. There are threeways to select a channel: select from acategory press a preset softkey (muchIike your car radio buttons) or enter thechannel number directly. If you'reunfamiliar with the channel numbers, you'll want to press the CATCRY

softkey and turn the small FMS knob to list the current categories of

audio such as Hits, Rock, Country etc. Highlight the desired category

and press the ENT key. If you select "All Categories," you can use the

CAT- and CAT+ softkeys to cycle through the categories.

Selecting a category loads all related channels into the CHANNELS

window. To step through the channels, press the CHNL softkey and

then the CAT- and CAT+ softkeys. Alternatively, you can push the FMS

knob and scroll with the large FMS knob to highlight a channel.

Once you become familiar with the channels, you can enter a chan-

nel number directly. First, press the CHNL softkey and then the DIR

CH softkey. Use the numbered softkeys to enter the channel number

softkeys.There are two ways to set the radio volume: using the softkeys or the

FMS knobs. To select the volume control, press the vol softkey or

Figure 7-51 With a satellite radio sub-scription, you can listen to your favoritechannels. @ Garmin Ltd. or its affiliates

108 Mar llescott's G1000 Glass Cockpit Handbook

Figure 7-52 The System Status pageshows the status of all system compo-nents. @ Garmin Ltd. or tts affrliates

press the FMS knob and scroll withthe large knob to highlight the oo7o"

sign in the right corner of the VOL-UME window. Then use the VOL+and VOL- softkeys or turn the smallFMS knob to change the volume. Youcan also use the MUTE softkey tomute the audio.

System Status PageThe System Status page (figure 7-

52) is the only page where you canverify that all of the G1000 systemcomponents are working. For exam-ple, if your first GPS receiver (part ofGIAI) has failed and the second GPSreceiver has taken over for it, youmight not be aware of the failure.

Consider adding an item to your start-up checklist that tells you to viewthis page soon after engine start.

The System Status page is usually the last page in the AUX groupand you can reach it by turning the large FMS knob until AUX is high-lighted in cyan and turning the small FMS knob to find the page. Agreen checkmark indicates a component is working and a red X indi-cates that it has failed and that service is required. The page also indi-cates software versions for each component.

NRST Group PagesMost modern GPS receivers include some type of nearest functiono

which gives you information about the nearest airports and is invalu-able if the engine quits and you need to find a place to land quickly. Inaddition to airports, the G1000 includes separate pages with informa-tion on the nearest intersections, NDBs, VORs, user-defined way-pointso frequencies and airspaces.

The NRST page group is the last group and can be reached by turn-ing the large FMS knob three or more clicks clockwise. This makes iteasy to find this group in an emergency-just give the large FMS knoba big twist and you'll reach the NRST group. Then use the small FMSknob to select a particular page within the group.

In most cases, there will be more facilities than can be displayed atone time. Whenever you see the scroll bar along the right side of a win-doq press the FMS knob and scroll with either knob to see the entireIist and highlight a facility. This causes a white dashed line to appearon the map, connecting the airplane with the highlighted facility, whichmakes it easy to orient yourself.

You can also navigate directly to any airport, intersection, NDB,VOR or user defined waypoint on a NRST page. Just push the FMS

Chapter 7: MFD Overview 109

knob, scroll to highlight the facility with the cursor, press the Direct-tokey and press the ENT key twice.

Like the WPT group pages, the NRST group pages have a large mapon the left side of the page that you can zoom in and out using the rangeknob. The MAP softkey allows you to add layers of information to themap by pressing the appropriate softkey. These include TOPO, TRAF-FIC, STRMSCR NEXRAD' and XM LTNG softkeys. Like the WPTgroup maps, the NRST group maps use a "North Up" orientation, whichcannot be changed.

Nearest Airports PageThe Nearest Airports page (figure 7-53), the one you'll most likely

need in an emergency, was purposely designed as the first page in theNRST group.Turn the large FMS knob clockwise until NRST is high-Iighted in cyan and turn the small FMS knob counterclockwise if you'renot on the first page. The page displaysup to 25 airports within 200 nm andcontains information on:

o Airport identifier, symbol, bearingand distance to airport

o Airport name, nearest city, stateand field elevation

o Runway designations, length,width and surface type

o Frequencieso Instrument approachesMost pages in the Gf000 allow you

to use the large FMS knob to scrollacross all of the fields. The NearestAirports page is an exception. To movethe cursor from one window to another,you must use the softkeys or the MENUkey. For example, to scroll through thelist of nearest airports, press the APT softkey or press the MENU key,scroll to "select Airport Window" and press the ENT key. Then pressthe FMS knob and scroll to select an airport. Information for that air-port will now appear in the other boxes.

If there is more than one runway, a green triangle appears in theRUNWAY window. To view information on other runways, press theRNWY softkey and then scroll with the small FMS knob to view otherrunways. You can also use the MENU key to select the RUNWAYwindow.

You can load a frequency from this page directly into a COM receiv-

er, or in the case of an ILS frequency, directly into a NAV receiver- Justpress the FREQ softkey, scroll to select a frequency and press the ENT

key. The frequency will be loaded into the standby side of the ra-

dio with the tuning box. Finally, press the Frequency Toggle key to

T I PIf you're a GI00O-equipped aircraftowner, you'll want to write down the soft-ware version loaded for every componentin your system. Then, after each time atechnician works on the G1000, checkthe System Status page to see that thecorrect software version-<r a later ver-sisn-$ras reloaded onto vour system.

Figure 7-53 The Nearest Airports pageis one of the few pages where Youneed to use softkeYs to access all ofthe informatioll. @ Garmin Ltd. or iE afflliat$

ll0 Mar Itescott's G1000 Glass Cockpit Handbook

Figure 7-84 You can load an instrumentapproach from the Nearest Airports pageby pushing the APR and LD APR soft-keys. O Garmin Ltd. or its affiliates

transfer the frequency to the active field. You can also use the MENU

key to select the FREQUENCIES window.You can also load any instrument approach in the database for an air-

port. To select an approach, press the APR softkey, scroll to select an

approach and press the LD APR softkey' This brings up the Approach

Loading page (figure 7-54), from which you can select a transition with

the small FMS knob and press the ENT key. You can then scroll to load

or activate the approach and press the ENT key. Approaches can also

be loaded from this page using the MENU key. Full details on loading

instrument approaches can be found in Chapter lI.

Nearest Intersect ions PageIf you're an instrument rated pilot, you've probably had ATC direct

you to fly to an intersection. If it's nearby, you may be able to find it on

the Nearest lntersections page. To reach this page, turn the large FMS

knob until NRST is highlighted and turn the small FMS knob to selectthe page.

To learn more about an intersection, press the FMS knob, scroll tohighlight the intersection and press the ENT key. You'll now find infor-mation for this intersection in the INFORMATION and REFERENCEVOR windows (figure 7-55). Information displayed includes:

o Identifier, symbol, bearing and distance to the intersection. Longitude and Latitude coordinateso Information on the nearest VOR including identifier, symbol,

frequency, bearing and distance

Nearest NDB PageTo reach the Nearest NDB page, turn the large FMS knob until

NRST is highlighted and turn the small FMS knob to select the page.To learn more about a NDB, press the FMS knob, scroll to highlight theNDB and press the ENT key. You'll now find information for the NDBin the INFORMATION and FREQUENCY windows.

Information displayed includes:o ldentifier, symbol, bearing and distance to the NDBo Longitude and Latitude coordinates. NDB frequency in kHz

Nearest VOR PageTo reach the Nearest VOR page, turn the large FMS knob until

NRST is highlighted and turn the small FMS knob to select the page.To select a VOR, press the FMS knob, scroll to highlight it and pressthe ENT key. You'll now find information for the VOR in the INFOR-MATION and FREQUENCY windows.

Information displayed includes:o ldentifier, symbol, bearing and distance to the VOR. Longitude and Latitude coordinateso VOR name and closest city and state

Chapter 7: MFD Overview 1 1 1

o VOR type and magnetic variation. VOR frequency in MHzTo load a VOR frequency into a NAV receiver, press the FREQ sofL-

key and press the ENT key. The frequency will be loaded into thestandby side of the radio with the tuning box. Now, press the FrequencyToggle key to transfer the frequency to the active field. You can also usethe MENU key to select the FREQUENCY window

Nearest User Wpts PageThis page will help you access any user-defined waypoints that you

have created. To reach it, turn the large FMS knob until NRST is high-Iighted and turn the small FMS knob to select the page. To select a userwaypoint, press the FMS knob, scroll to highlight it and press the ENTkey. You'll now find information for your waypoint in the INFORMA-TION and REFERENCE WAYPOINTS windows (figure 7-56).

Information displayed includes:. Identifier, symbol, bearing and distance to the user waypointt Waypoint commento Longitude and Latitude coordinates. Identifier, bearing and distance to reference waypoint

Nearest Frequencies PageOne challenge all pilots face is finding the right frequency to use for

flight following when outside major metropolitan areas, since they are

not listed on sectional charts. The G1000 makes a major contribution

in that it makes it easy to find most of these frequencies. Its database

includes Air Route Traffic Control Center (ARTCC), better know aso'Center," and Flight Service Station (FSS)frequencies. This page does-

n't, however, include Approach and Departure frequencies used in

Class B and C airspace; these can be found in the Airport Information

and Nearest Airspaces pages'Like other pages in the NRST page group, a white dashed line is

drawn on the map from the airplane to the facility highlighted (figure

7-57). This is particularly useful when flying trips at lower altitudes,

where you might lose radio contact with Center. If you do, go to this

page and scroll through the nearby ARTCC frequencies until you find

one in front of you, as shown by the dashed line. This is probably the

next frequency to which you would have been handed off.

You will need to use softkeys or the MENU key to select different

windows, as you cannot scroll between windows. To load a Center or

FSS frequency, press the ARTCC or FSS softkey, scroll with the small

FMS knob to select a facility and then scroll with the large FMS knob

to select a frequency. Push the ENT key to transfer the frequency to the

standby field of a radio and then press the Frequency Toggle key to

transfer it to the active frequency. Bearing and distance information is

also shown for these frequencies. To select a weather frequency, push

the wX softkey, scroll to select a frequency and press the ENT key.

Figure 7-55 You can use the Direct-tokey to navigate to a waypoint listed inthe Nearest Intersections Page.@ Garmin Ltd. or its affrliates

r12 Mar Ilescott's G1000 Glass Cockpit Hondbook

Figure 7-56 The Nearest User Wptspage lists user defined waypoints thatyou have crealed.@ Garmln Ltd. or its atfiliates

Figure 7-57 You find nearby Centerand FSS frequencies on the NearestFrequencies page. @ Germin Ltd. or its

affiliates

Nearest Airspaces PageThe Nearest Airspaces page is an excellent tool for tracking nearby

airspace, particularly when you are flying in an unfamiliar area or in acrowded metropolitan area. Just remember to set the MFD for this pagein these areas. You can still monitor your progress with the map on thispage, although it is only oriented North up. Alternatively, enable air-space alerts in the System Setup page in the AUX group and each timethe ALERTS softkey on the PFD flashes, press the softkey to read themessage and go to the Nearest Airspaces page for more information.

This page displays and sends alert messages for the following typesof airspace:

o Class B. C. D. TCA, TMA, TRSAo Prohibited, Restricted, MOAo Alert, Caution, Danger, Training, Unspecified, WarningIt's easy to reach, since it's the last page in the last group. Turn the

large FMS knob several clicks clockwise and then do the same with thesmall FMS knob.

The AIRSPACE ALERTS window (figure 7-58) shows a list of alertsprioritized according to their status label, with "Inside" alerts listedfirst and alerts that are still "Ahead" listed last. The different alert sta-tuses are from highest to lowest priority:

o "Inside" - Aircraft has already entered airspace. "Ahead < 2 nm" - Aircraft will enter airspace in less than 2

miles. "Within 2 nm" - Airspace is within 2 miles, but aircraft won't

enter on current courseo o'Ahead" - Current course will take aircraft into airspace with-

in l0 minutesThe alerts are based upon the boundaries of the airspace and the

buffer altitude selected on the System Setup page in the AUX group.For more information about a particular alert, push the ALERTS soft-key or use the MENU key. Then press the FMS knob and scroll to high-light an alert. lnformation about that alert is now shown in the AIR-SPACE AGENCY, VERTICAL LIMITS and FREQUENCIES windows.The following information is shown:

. Type of airspace and controlling agencyo Vertical limits of the airspaceo FrequenciesTo load a frequency or get more information about it, press the

FREQ softkey or press the MENU key, scroll to "Select FrequencyWindow" and press the ENT key. To load a frequency, scroll to high-Iight it, press the ENT key to transfer it to a radio's standby field andthen press the Frequency Toggle key to transfer it to the active field.

ln cases where multiple frequencies are used for the same function,such as Approach or Class B frequencies, a blue "i" in a circle indicatesthat additional information is provided on the sectors and altitude infor-

Chapter 7: MFD Overview 113

mation to which these frequencies apply. In these cases, scroll the largeFMS knob to highlight the type of frequency, such as "Departure" andpress the ENT key to see the additional inft-rrmation. Pressing the ENTkey again or the CLR key will close the additional information window.

SummaryIf you've gotten this far, congratulations! The MFD is a marvelous

piece of technology which offers the potential to make your flying eas-ier and safer. However, it contains a vast amount of information and

managing it can at first seem daunting. Rather than try to learn it all atonce, pick one or two page groups and gain familiarity with them first.

For example, the MAP page group is an excellent place to start,

since it provides so much information and its most basic functions arerelatively easy to use. Next, start using the WPT group, particularly theAirport Information page. Soon, you'll find yourself easily navigating

the MFD and wondering what new features the next software revision

will bring!It's an exciting time of rapid change in aviation. Nowhere is that

truer than in the rapidly emerging field of data-linked weather informa-

tion, the topic of the next chapter. Hang on for the ride and have fun!

Figure 7-58 The Airspace Alens win-dow prioritizes alerts and gives frequen-cies for nearby airspace. @ Garmin Ltd. or

its affiliates

Chapter B:

Onboard Data Link Weather

ear real-time weather data, in the cockpit, is the ultimate in graph-ical information for general aviation pilots-at least until syntheticvision becomes available. Now, for a fee, it's available for any G1000glass cockpit aircraft. If you're a clear skies, weekend flyero you may nothave much real world use for this data. If, howevero you fly cross coun-tries regularly, whether you're instrument rated or not, you'll find thatdatalink weather is an invaluable service that makes flying safer andmore enjoyable. If you fly a G1000 aircraft without a subscription to anaviation weather package, you can skip this chapter, or continue read-ing to see what you're missing!

To receive the onboard data-link weather, your GI000 must have aGDL 69 or GDL 69A Data Link module. Both modules can receive theweather via satellite. In addition, the GDL 69A can receive satelliteradio for your onboard entertainment. Some manufacturers include aGDL 69 or GDL 69A with all GlOOO-equipped aircraft; others may offerit as a separate option.

In addition, you need a subscription to an aviation weather packagecreated by weather forecasters at WxWont@ and distributed via satellitethrough XM Satellite@. This is different from-and more expensivethan-the subscription that you may already have for a satellite radio inyour car. Currently, three packages are available: Aviator LI, Aviatorand Aviator Pro.

If you're like the majority of pilots who fly normally aspirated aircraftat lower altitudes, the basic service meets your needs, particularly ifyour aircraft is also equipped with a Stormscope. Together with the

NEXRAD radar, you'll be able to steer clear of problem areas. Yes, it

would be nice to have the AIRMET data, but you'll get this information

when you phone for a briefing before you leave, and you can always call

Flight Watch on 122.0 for updates while en route.

116 Mac Ilescott's G1000 Glass Coclqit Hotdbook

The Aviator package is a good match for pilots flying at higher alti-tudes, whether they're in turbocharged aircraft or flying one of the newVU jets. If you're flying high in one of these planes, you're more like-ly to want to know how high the clouds are, where the freezing level islocated and which flight level will provide the most favorable winds. Ifyou fly at lower altitudes, panicularly in cold winter locations, you mayalso be interested in the Aviator package. The new Aviator Pro packagewill be of most interest to business and commercial aviation operators.

This chapter is organized by weather product, first covering theservices available with the Aviator LT subscription. Note that by thetime you read this, the exact content of the aviation subscription pack-ages may have changed, though the descriptions of the weather servic-es themselves are less likely to change.

All of the weather services are accessed through softkeys on theMFD. Use the large FMS knob to select the MAP group of pages andthen turn the small FMS knob to reach the Weather Data Link page (fig-ure 8-l). You can simultaneously display most but not all combinationsof weather information by pushing softkeys to add or subtract weatherproducts from the display. In addition, a few of the weather productscan be selected on the main Navigation Map page. For information onhow to listen to XM Satellite@ radio in the cockpit, turn to the XMInformation page in the AUX group in Chapter 7.

Aviator LT aviat ion subscript ion packageThe basic weather products package meets important needs by pro-

viding NEXRAD radar, TFR, METAR and TAF data. Table B-l lists theproducts in this package.

NEXRAD versus Airborne RadarIf you've ever watched a weather forecast on the local news, you'll

recognize NEXRAD radar data. At the most basic level, it's easy tounderstand. Avoid flying where there's color, but if you must fly throughit, try to stay in the green areas that indicate a lower intensity of radarreturn. Like most things that seem simple on the surface, however,there's considerably more to NEXRAD radar and we'll discuss it indetail in this section.

NEXRAD Radar is selected by pushing the NEXRAD softkey (fig-ure 8-2) on the Weather Data Link page in the MAP group of pages. Itbrings up a box along the right side of the display that shows the"AGE" of the weather data and a scale for interpreting the colors on thescreen. Note that the age displayed is the length of time since theweather data was received. However. at best NEXRAD radar data isapproximately eight minutes old at the time that it's first received onboard the aircraft and may be even older by the time you look at it.

Hence, you should use NEXRAD radar to develop strategies foravoiding wide areas of weather, not for determining where to penetratea storm. It's highly complementary to airborne radar, such as the

Chapter 8: Onboard Data Link Weather I77

Garmin GWX 68, used in some GlOOO-equipped aircraft like the

Beechcraft Baron.In contrast, airborne radar data is real-time, so it can be used tacti-

cally to help determine where to penetrate an area of storms, though it

does have limitations. For example, airborne radar suffers from attenu-

ation, since heavy precipitation can block the view of weather beyond

the first band of radar returns. NEXRAD data is generated from many

powerful and overlapping ground radar sites and thus it can show

weather that airborne radar is unable to detect. Using both types of

radar data together can present a better overall picture of the weather.

A full discussion ofairborne radar is beyond the scope ofthis book, and

Garmin GWX 68 radar users should refer to the approved Airplane

Flight Manual Supplement for their system.

NEXRAD RadarNEXRAD, which stands for Next Generation Radar, is a network

of I59 independent WSR-BBD Weather Surveillance Radar Doppler

systems first deployed in lgBB and operated by the National Weather

Service (NS/S). It covers most of the contiguous United States, Alaska

Figure 8-1 The Weather Data Linkpage displays weather data receivedthrough a data link module. @ Garmin Ltd.

or its affiliates

118 Mac llescott's G1000 Glass Cockpit Hotdbook

Figure 8-2 Use softkeys to selectwhich weather products to display onthe Weather Data Link p6ge. @ GarmrnLtd, or its aftillates

Figure 8-g WSR-88D radar located inthe hills above San Jose, Calif.

ProductNEXRADradar

TFRs

METARs

TAFs

City Forecasts

County Warnings

and Hawaii. Doppler radar is uniquein that it can determine the speed of

objects as they move toward or away from the radar. This allows theNWS to detect the speed and direction of weather cells and the forma-tion of tornados.

NEXRAD has limitations. It can detect most forms of precipitationwithin about 80 nm of a radar site and intense snow and rain out toabout 140 nm. However, light rain or snow and drizzle from low levelcloud systems may go entirely undetected.

This gap is caused because all weather radar systems have a certainamount of tilt angle, which means that farther away from the radar site,the beam is higher above the ground. The minimum tilt angle is 0.5oabove the horizon. AIso, many weather radar sites are located on moun-tain tops (figure B-3), which puts their beams even higher above theground.

The maximum range of the "short-range'o radar product is 124 nm,and at that distance the radar beam will typically be at least 8000 feetabove the ground. The maximum range of the o'long-range'o radar prod-uct is 248 nm and at that distance the beam will typically be at least15,000 feet above the ground. Radar stations are located so that thereis often some overlapping of beams, and storms below the outer reach-es of one station may be picked up by the adjacent station.

The image displayed on your G1000 is a mosaic formed by addingtogether the 124 nm short-range radar returns from all of the stations,which enables you to see all weather detected by any station.Nonetheless, there are some areas, particularly in the west below10,000 feet, which have no radar coverage, and these are marked in

Descrintion

Color indicates intensity of precipitation.Data at least 8 minutes old.

TFRs are always on Temporary Flight Restrictions due tonational security, presidential movement,

Hourly weather observations made at

24hour forecasts at selected ai

MORE WX, SFC OFE,CURRENT

Forecast hieh and low temperatures andsraphic foriun" clouds or ihowers.

MORE WX, COUNTY National Weather Service warnings abouttornados, thunderstorms, floods andflash floods.

Table 8-1 Aviator LT package meets basic weather needs.

Chapter 8: Onboard Data Link Weather il9

grey on the G1000 when displaying NEXRAD data. Low level storms,beneath the beam tilts of adjacent stationso will also go undetected.

There are two different types of radar images: base reflectivity andcomposite reflectivity. Both display the echo intensity of energy reflect-ed back to the radar site in dBZ, decibels of Z, where Z is reflectivity.Base reflectivity is a common image that's taken at the lowest tilt of0.5o above the horizon. It's useful for detecting precipitation and hailpotential.

Composite reflectivity, the type displayed on your GI000, is a com-posite image of data gathered from multiple tilt angles. Data gatheredfrom each sweep at different angles is compared, and each grid squareof data is painted with the highest level of reflectivity found at anyheight over that location. Composite reflectivity can help reveal infor-mation about the structure of a storm and the trend of its intensity.

Each radar site operates in either ooclear air mode" or ooprecipitation

mode," as selected by the radar operator. Clear air mode is the mostsensitive, but also the slowest to update, since it takes longer to sam-ple the volume of air around the radar site. In this mode, the maximumbeam tilt is 4.5o above the horizon, and it takes ten minutes to collectthe data to form an image.

When there's precipitation in the area, forecasters want to see high-er in the atmosphere to analyze the vertical structure of a storm.Precipitation mode scans up to a beam tilt angle of I9.5' and operatesat a lower sensitivity, since rain has a high reflectivity and sends backa strong signal. There are two scan speeds in this mode, and a completeradar image is updated every five or six minutes, depending upon thescan speed.

Note that since the maximum beam tilt in any mode is I9.5o, the airdirectly above the radar station is not sampled! Thus it's possible for asmall storm directly overhead to go undetected. This area above thestation is referred to as the 'ocone of silence."

The NEXRAD data displayed on your Garmin Gf000 is shown in2x2 km square grids. Any radar return from within a grid causes theentire grid square to be painted. The display color is determined by the

strongest reflectivity or echo strength noted in the grid.The color scale begins at I0 dBZ anddBZ (figure 8-4).

In clear air mode, reflectivity is measured between dBZ-2BdBZ and +2BdBZ. In precipitation mode, eachradar site measures reflectivity from 5 to7SdBZ. Whileyou'll never know for sure in which mode a radar siteis operating, it really doesn't matter. Regardless of themode, the reflectivity data received from the NWS isconverted to the scale shown above and transmitted toyour aircraft (figure 8-5).

Typically,light rain is occurring by the time2O dBZ,

goes up to 75 10 <20< 30 < 40 < 4s < so < ss < 7s

Figurc 8-4 Light green shows the light-est reflectivity, while red and purpleshow the highest.

the dark green color, is reached. Anything greater than 40 dBZ, the

t20 Max TTescott's G1000 Glass Coclqit Handbook

Figure 8-5 NEXRAD radar shows thelocation of precipitation. @ Garmin Ltd. orits affiliates

orange color, should be considered convective activityassociated with a thunderstorm. Greater amounts ofturbulence are also associated with high dBZ levels.Stronger updrafts are required to hold larger, heavierraindrops aloft. Thus larger raindrops and strongerreflectivity are associated with stronger updrafts anddowndrafts and hence greater turbulence.

The NEXRAD display also incorporates thePrecipitation Type at Surface weather product. Duringthe winter season, additional colors are used to displaywhere rain, snow or mixed precipitation is most likelyto occur on the ground. Greens represent rain, pinksrepresent mixed snow and rain, and blues representsnow (figure B-5). Updates to this product are broad-cast every 5 minutes.

Age of NEXRAD Radar DataIn the best case, some of the data you view in a

NEXRAD image is at least eight minutes old. In pre-cipitation mode, it takes five minutes to complete a

scan of the atmosphere at the radar site. The data is sent to a centralNWS computer where it's processed for a couple of minutes and thensent to XM Satellite@, which distributes the data your G1000 system

receives. Updates are broadcast to your G1000 systemevery five minutes.

While eight minutes may not seem like a long time,consider that cumulus clouds can grow at up to 3,000feet per minute. Thus, in eight minutes, cloud heightscould have increased by 24,000 feet and evolved intoa serious thunderstorm sending hail and turbulence along distance from the clouds. Hence, your best strat-egy is to use NEXRAD weather data to steer well clearof any radar returns displayed. Despite its limitations,NEXRAD is one of the most useful data-link weatherproducts, and you may want to leave it on wheneveryou fly.

Temporary Fl ight Restr ic t ions - TFRsTemporary Flight Restrictions exclude aircraft from

portions of airspace. Traditionally, these were used forareas struck by forest fires or natural disasters to pro-tect public-use aircraft fighting the fires or flying reliefaid into the area. Since the events of 9/Ll, TFRs havebecome more frequent, and are also associated withnational security, movement of the president and largesporting events (figure 8-6).

Figure 8-6 TFRs appear as yellow cir-CfeS. O Garmin Ltd. or its affitiates

Chapter 8: Onboard Data Link Weather 721

Pilots are responsible for knowing about and avoiding all TFRsalong their route of flight. Inadvertently penetrating a TFR can lead toenforcement action and possibly the loss of your pilot certificates.However, identifying TFRs has been difficult at times, since they canappear with short notice and, in the case of "rolling TFRs," becausethey move to follow presidential motorcades.

With data-link weather in the cockpit, it's easy to identify and avoidTFRs, which appear continuously as yellow circles on the NavigationMap and Weather Data Link pages. For more details on a particularTFR, simply push the joystick knob and pan the map pointer to high-Iight its yellow circle. Press the ENT key for full details, such as theeffective times, dates, altitudes and TFR type, displayed at the top ofthe MFD.

Unlike most weather products, which must be selected with a soft-key to view them, TFRs are always shown on the display. They areupdated every 12 minutes, so you'll always have the latest informationon a TFR-even those created after you left the ground! Note that it'sstill highly advisable that you call a Flight Service Station before everyflight to check for TFRs and NOTAMs.

METARSMETAR is the international standard for routine weather observa-

tions ar airports. It's an acronym for "message doobservationm6t6orologique pour I'aviation," French for Aviation Routine WeatherReport. The METAR code uses abbreviations to communicate weatherconditions in a concise, standard format. Updates to the METARreports are broadcast every 12 minutes (figure 8-7).

The FAA's 'oAviation Weather Services AC00-45E" book gives a fulldescription of all METAR codes. A METAR report contains the follow-ing elements presented in this order:

1. Typ" of report2. ICAO station identifier3. Date and time of report4. Modifier (as required)5. Wind6. Visibility7. Runway visual range (RVR) (as required)B. Weather phenomena9. Sky condition10. Temperature/dew point groupll. Altimeter12. Remarks (RMK) (as required)There are two types of reports: METARs, hourly observations taken

between 45 minutes after the hour until the hour, and SPECI, nonrou-

tine, special weather reports made whenever significant changes have

occuned in the weather. Both reports use the same codes and format.

T I PAdd eight minutes to the "Age" ofNEXRAD data, since the data is at leastthat old when it arrives on your display.

Figure 8-7 METAR data is presented inplain English and in coded format.@ Garmin Ltd. or iE affiliates

r22 Mac Tlescott's G1000 Glass Cockpit Handbook

To view METAR information on the G1000, press the METAR soft-key on the Weather Data Link page. Colored pennant flags appear toindicate airports that have METAR information. The colors signify thecategory of weather present during the most recent observation. Thecode is:

Cyan - Visual Flight Rules (VFR) - ceilings >3,000 feet or visibil-ity > 5 miles

Green - Marginal Visual Flight Rules (MVFR)- 1000 to 3,000 footceilings and/or visibility 3 to 5 miles

Yellow - Instrument Flight Rules (IFR) - 500 to 1000 foot ceilingsand/or visibility I to 3 miles

Magenta - Low TFR - ceilings <500 feet and/or visibility < I mileThe flags are useful for getting a quick idea about the general weath-

er conditions in a particular area. For example, they can indicate ifweather conditions are deteriorating more rapidly than forecast andalso identify frontal passages. Monitor the flags during flight and, ifthey change, consider changing your plans. Note that since METARdata is generally updated hourly, the change in pennant flag color maylag the passage of a storm front as depicted on NEXRAD radar.

There are a couple of ways to get METARs. From the Weather DataLink page, press the METAR softkey and then the joystick, pan themap pointer onto an airport showing a pennant and push the ENT key.In the METAR box, you'll see the plain English text for the latestreport. Notice the scroll bar on the side of this box. This indicates thatyou can scroll down further, where you'll see the report in its originalMETAR coded format. To scroll, turn the large FMS knob until the cur-sor is in the METAR box and then scroll within the box using the smallFMS knob.

You can get METAR data in nearly the same way from theNavigation Map page. Push the joystick, pan to an airport and press theENT key. Then, press the WX softkey and you'll see METAR data if it'savailable for that airport. METAR data is also available from theAirport Information page in the WPT group. From this page, enter anairport identifier using the FMS knobs and ENT key and then press theWX softkey.

TAFsThe Terminal Aerodrome Forecast or TAF is a concise forecast of

conditions expected during a 2$-hour period within a S-mile range ofan airport's runways. The forecasts use the same codes as METARs andupdates are broadcast to your G1000 every 12 minutes.

According to the FAA's ooAviation Weather Services AC00-45E," aTAF contains the following elements in the order listed:

l. Type of report2. ICAO station identifier3. Date and time of origin

Chapter 8: Onboard Data Link Weather t23

4. Valid period date and time5. Wind forecast6. Visibility forecast7. Significant weather forecastB. Sky condition forecast9. Nonconvective low-level wind shear forecast (optional data)

10. Forecast change indicators11. Probability forecast

TAFs are accessed in the same ways that METARs are accessed asdescribed above. Note that there is no separate TAF softkey; use theMETAR softkey for both types of reports. A separate window, below theMETAR window, gives TAF data for airports where it's available.

Note that relatively few airports issue TAFs, compared to the manyairports that issue METARs. There's no easy way for you to identifywhich airports have TAFs, though, in general large, busier airports do.If an airport only issues METARs, then the TAF window is empty.

NWS City ForecastsYou can get a quick, graphical view of the weather forecast for major

cities across the United States with the City Forecasts product (figureB-B). Forecasts include the predicted high and low temperatures and agraphic indicating whether sunshine, partly cloudy skies or showers areforecast. Updates to the city forecasts are broadcast every L2 minutes.

The City Forecasts are displayedwhenever the Surface WeatherAnalysis Maps are selected. To dis-play them on the Data Link Weather page, press the MORE WX soft-key and then the SFC OFF softkey (fig-ure 8-9). Then select the CURRENT,12 HR, 24 HR, 36 HR or 48 HR soft-key (figure B-10) for the time period in which you're interested.

County WarningsCounty warnings are generated by the NWS to notify the public

about specific threats of tornados, thunderstorm, floods and flash

floods. These are the same warnings you may have heard on your local

radio or television station, often preceded by an emergency warning

tone. You can access them by pressing the COUNTY softkey on the

Weather Data Link page. Updates are broadcast every 5 minutes.

The warnings appear on the map as small colored circles (figure 8-

Il). Flash flood warnings are blue, flood warnings are light gray, thun-

derstorms are yellow and tornado warnings are red. To get details on a

particular county warningo push the joystick knob and pan the map

pointer to highlight its circle. This will bring up a text description of the

warning at the top of the MFD.

This completes the list of products cunently included in the Aviator LI

aviation weather package. This package will meet your basic needs. You

Figure 8-B This City Forecast is forpartly cloudy skies. o carmin Ltd. or itsaffiliates

Figurc 8-9 Pressing the MORE WXsoftkey brings up these softkeys.@ Ga'|r?in Ltd. or fts alfitiates

Figure 8-10 Pressing the SFC OFFsoftkey brings up these softkeys.@ Garmin Ltd. or its affiliates

124 Mac TTescott's G1000 Glass Cockpit Handbook

Figure 8-11 The blue circle indicates acounty warning for flash flooding.@ Garmin Ltd. or its affiliates

can supplement it in flight by contacting Flight Watch on122.0 for additional information, such as AIRMETs andSIGMETs, cunently available only in the Aviator andAviator Pro package.

Aviator aviat ion subscr ipt ionpackage

The Aviator package includes the basic weatherproducts described in the prior section and the prod-ucts listed in Table 8-2.f

Table 8-2 The Aviator weather package includes all products listed in Tables 8-1 and 8-2.

f ln 2008, Air reports (AIREPS), pilot reports (PIREPS) and Storm Prediction Center (SPC) products were added to the Aviatorpackage.

WeatherProduct Softkev Description SvmbolAIRMETs SIG/AIR Weather hazardous to lieht

aircraft.SIGMETS SIG/AIR Forecasts of significant weather

hazardous to all aircraft.

Echo Tops ECHO TOP Radar measure of maximumheight of precipitation in clouds.Actual cloud tops may be hisher.

Severe Weather

Storm Tracks

CELL MOV Arrows identify strong storms,and provide information onforecasted direction/speed, hailsize probabilitv and wind shear

Surface AnalysisWeather Maps

MORE WX,SFC OFECURRENTOR 12 HR. etc

Shows high and low pressuresystems at the earth's surface.Also shows location anddirection of warm and cold fronts.

Lightning LTNG Near real-time display of cloud-to-ground lightning, whichoccurs in later staees of storm develoDment

Winds Aloft MORE WX, WIND OFF,SFC or 3000, etc.

Wind speed and direction in 3000foot increments. Wind dataundated hourlv bv forecasters.

Satellite CLD TOP Cloud heights, based on satellitetemperature measurements, in5000 foot increments.

Freezing Level MORE WX,FRZ LVL

Contour lines indicate locationand altitude of the freezins layer

Chapter 8: Onboard Data Link Weather r25

SIG M ETsSICMETs are forecasts of weather that extends over a widespread

area and is potentially hazardous to all types of aircraft. They areunscheduled products that are valid for up to 4 hours and, over time,affect an area of at least 3,000 square miles. The G1000 can displayboth SIGMETs and Convective SICMETs, which contain warnings ofthunderstorm activity.

According to the Aeronautical Information Manual, SIGMETs areissued when the following weather conditions are expected to occur:

I. Severe icing not associated with thunderstorms.2. Severe or extreme turbulence or clear air turbulence (CAT) not

associated with thunderstorms.3. Dust storms or sandstorms lowering surface or in-flight visibil-

ities to below 3 miles.4. Volcanic ash.Convective SIGMETs are issued when any of the following are

forecast to occur:L Severe thunderstorm due to:

a. Surface winds greater than or equal to 50 knots.b. Hail at the surface greater than or equal to 3/4 inches in

diameter.c. Tornadoes.

2. Embedded thunderstorms.3. A line of thunderstorms.4. Thunderstorms producing precipitation greater

than or equal to heavy precipitation affecting 40 per-cent or more of an area at least 3,000 square miles.

To view SIGMETs on the G1000, go to the WeatherData Link page in the MAP group and press theSIG/AIR softkey. Then, push the joystick and pan themap pointer into one of the areas surrounded by a bro-ken yellow line. The type of SIGMET will be listed atthe top of the screen. For a full textual description ofthe SIGMEI press the ENT key.

AIRM ETsAIRMETs are advisories of weather that is significant,

but of lower intensity than SIGMETs. This weather shouldbe considered hazardous to single engine and other lightaircraft. They affect an area of at least 3,000 square milesand are valid for up to 6 hours (figure 8-12).

According to the Airman's Information Manual,there are three types of AIRMETs:

f . AIRMET Sierta describes IFR conditions and/orextensive mountain obscuration.

2. AIRMET Tango describes moderate turbulence, sustained sur-

face winds of 30 knots or greater, and/or nonconvective low-level windshear.

Figure 8-12 SIGMETS and AIRMETSare depicted graphically and describedin text. @ Garmin Ltd. or its atfiliates

126 Mac Tfescott's G1000 Glass Cockpit Hatdbook

Figure 8-13 Echo tops show the heightof precipitation in clouds, though thecloud tops can be higher. @ Garmin Ltd.or its effllietes

3. AIRMET Zulu describes moderate icing and provides freezing

level heights.AIRMETs are viewed on the G1000 in the same way as SIGMETs,

though different colored boundary lines are used. The colors are:

Red - IFR or mountain obscurationOrange - TurbulenceCyan - IcingTo get the full textual description of an AIRMEI place the map

pointer within the boundary of the AIRMET and press the ENT key.

Echo TopsEcho tops (figure B-I3), obtained from WSR-88D radar, display the

maximum height of precipitation in the clouds. The tops of the clouds,however, may actually be higher. Echo tops help indicate the relative

strength of a storm, since higher tops generally mean more severestorms with stronger updrafts and more turbulence.

The maximum height of storms is generally capped by the height ofthe Tropopause. Over the poles, clouds may only extend up to 25,000feet, while over the equator cloud heights can tower to over 50,000 feet.Thus, maximum echo tops will vary by region. Updates are broadcastto your G1000 every 7.5 minutes.

Echo tops should not be considered a reliable way to indicate howhigh you may need to fly to get above icing, even if you're flying a jet.

That's because ice crystals or super-cooled water droplets may not haveenough reflectivity to be detected. Thus, clouds and icing may stillexist above the echo tops.

To view echo tops, go to the Weather Data Link page and press theECHO TOP softkey. Then push the joystick and pan the map pointerover the clouds of interest. The height of the echo tops will be displayedat the top of the MFD. You can push the LEGEND softkey to see howthe color corresponds to echo top heights.

Severe Weather Storm TracksThe Severe Weather Storm Tracks product uses arrow-like indica-

tors to identify the location of stronger storms. In addition, it providesinformation on forecasted direction and speed, hail size probability andwind shear. The Severe Wbather Storm Tracks are updated and broad-cast to your G1000 every 1.25 minutes.

This is a new product that became available in 2006 with a softwareupgrade to the G1000. To view Severe Weather Storm Tracks, go to theWeather Data Link page and press the CELL MOV softkey.

Surface Analysis Weather mapsSurface Analysis Weather maps (figure B-14) show the locations of

high and low pressure systems at the earth's surface. A large "H" isused for high pressure regions, which usually denote areas of goodweather, and a large "L" is for low pressure areas, which generally havepoorer weather with clouds and precipitation.

Chapter 8: Onboard Data Link Weather t27

The maps also depict the location of warm and coldfronts and symbols show the direction of the frontalmovements. Maps are available in l2-hour incrementsfor up to 48 hours, so they are an excellent way for youto see both the location of current weather fronts andhow they are projected to move over time. Updates tothe Surface Analysis Weather maps are broadcastevery 12 minutes.

To display them on the Data Link Weather page,press the MORE WX softkey, then the SFC OFF soft-key. Select the CURRENT, 12 HR,24 HR, 36 HR or48 HR softkey for the time period in which you'reinterested.

Data- [ ink l igh tn ingLightning is a good indication that a storm is growing rapidly. Data-

Iink lightning (figure 8-15) information differs, however, fromStormscope data, which is gathered live in the aircraft and was dis-cussed in Chapter 7. Stormscopes detect all types of lightning, includ-ing intra-cloud (which often dominates in the early stages of thunder-storm development), cloud-to-cloud and cloud-to-ground lightning.Data-link lightning, however, only detects cloud-to-ground lightning,which accounts for about l0-20%o of all lightning. According to NASA,cloud-to-ground lightning often occurs during the dissipating stages ofa thunderstorm, so data-link lightning might miss astorm in the early stages of development.

The data is collected by the National LightningDetection Network (NLDN), a private group, whichsells data from their network of one hundred ground-based sensors that triangulate the location of lightningstrikes. A lightning bolt is displayed in any 4 x 4 kmgrid that has had a cloud-to-ground lightning strikewithin the prior 20 minutes. The time, polarity andamplitude of the strikes are shown. However, only asingle lightning bolt is shown regardless of the numberof strikes that occur within a particular grid. Updatesare broadcast to your G1000 every 5 minutes.

In contrast, the Stormscope will show every strike,which should assist you in determining the overallstrength and location of the storm. Use both Stormscopeand Data-link lightning strategically to steer well awayfrom areas of lightning.

To view data-link lightning from the Navigation Map page, press theMAP softkey and then the XM U|NG softkey. You can also view it from

the Weather Data Link page by pressing the LTNG softkey. Note that

you can display either data-link lightning or Stormscope lightning data,

but not both at the same time.

Figure 8-14 This Surface AnalysisWeather map shows two stationaryfronts. O Garmin Ltd. or its affitiates

Figure 8-15 Data-link lightning onlydetects cloud-to-ground lightning.@ Garmin Ltd. or its affiliates

128 Mac'llescott's G1000 Glass Cockpit Handbook

Figure 8-16 Winds aloft data is updatedhOuffy. O Gamin Ltd. or its aflilietes

Winds AtoftWinds Aloft data (figure 8-16) is invaluable for

selecting an altitude that gives you the best tailwind orperhaps the least headwind. Rather than climb thou-sands of feet to determine what the winds are doing,

use the Winds Aloft data, updated hourly by theWxWorx weather forecasters, to get a graphical presen-tation of wind direction and velocity. These winds willgenerally be more accurate than the winds aloft fore-cast from the NWS, which are based upon data collect-ed by balloons that are released only twice a day.Updates to the Winds Aloft product are broadcast toyour C1000 every L2 minutes.

Wind speed and direction are provided from thesurface up to 42,000 feet in 3,000 foot increments. Todisplay this product from the Weather Data Link page,press the MORE WX softkey and then the WIND OFFsoftkey, which will bring up a new set of softkeys (fig-

ure B-17)for different altitudes. Presso for example, the 6000 softkey tosee winds at that altitude. Press the NEXT softkey to choose altitudesabove 15,000 feet.

Weather speeds are displayed with standard wind symbols, whichuse a line to indicate wind directionand feathers along the line to indicate

wind speed. Long feathers are 10 knots each while short feathers are 5knots. For winds in excess of 50 knots, a pennant is shown. If you for-get the wind symbols, just press the LEGEND softkey to see them.

SatettiteSatellite imagery (figure 8-18) shows you where clouds are located

and how high they are. You'll find this useful if, for example, you're fly-ing to a coastal city and want to see if clouds have moved onshore cov-ering your destination. Or it can give you a general idea of cloud topheights, which are determined by measuring the temperature of thecloud tops. You'll only get a relative indication of height though, sincethe data is presented in 5,000 foot increments.

The Satellite product uses infrared composite cloud images taken byNOAA geostationary weather satellites, the same ones which providethe satellite pictures you see on you local television news. Eight levelsof cloud height are displayed and updates are broadcast to your G1000every 15 minutes. To access this product from the Weather Data Linkpage, push the CLD TOP softkey.

Freezing LevelThe Freezing Level product (figure 8-19) uses contour lines to indi-

cate locations and altitudes where the air temperature is approximate-Iy 32"E, the temperature at which water freezes. If you fly IFR, you'll

Figure 8'17 Pressing the WIND OFFsoftkey brings up these new softkeys.@ Garmin Ltd. or its affiliates

Figure 8-18 Push the CLD TOP softkeyfor satellite imagery. @ Garmin Ltd. or itsaffiliates

Chapter 8: Onboard Data Link Weather t29

want to know the height of the freezing level, sinceabove that level, you're likely to encounter icing inclouds. About 80Va of the time, the layer of icing is nomore than 4000 feet thick, so if you can rapidly climbthrough this layer, you may be okay. While jets and,under some circumstances, turbocharged aircraft maybe able to climb through the icing layer, normally aspi-rated aircraft might not be able to escape the ice byclimbing. Encountering icing in any aircraft is a seri-ous matter and you should take immediate action toescape the ice.

This is a new product that becomes available in2006 with a software upgrade to the GI000. To accessit from the Weather Data Link page, push the MOREWX softkey and then the FRZ LVL softkey. Updates toyour G1000 are broadcast every 15 minutes.

CycloneSome versions of the G1000 software simulator

have a CYCLONE softkey, which displays tracks ofdeep low pressure areas like tropical storms and hurricanes. Howeverothat weather product is not currently included in either the Aviator orAviator LT weather packages.

Aviator Pro subscript ionIn July 2008, XM Satellite Radio announced the new Aviator Pro

package. It includes all of the products in the Aviator package plus thefollowing new weather products:

TurbulenceThe turbulence product is a 2-hour forecast, updated hourly, that

identifies the potential for clear air turbulence. Turbulence is classifiedas light, moderate or severe at altitudes between 2I,000 and 45,000feet in 3,000 ft. increments.

Storm Predict ion Center (SPC)The Day I Convective Outlook provides a text synopsis of severe

thunderstorm threats across the continental United States. Threat lev-els are classified as slight, moderate or high. The SPC MesoscaleDiscussion provides text identifying current severe weather threatsbefore they reach the threshold for a watch to be issued. SPC MesoscaleDiscussions are occasionally issued for heavy rain or convective trends.

l c ing Current lc ing Product (ClP)The Current Icing Product (CIP), updated hourly, identifies the cur-

rent icing environment by altitude from 1,000 - 30,000 feet in 3,000 ft.increments. Icing is classified by the percentage probability or by oneof five levels of severity: none, trace, light, moderate or heavy.

Figure 8-19 Contour lines show thelocation and altitude of the freezinglevel. O ca,,|,in Ltd. or its afliliates

Mar Tlescott's G1000 Glass Handbook

lcing Supercooled Large Droplets (StD)The SLD icing product identifies the presence oflarge, supercooled

water droplets, indicative of freezing drizzle and freezing rain aloft, at

altitudes from 1,000 - 30,000 feet in 3,000 ft. increments. The product

is classified by percentage of probability or one of five levels of sever-ity: none, traceo light, moderate or heavy.

Visib i t i tyFor areas with estimated visibilities of less than ten nautical miles,

the product identifies visibility in one nautical mile increments.

Hurricane TracksThis product gives a five-day incremental forecast of hurricane loca-

tion, strength, and associated wind speed and direction.

5u m maryWeather continues to be the cause of a significant number of aircraft

accidents. However, onboard data-link weather offers the potential toeliminate these accidents-if you understand how to use it and exer-cise good judgment. If you can afford to fly, you probably can't afford tobe without this valuable service.

If you're going to fly a glass cockpit aircraft, you'll want to use theGPS receiver in more ways than just pressing the Direct-to key. ToIearn the basics of GPS flight planning for any flight, read the nextchapter. [f you're an instrument rated pilot, read Chapter II to learnabout flight plans and how to fly instrument approaches with theGr000.

Chapter 9:

Fl igh t P tann ing w i th the Gl000

hnyone with Garmin GNS 430 or GNS 530 experience will feelinstantly at home when flight planning with the Gf000. In fact, practic-ing flight planning on these panel mount systemso whether with the actu-al GPS or the software simulators, is excellent preparation. What expe-rienced users may not notice at firsto however, is that while they can pro-gram the G1000 in the same way to which they are accustomed, it alsooffers new ways to program with fewer keystrokes! So even experiencedGarmin users can benefit from this chapter by learning how to operatethe G1000 cockpit most efficiently.

For VFR flight, knowledge about the flight planning functions is niceto have, but not essential, since you can always fall back upon traditionalnavigation using maps, pilotage and VOR navigation. Of course, for IFRflight you'll want to know how to use the flight planning functions well.

Regardless of whether you're an instrument rated pilot, you mightstart by using the "Direct-to" function of the GPS, since this will addressmany of your needs in a VFR environment. Soon, you'll want to progressto entering and using a flight plan, which is separate from but related tothe Direct-to function. Finally, as an instrument pilot, you'll want to startusing procedures specific to instrument flight.

The G1000 is unique in the glass cockpit world in that it will let youflight plan from either the MFD or PFD, though there are some minorlimitations to the use of the latter display. To simplify the discussion,we'll focus first on programming common to both the PFD and MFD andlater discuss differences unique to flight planning with the MFD. We'llstart by discussing the simpler 'oDirect-to navigation" and later covernavigation with flight plans. These functions, important for any flight,are discussed in this chapter, while IFR specific procedures are dis-cussed in Chapter lI.

Direct-to Navigation vs. Active Ftight PlanThe Direct-to function, accessed by pressing the Direct-to key (fig-

ure 9-9) on either the PFD or MFD, is a less powerful though easier to

132 Mar Tfescott's G1000 Glass Cockpit Handbook

Figure 9-1 The magenta Direct-tosymbol indicates you're using Direct-tonavigation to KVCV and are not navi-gating via the flight plan. o Garmin Ltd. orits affiliates

use alternative to the Active Flight PIan page. You'll find it useful if you

want to fly a direct course from your current position to a single point,

such as a nearby airport where you plan to land.When flying to a more distant airport, you often won't fly direct, par-

ticularly if you need to avoid terrain and special use airspace such as

restricted areas. In that case, you'd probably find it easier to use the

FPL key and enter all of the intermediate points for your trip into the

Active Flight PIan page. If, however, you didn't know how to use that

page, you could alternatively use the Direct-to function and, as you

reached each waypoint, enter the next waypoint. This is less conven-

ient and may lead to brief periods of time when you don't know what

heading to fly, since you haven't yet entered the next waypoint with the

Direct-to function. Nonetheless, some people use this approach to fly

with a GPS receiver if they don't know how to use the flight planning

pages. Hopefully these people are not flying IFR!You should treat the Flight PIan page and Direct-to navigation as

separate functions and be very careful about mixing their use. Forexample, many people will load a series of waypoints into the ActiveFlight Plan page and later use the Direct-to key to enter a new waypointand fly directly to that waypoint. What they may not realize is that thewaypoint was NOT added to their flight plan, which, while still active,is no longer being used. After they reach the waypoint entered with theDirect-to key, they will no longer have course guidance as the Direct-to function is operating independently of the Active Flight Plan andcan only handle one waypoint at a time. In this circumstance, you mightreasonably wonder where the Active Flight Plan went (though it is stillthere) and resort to continuing to use the Direct-to function one way-point at a time.

In other circumstances, however, the Direct-to key will cooperatewith the Active Flight Plan page. If, for example, you have loaded aseries of waypoints into a flight plan and you later use the Direct-to keyto enter a waypoint which is already load'ed in the flight plan, theDirect-to function will lead you to that point and, upon reaching it, theflight plan will sequence to the next waypoint in the plan. If you don'tunderstand when the Direct-to key interfaces with the Active FlightPIan page and when it doesn'to you're far better off to use either one orthe other, but don't mix them.

You can verify whether the active flight plan is being used by push-ing the FPL key and bringing up the Active Flight Plan page. If, at thetop of the page, you see the magenta Direct-to symbol followed by awaypoint (figure 9-I), you are NOT using the active flight plan, but areinstead using Direct-to navigation to that waypoint. Il however, thereis a magenta arrow (figure 9-5) or a "U-turn" arrow (figure 9-I2) nextto a waypoint in the flight plan, you are using the active flight plan.

Chapter 9: Flight Planning with the G1000 133

Direct-to Navigat ionAs mentioned above, the Direct-to key is relatively simple to use.

We'll first discuss procedures that work from either the PFD or MFDand later a few extra functions available from just the MFD. First, fromeither display, press the Direct-to key. This brings up the Direct-topage (figure 9-2) with the destination field highlighted. You don't needto press the FMS knob first, since you already have a flashing cursor.Simply turn the small FMS knob until you reach the first letter for thedesired airport, VOR, NDB, intersection or user waypoint. Then turnthe large FMS knob one click to move the cursor to the next characterposition and use the small FMS knob to select the second letter.Continue using the large and small FMS knobs until the entire identi-fier is entered. Then press the ENT key twice to activate the Direct-tocourse function, which draws a magenta line on the maps from yourcurrent position to the destination. From there, follow the line to yourdestination. Note that if the destination is not in front of you, the startof the magenta line will be at a point where you'll be if you start a stan-dard rate turn toward the destination when you press the Direct-to key.

If at any time you want to exit the Direct-to page, press the Direct-to key. Remember if the airporl identifier uses all letters, precede theidentifier with a K if it's a U.S. airport. For airport identifiers with acombination of letters and numbers, enter the three-letter identifierwithout preceding it with the letter K.

If you wander off course while flying to your destination, you maywant to use the Direct-to function again so that you can fly directly tothe destination from your current position, rather than reintercept theoriginal magenta line. To do this, press the Direct-to key and then theENT key twice. This recenters the CDI needle and redraws the magen-ta line from your current position. NOTE: Doing this while flying aninstrument approach and navigating to the missed approach point(MAP) will cancel the approach. Instrument approaches are discussedin detail in Chapter ll.

Cancel ing Direct- to Navigat ionIf you later want to cancel Direct-to navigation, press the Direct-to

key to bring up the Direct-to page and then press the MENU key."Cancel Direct-to NAV" is the only menu choice for this page andpressing the ENT key completes the operation (figure 9-3). If you hadan active flight plan, the Gl000 would then resume following the flightplan from the nearest leg.

Direct- to Navigat ion to Nearest AirportThis is an important function that could save your life if you have an

emergency and need to get to the closest airport and land immediately.The fastest way to perform this function is with softkeys on the PFD.Press the NRST softkey to bring up the Nearest Airports window. Tirrn

Figure 9-2 The Direct-to page allowsentry of a waypoint for Direct-to navi-gation. @ Garmin Ltd. or its affiliates

Figure 9-3 Use the MENU keY to can-

cel Direct-to navigation' @ Garmin Ltd. or

its affiliates

134 Mar Ilescott's G1000 Glass Cockpit Hotdbook

Figure 9-4 Using the NRST field cansave time when entering a Direct-towaypoint. @ Garmin Ltd. ot its affltiates

Figure 9-5 The magenta arrow indi-cates you're going directly to a way-point in your flight plan. o Garmin Ltd. olrts atflhtes

T I PTo cancel Direct-to navigation, rememberDME. Push the Direct-to, MENU, andENT keys to cancel direct-to navigation.

either FMS knob to highlight a nearby airport. Then press the Direct-

to key and the ENT key twice to activate this function. Follow the

magenta line to the airport.On older Gl000s, an alternate method was available. From either

the PFD or MFD, press the Direct-to key to bring up the Direct-to page.

Next, turn the large FMS knob three clicks (or four clicks if you have

an active flight plan at the time)to highlight the NRST field. Then, turn

the small FMS knob to select a nearby airport of your choice and press

the ENT key twice (figure 9-4).

Direct-to Navigation to a Ftight Plan WaypointThe Direct-to key can be used in combination with an active flight

plan. For example, suppose you used the FPL key (discussed below) toenter a series of waypoints and are now navigating using that active

flight plan in the Gf000. Sometimes, you'll want to bypass one or more

waypoints and fly directly to a later waypoint in the flight plan. This

could happen if you're VFR, the weather's good, and you decide to fly

over a mountain rather than around it. Or, if IFR, perhaps you've nego-tiated with ATC to skip some intermediate waypoints and now flydirectly to a waypoint closer to your destination'

There are multiple ways to skip ahead on a flight plan using theDirect-to key; all can be accessed from either the PFD or MFD. Theeasiest method is to press the FPL key to display the active flight plan.Press the FMS knob to turn on the cursor and then use the large FMSknob to scroll to the desired waypoint. Press the Direct-to key once andthe ENT key twice. A magenta arrow appears opposite the waypoint,and you now have course navigation directly to that waypoint from theposition where you used the Direct-to key (figure 9-5). Note that if yourdesired waypoint is the next waypoint in your flight plan (the one towhich the U-turn arrow points), there's a shortcut available. Instead ofpushing the FMS knob, just press the Direct-to key and the ENT key.

On older Gl000s, you can also skip ahead using the Direct-to page.Press the Direct-to key and turn the large FMS knob three clicks tohighlight the'oFPLo'field. Turning the small FMS knob will display andscroll through the list of waypoints in your active flight plan. Highlightthe desired waypoint (figure 9-6) and press the ENT key twice to navi-gate directly from your present position to the selected waypoint. Youcan verify the operation by pushing the FPL key and looking for themagenta arrow opposite the desired waypoint (figure 9-5).

A third method is available, but there's never a reason to use itunless you forget the prior two methods. It takes longer and is slightlymore error prone, but, if done correctly, works equally well. Press theDirect-to key to bring up the Direct-to Page. Use the large and smallFMS knobs to enter a waypoint that's already in your flight plan andpress the ENT key twice. You can verify that this was done correctly bypressing the FPL key and noting that the magenta arrow is opposite the

Chapter 9: Flight Planning with the G1000 135

selected waypoint. NOTE: This method will not work if the waypointyou entered using the Direct-to key was not already in the active flightplan, or if you enter the identifier incorrectly. Hence this method is lessreliable.

Direct-to Navigation by Facit i ty or City nameYou can also select a Direct-to destination by entering the name of

the facility (e.g. airport, VOR or NDB) or city name. This is useful ifyou don't know the exact identifier of your destination airport. It takeslonger to enter a destination this way, since you must enter more char-acters and because you'll have to scroll through all facilities having thesame characters in common.

To enter a Direct-to destination by facility name or city name, pressthe Direct-to key and turn the large FMS knob one click to highlightthe facility name field or two clicks to highlight the city name field.Turn the small and large FMS knobs to enter the name. If more thanone facility shares the same name or city, you can scroll through themby continuing to turn the small FMS knob. Then press the ENT keytwice to activate the Direct-function. This feature is available from boththe PFD and MFD.

Direct-to Navigation via a Specif ied CourseWhenever you use Direct-to navigation, the G1000 calculates a

great circle route from your present position to your destination andguides you along that direct path. However, you may occasionally wantto anive at your destination from a particular direction. For example,you might want to line yourself up with the runway centerline milesfrom the airport and fly that course to the airport. The Course toWaypoint function allows you to do this from either the PFD or MFD.

First, press the Direct-to key to bring up the Direct-to page andselect a destination using the FMS knobs. Then, using the Iarge FMSknob, scroll to the bottom of the page and highlight the "Course" field(figure 9-7). Use the FMS knobs to enter the course you want to fly tothe destination and press the ENT key twice. Go to the Navigation Mappage and you'll find a magenta line, 500 nautical miles long, extendingfrom your destination. You can now fly any intercept angle to that lineand then follow the line to arrive at your destination on the desiredcourse.

Unique MFD Direct- to Funct ionsThere are two Direct-to functions that can only be performed from

the MFD. Both can save you time, since you might not have to enter afacility identifier using the FMS knobs.

Almost any time you see a facility listed on a page' you can navigatedirectly to it by scrolling with the FMS knobs to highlight the identifi-er. Then press the Direct-to key and the ENT key twice. You can do thisfrom all of the pages in the WPT group, such as the Airport Information

Figure 9-6 Use the Direct-to page andthe FPL field to go directly to a point inyour ff ight plan. o camin Ltd. or its affiliates

Figure 9-7 The course field, at the bot-tom of the Direct-to windoq lets youselect the direction you'll fly to a way-point. @ Gamin Ltd, or its aftitiates

136 Mar Ilescott's G1000 Glass Cockpit Handbook

Figure 9-8 The joystick can select aDirect-to destination. @ Garmin Ltd. or itsafftliates

Figure 9-9 The Direct-to key and FPLkey are used for Direct-to navigationand ff ight planning. @ Garmin Ltd. or its

affiliates

page or VOR Information page, for example. You can also do it from

many of the NRST group pages, including the Nearest Intersections

and Nearest NDB pages.

You can also enter Direct-to destinations from a map using the

MFD's joystick. From the Navigation Map page, push the joystick to

bring up the panning pointer. Move the joystick to place the panning

pointer on your desired location (figure 9-8). Then press the Direct-to

key and the ENT key twice. If there was no airport, navaid or user way-

point under the panning pointer, a new waypoint called MAPWPT is

created and direct navigation will be to that waypoint.

Direct- to Navigat ion SummaryAs you can see, using the Direct-to key is a powerful and simple way

to navigate. Almost all of its functions can be used from either the PFDor MFD, which makes its use highly consistent on both displays. Amore powerful and generally preferred way to navigate is with the useof flight plans, discussed in the next section.

Ftight Plan Navigat ionInstruction in modern TAA includes a greater focus on using the

automation tools and the autopilot. This emphasis starts on the ground,where instructors encourage their clients to load a flight plan beforetakeoff. You can, of course, enter flight plans after you're in the air, butthat further distracts you from one of your primary responsibilities,which is seeing and avoiding other aircraft. All glass panels tend todraw your eyes inside the cockpit anyway, so loading your flight planahead of time will help you avoid this tendency.

ln Chapter 7, we discussed the four page groups-MAP, W[rI, AUXand NRST-that are accessed through the large FMS knob. The flightplanning functions are really a fifth chapter of pages. Instead of usingthe large FMS knob on the MFD, this group of three pages is selectedby pushing the FPL key on the MFD (figure 9-9).1 The FPL key on thePFD can also be used, but it only accesses a portion ofthe first ofthesethree pages.

The first page in the group is the Active Flight Plan page, the oneyou'll use most of the time. Turning the small FMS knob on the MFDallows you to access the other two pages-the Flight Plan Catalog andVertical Navigation pages-both of which are discussed later in thischapter. We'll talk first about features common to the Active FlightPlan page on both the PFD and MFD before talking about differences.

Active Flight Plan Page'Ihe G1000 can store up to 99 flight planso numbered I through 99.

Think of the Active Flight Plan page as flight plan 0 or the flight plan cur-rently in use. It is used to create, edit and use flight plans, each of whichcan contain up to 3l waypoints. You can bring up the Active Flight Planpage at any time by pushing the FPL key on either the PFD or MFD.

t Latest software versions have only two pages. See pages 2I4-I5

Chapter 9: Flight Planning with the G1000 t37

Along the left side of the page, you will find a list of waypointso orempty fields if you have yet to enter waypoints. Adjacent to this are twouser-definable columns. The default is for the columns to displaydesired track (DTK) and distance (DIS) for each waypoint. The columnsare user selectable by pressing the MENU key, scrolling the FMS knobto "Change Fields" and pressing the ENT key.t Then turn the largeFMS knob to select a column, the small FMS knob to select the desiredfield and press the ENT key (figure 9-10). Note you can choose to havedifferent fields selected for the Flight PIan windows on the PFD andMFD. The following fields are available:

o Cumulative Distance (CUM)- total flight distance to reach awaypoint

r Distance (DIS) - lengh of a leg in nautical mileso Desired Track (DTK)- ground track course (in degrees) to be

flown to stay on courseo En route Safe Altitude (ESA) - safe altitude for the leg in feeto Estimated Time of Arrival (ETA) - time at which you're predict-

ed to anive at waypointo Estimated Time En route (ETE) - number of hours and minutes

required to reach the waypointReturning the flight plan fields back to the defaults is easy and may

be necessary if multiple people fly the same plane. Press the FPL keyto display the Active Flight Plan page, then press the MENU key, scrollthe FMS knob to o'Restore Defaults" and press the ENT key. Thedefaults are restored separately on both the PFD and MFD flight planwindows, so restoring one does not affect the other.

The Active Flight Plan page on the MFD has several additionalfields not shown in the PFD's smaller flight plan box. These are:

o Active Leg Information - displays desired ground track andESA for the leg

o Remaining Distance - displays remaining distance to destina-tion

o Total Distance - displays length of entire flight plan. FPL Estimated Safe Altitude - displays a safe altitude for the

entire route

Creat ing a Fl ight PlanCreating a new flight plan is relatively easy. First, push the FPL key

to bring up the Active Flight Plan page. If you enter the flight plan

while on the ground, your departure airport is often already listed as the

first waypoint, since the GPS receiver knows where you are located.

Tirrn the small FMS knob one click to bring up the Waypoint

Information window Turn the small FMS knob a second click and it

enters the letter K as the first character. Using the large and small FMS

knobs, enter the identifier for your first waypoint and press the ENT

key. Continue using the FMS knobs in the same way to enter all of your

waypoints.

Figure 9-10 The columns in the ActiveFlight Plan can be changed to displaytwo of six choices. @ Germln Ltd. or iEaffrliates

f Not available in most recent software versions. See page222.

Mac Tlescott's G1000 Glass

Figure 9-11 When entering waypoints,check for faster ways, like the MostRecent List, to enter a waypoint.@ Garmin Ltd. or its affiliates

T I PRound-robin flight plans, where youenter multiple airports into a flight plan,make it a little more difficult to use theAirport Information page and to loadinstrument approaches, since they willinitially default to whichever airport isthe active waypoint. The easiest solutionis to not enter round-robin flight plans. Ifyou do, however, just use the Direct-tokey to select an airport in the flight plan.Or, if a page doesn't come up with the air-port you want, enter the airport identifiermanually with the FMS knobs.

It's even faster to enter a waypoint if you've recently used it in otherflight plans or with the Direct-to key. After the Waypoint lnformationbox is displayed, don't enter the identifier manually with the FMSknobs. Instead, use the large FMS knob to scroll down to the "MostRecent List" (figure 9-ll) and then use the small FMS knob to scrollto highlight the desired waypoint and press the ENT key.t

Once you've entered more than two waypoints, the G1000 will acti-vate the first pair of waypoints as the first leg-provided you're not cur-rently using Direct-to navigation. Activation of a leg is depicted with amagenta ooU-turn" arrow (figure 9-12) leading from one waypoint to thenext one in the flight plan, and by a magenta line drawn on theNavigation Map page depicting the course to be flown. You now havean active flight plan which will provide you course guidance for flyingthe route.

You can also create a new flight plan from the Flight Plan Catalog,the second page in the FPL group, accessible only from the MFD. Onceyou're on this page, the easiest way to create a flight plan is to press theNEW softkey. Or, press MENU, scroll with either FMS knob to "CreateNew Flight Plan" and press the ENT key. If you create a flight planhere, however, you must first store and then activate it before using itfor active navigation. You'll find more details on this in the Workingwith Stored Flight Plans section later in this chapter.

Edit ing and Working wi th an Act ive Ft ight PlanWhile creating a flight plan on the ground is relatively easy, making

changes to one in flight, particularly in a high workload environmentsuch as flying single pilot IFR, can be challenging. If you're not famil-iar with your system, it may be impossible. This is where less practicedusers may find themselves reverting to the Direct-to key to get out of ajam. Unfortunately, changes are often necessary particularly if you'rean IFR pilot and you hear a controller call you with the dreaded words"I have a change in your routing, advise when ready to copy."

Here are the most common things that you may need to do with anactive flight plan:o Insert additional waypointso Delete waypoints in the active flight plan. Fly directly to a waypoint in the flight plano Activate a different leg in the flight plano Invert the active flight plano Delete the active flight plan

These actions, which we cover in the next section,are made in the same way from both the PFD and MFD

Inser t addi t ional waypoints in the Act ive F l ight P lanInserting a new waypoint is similar to entering a waypoint when cre-

ating a new flight plan. The difference is that you must first highlightwith the cursor the waypoint that will follow your new waypoint (figure

Figure 9-12 The "U-turn" arrow indi-cates the active leg along which you'renavigating. Since MZB is highlighted,you can enter a new waypoint betweenOCN and MZB. O carmin Ltd. or its affiti-

atest See page 213 for updates to this feature.

with the G1000

9-12).If your waypoint is to be the last one in the flight plan, just high-light the blank field after the last waypoint in the plan.

To insert a new waypoint, press the FPL key, push the FMS knob andturn the large FMS knob until the cursor highlights the waypoint to fol-low your new waypoint. Then turn the small FMS knob to bring up theWaypoint Information window. Turn the small FMS knob one more clicko

enter the new identifier with the FMS knobs and press the ENT key.

If, in the course of entering a waypointo you want to start over, just

push the FMS knob once, and the characters you entered will be

cleared. If you decide that you really don't want to insert a waypointopress the FMS knob a second time to remove the Waypoint Informationwindow.

Delete a waypoint in the Active Fl ight PlanDeleting a waypoint is similar to inserting a waypoint in that you

must first highlight a waypoint with the cursor. In some cases, you don't

actually need to delete one or more waypoints. For example, if you want

to skip some waypoints and fly directly to a point funher down in your

flight plan, you can do this by flying directly to a waypoint, which is

described below.If you do want to delete a waypoint, press the FPL key, push the

FMS knob and turn the large FMS knob until the cursor highlights the

waypoint to be deleted. Then push the CLR key. This brings up a win-

dow asking if you really want to delete the waypoint (figure 9-I3). Push

the ENT key to delete it or, to cancel the delete operation, turn the large

FMS knob to highlight CANCEL and press the ENT key.

Fly directly to a waypoint in the Active Fl ight Ptan

There may be times when you want to skip waypoints and fly direct-

Iy to a later point in your flight plan. This could occur if you're IFR and

you've negotiated with the controller to get a more direct route toward

your destination. In this case, you want to fly directly from your pres-

a magenta line will be drawn on the map from your present position to

the waypoint. Once you reach the waypoint, the G1000 will activate the

next lej and the magenta "[J-turn" anTow will appear in the flight plan

opposite the two waypoints that form the leg.

Activate a leg in the Active Fl ight Ptan

Activating a leg in a flight plan draws a magenta line between two

waypoints rnd p.ouid"s course guidance to the segment, if the aircraft

is not on it, and then along the segment. For example, an instrument

pilot might be navigating along an airway between two VORs, each set

,rp u. "

waypoint in the flight plan. At some point, the pilot may have

Figure 9-13 Use the CLR keY toremove a waypoint from a flight plan.@ Gamrln Ltcl. or rts aft rates

r40 Mac Ilescott's G1000 Glass Cockpit Hmdbook

Figure 9-14 To activate a segment of aflight plan, highlight the second way-point of the pair that define the seg-ment, press the MENU key and select"Activate Leg." o Gamin Ltd. ot its affrtiates

Figure 9-15 Many menus give you thechoice to cancel an action you've start-ed. @ Garmtn Ltd. or its alfittates

turned off the airway, perhaps to avoid weather or because ATC issueda vector to avoid conflicting traffic.

Now the pilot needs to return to the airway. If he hasn't reached thenext VOR, the current segment is still active and no change is required.Perhaps, however, the controller wants him to intercept the next airway,represented by the next leg of the flight plan which isn't yet active.Activating the next leg will highlight that segment on the NavigationMap page, and provide course guidance to and along that portion of theflight plan.

To activate a different leg in the flight plan, push the FMS knob andturn the large FMS knob to highlight the second waypoint that definesthe leg. Then press the MENU key. "Activate Leg" should already behighlighted, since it is the first choice on the menu (figure 9-14). Pressthe ENT key twice to activate the leg. The magenta "U-turn" arrow willappear in the flight plan opposite the two waypoints that form the leg,and the corresponding segment on the Navigation Map page turnsmagenta.

Should you make an error and need to cancel selection of an activeleg, you can do so after you select "Activate Leg," and press the ENTkey. Before pressing the ENT key a second time, press the CLR key orscroll with the large FMS knob to "CANCEL''and then press the ENTkey (figure 9-15).

You can also activate a leg from the MFD using the ACT LEG soft-key (figure 9-16). Press the FPL key to open the Active Flight PIanwindow, press the FMS knob and scroll to highlight the second way-

point that defines the leg you want to activate. Thenpress the ACT LEG softkey followed by the ENT key.

Invert the Active Flight PlanIt's common for pilots to fly to a destination and then fly back using

the exact same route. If you do that, there's no need for you to re-entera new flight plan;just invert the original flight plan.

To invert a flight plan, press the FPL key and then press the MENUkey. Using either FMS knob, scroll to highlight oolnvert Flight PIan"(figure 9-17) and press the ENT key twice. Should you make a mistakeand need to cancel this operation before pressing the ENT key a sec-ond time, press the CLR key or scroll with the large FMS knob to"CANCEL" and then press the ENT key.

Delete the Active Fl ight PlanYou may want to delete an active flight plan if you no longer have

any use for it. For example, if you are flying a round-robin trainingflight with landings at several airports, you may want to delete the flightplan after you reach your first destination so that you can enter a newflight plan for the next leg of your trip. Or, you might want to delete aplan if the changes you need to make to it are so major that you'd pre-fer to start over.

Figure 9-16 The ACT LEG softkeyappears on the MFD after you highlighta waypoint in your flight plan. @ caminLtd. or its affiliatos

Figure 9-17 A quick way to create areturn flight plan is to invert the flightplan you used going to your destina-li'n. @ Garmin Ltd. or its affitiates

Chapter 9: Flight Planning with the G1000 T4L

Before you delete the active flight plan, you may want to store it firstif you have any possible future use for it. Otherwise, if the active flightplan has never been stored before, it will be irretrievably gone after youdelete it. Use this function with care, particularly when dealing withlong flight plans.

Note: You don't need to delete an active flight plan if you're plan-ning to replace it with a previously stored flight plan, which is dis-cussed in the next section. Recalling a previously stored flight plan willdelete the active flight plan and replace it with the stored one.

To delete the active flight plan, first push the FPL key to display theActive Flight Plan page if it isn't already on the screen. Then press theMENU key and scroll with either FMS knob to highlight "Delete FlightPlan" (figure 9-lB). Finally, press the ENT key twice to delete the flightplan. If, during the operation, you change your mind, you can press theCLR key at any time or after pressing the ENT key once, turn the largeFMS knob to highlight "CANCEL" and press the ENT key to cancel theoperation.

Stor ing Ft ight Plans and Act ivat ing Stored Fl ightP lans

If each time you flew, you went to a different destination, you would-

n't need to store and recall flight plans, since you'd need to create anew one each time you flew, just as we've done above. However, pilots

often fly to some destinations repeatedly. Therefore the GI000, and allmodern GPS receivers, allows you to save a flight plan that you've

entered and recall it at a later date. This can save a considerable

amount of time, even if some of the intermediate points change and

need minor editing before use.

Stor ing a Fl ight PlanAnytime after you've created a flight plan-or even after you've

started using it-you can store a flight plan for future use. First, pushthe FPL key to display the Active Flight Plan page if it isn't already onthe screen. Then press the MENU key. "Store Flight Planoo shouldalready be highlighted; if it's not, scroll with either FMS knob to "StoreFlight Plan'o (figure 9-I9). Finally, press the ENT key twice to store theflight plan. If you change your mind during the operation, you can pressthe CLR key at any time or, after pressing the ENT key onceo turn thelarge FMS knob to highlight "CANCEL" and press the ENT key to can-cel the operation.

Act ivat ing a Prev ious ly Stored F l ight P lan - MFD onlyThe GI000 stores up to 99 flight plans, which are listed on the

Flight Plan CataloBpa1e, accessible only through the MFD. To reachthis page, press the MFD's FPL key and turn the small FMS knob oneclick to the right. You should now see up to 12 flight plans displayed(figure 9-20). The scroll bar along the right side of the window indicatesthat you can scroll down to see more flight plans.

Figure 9-18 Press the MENU key todelete a flight plan. @ Garmin Ltd. ot its

affiliates

T I POn a retum trip, you can save time byinverting the flight plan you used on youroutbound trip. However, the active flightplan is lost when the G1000 is shutdown. So you must remember to store theflight plan before you shut down, if youwant to invert it and use it on the returntrrp.

Figure 9-19 To store a flight plan atany time, push the MENU key. @GarminLtd. or its affiliates

Figure 9-20 The Flight Plan Catalogpage lets you store flight plans and isthe second page in the FPL key group.@ Garmin Ltd. or its affiliates

t42 Mac TTescott's G1000 Glass Cockpit Hmdbook

Figure 9-21 Use the MFD softkeys tosave time when working with the FlightPfan Catafog page. @ Garmtn Ltd. or tEatllllates

To activate a flight plan, push the FMS knob, and turn either FMS

knob to highlight one of the flight plans. Once you've highlighted a

flight plan, you can activate it by pressing the ACTIVE softkey and theENT key or by pressing the MENU key, scrolling with either FMS knob

to highlight "Activate Flight PIan" (figure 9-22), and pressing the ENTkey twice. This flight plan now becomes the active Flight Plan 0, andthe leg closest to your present position becomes the active leg, as indi-

cated by the magenta U-turn arrow. If, during the operation, you changeyour mind, you can press the CLR key at any time or after pressing theENT key onceo turn the large FMS knob to highlight "CANCEL'' andpress the ENT key to cancel the operation.

Working wi th Stored Ft ight Plans - MFD OntyWe mentioned at the beginning of this section that the flight plan-

ning functions are really a fifth chapter of pages reached by pushing theFPL key on the MFD. The first page in the group is the Active FlightPlan page. Turning the small FMS knob on the MFD allows access tothe second page, the Flight Plan Catalog page. This is where you workwith the up to 99 stored flight plans.

Experienced Garmin GNS 430 and GNS 530 users take note. Thereare two ways to do most of the functions in this section: the way you're

familiar with using the MENU keyand the easy way using softkeys! So,whenever you use the Flight Plan

Catalog page, make sure you look at the softkeys (figure 9-21), as youcan implement most functions faster with one.

Here are the most common things that you may need to do with astored flight plan:

o Create a new flight plano Activate a previously stored flight plan (discussed in the previ-

ous section)o Invert and activate a stored flight plano Edit a stored flight plan' Copy a flight plano Delete a flight plan from the Flight Plan Catalog pageo Delete all flight plans from the Flight Plan Catalog page. Sort flight plans by commentThese functions, which we cover in the next section, can only be

performed through the MFD.

Create a New Flight PlanPreviously, we discussed creating a new flight plan within the

Active Flight Plan page. You can also create flight plans from the FlightPIan Catalog page. The advantage of creating one here is that you cando so without disturbing Flight Plan 0, which is in use if you're current-ly navigating with an active flight plan.

To create a flight plan, press the MFD's FPL key and turn the smallFMS knob one click to access the second page, the Flight PIan Catalog

Chapter 9: Flight Planning with the G1000 r43

page. Then, pr€SS the NEW softkey. Alternatively, press the MENUkey, scroll with either FMS knob to "Create New Flight PIan" and pressthe ENT key.

If you create a flight plan here, you must first store and then acti-vate it before using it for active navigation. Storing and activating aflight plan were discussed in detail in a previous section. To reviewbriefly to store a flight plan, press the MENU key, select ooStore FlightPlan" and press the ENT key twice. To activate a flight plan, highlightit on the Flight Plan CatalogPage, press the ACTIVE softkey and pressthe ENT key. Oa highlight it, press the MENU key, highlight'oActivateFlight Plan" (figure 9-22) and press the ENT key twice.

Activate a Previously Stored Flight PlanThis was covered in the previous section.

Invert and Activate a Stored Flight PlanIt's common for pilots to fly to a destination and then fly back using

the exact same route. Previously, we discussed how to invert an ActiveFlight PIan. You can also invert and activate a stored flight plan, whichwill save you the time needed to re-enter all of the waypoints in reverse.

To invert and activate a stored flight plan, press the MFD's FPL keyand turn the small FMS knob one click to access the second page, theFlight Plan Catalog page. Then push the FMS knob and turn eitherFMS knob to highlight one of the flight plans. Once youove highlighteda flight plan, either press the INVERT softkey (figure 9-21) and theENT key or press the MENU key and, using either FMS knob, scroll tohighlight "Invert & Activate FPL" (figure9-23) and press the ENT keytwice. The Active Flight Plan page will then open and the nearest legof the flight plan is activated. Should you make a mistake and need tocancel this operation, press the CLR key at any time or, before press-ing the ENT key a second timeo scroll with the large FMS knob to"CANCEL" and then press the ENT key.

Edi t a Stored F l ight P lanIf you need a flight plan similar to one you've previously stored, it

may be faster and easier to edit a stored flight plan than to create a newone. Note, however, that any changes you make with the edit functionwill be applied to the original stored flight plan. So if you want to keepthe original flight plan intact, first "Copy a Stored Flight Plano" asdescribed in the next section, before making any changes.

To edit a stored flight plan, press the MFD's FPL key and turn thesmall FMS knob one click to access the second page, the Flight PlanCatalog page. Then push the FMS knob and turn either FMS knob tohighlight one of the flight plans. Once you've highlighted a flight plan,either press the EDIT softkey (figure 9-21) or press the MENU key and,

using either FMS knob, scroll to highlight "Edit Flight PIan" (figure 9-24) andpress the ENT key twice. You can then add and delete waypointsand any changes you make are automatically saved in the stored flightplan; it's not necessary to store a flight plan after editing it.

Figurc 9-22To use a stored flight plan,you must press the ACTIVE softkey orthe MENU key. @ eermin Ltd. ot its affrlietes

Figure 9-23 You can invert and acti-vate a stored flight plan with theINVERT softkey or the MENU key.@ Gamin Ltd. or its affiliates

r44 Mac Tfescott's G1000 Glars Cockpit Hadbook

Figure 9-24 You can edit a stored flightplan with the EDIT softkey or theMENU key. O Garmin Ltd. or iE afftliates

Figure 9-25 You should copy a storedflight plan first if you want to makechanges to it without affecting the origi-nal flight plan. o Gamin Ltd. or its affttiatas

Figure 9-26 Anytime you delete some-thing, you're given a second chance tokeep it. @ Garmin Ltd. or iE affiliatas

Copy a Ftight PlanThe copy function is useful if you need a new flight plan which is sim-

ilar to one youove previously stored, but you want the original flight planto remain unchanged. Simply copy the previous flight plan and a secondcopy of it will be stored in the flight plan catalog. Then you can edit thesecond copy with any changes you'd like, Ieaving the original flight plan

unchanged.To copy a stored flight plan, press the MFD's FPL key and tum the

small FMS knob one click to access the second page, the Flight Plan

Catalog page. Then push the FMS knob and turn either FMS knob tohighlight one of the flight plans. Once you've highlighted a flight plan,press the COPY softkey (figure 9-21) and the ENT key or press theMENU key and, using either FMS knob, scroll to highlight "CopyFlight Planoo (figure 9-25) and press the ENT key twice. You can thenuse the Edit a Stored Flight PIan function, described above, to makechanges to the flight plan copy.

Delete a Fl ight Plan from the Flight Plan CatalogOnce you start to get a number of flight plans stored in the flight

plan catalog, you may want to do some housekeeping. For example,although the GI000 will store up to 99 flight plans, you might not enjoyscrolling through dozens of flight plans you never use to get to a fre-quently used one. Occasionally deleting flight plans that you no longeruse makes it easier to access the ones you do.

To delete a stored flight plan, press the MFD's FPL key and turn thesmall FMS knob one click to access the second page, the Flight PlanCatalog page. Then push the FMS knob and turn either FMS knob tohighlight the flight plan you want to delete. Then press the CLR key orthe DELETE softkey (figure 9-21) and then press the ENT key twice.Alternatively, though this is more work, after you've highlighted a flightplan, press the MENU key, scroll using either FMS knob to highlightooDelete Flight Plan" and press the ENT key twice. If you change yourmind during the operation, you can use the CLR key at any time or,before pressing the ENT key a second time, scroll with the large FMSknob to "CANCEL" (figure 9-26) and then press the ENT key.

Delete All Fl ight Plans from the Flight Plan CatalogIt's rare that you will want to delete all flight plans, particularly if

you own the plane. However, an FBO that rents an airplane may occa-sionally want to delete the many plans that renter pilots have stored onthe system or an owner, when selling their airplane, might also want toclear out all flight plans.

To delete all stored flight plans, press the MFD's FPL key and turnthe small FMS knob one click to access the second page, the FlightPlan Catalog page.Then press the MENU key, scroll using either FMSknob to highlight "Delete All" (figure 9-27) and press the ENT keytwice. If you change your mind during the operation, you can use the

Chapter 9: Flight Planning with the G1000 r45

CLR key at any time or, before pressing the ENT key a second timeoscroll with the large FMS knob to "CANCEL" and then press the ENTk"y.

Sor t F l ight P lans by CommentAfter you've accumulated a large number of flight plans, you may

want to sort them so that you can easily find the particular flight planyou're looking for. The Gf000 provides a sorting function which sortsflight plans by their names, as they appear on the Flight Plan Catalogpage.

To sort all stored flight plans, press the MFD's FPL key and turn thesmall FMS knob one click to access the second page, the Flight PlanCatalog page. Then press the MENU key, scroll using either FMS knobto highlight "Sort By Comment" (figure 9-28) and press the ENT keytwice. If you change your mind during the operation, you can use theCLR key at any time or, before pressing the ENT key a second time,scroll with the large FMS knob to "CANCEL" and then press the ENTk"y.

The flight plans will be sorted by the departure airports and then,for flight plans leaving from the same airport, by destination airport. Inthe process, new flight plan numbers are assigned. The active flightplan, Flight PIan 0, remains unchanged during this operation. You canchange the name of a flight plan, and hence how it is sorted, by goingto the Flight PIan CataloBpa1e, pressing the MENU key and choosing"Edit Flight Plan." Scroll to highlight the name and then use the smalland large FMS knobs to enter a new name.

Closest Point of FPLIn the interest of completenesso we've included a description of the

Closest Point of FPL function, though it has little practical application.The function creates a new user waypoint along a flight plan at the loca-tion closest to a chosen reference waypoint.

From an active flight plan page, press the MENU key, scroll toselect o'Closest Point Of FPL," press the ENT key and enter a referencewaypoint. This will add a new user waypoint to your flight plan at theclosest point to the reference waypoint you entered.

Vertical Navigation PageVertical Navigation or VNAV is a function which calculates when to

start descending at a specified vertical speed so that you'll arrive at a

target altitude (perhaps the traffic pattern altitude if you wish) at some

specified distance from a waypoint such as your destination airport.

The GI000 makes these calculations and graphically shows where the

descent begins and ends on a dedicated Vertical Navigation page.

To create a descent profile, push the FPL key on the MFD and twist

the small FMS knob to the Vertical Navigation page, the last page in the

Figure 9-27 Deleting all stored flightplans can only be done with the MENUkey. O earrnrn Ltd. or its aflitiates

Figure 9-28 Sort By Comment sorts bythe flight plan name. To change thename of a flight plan, edit it from theFlight Plan Catalog page. @ Gamtn Ltd.or its affitiates

146 Max Ilescott's G1000 Glass Cockpit Handbook

Figure 9-29 Creating a VNAV profilehelps you manage the descent to yourdestination. @ Garmln Ltd. or its afffliates

Figure 9-30 Curved lines on theVertical Navigation page map mark thebeginning and end of a descent.@ Garmin Ltd. or fts aff,llates

Flgure 9-31 The VNAV default valuesare restored at power on, but you canrestore them at any time with theMENU key. @ earmin Ltd. or its affitiates

group.t Push the FMS knob, which highlights the first field in theTARGET POSITION FIELD window (figure 9-29). Use the FMS knobsto enter the desired distance from the destination waypoint and pressthe ENT key. Then use the small FMS knob to select whether you wantto anive "Before" or ooAfter" the waypoint and press the ENT key. Next,use the large and small FMS knobs to enter the destination identifierand press the ENT key.

Now use the FMS knobs to enter your desired altitude (such as thetraffic pattern altitude) in the TARGET ALIITUDE window and pressthe ENT key. Next, use the small FMS knob to select o'Above WPT," ifyou want the target altitude calculated with reference to the waypointelevation, or "MSL," if ifs to be referenced to mean sea level. Finally,use the FMS knobs to enter your desired descent rate in the TARGETVERTICAL SPEED window and press the ENT key.

The VNAV function is now active. If you'd like to receive alert mes-sages on the PFD, press the MENU key, scroll to select "VNAV mes-sages ON?" and press the ENT key. One minute prior to starting yourdescent, you'll see "APPR VPROF - Approaching VNAV Profile," dis-played as an alert message. At 500 feet above the target altitude, you'llsee "APPR TRG ALT" displayed.

You can use the Vertical Navigation page to monitor your progress.For example, the map on this page graphically marks the beginning andend points of your descent with curved lines (figure 9-30). Also, youcan compare the "Vertical Speed Required" field on this page with youractual descent rate to help you fly the descent profile you've created.

If you'd prefer to monitor other MFD pages, such as the NavigationMap page, you might want to have VSR (vertical speed required) dis-played on the MFD in the Navigation Status Bar. If so, go to the SystemSetup page and set one of the fields in the MFD DATA BAR FIELDSwindow to VSR. Finally, if you wish to restore the Vertical Navigationpage to its default values, press MENU, scroll to ooRestore PageDefaults" and press the ENT key (figure 9-31).

Some early Gl00O-equipped aircraft were placarded "Use of VNAVis prohibited." This was required for FAA certification since, at thattime, the VNAV software held settings from prior flights and would con-tinue to generate messages on subsequent flights. Later software ver-sions reset the VNAV page to its default values each time the system ispowered up. The placard is no longer required for planes with revisedsoftware.

Also, in early software revisions the curved lines marking the begin-ning and end of descent appeared only on the Vertical Navigation page.Some later revisions display these lines on other MAP group pages too.

f Vertical navigation in recent soliware versions is on page l. See pages 214-17 forupdates.

Chapter 9: Flight Planning with the G1000 147

SummaryProgramming the GPS receiver is probably the most challenging

issue for many pilots and instructors-particularly those who didn'tgrow up using computers. All time spent learning to program the GPSreceiver will pay huge dividends. Nothing eliminates stress in the cock-pit more than knowing that you can program the GPS to do what youwant it to do. If possible, review this chapter and use the G1000 simu-lator software to solidify your understanding. If you're an instrumentpilot, you'll also want to read Chapter II.

It's important that you learn all you can about using the autopilot,which we discuss in the next chapter. The autopilot is a critical elementin Gl000-equipped aircraft and it will make your flying easier, saferand more pleasurable. It can be very useful in emergencies, though itmay operate in fewer modes, as weoll discuss in Chapter 12.

Chapter I0:

Autopi tot Operat ion

uI I istorically, pilots have not received the level of training they needto fully understand and use the autopilot in their airplanes. That's prob-ably because many flight instructors are not familiar with all of the oper-ating modes and limitations of autopilots. Also, we may still have a biasin aviation that "real pilots" fly airplanes manually and that it's some-how "cheating" to use an autopilot and other cockpit automation.Nothing could be further from the truth.

To fly the G1000 and other glass cockpit aircraft safely, you need tounderstand and use the autopilot often, while remaining proficient inflying the airplane manually. It's not that you need to use the autopilotbecause these aircraft are harder to fly. Rather, it's because using theautopilot frees you for more important tasks, like looking outside thecockpit for traffic. In training both new and experienced GI000 pilots, Iconsistently find that use of and knowledge about the autopilot is one ofthe weaker skills of even proficient pilots. So I strongly encourage youto get to know your autopilot well.

Different manufacturers use different autopilots in their G1000-equipped aircraft. When the G1000 first started shipping in mid-2004,there was no integrated autopilot solution and so manufacturers usedthird-party autopilots such as the S-TEC 55X and King-Bendix KAP140. Now, a fully integrated Flight Director and autopilot, the GarminGFC 700 AFCS or Automatic Flight Control System, is available andsome manufacturers have switched to this autopilot.

We'll talk first about the GFC 700 and then the KAP f40 autopilot.As always, refer to the approved Airplane Flight Manual Supplement foryour autopilot and use it in preference to this book whenever a conflictexists.

GFC 700 Automatic Ftight Control System (AFCS)The Garmin integrated autopilot is one of the most capable found in

general aviation aircraft, and it continues to evolve. One of the beautiesof this autopilot is that you can preset all of its modes while on the

Perspec t iveThe Garmin GFC 700 autopilot in thePerspective operates in the same wayas the GFC 7(X) used in the GarminGI000. The most noticeable differ-ence is the Perspective's new controlpanel (figure l5-f6). Instead of sepa-rate UP/DOWN keys, a wheel is usedto select climb and descent rates. ThePerspective's IAS key performs thesame function as the FLC key found inGFC ?O0-eguipped GI000 aircraft.The Perspective also includes a newLVL key. It engages the autopilot, rollsthe wings levelo and maintains levelflight. Note that the GFC 700 annun-ciators are in the PFD's AFCS Statusbar, far from the autopilot keys. Pilotsshould look at the annuciators to veri-fy every autopilot key press to avoidan automation surprise.

150 Mar hacott's G1000 Glass Cockpit Hodbook

Figurc 10-l GFC 700 keys are on theMFD bezel and, in some aircraft,duplicated on the PFD. @ Max Trscott

ground, and then, when you're in the air, you only need to press the AP -

key and the system will take over. It is innovative in that, instead of

using a central computer, the intelligence is distributed among the sep-

arate servos that control pitch, roll, and trim (and the yaw damper

where applicable).Autopilots are notoriously difficult to maintain and this novel design

is expected to improve reliability and performance. Itos important to

note, however, that the failure of other G1000 system components can

cause the GFC 700 to have reduced functionality or become totally

unusable. For more information, read the section on Autopilot Failures

later in this chapter.At presento there are at least three different versions shipping in dif-

ferent aircraft. For example, the version in Beechcrafts has a yaw

damper and the version in Cessnas has the capability to follow a verti-

cal descent profile. The version used in early Columbias had neither.

The autopilot and Flight Director keys are located on the bezel of theMFD, which is either a GDU L042,1043, or 1044 (figure l0-l). In

some aircraft, these keys are duplicated on the PFD. Describing all ofthe autopilot differences is beyond the scope of this book. You shouldread the Airylane Flight Manual Supplement for your aircraft so thatyou understand autopilot operation.

The Flight Director issues pitch and roll commands that are dis-played on the PFD. It runs on software contained in the PFD and -

GIA#I, which is one of the GIA63 NAV/COM/GPS units. It generatesmagenta-colored command bars, or a "flying wedge" located just abovethe yellow inverted "Vo" displayed in the center of the PFD. The com-mand bars move vertically to indicate a pitch command and bank leftand right to indicate a roll. The command bars are removed from thedisplay if attitude data becomes invalid or the Flight Director is turnedoff. To use the Flight Director manually, fly the airplane so that theIower inverted oov" remains tucked up tightly against the commandbars. Or, press the AP key and the autopilot will control the plane tofollow the guidance given by the Flight Director's command bars. Thinkof the Flight Director as the oobrain" that gives cues to you or the autopi-lot, and the autopilot as the "muscle" that follows the brain.

Mode and status information for the GFC 700 is displayed in theAFCS Status bar, located at the top of the PFD under the NavigationStatus bar (figure I0-2). Roll modes are displayed on the left of the dis-play and pitch modes are on the right. Active modes are displayedtoward the center of the status bar and appear in green. Armed modeswhich have been selected but have not yet engaged are displayed inwhite. Any time you see a mode listed, the Flight Director is on. If yousee a green AP annunciator, then the autopilot is also on. An aural tonesounds when the autopilot is turned off; AP flashes in yellow if you dis-connected it or AP flashes in red if the autopilot turned itseH off.

One of the most common mistakes I see pilots make is confusingthe Flight Director with the autopilot. Ofteno if the airplane is starting

Chapter l0: Autopilot Operation 151

Active Mode Yaw Damper Status Mode ReferenceArmed Mode Autopilot Status Active Mode Armed Mode

Roll Axis Modes

to bank and descend on its own, I hear pilots asko o'why is it doingthat?" I'll ask them who's flying the plane, and they'll usually point atthe command bars and say "the autopilot." Eventually, they realize thatthe Flight Director is on but the autopilot is off and that nobody is fly-ing the airplane! You can avoid this situation by confirming that "AP"appears in the status bar anytime you think that you've engaged theautopilot.

You'll want to note the Autopilot System Status information, dis-played above and to the left of the attitude indicator. You'll first noticethis when the aircraft is turned on and the autopilot performs its pre-flight system test. At the completion of the test, a white PFT annunci-ator is displayed and an aural alert is heard (figure l0-3). If the pre-flight system tests fails, a red PFT annunciator is displayed. OtherAFCS Warning and Caution annunciators are listed in Appendix H ofthis book and in the aircraft manuals.

There's another annunciator MAXSPD, which flashes at the top ofthe airspeed indicator (figure 10-4). It's displayed when the FlightDirector can no longer maintain the reference speed without exceedingthe autopilot's maximum airspeed limitation. This is most likely tooccur when excessive power is used in a descent, or when an excessivedescent rate is selected.

Rol[ and Pi tch ModesThe integrated autopilot includes all of the same roll and pitch

modes found in many autopilots, plus some advanced features. First,roll modes control lateral guidance, or the left/right motion of the air-plane. To make things a little more confusingo one of the roll modes isnamed ROL or Roll Hold mode. In many autopilots, ROL mode keepsthe wings level. In the GFC 700, ROL mode can also maintain a spe-cific bank angle, as explained later in this chapter.

Pitch modes control the nose up or nose down motion of the air-plane. You'll choose one of these modes whenever you want to changealtitude or maintain your present altitude.

One way to visualize how the system works is to realize that theFlight Director always has two references or target values that it is try-ing to maintain. One is for lateral left/right guidance and the other isfor pitch. For example, the lateral reference might be a heading it's try-ing to maintain, and the pitch reference might be a specific descentrate in feet per minute. The Flight Director measures the actual per-formance of the aircraft and compares it with the references. The

,,"',,) - '', Pitch Axis Modes

Figurc 10-2 The AFCS Status bar islocated at the top of the PFD. @GarrninLtd. or its aftillates

T I PI've talked with instructors around thecountry and we all agree that each timeyou press a key on the autopilot, youmust verify it by looking at the status bar.You need to confirm that the mode youthink you selected is indeed shown onthe status bar. Also, note whether it'salready active, or whether it is armed tobecome active later. Checking the statusbar after every push of an autopilot keywill help you avoid an automation sur-prise. Another good practice is to readaloud the autopilot status indicatorswhen you check them.

Figure 10-3 A white PFT and a loudalert indicate the completion of theautopilot's self-test. @ Garmin Ltd. or itsafftliates

Figure 10-4 MAXSPD means you'veexceeded the autopilot's maximum air-speed limitation. @ Garmin Ltd. or its affiti-

ates

r52 Max Tfescott's G1000 Glass Cockpit Handbook

Figure 10-5 On the Cessna 182 yoke,the CWS button is at the top, red APDISC is in the center and dualtrimswitches are at the bottom. o tt.raxfrescott

Figure 10-6 This GA button is conve-niently located beneath your thumbwhen you advance the throttle for a go-around. @ Max n€,scott

difference between the actual performance and the references is then

displayed on the command bars. When the command bars are followed,

either manually by the pilot or automatically when the autopilot is on,

the difference between the aircraft performance and the references is

kept small and the aircraft maintains the desired heading and pitch.

ExternaI Autopi lot SwitchesIn addition to the keys on the MFD, some external buttons and

switches are used for the autopilot. For example, in GFC 70O-equippedaircraft, you'll find an AP DISC or Autopilot Disconnect button on theyoke or control stick (figure 10-5). This disengages the autopilot, FlightDirector, yaw damper, and pitch trim operation. It's also used to mutethe aural tone associated with the autopilot disconnecting.

A CWS or Control Wheel Steering button is found in all aircraftequipped with the Garmin integrated autopilot. When pressed andheld, it temporarily disengages the autopilot and synchronizes theFlight Director command bars with the plane's current attitude. Uponrelease, in some modes, new reference points are transferred to theFlight Director, which will maintain the new altitude or attitude. Forother modes, such as the Heading Select and Navigation modes, theFlight Director will revert to the reference in use prior to pushing andholding the CWS button. So for exampleo if you are in Navigation modeand push and hold the CWS button to steer around a cloud, uponrelease of the button the autopilot will re-intercept and fly the originalcourse.

The GA or Go Around button disengages the autopilot and sets theFlight Director command bars for a climb pitch attitude with wingslevel (figure 10-6). It's useful for takeoffs, go arounds, and flying amissed approach. Its use is discussed later in the section on OtherPitch Modes.

Finally, MET or Manual Electric Trim switches are usually mount-ed on the yoke. These switches allow you to adjust the electric pitchtrim. In some aircraft, the switches can also adiust aileron trim.

Engaging the Ft ight Di rectorPressing the FD key, or any of the mode keys, engages the Flight

Director. If the FD key is pressed, the Flight Director notes the air-craft's attitude at the moment the key is pushed and comes up in theRoll Hold and Pitch Hold modes. ROL and PIT are annunciated in theAFCS Status Bar and the command bars provide guidance to maintainthe aircraft's current attitude. If, instead of pushing the FD ke5 a rollmode key is pushed, the system comes up in that roll mode and thePitch Hold mode. If a pitch mode key is pushed, the Flight Directorengages that pitch mode and the Roll Hold mode. Note that the term"Hold" in these modes can be misleading, as the Flight Director is justthe brain, and cannot hold an attitude by itself-that's the work of thepilot or autopilot.

Chapter 10: Autopilot Operation 153

When ROL mode is engaged, the Flight Director maintains the cur-rent bank angle, but only if it's greater than 6o and less than 22o. Forbank angles less than 6o, the system assumes that the bank was unin-tentional and so it rolls the command bars level. For bank anglesgreater than22o, it maintains a bank of 22". Pitch can also be changedby pressing the UP and DN keys. Each press changes the pitch attitudeby 0.5 degrees.

The reference for the Roll Hold and Pitch Hold mode can be modi-fied by pressing the CWS button, rolling to new pitch and bank angles,and releasing the CWS button. The Roll Hold and Pitch Hold modesare handy for short periods of time when you want to maintain your cur-rent attitude. Generally they're not useful for more than a few minutes,since they don't know how to get you anywhere.

Other Rol l Modes

Heading Select ModeThe Heading Select mode is one of the most common modes on any

autopilot. It allows you to command the aircraft's heading by using the

GI000's HDG knob to turn the HSI's heading reference bug to the

desired heading. The Flight Director and autopilot, if it's engaged, willthen turn to the selected heading. You'll find this mode useful while

being vectored by ATC or for flying an intercept angle to join a course

to be flown with the autopilot's Navigation mode.Before engaging the Heading Select mode, you may want to first

push the HDG knob on the PFD or MFD so that the heading reference

bug is synchronized with your current heading. That way, the aircraft

won't begin an immediate turn when you engage the mode. Next, press

the HDG key to engage the Heading Select mode and a HDG annunci-

ator will appear in green in the active roll mode field. Finally, tum the

HDG knob to whatever heading you desire. Headings are commandedin the direction you've selected, even if the turn exceeds l80o.

However, if the turn is more than 340o, the Flight Director will reverse

to turn in the opposite direction.Note that the CWS button will not change the heading selected with

the HDG knob. If you push the CWS button and hand-fly the aircraft,

upon releasing the CWS button, the aircraft will turn back to the head-

ing set by the HDG knob.

Navigat ion ModeThe Navigation mode is one of the most useful modes' When

engaged, the Flight Director will track any VOR, localizer or GPS sig-

nal selected on the HSI. This mode is used primarily while en route,

whereas Approach mode, described below, is generally used to track

navigation signals when flying an instrument approach. Nonetheless,

Navigation mode can be used for non-precision GPS approaches and

localizer approaches that don't require glide slope or glide path tracking.

154 Mac hescott's G1000 Glass Cockpit Handbook

Figure 10-7 Navigation mode is activeand tracking a VOR signal. o carmin ta.or iE aff,llates

To engage the Navigation mode, press the NAV -key. A GPS, VOR, or LOC (localizer) annunciator isdisplayed in the AFCS Status bar if a valid signal is

selected on the HSI (figure l0-7). If there is more than one dot ofdeflection of the HSI's D-bar when the mode is engaged, the annunci-ators will be white indicating that the Navigation mode is armed. In thiscase, you must use HDG mode to steer the aircraft closer to the desiredcourse until Navigation mode becomes active. When the course point-er's D-bar is within one dot of deflection, Navigation mode becomesactive, and the GPS, VOR, or LOC annunciator appears in green. Notethat there's no NAV annunciation on the GFC 700; instead annuncia-tors are shown for the selected navigation source.

Whenever a VOR course pointer is selected on the HSI, you shouldselect a desired course using the CRS knob. If you want to fly from yourpresent position directly to the VOR, press the CRS knob to center theCDI needle. For GFC 700 installations without a BC key, you'll need touse Navigation mode to track the backcourse of a localizer. This is theopposite direction from the front course for which the localizer was pri-marily designed. When tracking a backcourse, use the CRS knob toselect the heading of the localizer's front course in order to display theproper orientation on the HSI. Note that BC (backcourse mode) is auto-matically displayed whenever you're on a ground track that is morethan l05o from the localizer's front course. V

Approach ModeApproach mode is used to fly VOR, localizer, ILS, and GPS instru-

ment approaches. It is more sensitive than Navigation mode whentracking VOR signals and it can also capture and track the glide slopeassociated with an ILS approach. For WAAS-capable G1000 GPSreceivers, it can also track the vertical glide path of an LPV,LNAV/VNAV, or LNAV+V approach.

To engage the Approach mode, press the APR key. A GPSa, VAPRor LOC annunciator will appear in green in the AFCS Status bar whenthe mode becomes active, depending upon whether you're flying a GPS,

VOR, or ILS approach. If a valid ILS frequency istuned on the NAV receiver selected on the HSI, a GS,glide slope, annunciator will appear in the AFCSStatus bar (figure t0-8). It will initially be white, but

later in the approach, when the Flight Director has intercepted andcaptured the glide slope, the GS annunciator will turn green (figure l0-9). If a LPV, LNAV/VNAV, or LNAV+V approach is loaded in the active

flight plan, a GP, glide path, annunciator will appearin the AFCS Status bar. It will initially be white, butwhen the Flight Director captures the glide path, theGP annunciator will turn green.

Note that while descending on a glide slope or glide path, you canuse the CWS button to hand-fly the airplane to a new position.

Figure 10-8 Navigation mode is track-ing a localizer and the glide slope isarmed prior to GS intercept, o carminLtd. or tE affiliates

Figure 10-9 The Flight Director hasintercepted and captured the glideSlOpe. O Ga/?r|,in Ltd. or tE affiliates

Chapter l0:

However, once you release the CWS button, the Flight Director will fly

the aircraft back to the glide slope or glide path.

Other Pi tch Modes

Attitude Hold ModeThe Altitude Hold mode is used extensively during cruise to main-

tain level flight. In its simplest use, pressing the ALT key causes the

Flight Director to capture the aircraft's cutrent altitude as a reference

altitude, which is then displayed in the AFCS Status Box to the near-

est ten feet. The ALT annunciator appears in green in the AFCS Status

Box and, if the autopilot is engaged, the aircraft will maintain the ref-

erence altitude.Note that the reference altitude is independent

Altitude, set by the G1000's ALT knobs and dis-played above the altimeter (figure 10-10). Thus turn-

ing the AI-II knobs and changing the SelectedAltitude will not change your altitude when the

Altitude Hold mode is active. However, the GI000's

of the Selected

AI-II knobs are used for the Selected Altitude Capture mode described

below.For small altitude changes while in Altitude Hold mode, press the

CWS button, manually fly the aircraft to a new altitude and then release

the CWS button. The Flight Director will maintain the new altitude. For

Iarge altitude changes, use any of the pitch modes with the Selected

Altitude Capture mode.

Selected Alt i tude CaPture ModeRather than push the ALT key to level off at a desired altitude, it's

more convenient to preselect an altitude and let the autopilot level off

for you when the aircraft reaches that altitude. To preselect an altitude,

whether you're on the ground or in flight, use the G1000's ALI knobs

to set the Selected Altitude displayed above the altimeter. The Selected

Altitude Capture Hold mode is then armed automatically when the

Flight Direcior is turned on, or if any of the following pitch modes are

""ti-u"r Pitch Hold, Vertical Speed, Flight Level Change, or Go Around.

The current pitch mode remains active and displayed in green, and a

white AUIS annunciator (AIJI on early Columbia and Beechcraft mod-

els) appears in the AFCS Status Box. Depending upon the pitch mode

irr rr", yo,., may have to use the uP or DN key to initiate the climb or

descent.The AUIS annunciator is used to distinguish this mode from the

Vertical Navigation mode, which uses an AUIV annunciator to indicate

that the aircraft will level off at an altitude specified in the vertical

flight plan. It's important for you to note which annunciator appears'

,inc" in the Vertical Navigation mode you can get either the ALTS

annunciator or the AUIV annunciator, depending upon the altitude

selected by the G1000's ALT knobs.

Figure 10-10 Aircraft is level at the4980 feet reference altitude and theSelected Altitude is 3000 feet. o GarminLtd, or its affrllates

r56 Mar TTescott's G1000 Glass Cockpit Hmdbook

Figure 10-11 Always verify the verticalspeed captured, in this case minus 700feet per minUte. @ Gatmtn Ltd. or tE affrti-ates

As the aircraft approaches the preselected altitudeo the white ALjISannunciator extinguishes and is replaced with a blinking green AIjISannunciator and a white ALT annunciator. At 50 feet from the selectedaltitude, as the Flight Director is leveling ofl both annunciators areextinguished and a green ALT annunciator will flash for up to ten sec-onds and then remain green, indicating that the Altitude Hold mode isnow active.

When using the GFC 700 while level in Altitude Hold mode, youmust first preselect an altitude before selecting a pitch mode.Otherwise the aircraft will remain in Altitude Hold mode. This is animportant difference from other autopilots, including the KAP 140,which allow a pilot to initiate a climb or descent by first pressing apitch mode key and later preselecting an altitude at which to level off.

Vert lcal Speed ModeThe Vertical Speed mode is useful for maintaining a climb or a

descent at a constant rate. My personal preference is to use this modefor descents and to use the FLC mode, described below, for climbs.To use it, preselect your desired cruise altitude with the ALT knobsand then push the VS key to engage Vertical Speed mode. A VSannunciator will appear in green in the active pitch mode field and

the Flight Director will capture and maintain theaircraft's vertical speed. Then look at the VerticalSpeed Reference Box at the top of the vertical speedindicator to verify the vertical speed captured (fig-

ure 10-11). You need to verify it because the Flight Director couldcapture an unrealistically high climb rate, which might cause theautopilot to pull the aircraft up into a stall. Note that during a climb,an aircraft's performance decreases with altitude and the verticalspeed mode could put the aircraft into a stall later in the climb. Thiscannot happen with the FLC mode, which is why it's preferred forclimbs.

You can change the rate at any time by pressing the UP or DN keys,which will change the vertical speed in 100 feet per minute increments.You can also adjust the vertical speed by pressing the CWS button,manually flying the aircraft to a new vertical speed, and releasing theCWS button. Note that each installation has maximum vertical speedlimits. For example, the maximum vertical speed limits for theBeechcraft G36 are +1500 and -3000 feet per minute.

Fl ight Level Change ModeThe Flight Level Change mode is useful for changing altitude while

maintaining the same airspeed. It's particularly useful in a climb, as itallows you to maintain a target climb airspeed, such as Vy, the best rateof climb, even as aircraft performance decreases. As with any altitudechange, you should first preselect your new cruise altitude with theALll knobs. Then press the FLC key. The system will acquire the air-

Chapter l0: Autopilot Operation r57

craft's present speed as a reference and a FLC annunciator appears ingreen in the active pitch mode field.

To initiate the altitude change, however, you will also need tochange the engine power or the FLC reference speed. For a climb, addpower and the Flight Director will select a pitch that allows you toclimb while maintaining the reference speed. Or, decrease the airspeedreference in l-knot increments by pressing the UP key, and the aircraftwill climb at its current power setting. For a descent, reduce power, orincrease the FLC airspeed reference by pushing the DN key. Anotherway to adjust the FLC reference airspeed is to press the CWS button,manually fly the aircraft to a new airspeed and release the CWS button.The Flight Director will maintain the new reference speed.

Go Around ModeThe GA or Go Around mode is useful for takeoffs, go arounds, and

flying a missed approach. When the GA button is pushed, it disengagesthe autopilot and sets the Flight Director command bars for a climbpitch attitude. In Cessna and Beechcraft piston aircraft, it displays a 7opitch up attitude. It also re-enables automatic sequencing of waypointsand selects GPS as the navigation source, thus eliminating the need topush the SUSP and CDI softkeys on a missed approach. Whenengaged, a green GA annunciator appears in the active fields of boththe roll and pitch fields of the AFCS Status Bar, and the Altitude Holdmode is automatically armed. Any attempt to modify the aircraft's atti-tude while in this mode (e.g. with the UP or DN keys or the CWS but-ton) results in reversion to the Pitch Hold and ROL modes.

Vert ical Navigation ModeSome GFC 700 autopilots include a VNV key, which enables it to

follow a vertical descent profile specified in the G1000's active flightplan or to descend to a vertical altitude specified using the Direct-tokey. It can be used for en route descentso and is a convenient way tomeet ATC instructions to cross one or more fixes at specific alti-tudes. It cannoto however, be used for climbs or for flying the inter-mediate and final approach segments of an instrument approach pro-cedure. It works only when GPS is selected as the navigation sourceon the HSI.

When engaged, the Vertical Navigation mode provides guidance todescend to the higher of: I) the Selected Altitude set by the G1000'sAI-II knobs (provided it's at least 75 feet below the cunent altitude) andindicated with an AUIS annunciator or, 2) the altitude specified for theactive waypoint in the vertical flight plan and indicated with an ALIIVannunciator. Thus if you intend to follow the vertical flight plan, youmust remember to use the ALT knobs to select an altitude equal to orlower than the altitude in the vertical flight plan. Forgetting to set theAUI knobs can result in an automation surprise, when the autopilotlevels off, or remains, at the Selected Altitude rather than the altitudespecified in the flight plan.

T I PAlways check the vertical speed refer-ence soon after you engage the autopilot.If it captures an unrealistically highclimb rate, the autopilot can pull theairplane into a stall.

158 Mar Tlescott's G1000 Glass Cockpit HaQ!99k

Figure 10-12 lf you don't specify a VSTGT or FPA in the Current VNV Profilewindow, a minus 2.5'descent angle isuSed. O Gamin Ltd. or its effiliates

To set up a vertical flight plan, use the FPL key on the MFD. Enter

appropriate altitudes for each waypoint using the FMS knobs, or use

altitudes filled in automatically from the G1000's database. Also, enter

a target descent rate in feet per minute next to VS TGT or specify a

descent angle in degrees next to FPA (figure f0-12).Then press the VNV key to arm the Venical Path Tracking mode. A

white VPTH annunciaton appears in the AFCS Status Bar, and a white

GP annunciator also appears if the Approach mode is active. Note that

a TOD label, for Top of Descent, appears on the Inset Map and

Navigation Map page at the point where the verticaldescent will begin. There are a variety of reasons why

the Vertical Path Tracking mode might not become

active at this point, and these are discussed at the end of this section.

When the aircraft is one minute away from TOD, "TOD within I

minute" is annunciated in the Navigation Status bar (figure l0-I3), and

several new magenta-colored indicators appear on the PFD. The most

important of these is a vertical deviation indicator, which appears to theleft of the altimeter and is similar to the glide slope indicator exceptthat it uses a magenta V on its side, rather than a green diamond, toindicate the target glide path. Like a glide slope indicator, the V moves

down from the top of the indicator and when it's centered next to the

altimeter, the aircraft is on the vertical descent path and can begin todescend. Full scale deflection of the vertical deviation indicator is plus

and minus 1,000 feet. A vertical speed required indicator also appearsand is indicated by a magenta V on its side in the vertical speed indi-cator. A VNAV Target Altitude, copied from the vertical flight plan,appears above and to the right of the Selected Altitude (figure 10-14).

About a minute later, as the aircraft reaches TOD and the VerticalNavigation mode becomes active, the white VtrIH annunciator is extin-guished and a green VPTH annunciator flashes for up to ten secondsand then remains green. At the same time, either a white ALTV or awhite ALIIS annunciator appears, depending upon whether the verticalflight plan altitude or the selected altitude is higher. When the aircraftis one minute away from BOD, or Bottom of Descent, "BOD within Iminute" is annunciated in the Navigation Status bar.

As the aircraft approaches the VNAV Target Altitude, the whiteALTV annunciator extinguishes and is replaced with a blinking greenAUIV annunciator and a white AI-II annunciator. At 50 feet from thetarget altitude, as the Flight Director is leveling off, both annunciatorsare extinguished and a green ALT annunciator flashes for up to ten sec-onds and then remains green, indicating that the Altitude Hold modeis now active. The aircraft then flies level along the next leg. If addi-tional descents are specified in the vertical flight plan, the VerticalNavigation mode is rearmed and the white ALTV annunciator reap-pears.

The Vertical Navigation mode, initiated with the VNV key, cannotbe used to fly the intermediate or final approach segments of a LPV,

Figure 10-13 Vertical Path Tracking(VPTH) is armed and ALTV indicatesthis aircraft will descend to the altitudespecified in the flight plan. o Gamin Ltd.or |ts afftliatos

Figure 10-14 The vertical deviationindicator on the left shows the aircraftabove the descent profile. The VSrequired indicator shows a -500 fpmdescent is required to descend on theprofile to the 1500 foot altitude speci-fied in the flight plan. @ Garmin Ltd. ot itsaffrliates

Chapter l0: Autopilot Operation 159

LNAV/VNAV, or LNAV+V approach, unless the Approach mode is alsoselected. If both the VNV key and the APR key are pressed, and theVPTH and GP annunciators are both displayed, the autopilot initiallydescends using the vertical flight plan, and then uses the WAASreceiver's glide path to descend to the missed approach point. TheVNV function can also be used when issued an ATC instruction tocross at a specific altitude over a waypoint not in your flight plan. Todo this, use the Along Track Offsets function described in Chapter 14to create a new waypoint and enter the crossing altitude. Then use theALII knobs to select an altitude and press the VNV key.

Vertical l{avigation Mode Lim itationsAs mentioned earlier, there is a variety of reasons that the Vertical

Path Tracking mode might not become active. If the VNV key ispressed less than five minutes before TOD, the mode will activate aswe've described in this section. However, if the VNV key is pushedmore than five minutes before TOD, an additional acknowledgement isneeded from the pilot once the aircraft is within five minutes of TOD.This can either be an additional press of the VNV key or any change inthe Selected Altitude using the AI-|I knobs.

If the VNV key is pressed more than five minutes before TOD andno subsequent acknowledgement is made, at one minute prior to TOD,the white VtrIH annunciator will flash every second for the nextminute, signaling that an acknowledgement is required. If neither theVNV key is pressed nor the Selected Altitude is changed prior to TOD,the aircraft will not descend. If the VNV key is pushed after TOD, theaircraft will still not descend, since it is now above the vertical descentprofile.

If you're beyond TOD and above the vertical descent profile, youmay still be able to force capture of the descent profile, though it's notrecommended if it would result in an excessive descent rate. If thewhite VPTH annunciator is on, press a pitch mode key, such as VS, andthen press the DN key to select a descent rate equal to or greater thanthe rate indicated by the vertical speed required indicator, which is themagenta V to the right of the altimeter. As the magenta "V" in the ver-tical deviation indicator (to the left of the altimeter) centers, theVertical Navigation mode becomes active, and the green VPTH annun-ciator appears.

The Vertical Path Tracking mode will not become active if any of thefollowing occur:

o The CDI softkey is pressed deselecting GPS as the navigation

source.o The CNCL VNV softkey on the MFD's Active Flight PIan page is

pressed.o All vertical waypoints are deleted from the flight plan.o The displays enter the Reversionary Mode.When the Vertical Path Tracking mode is active, it may revert to

Pitch Hold mode under certain conditions. If it does, Vertical Path

160 Mac Tlescott's G1000 Glass Cockpit Hotdbook

Tracking mode is armed for a possible re-capture of the descent profile.

Reversion to Pitch Hold mode occurs in the following circumstances ifthe vertical deviation from the descent profile:

. Exceeds 200 feet due to an overspeed condition.o Exceeds more than 200 feet due to a flight plan change.e Becomes invalid due to cross-track error from the intended

course.o Cannot be computed for leg types such as a hold or procedure

turn.Note that the altitudes in the vertical flight plan can be changed at

any time before the Vertical Path Tracking mode becomes active. AIso,once Vertical Path Tracking mode is activeo the altitude for the flightplan's active waypoint can be increased to an altitude that's still belowthe aircraft's current altitude. However, selecting a new lower altitudefor the active waypoint results in reversion to the Pitch Hold mode andSelected Altitude Capture mode.

AIso, if the VS or FLC key is pressed while the Vertical PathTracking mode is active, the Vertical Path Tracking mode and theappropriate altitude capture mode revert to armed. Venical PathTracking mode can become active again once:

o At least ten seconds have passed (to prevent immediate reactiva-tion).

o Vertical deviation from the descent profile exceeded 250 feet butin now less than 200 feet.

Pressing the VNV key twice re-arns Vertical Path Tracking forimmediate profile capture.

Backcourse ModeThe Backcourse mode is used whenever you're flying a localizer in

the reverse direction. This occurs when you're flying a Localizer BCinstrument approach, or when you're flying outbound on the frontcourse of a localizer prior to the procedure turn inbound. In either case,use the CRS knob to set the HSI's course pointer to the localizer's frontcourse.

If there's more than one dot of deflection of the CDI's D-bar, press-ing the BC key arms the Backcourse mode and a white BC annunciatorappears. When deflection is less than one dot, the Backcourse modebecomes active and a green BC annunciator appears. If you push theCWS button and hand-fly the aircraft, upon releasing the CWS button,the aircraft will re-intercept and track the backcourse.

Using the GFC 700Prior to takeoff, you'll want to preset the Flight Director as part of

your pre-takeoff checklist. Stan by turning on the Flight Director bypressing any roll or pitch mode key or by pressing the FD key. If youpress the FD key, the system comes up in the Pitch Hold and Roll Holdmodes. Next set the heading bug for your initial heading and press the

Chapter l0: Autopilot Operation 161

HDG key. Finallp set your initial altitude with the G1000's ALI knobs,and then press either the VS or FLC key and use the UP and DN keysto set your desired climb rate. Alternatively, if you'd prefer having a 7opitch up guidance from the command bars during the initial climb,push the GA button to select Go Around mode.

After takeoff and above the minimum altitude for autopilot use,press the AP key and the autopilot will follow the guidance provided bythe Flight Director. You'll find the minimum altitude for autopilot usein the aircraft's AFM Supplement. After leveling off, to initiate a sub-sequent altitude change, always start by using the AUI knobs to pres-elect an altitude. Then press a pitch key, such as the FLC or VS key.Finally, use the UP or DN key to set an appropriate climb or descentrate.

Common ErrorsOne common error in instrument flight is that pilots forget that their

autopilot may revert from HDG, NAV, or APR mode to ROL mode whenthe HSI's navigation source is switched from GPS to one of the NAVreceivers. If the reversion goes unnoticedo it results in the aircraft fly-ing through the localizer. It's important that you know under which con-ditions this occurs in your aircraft. To the best of my knowledge, rever-sion to ROL mode always occurs when the navigation source isswitched manually by pushing the CDI softkey. It also occurs when theCDI switches automatically with the GI000's ILS CDI Capture featurein the AUTO mode in KAP l40-equipped aircraft and in older GFC70O-equipped aircraft. Reversion to ROL mode does not occur in2007and later GFC 700-equipped Cessna I72,182, and 206 aircraft whenthe CDI switches automatically, but it does occur when the CDI softkeyis pushed. So depending upon your aircraft, you may want to wait untilafter you've selected the CDI to the proper source (e.g. to the appropri-ate NAV receiver when flying an ILS) before engaging the autopilot inapproach mode. Or, always remember to re-engage the autopilot anytime you push the CDI softkey.

Another common error is the failure to properly preflight autopilots.Typically, this involves engaging the autopilot on the ground and thenconfirming that you can overpower the autopilot with the yoke. Then,press the autopilot disconnect switch and turn the yoke to verify thatthe control forces are less and that the autopilot disengaged. Finally,the Mechanical Electric Trim (MET) switches are tested. This involvesconfirming that the trim wheel does not move unless both switches are

moved together in the same direction, that releasing one of the switch-

es stops trim wheel movement, and that moving a single switch will not

move the trim wheel. You'll also check to see that the AP disconnectbutton intemrpts trim wheel motion. On the KAP 140, you need to hold

the right MET switch in the up position for 5 seconds and verify that

the PT (pitch trim) annunciator on the autopilot turns on. As always,

t62 Max Tlescott's G1000 Glass Cockpit Handbook

A u t h o r N o t eThe discussion on testing MET switchesapplies specifically to Cessnas, whichhave dual trim switches. Some manufac-turers have only a single trim switch. Inall cases you should test the trim switch-es. Also note that pushing the pitch trimswitch should disconnect the autopilot.

read the Airplane Flight Manual Supplement for your autopilot for theexact preflight procedure.

Another common error is that pilots may try to move the yoke afterthe autopilot is engaged in flight. Typically, pushing or pulling on theyoke will cause the trim wheel to move in the opposite direction, creat-ing heavy control forces if the autopilot disconnects. In the extreme, ifyou continue to push or pull the yoke, the trim wheel will move until itreaches one of the limits, potentially creating extremely heavy controlforces and possible loss of control.

It's also not unusual for pilots to forget to apply proper rudder forces,panicularly while climbing with the autopilot engaged. While you canfold your arms and just monitor the status of everything as the autopi-Iot flies the plane, you still need to apply right rudder in a climb or, ifthe plane is so equipped, adjust the rudder trim. Pilots may also forgetto adjust power when they initiate a climb or descent or when theautopilot levels off at the preselected altitude.

Autopi lot Fai luresAutopilots, like any other system, can fail. The consequences of a

failure can be severe, so you should always monitor autopilot operation.For example, while on an instrument approach, some pilots keep theirhand poised next to the yoke. That way, they can instantly grab the yokeand take control should the autopilot misbehave. When doing this, becareful not to apply any pressure to the yoke, so that the autopilot does-n't move the trim wheel against you as described in the previous section.

The autopilot uses rate of turn information to make all turns at thestandard rate of 3o per second. So, for example, if you find the autopi-lot is banking excessively, say in excess of 30o, you might suspect thatthe autopilot is malfunctioning and you should disconnect it.

Failures in other Gf 000 system components can also lead to the lossof some autopilot modes or, in some cases, render the autopilot totallyunusable. For example, in some aircraft, loss of any of the followingcomponents leads to a complete loss of the GFC 700: PFD, ADC,AHRS, or GIAI. If GIA2 fails, the Flight Director will still function,though you will need to manually fly the airplane to follow the com-mands. If either GPSI or GPS2, Iocated within GIAI and GIA2 respec-tivelS were to fail, there would be no loss of functionality, as either GPScan take over for the other one.

If the MFD were to fail, you will lose GIA2, which is directly con-nected to most autopilots. For GFC 7OO-equipped aircraft, the autopi-Iot will remain on in the active modes and will capture any armedmodes. However, if your GFC 700 only has keys on the MFD bezel, youwill be unable to change modes and once the autopilot is disconnectedit cannot be re-engaged. The Flight Director will remain on, however,you will be unable to change modes or turn it off.

You can learn more about how component failures affect the autopi-lot in ChapLer 12. You'll find a list of typical Warnings and Cautions for

Chapter l0: Autopilot Operation 163

the Garmin AFCS Autopilot in Appendix H.

GFC 7OO LIMITATIONSMany pilots are unfamiliar with their autopilot limitations. Here's a

list of some of the limitations for one GFC 700-equipped aircraft.Consult your Airplane Flight Manual Supplement for the limitations ofyour aircraft:

o Preflight test of autopilot, Flight Director, MET switcheso Pilot with seat belt fastened occupying the left pilot seato AP off during landings and takeoffso Max engagement 165 KIASo Minimum engagement 70 KIASe Electric Trim Max Operating Speed 175 KIASo Max fuel imbalance with autopilot engaged: 90 poundso AP disengaged below 200 feet for instrument approacheso AP disengaged below 800 feet AGL for all other operations. ILS Approaches limited to Category Io Use of AP prohibited when audio panel is inoperative.o Use of AP prohibited on missed approach until a rate of climb

established to ensure altitude requirements will be met.Maximum pitch and roll limits are also specified. For the Beechcraft

G36, for exampleo the Flight Director cannot pitch more than 20o up orI5o down. Maximum bank angles are 22" and the maximum roll rate is5 degrees per second.

Finally, it should be noted that only Gf000 installations with aWAAS-capable GPS receiver can fly procedure turns and holding pat-terns automatically. In non-WAAS capable aircraft, you'll need to man-ually steer the autopilot through these procedures using the HeadingSelect mode.

King/Bendix KAP 140 Autopi lotTo date, more GlOOO-equipped aircraft have been shipped with the

KAP I40 than any other autopilot, so we'll briefly discuss differenceswith the use of this autopilot. Note that use of this autopilot variesamong aircraft, so you should refer to your Airplane Flight ManualSupplement and use it in preference to this book wherever a con{lictexists.

One of the key differences is that the KAP 140 has less integrationwith the GI000. For example, there is no AFCS Status bar on the PFDand you must look at the autopilot to see in which modes it's operating.As you'd expect, most of the autopilot keys and the altitude preselectknobs are on the autopilot rather than on the MFD bezeI. KAP I40installations ship with an electric turn coordinator, not visible in thecockpit, which provides standard rate turn information and which mustbe working for autopilot operation. Finally, KAP l40-equipped G1000aircraft do not ship with a Flight Director.

164 Mac llescott's G1000 Glass Cockpit Handbook

Figure 10-15 The KAP 140 initiallyengages in the ROL and VS modes.Here, the altitude preselect has beenset to levef otl al 2,200 feet. o rr,rax7€scotf

Soon after engine start, set thelocal barometric pressure on theKAP f40. Then, as part of the pre-takeoff checklist, you should prese-lect your cruise altitude using theknobs on the KAP 140. After takeoff,engage the KAP 140 autopilot by

pushing the AP key for at least 0.25 seconds. The system will initiallyengage in the ROL and VS modes (figure 10-15). At this point, you'llprobably want to synchronize the heading bug by pressing the HDGknob on the MFD and then select the HDG mode by pushing the HDGkey on the KAP 140.

When the GFC 700 is in VS mode, it's easy to determine what ver-tical speed it has captured by looking at the top of the vertical speedindicator on the PFD. To see the KAP I40's vertical speed referenceoyou'll need to push either the UP or the DN key on the KAP 140 once.Pushing the UP or DN key additional times will change the verticalspeed reference in I00 feet per minute increments. When youore inALI mode, each push of the UP or DN key changes your altitudeby 20feet, though the original altitude continues to be displayed in the alti-tude preselect window.

Finally, you need to arm the KAP 140 so that it will level off at thepreselected altitude. To do this, press the ARM key on the KAP 140and verify that ALT mode is armed by looking for the label ALT in the

lower half of the KAP 140 display (figure 10-16).Note that you'll get an aural altitude alert whenyou're 1000 feet from your preselected altitude. Thisis a good time to verify that you've preselected thecorrect altitude and that you've pressed the ARMkey. For subsequent level-offs, you won't need to

press the ARM key again as the KAP 140 automatically arms the ALTmode when you use the altitude preselect knobs to enter a new altitude.

Like the GFC 700, the KAP I40 has both an altitude hold mode anda vertical speed mode. However, the KAP 140 uses just a single k"y-the ALT key-to operate both of these modes. Pressing the ALT keytoggles the KAP 140 between the two modes.

The KAP 140 also has both heading and navigation modes. Like theGFC 700, the KAP I40 relies on a signal from the HDG knob on thePFD and MFD to provide the desired heading. To engage this mode,press the HDG key on the KAP 140 and steer with the HDG knob.Navigation mode, operated by pressing the NAV key on the KAP 140,can track a VOR, localizer, or GPS signal, depending upon which isselected on the CDI.

The KAP 140 has an approach mode engaged by pressing the APRkey. For an ILS signal, it will also arm the glide slope mode and cap-

Figure 10-16 The HDG and VS modesare active and the altitude hold mode isarmed. @ Max Trescoft

Chapter 10: ilot Operation

ture and track the signal at glide slope intercept. Like the GFC 700, theKAP I40 autopilot will revert to ROL mode if you push the CDI soft-key and switch the HSI navigation signal source when the autopilot isengaged in HDG, NAV, or APR modes. To fly a backcourse approach,you'll need to push the REV key on the KAP f40 to account for thereverse sensing.

Some KAP I4O-equipped aircraft, such as the original DiamondDA40 and DiamondDL[2, provide a separate CWS switch on the con-trol stick. This allows you to manually steer the aircraft to a new atti-tude or altitude, depending upon which autopilot mode is engaged.

If GIA2 were to experience a complete failure, the KAP 140 can nolonger track a signal using the NAV or APR modes. If either GPSI orGPS2 fails, the other one becomes the active GPS and there is no lossof autopilot functionality.

Limitat ionsHere are some, but not all, of the limitations for KAP 140 autopilotuse in Cessna aircraft. It's important that you refer to your AirplaneFlight Manual Supplement and understand all of the limitations ofyour autopilot.

. Preflight test procedures completed before flighto Autopilot off during takeoff and landingr Category I ILS approaches onlyo Maximum airspeed: CI72:140 kts; Cl82/C206:160 ktso Minimum speeds: CI72:70 kts; ClB2:80 kts; C206:90 ktso Maximum flaps: l0oo Maximum fuel imbalance: CI72lClB2:90 pounds; C206:100 lbso Must disconnect below 800 feet AGL (200 feet AGL if on

approach)o Autopilot disconnected before maneuvering manually with the

yokeo If red "PITCH TRIM" warning appears on G1000, you must fol-

low the Recovery Procedure shown in the Emergency Procedures.. Operation of the autopilot is prohibited when the audio panel is

inoperative, since the warning tones are routed through it.Note that if you fly the aircraft below the minimum airspeed, the

pitch trim motor may lock out and the KAP I40 no longer operates.You'll receive a PITCH TRIM Warning annunciator on the G1000, PTilluminates on the KAP f40 display, and you'll receive a warning tone.To restore normal operation, cycle the autopilot circuit breaker.Note that if a pitch trim lockout occurs during an instrument approach,the safest course of action may be to discontinue the approach, climb,and fly the missed approach.

166 Mac filwcott's G1000 Glass Cockpit Hotdbook

SummaryLike the Engine Indication System, autopilots are one of the few

areas where there are large differences in operation across different

Gl0O0-equipped aircraft. Even different aircraft using the same

autopilot have some differences in operation and limitations, so it's

important that you become very knowledgeable about your particular

autopilot.Spend time learning how to use your autopilot and you will find that

it's a helpful assistant that reduces your workload. In contrast, if you

aren't familiar with all of the autopilot's modes and limitations, you may

find yourself arm wrestling with the systemo which won't be fun or safe,

particularly, if you're in IMC.If you're an instrument pilot, or want to learn about instrument pro-

cedures, you'll want to read the next chapter. Ifnot, you can skip ahead

to Chapter 12 where we discuss dealing with component failures and

emergencies.

Chapter I l :

I t's axiomatic that instrument pilots have to know the avionics in theiraircraft in great detail in order to successfully manage the many chal-lenges that may get thrown their way while flying under instrument flightrules. This is easier in non-TAA, since traditional VOR receivers oper-ate similarly and pilots can often figure out how to use a receiver theyhaven't used before. In GPS-equipped TAA, however, it may be impos-sible for even the most experienced instrument pilot to figure out how touse a particular function. Thus, whenever you transition into any air-craft, and particularly into TAA such as those that are Gl000-equipped,it's imperative that you study and understand the systems and gain expe-rience in VFR conditions before you contemplate a flight in IMC.

To prepare for instrument flight, you should understand the basicflight planning functions covered in Chapter 9, practice them on a soft-ware simulator if possible, and fly multiple trips in VFR conditions toget familiar with using the flight planning functions in a realistic envi-ronment. Next, as you become familiar with the instrument proceduresin this chapter, fly IFR with a qualified Gf000 flight instru"1o1-prefer-ably one who is factory trained and cenified. Alternatively, you canpractice instrument flight in VFR conditions with a qualified instructoror safety pilot.

Initially, you'll want to fly instrument approaches with which you arefamiliar. Pay particular attention to GPS missed approaches, which mayrequire you to perform additional steps. Then, increase the complexityby adding an arrival procedure prior to the approach.

Next, you'll need to learn to use departure procedures. While depar-tures may seem simple, many of them require special procedures in

order to get the autopilot and GPS to follow the procedure correctly. For

example, a procedure requiring a climb to a particular altitude before

initiating a turn will require that you perform additional steps that mightnot be obvious.

Finally, you need to be comfortable switching in midstream when

ATC throws you a curve ball. Pay particular attention to learning how to

lns t rument F ty ing wi th the G1000

Chapter lI provides the fundamentals ofusing the GI000 and Perspective forinstrument flying. Serious instrumentpilots will want to get the new Max

Trescott's GPS and' WMS InstrurnentFlying Hand.book, which tells you what

you need to know to safely operate mod-em GPS receiver systems so that Youdon't get stuck in the clouds wonderingwhat button to push! To order, call 800-247-6553.

168 Mac Tfescott's G1000 Glass Cockpit Handbook

T I PWhen flying IFR in glass cockpit aircraftoit's easy to forget to inspect your flightplan, verify that the CDI needle is set tothe proper navigation source, and re-engage the autopilot if it reverts to ROLmode due to a CDI change. Therefore I'vecreated the acronym PICA-which is atypesetters'word referring to the heightof a letter-to help you remember thesesteps.Whenever you fly an approach, P is topush the PROC key, I is to inspect andverify every waypoint in the flight plan, Cis to set the CDI softkey and A is toengage or re-engage the autopilot. For anon-instrument flight plan, use FICA-like the payroll tax in the UnitedStates-where F is for the FPL key andthe remaining letters are the same.

modify the flight plan quickly for the inevitable route changes fromATC (see the Editing and Working with an Active Flight PIan sectionof Chapter 9). Practice setting up to fly one approach and then, after itis set up, reprogram the G1000 to fly a different approach at the sameairport. This will help you get comfortable handling the changes thathappen in the real world.

In this chapter, we'll describe how to load and fly instrumentapproaches, followed by arrival and departure procedures. Finally,we'll describe unique procedures that you may need while flying IFRin the air traffic control system.

IFR ApproachesMost approaches can be flown two ways: via own navigation, which

usually involves a procedure turn, and via radar vectors from ATC. Ownnavigation is used in the real world when aircraft are below radar cov-erage and ATC can neither see nor vector the aircraft. In that case, air-craft can safely fly the approach on their own, provided they fly theinstrument approach exactly as published. This is usually more workthan flying an approach via vectors, and often includes flying awayfrom the airport before turning around using a procedure turn to flyinbound to the airport. Own navigation is also used heavily in training,so that pilots become familiar with its intricacies.

Flying via vectors is the preferred way to fly an approach, since it'sless work for the pilot, though it requires more work from the controllerwho monitors your progress via radar and issues a series of vectors orturns that line you up for the approach. For an approach via vectors,envision a straight line, extending a number of miles from the airport,which is often, but not always, aligned with the runway's extended cen-terline. The controller turns you onto the line and you then follow it,using GPS or other equipment, to the airport. When the chips are down,e.g. youore tired, low on fuel or the weather's rotten, request vectors,preferably to an ILS approach, since it will require the least amount ofwork on your part and give you the greatest chance of successfully fly-ing an approach.

The GI000's GPS receiver can be used to fly an entire approach forany instrument procedure in its database, provided "GPS" is in the titleof that approach. For approaches that don't include o'GPSo' in the title,such as many VOR and all ILS approaches, GPS can be used for sup-plemental navigation guidance, but the final approach course must beflown using a NAV or ADF receiver as the primary reference.

For these latter approaches, you'll be required to press the ENT keya second time when loading them to acknowledge the message, "NOTAPPROVED FOR GPS - GPS guidance is for monitoring only. Loadapproach?" (figure ll-l). The G1000 will then use GPS to provideguidance to the approach, but the HSI will need to be switched to aNAV receiver for flying the final course of the approach. Note that if

Chapter 11: Instrument Flying with the G1000 169

you have the autopilot engaged before switching the HSI, autopilotoperation may be intemrpted. Thus it's important that you understandhow your aircraft and autopilot operate before flying an approach.

To fly a GPS approach, the following criteria must be met prior toreaching a point 2 nm outside the final approach fix (FAF):

. GI000 database is current

. GPS selected on HSI using CDI softkey

. Approach loaded and activated

. FAF is the active waypoint in the flight plan

. GPS is in auto-sequencing mode (e.g. OBS softkey not pushed)

. RAIM available for approach

. G1000 switches to APR mode at 2 nm outside of the FAF

Select ing and Removing an ApproachTo load an instrument approach, it helps, though isn't absolutely

necessary to be navigating via Direct-to navigation to an airport, or viaa flight plan that terminates at an airport with a published instrumentapproach procedure available in the G1000's database. Garmin GNS430 and GNS 530 users will be familiar with loading approaches usingthe PROC key. However, once again, the G1000 system designers havemade it easy to load approaches at least five different ways. Generally,using a softkey requires one less keystroke than using the PROC key.However, since the softkeys for loading an approach don't appear onthe PFD, you should be familiar with using the PROC key on the PFD,since it lets you load an approach as you continue to watch the primaryflight instruments.

Whenever you select an approach, you'll be given a choice to eitherLOAD or ACTIVATE the approach (figure ll-2). Loading an approachsimply appends the approach to the end of your active flight plan, whileyou continue to navigate toward the destination airport via all of thewaypoints in your flight plan. You'll want to choose LOAD if you'reselecting an approach while you're some distance away from the airportand you still need to navigate via intermediate waypoints before reach-ing the airport.

In contrast, ACTMTE also adds the approach to the end of yourflight plan, but the Gf000 will then start to provide course guidance tothe first waypoint in the approach. Thus it skips the intermediate way-points in your flight plan. This is fine once you've been instructed to flydirectly to the initial approach fix (IAF). However, if you're supposedto continue flying via the waypoints in your flight plan before flying theapproach, you'll want to LOAD the approach. If you follow the way-points in sequence to the IAE, you donot need to do anything funher. If,however, you are later vectored to the final approach, you'll need topress the PROC key, scroll to "ACTIVATE VECTOR-TO-FINAL" andpress the ENT key (figure 11-3). The G1000 will draw a magenta lineextending out from the final approach course and ATC will turn youonto that course line.

Figure 11-1 Any time you're notallowed to use GPS to navigate thefinal approach course, you'll see thismessage when you load the approach.@ Garmin Ltd. or its affiliates

Figurc 11-2 lt's important that youunderstand the diflerence betweenloading and activating an approach.@ Garmin Ltd, or its affillates

170 Mac ITescott's G1000 Glass Cockpit Hotdbook

Figure 11-3 Select "ACTIVATE VEC-TOR-TO-FINAL" when ATC begins tovector you for the approach. @ GarminLtd. or its aftiliates

Figure 11-4 Press the PROC key toselect an approach. @ Garmin Ltd. or itsaffiliates

Figure 11-5 You'll need to choosewhether to fly the approach via vectorsor to start over an lAF. o carmrn Ltd. or iEaftiliates

When selecting an approach, you'll be asked to choose VECTORS,or one of possibly several IAF's. It's important to know, before you loadthe approach, over which IAF you plan to fly (refer to your instrumentapproach plates to determine which IAF will be most convenient to thedirection from which you're arriving) or whether you want the controllerto vector you to the approach. You can switch later between vectors ordifferent IAFs if the game plan changes-and you have permissionfrom ATC-provided you haven't passed the FAE, as any change afterthat point cancels approach mode.

After you load an approach, carefully review all of the waypoints inyour flight plan to assure that they are correct. Never trust your life toflying IFR via a series of waypoints in a GPS until you have verified allof them. For example, under some conditions, you may find that yourflight plan goes to the destination airport first before you fly the instru-ment approach. If that's not your intention-because flying to the air-port first will take you out of the way-then you need to correct theplan. Rather than delete the airport waypoint, you're better off usingthe Direct-to key to take you to the first waypoint in the approach. Thatway, if you have to remove or change the approach later, you'll still havea destination airport in the flight plan.

You must have a copy of the instrument procedure on board the air-craft in order to fly an approach. While the GPS database in the Gf000and most other GPS receivers lists all of the waypoints in an approach,it does not include critical pieces of information such as altitudes to flyand the missed approach instructions. [f you do not have a copy of theapproach plate, you should reject an ATC instruction to fly an approachand ask for alternate instructions.

Using the PROC keyLet's assume that you're cunently navigating via Direct-to or a flight

plan to your destination airport. If you're not, don't worry however. Theprocess in selecting an approach is the same except that there will beone extra step where you're prompted to enter an identifier for your des-tination airport.

Press the PROC key on either the PFD or MFD. Scroll using thelarge FMS knob to "SELECT APPROACH" and press the ENT key(figure Il-4). Then use either FMS knob to select an approach from theIist available at the destination airport. Press the ENT key and scroll toselect "VECTORS" or an IAF over which you'll start your approachand press the ENT key (figure 11-5). Press the ENT key again if youwant to 'oload" the approach, or scroll to "ACTIVATE?" if you're readyto activate and begin flying the approach. To activate an approach thathas already been loaded, press the PROC key, scroll to select "ACTI-VATE APPROACH" and press the ENT key.

Using the MENU keyYou can also load an approach using the MENU key any time the

Active Flight Plan window is open on either the PFD or MFD. First

Chapter 11: Instrument Flying with the G1000 L7T

press the FPL key to open the Active Flight Plan win-dow. Then press the MENU key and scroll to highlighto'Load Approach." Press the ENT key and select thetype of approach and your desired IAF or Vectors. Finally, scroll toeither ooLOAD?" oT "ACTIVATE?" and press the ENT key.

Using Softkeys on the MFDAnytime the Active Flight Plan page is open, you can load an

approach by pressing the LD APR softkey (figure II-6). Use the Iarge

FMS knob to scroll to the AIRPORT, APPROACHand TRANSITION fields and the small FMS knob toenter an airport identifier and select the type ofapproach and desired IAF or Vectors. Scroll with the large FMS knobto "LOAD?" or "ACTIVATE?" and press the ENT key once or twice,depending upon the approach type.

You can also select an approach from the Airport Information page,the first page in the WPT group. From this page' press the APR soft-key (figure 11-7), and use the large FMS knob to scroll to the AIR-PORT, APPROACH and TRANSITION fields (figure Il-5) and thesmall FMS knob to enter an airport identifier and select the type ofapproach and desired IAF or Vectors. Then-and here's where this dif-fers from loading an approach from the Active Flight Plan page-pressthe MENU key and scroll to choose either "Load & Activate Approach"or "Load Approach" and press the ENT key once or twice, dependingupon the approach type (figure I1-8).

Finally, you can also select an approach from the Nearest Airportspage, the first page in the NRST group. From this page, press the APR

softkey, and use either FMS knob toselect the desired approach. Thenpress the LD APR softkey (figurel1-9) and scroll with either FMS knob to select the desired IAF orVectors from the TRANSITIONS field. Press the ENT key and scroll to

either "LOAD?" or "ACTIVATE?" and press the ENT key once or

twice, depending upon the approach type.

Removing an Approach, Arrival or DepartureProcedure

Plans often change while flying IFR and you may need to remove an

instrument approach that you've already added to your flight plan. You

can do this easily from the Active Flight Plan window from either the

PFD or MFD. Push the FPL key to bring up the active flight plan, press

the MENU key, scroll with the FMS knob to "Remove Approach" and

press the ENT key twice (figure Il-10). Arrival and Departure proce-

dures are removed in the same way. To remove them, push the MENU

key, scroll to either o'Remove Departure" or "Remove Arrival,o' and

press the ENT key twice. Should you change your mind and not want

io delete a procedure, before pressing the ENT key the second time,

scroll to highlight "CANCEL" and press the ENT key.

Figure 11-6 From the Active FlightPlan page, you can use softkeys onthe MFD to load an approach. @ GarmtnLtd. or its affrliates

Figure 11-7 To load an approach fromthe Airport Information page, press thePROC key or the APR softkey. @ GarmtnLtd. or its effrlletes

Figure 1 1-8 lf you use the APR softkeyto view an approach from the AirportInformation page, you'll need to usethe MENU key to load or activate it.@ Garmln Ltd. or lE affiliates

Figure 11-9 You can load an approachfrom the Nearest Airports page with thePROC key or the APR softkeY. @ GarminLtd, or its affiliates

Figure 11-10 To remove an aPProach,use the MENU key. @ Garmin Ltd. or itsaffrliates

172 Mac Ilescott's G1000 Glass Coclqit Hotdbook

Figure 11-11 An easy way to delete aprocedure is to highlight its name andpress the CLR key. @ Ganiln Ltd. or tE affit-,atas

Approach, Arrival, and Departure Procedures are also easy to deletefrom within the Flight Plan window Just look for the name of the pro-cedure in the flight plan. For example, the name of an instrumentapproach procedure appears in white just above the initial approach fix(figure 11-ll). To delete a procedure, scroll to highlight its name, pushthe CLR key and the ENT key.

Flying a VOR Approach with Vectors to FinalWhen radar service is available, instrument approaches are usually

flown with vectors to the final approach course. There are two ways toselect o'vectors to final."

When the approach is first selected, you can choose "VECTORS"from the Transitions window if you are on radar vectors and there areno other waypoints in your flight plan that you need to fly over beforebeginning the approach. Or, if you previously loaded an approach andare now being vectored to final, press the PROC key select "ACTI-VATE VECTOR-TO-FINAL" and press the ENT key. Then follow thevectors provided by ATC to intercept the final approach course.

Using the G1000 or GI000 simulator software, enter a flight planfrom KTOP to KOJC using any of the methods described in Chapter 9.With the Active Flight Plan window still open, press the LD APR soft-key on the MFD or the PROC key on either display and select anapproach. Choose the VOR RWY 36 with vectors to final and LOADthe approach by pressing the ENT key (figure II-12). Notice you mustpress the ENT key twice.

After the first press, you'll see "NOTAPPROVED FOR GPS - GPS guidance isfor monitoring only" (figure ll-l). You'llget this warning for many VOR approachesand all localizer and ILS approaches when-ever '.GPS" is not in the title of anapproach. It's to remind you that you're notallowed to fly the final approach course ofthese approaches with GPS, so prior tointercepting the final approach course youmust switch the HSI to display a VOR orLOCALIZER CDI needle.

Before proceeding further, review everywaypoint in the flight plan to verify that it'scorrect (figure II-13). It's not unusual tooccasionally find that, for example, you'reflying directly toward the airport first,

rather than the beginning of your instrument approach. In this case, itdoesn't matter that you're flying directly to KOJC, since you'll activatevectors to final later. However, if you were flying via own navigation,and didn't need to go to the airport first, you could push the FMS knob,scroll to highlight the IAF and push the Direct-to key.

Figurc 11-12 The VOR RWY 36approach can be flown with vectors orby starting at OJC and flying a proce-dure turn.

Chapter 11: Instrument Flying with the G1000 173

Notice that the HSI displays "TERM'" since you are within 30 milesof the departure or destination airport. Whenever you are in the termi-nal mode, the distance represented from the center of the CDI scale toa full left or full right deflection is I nm. Also, note that the G1000automatically loaded the VOR frequency for the approach. If the GPSCDI was selected on the HSI, the frequency is loaded into the activefield of NAVI. If one of the VOR CDIs was selected, the VOR approachfrequency is loaded into the standby field of the selected NAV radio.Verify that the Morse code identifier for the VOR appears next to theNAV radio frequency.

You'll need to get the weather. Load the appropriate frequency fromthe Airport Information page or, if you have data-link weather, reviewthe textual METAR. Also note the minimums for the approach and briefyourself on the first few steps of the missed approach.

Once ATC begins to vector you for the final approach, steer theplane using the autopilot's HDG mode and activate the approach. Pressthe PROC key, "ACTIVATE VECTOR-TO-FINAL" will be highlight-ed, and then press the ENT key. The G1000 now draws a magenta linethat extends approximately 30 nm from the final approach fix (figurelf -f4). ATC then vectors you with a series of turns to intercept the finalapproach course outside the final approach fix.

At this point, push the CDI softkey to select NAVf and set the CRSknob to the 354o final approach course. While the G1000 sets the CDIpointer for localizer, ILS and GPS approaches, you must set the point-er for VOR and localizer backcourse approaches! After selecting NAVfon the CDI, push the HDG key and then the APR key on the autopilotto arm the approach mode and continue to steer in HDG mode until theapproach mode becomes active. At intercept, the autopilot will begintracking the final approach course.

Note that we were in the HDG mode but, when we switched the CDI,the autopilot went to ROL mode. It's important that you re-engage theautopilot anytime you switch the CDI. In this case, we changed theCDI, then re-engaged the autopilot in heading mode, and then pressedthe APR key to arm the approach mode.

If you forget to switch the CDI and are still using the GPS, at 2 nmfrom the FAF the CDI scaling changes and the HSI displays ".3nm,"the distance represented from the center of the scale to a full left or fullright deflection. You will also see a softkey blinking "ADVISORY."Press the softkey and you'll be reminded to "Select NAV on CDI for

approach" (figure f f -15). Just press the CDI softkey to display VOR f

on the HSI, turn the CRS knob to set the 354o final approach course'

and press the APR key to re-engage the autopilot's approach mode.As you approach the FAE, "NEXT DTK 354o" is displayed in the

PFD's Navigation Status bar (figure ll-16), reminding you of the

desired ground track. At the FAE, you can begin your descent to thepublished altitude for this segment of the approach. For this approach,

Figure 11-13 Here, the approach hasbeen loaded but not activated, soyou're still navigating directly to the air-poft. @ Garmtn Ltd. or iE aff,llates

Figure 11-14 When flying vectors tofinal, you'll be intercepting a magentaline that's aligned with the finalapproach segment and terminates atthe MAP. @ Garmin Ltd. or its affitiates

Figure 11-15 For approaches that dontallow GPS for navigating the finalapproach course, you'll receive an alertif you don't switch the CDI to a NAVradio. @ Garmin Ltd. or lE affiliates

174 Mar Ilescott's G1000 Glass Cockpit Handbook

Figure 11-16 While on approach, you'llreceive advance notice of each upcom-ing turn. @ Garmin Ltd. or iE affrtiates

Figure 11-17 The SUSP softkeyappears and auto-sequencing of way-points is suspended at the MAP.@ Garrnin Ltd. or its affitiates

Figurc 11-18 The TO/FROM arrow flipsto FROM (triangle at bottom of figure)and SUSP is displayed in the HSI asyou pass the MAP. @ ca'n|,tn Ltd. or iEaffiliates

even lower minimums are available after passing thestep down fix if you are DME equipped and can iden-tify the fix. To descend, preselect the next altitude on

the autopilot, select the VS mode, set a descent rate and reduce power.Approaching the MAP, "ARRMNG AT U/AYPOINT" is displayed.

As you cross the missed approach point (MAP), "SUSP" is displayed inthe HSI and a SUSP softkey appears (figure ll-f 7). Also, note that theCDI TO/FROM arrow flips to FROM (figure 11-18). Notice in the flightplan that automatic sequencing of waypoints stops. Now, you must dis-connect the autopilot and either land or fly the missed approachinstructions.

Ftying the Missed ApproachIf you're flying multiple instrument approaches for practice, ATC

may issue alternate missed instructions, which allow you to begin fly-ing another approach sooner without having to follow the full publishedmissed approach. Otherwise, prior to reaching the MAR you shouldhave memorized at least the first step of the published missedapproach. That way, you won't need to look down to read the instruc-tions when you're low over the ground.

At the MAR the G1000 displaysooSUSP" in the HSI, the SUSP soft-key appears and automatic sequencing of waypoints ceases. Thisoccurs so that you can follow the missed approach instructions prior to -flying to the next waypoint. Once you're at the correct altitude or head-ing, press the SUSP softkey and you'll then receive course guidance tothe next waypoint. NOTE: flying directly from the MAP to the next way-point without following the missed approach instructions can be fatal!Auto-sequencing of waypoints ceases at the MAP, since the directcourse to the next waypoint may be through a mountain or other obsta-cle! You'll probably want to have the TERRAIN softkey selected dur-ing missed approaches.

Next, you need to immediately apply climb power, pitch up forclimb, verify that you have a positive rate of climb, and follow the firststep in the missed approach instructions which is usually a climb orclimbing turn. It's important that you verify that you're actually climb-ing. Whenever you are accelerating, the somatogravic illusion can giveyou a false sense that you're climbing when youore actually flyingstraight and level or descending. Cross-checking the airspeed and ver-tical speed indicators is the only sure way to overcome this illusion.You'll also need to clean up the airplane by raising flaps, landing gearand opening cowl flaps. So at the missed approach, remember to "pitchup, power up and clean up."

You'll also need to disconnect the autopilot if you're below the alti-tude for which its use is authorized. Preselect the next altitude at whichyou'll level off and turn the HDG knob to the desired heading. Re- -

engage the autopilot after you're above its minimum altitude for use.

Chapter 11: Instrument Flying with the G1000

As an example, let's continue the flight started in the previous sec-tion using the VOR Runway 36 approach into KOJC. As you crossedthe MAP, *SUSP" appeared in the HSI, the SUSP softkey appeared andautomatic sequencing of waypoints stopped. Theno following the missedapproach instructions, you must immediately add climb power andbegin climbing to 1700 feet while tracking the 354o radial of the OJCVOR. At 1700 feet, you'll start a right turn and push the SUSP softkeyto resume auto-sequencing and fly to the next waypoint. If you want touse GPS guidance, you'll need to push the CDI softkey to bring up themagenta GPS needle. A message like o'Next DTK 192o" will appear,giving you your course to the OJC VOR. Level off at 2600 feet and pre-pare to enter the hold at OJC.

Prior to reaching the hold, a message in the PFD's Navigation Statusbar suggests a recommended holding entry procedure (e.g. HOLD

PARALLEL, HOLD TEARDROP or HOLD DIRECT). In this case' a

parallel entry is recommended. Crossing the holding fix, the CDI flips

from "TO" to "FROM," automatic sequencing of waypoints ceases'.SUSP" is displayed in the HSI, and the SUSP softkey appears.

Note that the GI000 does not provide steering in holds, so youoll

need to manually turn to a heading of. l74o to parallel the holding

course outbound. It does, however, automatically time the outbound^

l"g. Look for the time next to "HOLD'' in your flight plan. After flying

outbound for one minute, make a left turn (to remain within the hold's

protected area) to a heading that allows you to intercept and track a

354o course back to the OJC VOR (figure ll-19). At the VOR, make a

standard rate turn to the right to a heading of I74o and continue flying

the holding pattern until you've reactivated the approach, selected

another approach or chosen another destination.

Flying a No Procedure Turn GPS ApproachGPS approaches are among the easiest approaches to fly, once

you've set up your GPS receiver properly. Most GPS approaches can be

flown without a procedure turn from one or more of its initial approach

Figure 11-19 After flying outbound for aminute, turn and choose a heading thatwill intercept the inbound course to thehofding lix. a aanntn ua. ot tE atfrliates

fixes (IAF). Let's look at flying a GPS 24lB Aapproach on a flight plan from KLHV lFAflto N38, the Wellsboro-Johnston air-

Z37O /port in Pennsylvania. !

First create a flight plan fromKLHV to N38. Then use the PROC SToNIBcKt

k"y or MFD softkey to load an srK

"!approach. Choose the GPS Runway 28 S

approach starting with the transition ,;$

i.,,, Ern p

over ETTUP, which is an IAF for this /

approach (figure f l-20). Choose ACTIVATE and press the ENT key' Fisurc 11-20 Nopr indicates that noBefore proceedingo review every waypoint in the flight plan to verily that procedure turn is required when start-it's correct. To do this, press the FPL key and, if it's a long flight plan, ing this approach at the IAF at ETTUP'

use the FMS knob to scroll through all of the waypoints (figure lf-21).

t76 Mar Tfescott's G1000 Glass Cockpit Hazdbook

Figure 11-21 Since we activated thisapproach (instead of loading it), we'reflying directly to ETTUR the lAF.@ Ganiln Ltd. or tE affiliat66

T I PWhen flying an approach, make sure thatyou monitor the HSI's CDI needle for pri-mary course guidance. Many peoplewatch the moving map and steer theplane to follow the map. While the mapcan be helpful, using the CDI needleallows you to track a course more accu-rately.

Make sure, for example, that you're flying directly to ETTUP and not to-N3B first. Also, note on the instrument chart that "4000 NoPT" meansthat no procedure turn is required or allowed, unless you ask ATC forpermission, when flying from ETTUP to NOZVY at 4,000 feet.

Verify that the GPS CDI needle is selected on the HSI and press theNAV key to engage the autopilot in the navigation mode. Since youactivated the approach, you should be very close to the magenta lineand the navigation mode should become active. If it doesn'to use theautopilot's HDG mode to steer the aircraft to intercept the course.

Since this is a short trip and you're never more than 30 miles fromeither the departure or destination airports, the GPS receiver will neverswitch to enroute mode, where the CDI scale from the center to eithera full left or full right deflection would represent 5 nm. Instead, it willstay in terminal mode until you start the approach. You can verify thisby seeing the label TERM in the HSI. In this mode, the center of theCDI scale to a full left or full right deflection is I nm or 2 nm totalacross the entire CDI.

As you approach each waypoint, you'll see messages in the PFD'sNavigation Status bar notifying you of the next direction to fly and thentelling you when to start your turn. Approaching ETTUP, you'll see"NEXT DTK 004o" and then "TURN TO 004"." Approaching NOZVY,you'll see ooNEXT DTK 280o" and then "TURN TO 280o."

Each time you reach a waypoint where you can descend, preselect -

the next altitude on the autopilot, engage the vertical speed mode andset a descent rate. Reduce the power as appropriate for descent andincrease the power as the autopilot levels off at the new altitude.

After you've passed NOZVY and are established on the finalapproach course, push the APR key on the autopilot to engage theapproach mode. As a general rule, engage the approach mode after you:

o have intercepted the final approach course or are on the lastvector to final,

o are cleared for the approach ando have selected the proper navigation source on the HSI.The NAV mode generally makes turns at a standard rate, while the

APR mode makes turns at less than standard rate. In the case of theKAP I40, in approach mode it may overshoot the 90o turns found inthe standard 66T" configuration used for many GPS approaches. That'swhy you'll want to stay in NAV mode until after you make the turn atNOZVY.

At 2 nm from the FAR COVOJ, "APR" appears on the HSI, indicat-ing that the GPS receiver is in approach mode and that the CDI scal-ing is now 0.3 nm from center to full left or full right deflection, or 0.6nm across the full CDI scale (figure ll-22). At COVOJ, you can beginyour descent to the published minimum altitude for the approach. Asyou approach ASODE, the MAP, "ARRIVING AT U/AYPOINT" is dis-

-

played. As you cross the MAP, "SUSP" is displayed in the HSI, the

Chapter 11: Instrument Flying with the G1000 177

SUSP softkey appears on the PFD, and the CDITO/FROM arrow flips to FROM. Now, you must dis-connect the autopilot and either land or fly the missedapproach instructions.

Flying a GPS Approach with a ProcedureTurn

Some GPS approaches, particularly those createdsimply by overlaying new GPS coordinates on top of anolder approach originally designed to be flown withground-based navigational aids, will incorporate a pro-cedure turn. Essentially, you fly to an IAF and intercept the course tothe airport but fi.rst fly auay from the airport. Then you have to turn toreverse direction and follow the same course back toward the airport.This course reversal is known as the procedure turn.

Generally, you must complete the procedure tum within l0 nm ofthe IAE though you need to read each approach chart to confirm whatdistance is allowed. Typically, people will fly outbound for one or twominutes before turning, depending upon their groundspeed, to staywithin the I0 nm radius. If instead of a procedure turn symbol, howev-er, a race track symbol is depicted, you are required to make your

^ course reversal in that holding pattern. Or, if a teardrop symbol isshown, you must fly a teardrop turn.

There are no requirements as to how you accomplish the l80o tumneeded for a procedure turn, except that all turns must be on the sideof the course depicted by the arrow or procedure turn symbol on thechart. Some pilots will initially turn 45o in the direction of the proce-

dure turn arrow, fly for one minute, and then make a l80o turn away

from the airport until they re-intercept the inbound course to the air-port. However, any combination of turns to accomplish the maneuver ispermissible. Let's look at flying a GPS approach with a procedure turnon a flight plan from KSLN to KBEC in Wichita, Kan.

First, create a flight plan from KSLN to KBEC. Then use the PROC

key or a MFD softkey to load an approach. Choose the GPS-B approach

starting with the IAF at SEZER. Choose ACTIVATE and press the ENT

key (figure 1l-23). Before proceeding, review every waypoint in the

flight plan to verify that it's correct. Make sureo for example, that you're

flying directly to SEZER and not to KBEC first, which would be the

case if you had pressed LOAD instead of ACTIVATE (figure ll-24).

Then engage the autopilot in the NAV or navigation mode.

when youore more than 30 nm from KSLN, the GPS will switch from

terminal mode to enroute mode. You'll see ENR displayed in the HSI

and the CDI scaling gradually changes to 5 nm from center to full left^

or full right deflection, or l0 nm across the full CDI scale. Later, as you

get within 30 nm of KBEC, the receiver will switch back to terminal

mode, TERM will appear in the CDI and the CDI scaling will gradual-

Iy change to 2 nm across the full CDI scale.

Figure 11-2, At 2 nm from the finalapproach fix, "APR" appears in the HSIindicating the GPS has switched toapprOach mode. @ Garm,in Ltd. or iE affrlh

atos

T I PWhen flying a non-precision approach toa non-towered airport, you may want to

change one of the fields in the activeflight plan to display CUM, which is the

cumulative distance to the final way-point. That way, you'll instantly knowyour distance to the airport and can

report that distance when you call in on

the CTAF to report your position andintentions. Whenever making thesereports, give it in terms which a non-IFRpilot will understand. For example, don'tjust say that you're on the VOR 29

approach. Instead, state that you're 5

miles southeast of the airport on the VOR

approach.

178 Ma,c llescott's G1000 Glass Cockpit Handbook

Figure 11-23 The GPS-B approach isan overlay of a VOR approach. Youcan fly it with vectors or start at the IAFSEZER and fly the procedure turn.

Figure 11-24Ihe system shows thatyou're flying directly to SEZER and thatit will initiate the procedure turn byturning to a course of 093'.@ Garmin Ltd. or its affiliates

.-.ffiItrr--- ---- ------ --- j---- ---- ---- -A , I

Approaching the IAF at SEZER, "NEXT DTK093o" and then "TURN TO 093o" are displayed. Ifyou're using the autopilot, the plane will intercept the

approach course near the IAF and begin flying out-

bound (figure 1l-25). To stay within l0 nm, you can

either start a timer or monitor your distance from

SEZER in the Active Flight PIan window. AIso, on the

Navigation Map page, the G1000 draws a l0 nm circle

around SEZER, which makes it easy to stay within the

boundary.Approximately one minute after passing the IAE,

"START PROCEDURE TURN" is displayed. The CPS receiver doesnot provide course guidance for the procedure turn, so you'll need topush the autopilot's HDG key and make these turns manually with theHDG knob. The FAA doesn't specify how you make this turn, but manypeople will turn 45o in the direction depicted, time for one minute, turn1B0o and intercept the course inbound. Note that on some approaches,such as CPS approaches based on a VOR or NDB where the IAF andMAP are both at the airport, you'll fly more than 2 minutes outboundbefore receiving the "START PROCEDURE TURN" message.

Once the airplane has turned inbound, the C1000 auto-sequencesto the next waypoint which is SEZER faf. After you're established onthe final approach course inbound, push the autopilot's APR key toengage the approach mode. At 2 nm prior to SEZER, the CPS receiverswitches to approach mode, APR is displayed on the HSI, and the CDIscaling gradually changes to 0.3 nm from the center of the CDI to fullleft or full right deflection. Upon reaching the FAR "NEXT DTK 269""is displayed and you can begin your descent to the published minimumaltitude for the approach.

Each time you reach a waypoint where you can descend, preselectthe next altitude on the autopilot, engage the vertical speed mode, andset a descent rate. Reduce the power as appropriate for descent andincrease the power as the autopilot levels off at the new altitude.

Upon arriving at the MAP, auto-sequencing is suspended, SUSP isdisplayed on the HSI, the TO/FROM flag flips to FROM and the SUSPsoftkey appears. Now, you must disconnect the autopilot and eitherland or fly the missed approach instructions.

Fly ing an ILS Approach w i th Hotd ing Pat te rn underOwn Navigat ion

The ILS approach is generally considered one of the easierapproaches to fly. However. there are a couple of key differences fromflying other approaches. For example, GPS guidance can be used but,once on the final approach course? the HSI must be set to display eitherthe NAVI or NAV2 CDI by pushing the CDI softkey on the PFD.

The G1000 can make this switch for you automatically using the"ILS CDI CAPTURE" feature, which can be set on the System Setup

Chapter 11: Instrument Flying with the G1000 179

page in the AUX page group (figure 7-48). When in the "AUTO" mode, theGf000 automatically switches theCDI from GPS to NAVI or NAV2 asyou intercept the final approachcourse, provided you are within aboutI.2 nm left or right of course and lessthan 15 nm down the ILS course fromthe FAF. Note, howevero that if youarrive at the ILS inside of the FAE,NAVI or NAV2 must be set manually.

EtmE(A toi/rioA

NOTE: Be cautious when using theILS CDI capture mode with theautopilot. If you have the autopilotengaged while using GPS for guid-ance, the autopilot will switch to theROL mode when the ILS auto capture occurs and the CDI switches toNAVI or NAV2.f When this happens, you need to re-engage theautopilot's approach mode. A strategy for avoiding this is to switch theCDI manually to NAVI or NAV2 and then immediately re-engage theautopilot in approach mode. Some aircraft, such as the Diamond DA40,state in their limitations that the ILS CDI CAPTURE function must be

set to Manual for autopilot coupled ILS approaches.

Examine flying an ILS approach on a flight plan from KTUL to

KIDP in Independence, Kan. First create a flight plan from KTUL toKIDP. Then use the PROC key or a MFD softkey to load an approach.Choose the ILS Runway 35 approach starting with the IAF at VOVRY(figure ll-26). Choose ACTIVATE and press the ENT key. Before pro-

ceeding, review every waypoint in the flight plan to verify that it's cor-

rect (figure ll-27). Then engage the autopilot in the NAV mode.Notice that the Gf000 has automatically loaded the ILS frequency

for the KIDP ILS into the active field for the NAVI radio. Verify that

the localizer's IIDP identifier appears next to the frequency in the NAV

radio. AIso, notice that the HSI displays "TERM'' since you are within

30 miles of the departure or destination airport.Prior to reaching the IAR use a mnemonic like the ooFour M's" to

remember to push the MKR/MUTE key on the audio panel so that you

can hear the Morse code audio as you pass over the markers. The four

M's are: Mag compass, Markers, Minimums, and Missed approach.

With the G1000, you don't need the first M, since the HSI is automat-

ically slaved to the magnetic compass and you never need to set it.

Markers reminds you to turn on the marker audio with the MKR/MUTE

I Erv 822 I

I zr.*

Figure 11-26 Since a holding pattern isdepicted, the course reversal mustoccur at the hold when flying theapproach under own navigation.

Figure 11-27 The G1000 will not initi-ate a turn into a hold. You must manu-ally fly a 175o course outbound, not the355' course shown next to HOLD.@ Garmin L6' or iE atfiliates

tocAlEER il0.7l-lDP -.. .Chtn il4

os\,vEco117.6 OSIIV !'----

Chon 123

note on page

180 Muc Tlescott's G1000 Glass Cockpit Handbook

T I PWhen flying vectors to an ILS, use theGPS NAV and HDG modes prior to theCDI switch to the localizer. After the CDIswitch occurs, regardless of whether youdid it manually or automatically, push theautopilot's APR key. If you wait untilafter the CDI switch to push the APRkey, button pushing is reduced.

Figure 11-28 After the HSI switches tothe NAV radio for an ILS approach, youneed to engage the autopilot inapproaCh mOde. @ Garmin Ltd. or iE atfiti-

ates

key, minimums means to note the minimum altitude to which you can -descend on the approach and missed approach means to memorize thefirst step of the missed approach instructions. Also, in non-Gl000-equipped aircraft, you may have to set a NAV radio for the missedapproach.

Approaching VOVRY, the PFD's Navigation Status bar will recom-mend that you "HOLD DIRECT" to make the course reversal at thehold at VOVRY. As you reach VOVRY, auto-sequencing is suspended,SUSP is displayed on the HSI and the SUSP softkey appears. Push theHDG key on the autopilot and use the HDG knob to turn to a headingof 175' to make a direct entry into the hold. Once on a heading of I75o,you can time outbound for I minute by watching the time next to HOLDin the Active Flight Plan window.

After timing outbound for a minute, make a right turn back toapproximately 355' to intercept the localizer inbound. Press the APRkey to set the approach mode on the autopilot to track the inboundcourse. If ATC directed you to hold at VOVRY, press the SUSP keybefore VOVRY, so that the G1000 wonot auto-sequence to the next legof the approach. Press the softkey again when finished holding.

Approaching VOVRY, "NEXT DTK 355'is displayed and the CDIwill switch to NAVI (figure 1I-28), assuming the ILS CDI Capturefunction on the System Setup page is set for "AUTO." Altemativelyyou can manually select NAVI using the CDI key. Remember that after --

the CDI is switched manually or automaticallS the autopilot will revertto ROL mode and you will need to engage the approach mode. Sincethis is an ILS approach, check to see that the autopilot's GS (glideslope) mode is armed.

Inside VOVRY, you can descend to the next lower altitude pub-lished on the instrument approach chart. Note that auto-sequencingresumed, the HSI no longer displays SUSP and the SUSP softkey isgone. As you approach JEFFE the green diamond-shaped glide slopeindicator gradually moves down toward the center of the glide slopeindicator. As it reaches the center, verify that the autopilot's GS modeis now active and reduce power for the descent. Nearing JEFFE,"NEXT DTK 356o" is displayed and you'll hear the Morse code for theouter marker. You can mute the Morse code audio by pressing theMKR/MUTE key one time.

As you near the MAR "ARRIVING AT WAYPOINT" is displayed.At the MAP, auto-sequencing is suspended, SUSP is displayed on theHSI and the SUSP softkey appears. When you reach the minimum alti-tude for the approach, disconnect the autopilot and either land or initi-ate a climb to follow the missed approach instructions.

Loading an ArrivaI ProcedureAn arrival procedure is used to transition an aircraft from the en -

route structure to an instrument approach. It also saves ATC time inissuing instructions, since it documents the route and altitudes for

Chapter 11: Instrument Flying with the G1000 181

pilots to follow to reach an instrument approach. Pilots are required tohave a copy of any arrival procedure that they are instructed to fly. Ifthey don't have a copy on board the aircraft, they must not accept thearrival procedure and should ask for altemate routing instructions.

Generally, an arrival will start at one or more different points thatform branches of the arrival. Like tributaries in a river, these brancheswill join at a single waypoint for which the arrival procedure is named.In selecting an arrival, you will be required to select the transition orbranch of the arrival through which you'll be arriving and possibly therunway.

It's particularly important that you review all of the waypoints inyour flight plan after loading an arrival and an approach. There aremany overlapping waypoints between the en route structure, arrivalsand approaches. For example, an arrival may end in a waypoint that isalso the first waypoint that begins an approach. The G1000 is designedto eliminate most of these redundant waypoints where overlaps occur,but it's still important that you review every waypoint in your flight planfor any possible errors.

Arrivals can be loaded in the same ways in which approaches canbe loaded, except that they cannot be loaded from the Nearest Airportspage.

Using the PROC keyPress the PROC key on either the PFD or MFD. Scroll using the

large FMS knob to ooSelect Arrival" and press the ENT key (figure ll-29). Then use either FMS knob to select an arrival from the list avail-able at the destination airport. Press the ENT key and scroll to selectthe transition over which you'll begin the arrival and press the ENTkey. In some cases, you'll also need to scroll to select and enter a run-way number (figure f f-30). Finally, press the ENT key to "Load" thearrival.

Us ing the MENU keyYou can also load an arrival using the MENU key, any time the

Active Flight PIan window is open on either the PFD or MFD. First,press the FPL key to open the Active Flight PIan window. Then pressthe MENU key, scroll to highlight "Load Arrival" and press the ENTkey. Select the arrival name, press the ENT key, scroll to select thetransition and press the ENT key. In some cases, you'll also need toscroll to select and enter a runway number. Finally, press the ENT keyto "Load" the arrival.

Using Sof tkeys on the MFDAnytime the Active Flight Plan page is open, you can load an arrival

by pressing the LD STAR softkey (figure lI-6). Use the large FMSknob to scroll to the ARRIVAL, TRANSITION and RUNWAY fieldsand the small FMS knob to enter an arrival, transition and in somecases the runway. Finally, press the ENT key to "Load" the arrival.

Figure 11-29 Press the PROC key toselect an arrival procedute. @ Germin Ltd.or its affiliates

Figure 11-30 When you load an arrivalprocedure, you'll need to select a tran-sition and sometimes a runway.@ Gemin Ltd. or its affrliates

182 Mat Ttescott's G1000 Glass Cockpit Hotdbook

T I PIoad departure procedures before you

load the rest ofyour flight plan. That way,

the first leg of the departure procedure

will be active. Otherwise, if you load the

DP last, you'll need to active the first leg

of the departure procedure.

Figure 1 1-31 Press the PROC key toselect a departure procedure. @ GarmrnLtd. or IE afftliates

Figure 11-32 For departure proce-dures, you'll need to select a transitionand sometimes a runway. @GanninLtcl.or fts affiliaf€,s

You can also select an arrival from the Airport Information page,

which is the first page in the WPT group. From this page, press the

STAR softkey (figure lI-7), and use the large FMS knob to scroll to the

ARRIVAL, TRANSITION and RUNWAY fields and use the small FMS

knob to enter an arrival, transition and in some cases the runway.

Finally, press the ENT key to "Load" the arrival.

Loading a Departure ProcedureDeparture procedures can be loaded in the same ways in which

arrivals can be loaded. Vector DPs, however, in which the entire depar-

ture procedure is a series of vectorso are not in the G1000 database.

Take special note of the next section below on Special GPS Proceduresin which we describe how the OBS mode is used to fly some departureprocedures.

Using the PROC keyPress the PROC key on either the PFD or MFD. Scroll using the

Iarge FMS knob to "select Departure" (figure 1l-31) and press theENT key. Then use either FMS knob to select a departure procedurefrom the list available at the departure airport. Press the ENT key andthen scroll to select the transition you'll take, press the ENT key scrollto select and enter a runway number if necessary and press the ENTkey. Finally, press the ENT key to "Loado'the departure procedure.

Using the MENU keyYou can also load a departure procedure using the MENU key, any

time the Active Flight Plan window is open on either the PFD or MFD.First, press the FPL key to open the Active Flight Plan window. Thenpress the MENU key, scroll to highlight "Load Departure" and pressthe ENT key. Select the departure procedure name, press the ENT key,scroll to select the transition and press the ENT key. In some cases,you'll also need to scroll to select and enter a runway number. Finally,press the ENT key to "Loado' the departure procedure.

Using Sof tkeys on the MFDAnytime the Active Flight Plan page is openo you can load a depar-

ture procedure by pressing the LD DP softkey (figure 11-6). Use thelarge FMS knob to scroll to the DEPARTURE, TRANSITION andRUNWAY fields and the small FMS knob to enter a departure proce-dure, transition and in some cases the runway. Finally, press the ENTkey to "Load" the departure procedure.

You can also select a departure procedure from the AirponInformation page, which is the first page in the WPT group. From thispage, press the DP softkey and use the large FMS knob to scroll to theDEPARTURE. TRANSITION and RUNWAY fields and use the smallFMS knob to enter a departure procedure, transition and in some casesthe runway (figure ll-32). Finally, press the ENT key to "Load" thedeparture procedure.

Chapter ll: Instrument Flying with the G1000 183

Special GPS ProceduresAll GPS receivers, including the

G1000, operate most of the time inleg mode or auto-sequencing mode,in which the GPS provides guidancebetween two successive waypoints inthe flight plan and, as a waypoint isreached, they automatically sequenceto the next waypoint. The GPS canalso operate in OBS mode, selectedby pushing the OBS softkey on thePFD. It allows you to treat a waypointlike a VOR and specify a specificcourse that you can fly to or from thatwaypoint. It's useful when you want tofly a specific course to reach a way-point. This mode is needed to flysome of the following special proce-dures.

Note that you can set the active

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waypoint in your flight plan to use OBS mode and have the flight planretain that information. To do this, press the FPL on the PFD. Theactive waypoint will be the second waypoint in the active leg orwhichever waypoint you set using the Direct-to key. Push the OBS soft-key and turn the CRS knob to set the course for that waypoint. Thenpress the ENT key to save the course in the flight plan. You can nowpush the OBS softkey to turn off OBS mode, since the OBS course isalready saved in the flight plan.

Ftying with OBS mode on a Departure ProcedureOften when you fly a missed approach or departure procedure, you

need to climb to a specific altitude before turning to the next waypoint.For missed approaches, the GPS automatically suspends auto-sequenc-ing so that you can climb and follow any other missed approach instruc-tions prior to pressing the SUSP key and navigating to your next way-point. For departure procedures, however, you need to determinewhether you need to push the OBS key to prevent auto-sequencing sothat you can, for example, climb to a specified altitude before turningon course.

In this example, we'll simulate a flight from KSJC to KSCK. Usingthe G1000 or G1000 simulator software, enter a flight plan starting atSan Jose International airport and specify the SUNOL SIX depanurefrom runway ll with the ECA transition (figure 1f-33). Notice in theActive Flight Plan page that the system will fly a course of 312' toward

OAK if left in auto-sequencing mode (figure ll-34).However, the departure procedure says to "Climb via heading l23o

to intercept and proceed via OAK R-129 to 4000. Then turn left

Figurc 11-33 This departure proce-dure calls for tracking the OAK 129'radial outbound until you reach 4000feet.

Figurc 11-34 OBS mode is requiredsince the flight plan shows a DTK of312'to OAK, yet the departure proce-dure requires that we track the 129'radiaf outbound. @ Gamin [td. or lts affillates

184 Mm TTescott's G1000 Glass Cockpit Hotdbook

Figure 11-35 On departure, fly theassigned heading of 123' until inter-cepting the OAK 129' radial outbound.@ Ganrln Ltd. or iE affrliates

Figure 11-36 Making the segment toSUNOL active provides you withcourse guidance to that segment.@ Garrnin Ltd. or lE affiliates

Figure 11-37 Using the G1000 orG1000 simulator software, enter a flightplan starting at Sry VOR and going toKERV. Load the Localizer Runway 30approach using any of the methodsshown above in the "Specify Approach"section, specify the SHEIN lAF, chooseACTIVATE and press the ENT key (fig-ure 11-38).

heading 300o for radar vectors to intercept and proceed via SJC R-009 -

to SUNOL INT" If you were to fly this flight plan in the usual auto-

sequencing mode, the autopilot would immediately turn the plane to a

heading of 3I2' and fly toward the OAK VOR-the opposite directionfrom the 123' heading called out in the procedure.

The solution is to push the OBS softkey, turn the CRS knob to setthe GPS course pointer to I29o and use the heading mode of the autopi-lot to climb on a heading of l23o (figure 11-35). As the CDI needlecenters, indicating that you've intercepted the I29o radial of the OAKVOR, turn the HDG knob to 129" (or whatever heading is needed dueto wind to track the radial) and track the radial outbound. Or, you canengage the NAV mode at this time if OAK is the active waypoint, you'rein OBS mode, and the GPS course pointer is set for 129". Otherwise,the autopilot will fly a course toward OAK. At 4000 feet, use headingmode to turn to 300' and follow vectors to the 009o radial of SJC to theSUNOL intersection (figure If-36).

Then, you'll need to re-enable auto-sequencing, to provide a courseto SUNOL. To do this, go to the Active Flight page, scroll to highlightSUNOL in the flight plan, press MENU, and notice that "Activate Leg"is highlighted. Press the ENT key and the flight plan will resume auto-sequencing and draw a magenta line representing the 009o radial fromSJC to SUNOL. While flying a heading to intercept the segment, pushthe NAV key on your autopilot to arm the navigation mode. As the -

plane approaches the segment, the NAV mode will become active andthe autopilot will fly toward SUNOL.

Holding PatternThere are a number of reasons that you might need to fly a holding

patterno including initiating some instrument procedures under ownnavigation and flying a missed approach procedure. For this example,imagine that you're flying the Localizer Runway 30 approach intoKerrville, Texas, under own navigation (figure 11-37).

The GPS receiver will already be in terminal mode, since you arewithin 30 miles of the destination. TERM will be displayed on the HSI,and the CDI is scaled to display 2.0 nm from full left to full right deflec-tion. As you approach SHEIN, the GI000 will, based upon yourgtoundspeed, calculate when you need to start turning.

First it will warn you of the impending turn by flashing "NEXT DTK123"" in the PFD's Navigation Status Bar and then will display "TURNTO 123o." If engaged, the autopilot will turn the plane to a heading ofl23o to parallel the localizer and fly outbound. After flying outboundfor a few miles, the GI000 will display "START PROCEDURETURN." No course guidance is given to the autopilot for reversingcourse in a hold, so you'll need to manually turn the plane to flyinbound and intercept the localizer. During the turn, the HSI switchesto display the Localizer CDI and the flight plan auto-sequences to show

Chapter 11: Instrument Flying with the G1000 r85

SHEIN faf as the next waypoint. Auto-sequencing will continue untilthe missed approach point is reached.

At the missed approach point, auto-sequencing stops, SUSP is dis-played on the HSI and the OBS softkey is grayed out with a SUSP label.You must then manually follow the missed approach instructions,which are a climbing left turn to 4000 feet to SHEIN and hold. Duringyour turn, press the SUSP softkey and the flight plan will sequence toSHEIN and provide course guidance to that point.

The G1000 calculates the recommended holding entry procedure,

and as you approach SHEIN, the PFD will flash "HOLD TEARDROP"in its Navigation Status Bar (figure It-39). As you reach SHEIN, auto-sequencing is again suspended and the SUSP softkey is grayed out. Youcan then turn manually to a heading of 093' to begin a teardrop entryinto the hold. Hold this heading for I minute and then turn right to aheading of approximately 303o and intercept the localizer inbound.When you reach SHEIN, begin holding by making right turns and fly-

ing outbound for however long it takes to create a one minute inboundleg. From here, you can prepare for your next approach, whether it's atKERV or elsewhere.

Fly ing the DME Arc ApproachDME arc approaches require you to follow a curved path, usually

defined by a specified DME distance from a VOR, for some portion of

the approach. You can fly the approach via own navigation by navigat-

ing to one of the IAFs, or ATC can vector you to intercept the arc at an

IAF or at some intermediate point along the arc.Let's look at flying a DME arc approach on a flight plan from KPAO

to KWVI in Watsonville, Calif. (figure ll-40). First create a flight plan

from KPAO to KWVI. Then use the PROC key or MFD softkey to load

an approach. Choose the VOR/DME-A GPS approach starting with the

IAF at JEJZE. Choose ACTIVATE and press the ENT key. Before pro-

ceeding, review every waypoint in the flight plan to verify that it's cor-

rect (figure II-41). Then press the NAV key to engage the autopilot in

the navigation mode.Since you're never more than 30 miles from either the departure or

destination airports, the GPS receiver will stay in terminal mode until

you start the approach. You can verify this by seeing the label TERM

in the HSI.As you approach the IAF JEJZE, the GPS receiver will calculate

when you need to start your turn onto the arc and what your initial

heading will be on the arc. If you're flying at about I20

knots. vou'll see "NEXT DTK 004"' in the PFD's

Navigation Status bar, notifying you of the next turn

and then "TURN TO 004o." At different groundspeeds, the initial

heading will be slightly different. Then fly along the arc, keeping the

GPS CDI needle centered.

Figure 11-38 The localizer approach isfoaded for own navigation. @GanrtnLH.or tE alfiliahs

T I PWhen you're flying a holding pattem,you're expected to track the inboundcourse to the fix, as depicted by the

magenta race track (figure II-19). When

flying outbound, you simply turn to the

outbound heading (plus or minus windcorrection) and accept whatever ground

track you get. However, one DPE reports

that with the advent of moving map dis-plays, he sees some Instrument ratingcandidates try to track the outbound por-

tion of the race track depicted on the

screen. That is not the proper way to fly

outbound when in a holding pattern.

Figure 11-39 The G1000 shows therecommended holding entry procedure.@ Garmin Ltd. or iE alfrliates

186 Mac Tlescott's G1000 Glass Cockpit Hadbook

Figure 11-40 You can start thisapproach at lAFs on either end of thearc, or ATC can vector you to a mid-point of the arc.

Figure 11-41 Review all steps in yourflight plan. JEJZE, the lAF, is the activewaypOint. @ Garmln Ltd. ot iE affltlates

Figure 11-42ll vectored to the middleof an arc, activate the arc segment withthe MENU key or the MFD's ACT LEGSOftkey. @ Garmin Ltd. or its affitiates

If you are vectored via ATC to an intermediate point along the arc,you can activate the arc portion ofyour flight plan before reaching thearc. In the Active Flight Plan page, press the FMS knob and scroll withthe large FMS knob to highlight "DME ARC." Then press the MENUkey, highlight "ActivateLeg" and press the ENT key, or from the MFD,push the ACT LEG softkey and the ENT key. The arc portion of theapproach will now be highlighted in magenta (figure II-42).Interceptand fly along the arc.

As you approach KENIW the PFD will display the messages"NEXT DTK 314"' and then "TURN to 314o." Start your turn andtrack along the next segment to the FAF at DYNER. Note that you donot have to switch the CDI to NAVI or NAV2 since GPS is included inthe title of this particular approach. Each time you reach a waypointwhere you can descend, preselect the next altitude on the autopilot,engage the vertical speed mode and set a descent rate. Reduce thepower as appropriate for descent and increase the power as the autopi-lot levels off at the new altitude.

At 2 nm from the FAE DYNER, ooAPR" appears on the HSI, indi-cating that the GPS receiver is in approach mode and that the CDI scal-ing is now 0.3 nm from center to full left or full right deflection, or 0.6nm across the full CDI scale. At DYNER, "NEXT DTK 314"'is dis-played on the PFD and you can begin your descent to the publishedminimum altitude for the approach.

As you near the MAP, "ARRIVING AT U/AYPOINT" is displayed.At the MAP, auto-sequencing is suspended, SUSP is displayed on theHSI, the CDI switches to a "FROM" indication and the SUSP softkeyappears. You must then disconnect the autopilot and either land or ini-tiate a climb to follow the missed approach instructions.

Flying a Course from Fix to Alt i tudeSome approaches include a leg where you need to climb to a partic-

ular altitude before proceeding to the next waypoint. For these legs,auto-sequencing is suspended and the SUSP softkey appears. Whenyou reach the required altitude, simply press the SUSP softkey on thePFD and the flight plan will sequence to the next waypoint.

An example of this is the missed approach portion of the VOR/DMERunway 25 approach at KPMD (figure II-43). You can load thisapproach in the G1000 software simulator and select vectors for theapproach. At the MAP, auto-sequencing is suspended, SUSP is dis-played on the HSI, the CDI switches to a "FROM" indication and theSUSP softkey appears.

If you press the SUSP softkey to re-enable auto-sequencing, theSUSP softkey will immediately reappear. This allows you to climb to5000 feet, as listed in the flight plan, before flying to the next waypoint,which is the PMD VOR (figures II-44 and ll-45). Once you reach5,000 feet, press the SUSP softkey and you'll receive course guidanceto PMD.

Chapter 11: Instrument Fl with the G1000

Ftying a Course from Fix to Manual SequenceThis procedure is very similar to the Flying a Course from Fix to

Altitude described above in that for a particular leg, auto-sequencing

is suspended and the SUSP softkey appears. However, instead of wait-

ing until you reach an altitude to press the SUSP softkey and fly to the

next waypoint, you wait until you receive further instructions from

ATC.An example is the COASTAL TWO DEPARTURE from KBAF in

Barnes, Mass. (figure f I-46). You can load this departure procedure in

the G1000 software simulator by pressing the PROC key and selecting

the "CSTL2" departure with a GEDIC transition departing from runway

02. Prior to departure, review each of the waypoints in your flight plan

and check to see that MAN SEQ is the active leg. If it's not, scroll to

highlight "MAN SEQ" in the Active Flight PIan window and activate

the leg using the MENU key or the ACT LEG softkey on the MFD (fig-

ure ll-47).As you depart, auto-sequencing is suspended and the SUSP softkey

appears. Reading the departure procedure shows that after departure

you are to fly vectors and altitudes assigned by ATC. Once you are

tl"ared by ATC direct to the HFD VOR, press the SUSP softkey. This

will re-enable auto-sequencing and provide you with course guidance

to the next waypoint which is the HFD VOR.

T I PWhen flying a DME arc' you may want to

configure one of the fields in the

Navigation Status bar of the MFD to dis-

play XTK, which is your crosstrack, or

distance in nautical miles from the

desired course. This will help you contin-

ually correct back toward the arc.

If your GI00O software version includes

bearing pointers on the PFD, you can use

these to help fly a DME arc' First, set the

VOR frequency for the arc on NAVI.

Then press the PFD softkeY and the

BRGI softkey until NAVI is displayed in

a box to the lower left of the HSI. A green

bearing pointer, which points to the

VOR, also appears on the HSI. When fly-

ing the arc, choose a heading which

keeps the bearing pointer approximately

90 degrees (plus or minus a few degrees

for any wind correction) from your head-

ing. While flying the proper heading on

the arc, it will always point toward one of

your wings, plus or minus the wind cor-

rection angle.

MtssED APPROACI.I; Oimb to 50oo vio PMD R-2S2 trrt dimbing right turn b 7modi|tct p*tD yoRIAc md hold. FACAN oircrch dimling right tum b 50f,) vioR-298 b FISCH InlI4.3 DltiE ond hold SE lc$ tum 298" inbqrnd.l

Figurc 11-43 This missed aPProachprocedure from Palmdale airPortrequires a climb before turning back tothe VOR.

Figure 11-44 When You reach therequired altitude, Press the PFD'sSUSP softkey so that auto-sequencingwilf continue, @ Gamin Ltd' or E affiliates

TAA lnstrument ScanThere are many methods of scanning the

instruments in traditional aircraft, however

these scans require modification in TAA, due to the different layout of

instrument indicators on the PFD. The biggest difference in TAA is that

ingly. Regardless of scan technique, most of your time is spent scan-

indicator. The scan continues by looking at each of the other instru-

ments, but always returns to the attitude indicator before going to the

next instrument.

HSI, note the rate of turn.

188 Max Tlescott's G1000 Glass Cockpit Hotdbook

TAKEOFF All RUI.|\/VAYS: Hy orcigncd hooding cnd ohitude br rudor wclonbtrDvffi. TFnc...... . . . Frorn onr HFDVOR/D^I{E procoedvio rlu HFD R-'143 b THUMB lM, rhenprrod vio thc HTO R-010 to YODER lNt, then vio the CCC R-05/ to CCCYOR/DI{E. Ihcn viq lfonsitiqrlor (osigncd rcutel. Bpect cleoronce b requedodflieht la,C bn (10) minuts oftcr &ponlu.

The amount of focus on any instrument dependsupon what control changes are being made. Forexample, when initiating a turn, the attitude indicatoris used to establish a bank angle that approximates astandard rate turn. The required bank angle indegrees is approximately l57o of your true airspeed,or l5o at 100 knots. Then, once the turn is estab-Iished, more emphasis is placed on the rate of turnindicator to maintain the turn at a standard rate.

Other control changes require an emphasis on different instruments,which is beyond the scope of this book.

It's always important to crosscheck instruments. In traditional air-craft, there are ootriangles of information" that can be crosscheckedagainst each other. The airspeed, attitude indicator, altimeter and VSIform one triangle which offers pitch information. The attitude indicator,

turn coordinator and heading indi-cator form another triangle that pro-vides bank information. You cancompare information within each ofthese triangles to verify that you'regetting consistent information and

Figure 11-45 Continue to track the282" radial and press the SUSP soft-key at 5000 feet. o oarmin Ltd. ot tE affrti-ates

Figurc 11-46 This departure requiresthat you fly vectors before following therest of the published procedure.

Figure 11-47 Fly vectors until clearedto HFD, then press the SUSP key.@ Garmin Ltd. or iE affiliates

that no instrument has failed.In TAA, instead of triangles, we have "lines of information." Pitch

information is conveyed in a horizontal line formed by the airspeed,attitude indicator, altimeter and vertical speed indicator. Bank informa-tion is in a vertical line formed by the attitude indicator, rate of turnindicator and HSI. Crosscheck the indicators in each line for consis-tency and to verify that no instrument has failed. If one does, a red Xshould appear over that indicator.

SummaryThe G1000 is without peer among glass cockpits, since it allows you

to flight plan and load instrument approaches from the PFD whilesimultaneously monitoring the flight instruments. This greatly reducesthe risk of entering an unusual attitude while programming the system.It's imperative that you know how to use the G1000 for flight planningand instrument procedures to fly safely in IMC. The G1000 simplifiesthis by providing several alternate ways to implement most functions,and it's important that you learn and remember at least one way.Continue practicing in VFR conditions and on the G1000 software sim-ulator so that when you fly in IMC you do so confidently.

In the next chapter, we talk about component failures and emergen-cies. The possible failures in TAA and the ways you need to respondare very different, so it's important that you understand this material.Fortunately, in most failure scenarios, you'll have more redundancyand flying will be easier than partial panel flight in traditional aircraft.

Chapter I2:

Electr icaI Systems, Com ponentFai lures and Emergencies

any experienced general aviation pilots, used to the vagaries of

small plane electrical systems, have an instant visceral reaction to theidea of flying a glass cockpit that's dependent upon a plane's electricalsystem. That's not surprising, since many pilots have had one or morecomplete electrical failures. Given that, why would you trust your life toa glass cockpit? The answer is that just as the glass cockpit is not yourfather's Piper Cub, neither is the electrical system. Manufacturers haveadded more backup systemso but it's still key that you understand themso that you can effectively deal with failures in a G100O-equipped cock-pit.

Most GA aircraft use a single alternator to generate power to recharge

the aircraft's battery which supplies electrical power for the aircraft. [f

the alternator fails, it's essential to identify this failure as soon as possi-

ble so that you can turn off unnecessary electrical equipment and con-

serve battery power. Unfortunately, warning systems are poor and many

alternator failures go undetected until the battery is completely drained.

While this is a non-emergency in daytime VFR conditions, it could be

an emergency in IMC or at night if you're low on fuel and need power to

activate pilot-controlled runway lighting.

General aviation aircraft certified for IFR operations have three gyro-

scopes: an attitude indicator, heading indicator and turn coordinator. A

failure of all three of these while flying in IMC would be catastrophic, so

the FAA requires a separate energy source for one of the gyroscopes.

Typically, the attitude indicator and heading indicator are powered by an

engine-driven vacuum pump and the turn coordinator is electric. This

provides some redundancy if either the vacuum pump or the electrical

system fails.

Electr icaI SystemsGlass cockpit aircraft instruments and displays are electric and the

loss of electrical power renders them useless. Since this is unaccept-able, the FAA requires an alternate power source and manufacturers

190 Mar Tlucott's G1000 Glass Cockpit Handbook

have chosen to meet this requirement in different ways. First, most -

manufacturers have split the avionics bus into at least two buses. One,

an "Essentials buso" powers only the most important equipmento such

as the AHRS, ADC, PFD and one radio. The other bus supplies power

to all avionics, including those on the Essentials bus. Upon loss of an

alternator, you should follow your aircraft manufacturer's instructions

for turning off unnecessary equipment while maintaining power to the

Essentials bus. Also, since you'll receive a Warning annunciator almost

immediately upon loss of the alternator, you'll be able to take actionimmediately and save more power than you usually can in a conven-tional GA aircraft.

Next, every manufacturer has a second or "standby" battery in theirGlO00-equipped aircraft to provide at least 30 minutes of power to

some subset of equipment. In some cases, the standby battery powers

the PFD and the Essentials bus; in other cases it powers a backup elec-

tric attitude indicator. The method of activation also varies by manufac-turer. Some standby batteries take over automatically while othersrequire that you turn on a switch to activate them. In the Tiger AG-58,the standby battery is the same size as the main battery!

Finally, all manufacturers provide a set of traditional mechanicalinstruments for backup. Typically these are an airspeed indicator, atti-tude indicator and altimeter. In some cases, such as Cessna and Tiger,a vacuum pump is used to drive the standby attitude indicator and it -

will continue to operate after all electrical power is lost as long as theengine continues to run and the vacuum pump doesn't fail. In othercases, manufacturers use electric attitude indicators as a standbyinstrument. Note: vacuum pumps typically fail every 500 to 1000hours. Therefore, you should check the vacuum pump on each flightand, if it has failed, replace it immediately so that it will continue to beavailable as a backup.

The best insurance against an electrical failure is a second alterna-tor. That way, if one alternator fails, the second alternator will providesome current and continue to charge the battery. Depending upon thealternator's capacity and the electrical load on the battery you may stillhave to turn off some unnecessary equipment. However, in this case,you can probably continue to your destinationo whereas in a singlealternator aircraft you may need to divert to a nearby airport, particu-larly if you're flying in IMC or at night.

Cessna 182 Electrical SystemFigure l2-l shows a simplified schematic of the electrical system

for a CessnaLB2. Note that this is a single alternator system and thatpower passes from the alternator through the alternator control unit(ACU) to the battery. In addition to regulating the voltage to an appro-priate level for the battery the ACU also has an overvoltage detection -

circuit that looks for any voltage spikes that might signal a problem

Chapter 12: Electrical Systems, Component Failures and Emergencies 191

with the charging system. Should itdetect an overvoltage condition, it willtrip the altemator off line, the batterywill begin to discharge and you'llreceive a LOW VOUIS Warningannunciation on the PFD.

At this point, you should follow theinstructions in your POH, which mayinstruct you to turn the left haH of theMaster switch off and then back onagain. If the overvoltage condition wasof a transient nature, the altematorwill come back on line and you can

------* 28 Vclts -€ 2a Vclts

resume normal operation. If, however, the altemator immediately tripsoffline again, you should suspect an electrical system problem and notreset the Master switch again.

The battery is connected to BusI and Bus2, which provide power tothe lights, flaps and other equipment. Note that Busl also suppliespower to Avionics Switchl, which supplies power to Avionics Bus#I.Likewise, Bus2 supplies power through Avionics Switch2 to AvionicsBus#2.

The Essentials bus powers the PFD, ADC, AHRS' GEA 7LEngine/Airframe Unit, one GIA 63 that provides GPSI and COMI andthe standby instrument lights. It receives power from BusI, Bus2 andAvionics Bus#l. This provides a high level of redundancy should oneor more of the buses fail. Nonessential avionics, such as theStormscope, MFD and second GIA 63 are powered through theAvionics I and 2 switches, which can both be turned off to conservepower in an emergency.

The ACU also supplies power to the standby battery and keeps itcontinuously charged as long as the STBY BATT switch is in the ARMposition. Should the alternator fail and the main battery subsequentlybe totally drained, the standby battery will continue to power theEssentials bus for at least 30 minutes. This will allow you to continueto aviateo navigate and communicate using the PFD and the GPS, COM

and NAV radio contained in one of the GIA 63 LRUs.Note that diodes connect Busl and Bus2 to the Essentials bus.

These are one-way devices and, if the main battery fails, they will block

curTent from the standby battery and Essentials bus from powering any

equipment on Busl or Bus2. Avionics Busl and Bus2 also would not

receive power, which further helps conserve energy from the standby

battery.If the standby battery fails, all power to the Gf000 system will be

lost and both displays will be blank. At this point, you can continue to

fly using the three standby instruments; however, you'll no longer have

any navigation or communication capabilities. Hopefully by this point,

f f i1

Bu. ILlghtr

trln B.t!.ry lTAH

Figure 12-1 Understand your electricalsystem so you can effectively deal withemergencies.

Mac TTescott's G1000 Glass

Figure 12-2ll a display fails, the pri-mary flight instruments and engine indi-cation system are combined and shownon the remaining screen.@ Garrnin LA, or iE aff,lletes

Gom

GDlPointer(innor knob)

Altimeter(outer knob)

Map Range/Pointer

DisplayBackup

Figure 12-3 Push the Display Backupbutton whenever you detect a displayfailure.

GPSkeys

FMSknobs

you will have reached VMC and can land safely.You may want to consider adding a handheld avia-

tion radio to your flight bag. If you lose total power, itmay be useful for contacting ATC to advise them ofyour situation and receive landing instructions. Notethat while these radios can receive from a considerabledistance, they will usually only transmit a few milesfrom the plane unless you have a way to connect anexternal antenna to the radio. Any avionics shop caninstall a connection so that your handheld radio cantransmit more effectively.

Component Fai luresDisptay Failures

A critical part of all pilot training is understanding system malfunc-tions and how to deal with them. It's so important that the Practical TestStandards (PTS) for the private cenificate and instrument ratingrequire DPEs to test candidates on system malfunctions. In traditionalaircraft, this might be a no flaps landing to simulate an electrical sys-tem failure or a partial panel approach to simulate a vacuum pump fail-ure.

In a GlO00-equipped aircraft, an examiner might, for example, sim-ulate the failure of the PFD, ADC or AHRS. AII pilots flying TAA need

-

to understand all possible component failures in theiraircraft and how to respond to each of them. In addi-tion. flisht instructors and DPEs must know how to

Nav t"u"h urid to simulate the failures.

The most prominent components in any glass cock-pit are the displays and the GI000 is unique in that itprovides some redundancy for the displays. Thus, in

Heading the unlikely event that the PFD were to fail, you couldRef bug still see the primary instruments, though they would be

displayed on the MFD. This can occur automatically ifthe GI000 detects a failure through its fault monitoringsvstem. or manuallv if vou notice a failure not detectedby the system.

Whenever this ooreversionary mode" or backupmode is initiated, the G1000 combines the engine indi-cation system (originally on the MFD) and the primaryflight instruments onto a single display (figure 72-2).That way, you'll still have access to the most importantinformation, regardless of which display fails. Note,however, that you'll no longer have the PFD's InsetMap or any of the MFD maps. To manually initiate

reversionary mode, press the large red Display Backup button (figurel2-3) on the bottom of the audio panel. For installations with two audio

AltitudeRef bug

Chapter 12: Electrical Systems, Component Failures and Emergencies 193

panels, only the Display Backup button on the pilot's side audio panelis enabled.

It's important to remember that when one display fails, you'll alsoIose one of the GIA 63 units. This means that you'll lose one GPSreceiver, one COM radio and one NAV receiver. Which one you losedepends on which display fails:

o PFD failure results in loss of GIAI (COMI, NAVI and GPSI)o MFD failure results in loss of GIA2 (COM2, NAV2 and GPS2)

AIso, Ioss of the PFD leads to a complete loss of the GFC 700 autopi-Iot, but not the KAP 140 autopilot.

Note that if the MFD were to fail you will lose GlA2, which is direct-ly connected to most autopilots. For GFC 700 equipped aircraft, theautopilot will remain on in the active modes and will capture any armedmodes. However, you will be unable to change modes and once theautopilot is disconnected it cannot be re-engaged. The Flight Directorwill remain on, however you will be unable to change modes or turn itoff. In KAP 140 equipped aircraft, loss of the MFD results in loss ofNAV and APR modes, and you'll need to use HDG or ROL mode.

To simulate the failure of the PFD, an instructor or examiner shoulddim it using the lighting controls by pressing the MENU key on thePFD as described in Chapter 4. The pilot should respond by pressing

the Display Backup button and flying with reference to the primary

flight instruments, now shown on the MFD.

Radio, Transponder and Audio Panel Fai luresThe G1000 includes two GIA 63 units, each of which contains a

COM, NAV and GPS receiver. Failure of an entire unit is unlikely,since each of the components within the LRU is independent. ShouldGPSI fail, the GPS2 receiver in the second GIA 63, GIA?, will takeover navigation of an active flight plan without any pilot intervention.

In GFC 700 equipped aircraft, loss of GIAI results in loss of the

autopilot and Flight Director. If GIA2 fails, the autopilot is lost but theFlight Director continues to work. In KAP 140 equipped aircraft, a loss

of GIA2 renders the autopilot unable to track a signal using the NAV

or APR modes, but all other modes will work.If the failure of a COM or NAV radio is detected, the GI000 will

place a red "X" over the COM or NAV frequency display to indicate the

failure. If a failure in a COM radio's tuning mechanism is detected, the

GIA 63 will automatically tune that radio's active field to 121.5, the

emergency frequency. In the event of an audio panel failure, the pilot's

headset will be automatically connected to COM1. If the transponder

fails, a red ooX" appears over the transponder window in the lower right

corner of the PFD.

ADC and AHRS Fai luresThe ADC receives and processes the pitot and static system inputs

to generate airspeed, altimeter and vertical speed information for the

194 Mar llescott's G1000 Glass Cockpit Hadbook

Figurc 12-4 Loss of the ADC causes Xsto be placed over airspeed, true air-speed, altitude, verticalspeed and OATindicators. @ G*mtn Ltd. or tE alfrttates

Figure 12-5 Loss of the AHRS leads toXs being placed over the attitude indica-tor and HDG box and the backgroundturnS blaCk. @ Garmln Ltd. or 16 affrllat*

PFD and to provide Mode C altitude information to the -transponder. It also measures total air temperature anduses this data to calculate density altitude, true airspeedand outside air temperature (OAT).

If the ADC fails, the PFD will display a red "X" overthe airspeed, altimeter, vertical speed and outside airtemperature indicators (figure l2-4), your transponderwill no longer send altitude data and TIS traffic will nolonger be displayed. If this occurs, you should refer to thestandby altimeter and airspeed indicator installed in youraircraft.t If air temperature data is losto a red "X'o will

appear on the outside air temperature and true airspeed windows. InGFC 700 equipped aircrafto loss of the ADC results in loss of theautopilot. However, the Flight Director will continue to work, thoughthe Vertical Speed, Altitude Hold and Flight Level Change modes willbe inoperative. In the case of the KAP 140 autopilot, Ioss of the ADCdoesn't affect the roll modes, but does result in the loss of the altitudepreselect. You can still use the VS and ALT modes, but you'll need tolevel off manually.

The AHRS receives magnetic heading information from the magne-tometer and provides attitude and rate of turn information to the PFD.If the system detects that the AHRS has failed, a large red "X" is dis-played over the attitude indicator and HDG box on the PFD and thebackground turns black (figure I2-5). If just the magnetometer fails,then only compass data is lost and a red X is displayed over theHeading box.

If the AHRS fails, you should fly with reference to your aircraft'sstandby attitude indicator. You may also want to configure the TrackVector and the Nav Range Ring on the MFD, since these will help youeasily identify your ground track. Also, consider setting one of the MFDNavigation Status Bar fields to XTK so that you can easily identify yourdeviation from course. In GFC 700 equipped aircraft, loss of the AHRSresults in loss of the autopilot and the Flight Director. In the case of theKAP I40 autopilot, loss of the AHRS doesn't affect the pitch modes,but does result in the loss of all roll modes except for ROL mode.

Instructors and examiners are encouraged to simulate the loss ofeither the AHRS or ADC by dimming the PFD by pressing the MENUkey on the PFD as described in Chapter 4. Or, you can create overlays,using the transparency film used for giving presentations on an over-head projectoro that block out the appropriate portions of the PFD tosimulate different failures. The pilot should respond by flying the air-craft with reference to the MFD and standby instruments and by engag-ing the autopilot in ROL mode.

The ROL mode simply keeps the wings level and will not maintaina heading over time. In an emergency, changes in course can be made

Chapter 15.

Chapter 12: Electrical Systems, Component Failures and Emergencies 195

by overpowering the autopilot by gently turning the yoke. CAUTION:Read the limitations on your autopilot, as some do not permit overpow-ering it using the yoke. However, in an emergency, use your best judg-

ment as to what to do.CAUTION: [f you choose to overpower the yoke to make a turn, be

careful not to push or pull on the yoke, as this will cause the elevatortrim wheel to trim against the pressure until it reaches its limits. If theautopilot then disconnects, you will have the extremely high controlpressures associated with the trim wheel being at its limits,which couldlead to loss of control of the airplane. One technique to turn the yoke,to the left for exampleo without pushing or pulling is to gently pushdown on the top left of the yoke while pushing up with the other handon the bottom right of the yoke.

Alternate Ways to Simulate FailuresIt's possible to simulate failures by pulling circuit breakers, though

some manufacturers and FAA Advisory Circulars discourage this sinceit can shorten the life of the circuit breakers. Some manufacturers put

the AHRS and ADC on the same circuit breaker, and in these aircraftyou won't be able to fail them separately. If you were to do this, simu-Iate loss of the AHRS by pulling the AHRS circuit breaker. The pilot

should control the plane by using the remaining PFD instruments andstandby attitude indicator and engage the autopilot in ROL mode.

Loss of the ADC could be simulated by pulling the ADC circuit

breaker. The pilot should control the plane by using the PFD's attitudeindicator and the standby altimeter and airspeed indicator and engagethe autopilot. Note: pulling the ADC circuit breaker causes the Ioss of

altitude information for the transponder. Therefore you should avoid

doing this while in Class B or C airspace or within the 30 nm Mode C

veil that surrounds Class B airports. This will also result in the loss of

Mode S TIS data, since traffic information is not sent to aircraft which

are not transmitting altitude information.Loss of the PFD could be simulated by pulling the PFD circuit

breaker. The pilot should press the Display Backup button on the audio

panel and control the plane using the MFD. Note: Pulling the PFD

breaker prevents the tuning of NAVI and COMI frequencies.

Therefore, you should be using COM2 if you pull the PFD circuit

breaker. In some installations, pulling the PFD breaker also shuts off

the front avionics fan.

Engine Indicat ion System Fai luresAll engine and airframe information, including RPM, manifold pres-

sure, oil temperature and pressure, electrical system, EGT, CHT, fuel

and vacuum data is processed by the GEA 7f Engine/Airframe

Interface. It also provides all Warning, Caution and Alen annuncia-

tions to the PFD.

196 Mac Ilescott's G1000 Glass Cockpit Handbook

While it's possible that the entire GEA 71 could fail, it's more like-Iy that a single element, such as an EGT probe to a particular cylinder,will fail. When a failure occurs, a red "X" will appear over the data inthe MFD's engine display that is no longer valid.

EmergenciesCovering all possible emergencies that you might encounter in a

GlO00-equipped aircraft is beyond the scope of this book. You'reencouraged to read Section 3 Emergency Procedures of your POH sothat you are familiar with all emergency procedures for your particularaircraft. There are also several features common to most Gf000-equipped aircraft that are useful in emergencies.

NRST Softkey and NRST pagesGPS receivers have revolutionized finding the nearest airport during

an emergency. In addition to calling ATC and asking for vectors to asuitable airport, you can find the information yourself on the Gf000.This has the advantage that you can continually monitor your progresstoward an airport.

The fastest and easiest way to get information on the nearest airportis to push the NRST softkey on the PFD. This provides basic informa-tion on the nearest airports, including runway lengths and communica-tion frequencies. You can also quickly load a frequency by scrolling toit and pressing the ENT key. A full description appears in Chapter 4.

The MFD's NRST pages can provide even more detailed informationabout each airport, including runway designations, Iengh and width.The NRST Airport page is easy to reach by turning the MFD's largeFMS knob several clicks clockwise. It should be the first page dis-played in the group. Full details on this and other NRST pages appearin Chapter 7.

Radio Communicat ionsThe G1000 makes it easy to get to the emergency frequency of 121.5

MHz. Pushing and holding the Frequency Toggle key for two secondsloads the emergency frequency into the active frequency for which tog-gling is enabled. AIso, should a COM radio fail, that radio defaults to12f .5 MHz. If both displays were to fail, the pilot's headset is automat-ically connected to 121.5 MHz.

ChecklistsIn an emergency, your adrenaline will be pumping and it will be

easy to overlook something. So train yourself to use a checklist duringan emergency. That way, you can methodically work through the prob-lem even if you're not thinking straight.

Not all Gl00O-equipped aircraft have electronic checklists, but forthose that do, the easiest way to get to the emergency checklist is to use

Chapter 12: Electrical Systems, Component Failures and Emergencies r97

the softkeys. On the MFD, press the CHKLIST softkey followed by theEMERGCY softkey and then work your way through the appropriatechecklist.

Backup EquipmentYou may want to carry a portable GPS receiver and handheld radio

with you for backup. Handheld radios are most effective when connect-ed to an external antenna, and any avionics shop can set this up for you.

5um maryUnderstanding electrical systems is important whether you're ana-

lyzingwhich aircraft to buy or learning to deal with emergencies in theaircraft you fly. All TAA offer the potential for increased safety in anemergency, but to take advantage of it, you must understand their sys-tems, the impact of a component failure and how to react to it. Studyingand understanding the systems ahead of time will make you moresecure in the knowledge that you know what to do when a failureoccurs. You'll also enjoy flying more!

So far, we've talked about all of the individual elements of theG1000 and how to operate them. Now, let's put it all together and takea flight in a GlOOO-equipped aircraft. You'll want to develop a routineto use each time you fly, and the following chapter will help you get themost from the G1000.

Chapter I3:

Fty ing a Tr ip Behind the G1000

Let's take a trip and fly behind a GlOOO-equipped Cessna l72.We'vepicked that aircraft since, over the last 50 years, more of them have beenbuilt than any other GA aircraft. Therefore, more readers are likely to befamiliar with it and can spot the differences in the way a G1000-equipped version is flown. Also, these aircraft are becoming more avail-able as rental aircraft, so if you're a renter piloto you may find one to fly.If you fly a different GlOO0-equipped aircraft, you'll find that many ofthe steps outlined here will still apply to your aircraft.

Some pilots still fly l72s using mental checklists. However, the FAAcontinues to put a strong emphasis on the use of actual checklists, andgiven the added complexity of the glass cockpit aircraft, it's imperativethat you use one. You can use the manufacturer supplied checklist-either on paper or an electronic version in the Gl0OG-buy a third-partychecklist or create your own.

Note that the procedures provided here are generic and where theydiffer from your POH or checklist, you should use those in preference tothis book. AIso, many routine steps are left out, as our purpose in thissection is to highlight differences in flying a Gl0O0-equipped aircraft,not to list every step required to fly aL72.

Required Equipment & Limi tat ionsAs a pilot, you're hopefully aware that the FAA specifies in FAR

91.205 the equipment required to be operational in your aircraft for dayVFR, night and IFR flight. If any of this equipment is not operationaloyou're not allowed to fly the aircraft unless you get a ferry permit fromthe FAA to allow you to bring the aircraft back to a place where it canbe repaired.

Manufacturers can specify additional required equipment. You mayfind this in the back of Section 6 Weight & Balance of your POH andalso in Section 2 Operating Limitations. For the Cessna 172, you'll findthe Kinds of Operation Equipment List (KOEL) in Section 2 which tellsyou which equipment is required for different types of operation.

200 Mac Tfescott's G1000 Glass Cockpit Hotdbook

For e*ample, the forward and aft avionics fans are required for anyflight, while the PFD bezel lighting (of the keys on the PFD) is onlyrequired for Night IFR operations. Also, the strobe lights are required,while the beacon on the tail is not. Interestingly, the standby battery isnot required for any type of flight, though according to the notes it isoorecommended." You'll want to study this table so that you understandwhat equipment is required for different types of flight. You'll also wantto understand all other limitations listed in Section 2.

Preft ightMany of the preflight items, particularly those that relate to the air-

frameo will be familiar to any 172 pilot. Some of them, however, areunique to Gl0OO-equipped CI72s. For example, you must verify thatthe G1000 Cockpit Reference Guide is in the aircraft and accessible tothe pilot, since it's listed in the KOEL as required equipment for anyflight.

Part of the checklist includes verifying that the avionics switchesare off and then turning on the Master switches and verifying that thePFD display comes on. Note that the PFD operates with the avionicsswitches off, since it receives power through the Essentials bus. AIso-and this will be a surprise to many pilots-the PFD is on when you startthe engine.

About 15 to 20 seconds after the PFD comes on, check to see thatall "Xs" over the engine indicators are gone. The data is consideredvalid whenever the pointers on these gauges are visible. The ADC willcome up next and ooXs'o over the pitot-static instruments will beremoved. The display remains dark (with no brown and blue back-ground representing the ground and sky) until attitude data becomesavailable. After a total of about 60 seconds, the AHRS will come upand all "Xs" should be removed from the display.

Next, you'll check the fuel gauges and verify that various annuncia-tors are on or off as specified by the checklist. For example, the LOWFUEL L and LOW FUEL R annunciators should be off while LOWVACUUM should be on. If you've added fuel, you'll need to set the fueltotalizer so that the proper amount of fuel is reflected when using theTrip Planning page and the Fuel Range Ring. To do this, press theENGINE and then the SYSTEM softkeys on the PFD. If you filled thefuel tanks, press the RST USED softkey, which is the only one avail-able on some early versions of the Gf 000 software. Later versions haveadditional softkeys that allow you to increment or decrement the total-izer by the number of gallons added or removed from the tanks.

Next, you need to verify operation of the forward and aft avionicsfans, since these are required equipment. You'll turn on the AvionicsBus#l switch and listen for the forward fan. Note that you can also putyour hand on top of the glare shield and feel air from the fan. Then turnoff the Avionics Bus#l switch, turn on the Avionics Bus#2 switch andlisten for the aft avionics fan.

Chapter 13: Flying a Trip Behind the G1000 20t

As part of your preflight inspection, verify that the air inlet for therear avionics fan is not blocked by any object, such as a plastic bag forexample. Inlets are located on the rear bulkhead. The CL72's inlet is inthe lower right corner (figure l3-1), the CI82's is in the middle and theC206's is in the upper left corner. Blockage reduces airflow to theG1000 electronics mounted in the tailcone and could lead to overheat-ing. Not all manufacturers' Gl000-equipped aircraft have avionicsfans, so these steps won't apply to all aircraft.

Start ing the EnginePrior to engine start, verify that Avionics Switchl and Switch2 are

both off. You'll also move the STBY BATT switch to the TEST positionand hold it there for 20 seconds to verify that the green LED does notgo out. This puts a test load on the battery to check its capacity.

Then, move the STBY BATT switch to the ARM position and verifythat the PFD comes on. In the ARM positiono the battery is connectedto the Essentials bus. Should the main battery become fully discharged,the standby battery will automatically provide power to the Essentialsbus if it's in the ARM position (figure l3-2).

Next, look at the Engine Indication System on the PFD and verifythat there are no red "Xs" on any of the indicators. Then, check theEssentials bus voltage for at least 24 volts, the main bus for 0 volts andthe standby battery for a discharge. Alsoo verify that the STBY BAmannunciator appears on the PFD. Turn on the strobe Iights (since theseare the anticollision lights required per the KOEL), turn on both Masterswitches (ALII and BAT) and, after priming, start the engine. If youdon't hear noise from the fuel pump while priming, you might have onlythe STBY BATT switch on. If so, turn on the Master switches.

After engine start, check the oil pressure and then verify that boththe main and standby batteries show a positive charge, which indicatesthat the alternator is now charging the batteries. Verify that the LOWVOLTS annunciator is now off and turn on the Avionics Bus #l and Bus#2 switches.

Prior to TaxiAs the MFD completes its self-testo read the aircraft model number

at the top of the screen to verify that it matches your type of aircraft. It'spossible for an avionics technician to load the wrong software into your

G1000 during maintenance, which is why you need to check this.

Check the database expiration date at the bottom of the MFD screen to

verify that the databases are current. If you pressed the ENT key beforelooking for the database date and the MFD's opening screen is gone,

you can go to the System Status page to find the database dates.Next, select the System Status page in the AUX group of pages.

Scroll with the FMS knobs so that you can see all system components

listed on the page. Verify that there is a checkmark under the Status

column for every component listed to confirm that the entire CI000

Figure 13-1 Be careful not to block air-flow to the avionics vent in the aft bulk-head,

Figure 13-2 The STBY BATT switchstays in the ARM position during flight.

202 Mac Tlescott's G1000 Glass Cockpit Hotdbook

system is operating properly. Go to the CPS Status page and press theGPSI and GPS2 softkeys to verify that both GPS receivers are receiv-ing multiple satellites. Finally check the HSI. If a yellow "INTEG"annunciator appears, there aren't enough satellites to perform a RAIMtest and you shouldn't use the GPS for primary navigation guidance.

Next, load the appropriate frequencies into your radio by using theAirport Information page. For example, you'll first want to load theATIS or AWOS frequency and then load frequencies for clearancedelivery or ground control and request taxi instructions. Finally, loadthe tower frequency. Remember to use this page to save time enteringfrequencies both at your departure and destination airyorts.

Before TakeoffTo check the flight instruments, verify that there are no red "Xs"

over any of the indicators. Nexto enter the altimeter setting into threeplaces: the PFD using the BARO knob, the standby altimeter and theautopilot using the knobs on the KAP 140.

Enter your first level-off altitude in two places: the GI000 using theALII knobs and the autopilot using the KAP 140 knobs. The former setsthe cyan altitude reference bug and the altitude reference windowabove the altimeter. The latter preselects the altitude at which theautopilot will level off and maintain altitude with the ALT mode.

Next, check the standby instruments to see that they are operatingproperly. Then perform the autopilot preflight and Manual ElectricTrim tests. These tests require a number of steps, but are essential fordetermining that the autopilot and electric trim system are performingcorrectly before takeoff.

During the engine runup, do the usual test of the magnetos and car-buretor heat. When asked to check the vacuum indicator, you'll needto look in the EIS section of the MFD. Note: some GlOOO-equipped air-craft don't have a vacuum pump and others, like the Tiger AG-SB, usea separate vacuum indicator on the instrument panel. Finally, you'llcheck that all annunciators on the PFD are off, check to see that theengine doesn't quit when the throttle is retarded to idle and then returnit to 1000 rpm.

Set AvionicsPrior to takeoff, set all COM and NAV radio frequencies that you

can. For example, load the departure control frequency from theAirport Information page and any VOR frequencies you may need.AIso, set the CDI softkey to either VOR or GPS navigation, dependingupon which you are using.

If you're not using VOR navigation, enter your flight plan into theGPS. It's much faster, easier and safer to do this while you're still onthe ground. After entering all of the waypoints, scroll through the entireflight plan to verify that each one was entered correctly.

Chapter 13: Flying a Trip Behind the G1000 203

Next, set the heading reference bug to the departure runway head-ing. That way, you are all set to engage the autopilot during your climbout. Verify that the autopilot is off and prepare for takeoff.

Takeoff and ClimbAfter takeoff, engage the KAP 140 autopilot after you are more than

800 feet above the ground. This is fairly simple to do if you rememberthat you will be working your way across the autopilot from left to rightand that you'll need to push at least four keys in the process.

First, push the AP key on the KAP I40 autopilot and verify thatROL mode is now displayed on the top line of the display, which showsactive modes. Verify that VS is shown on the top line, indicating thatthis mode is active and that the autopilot captured the aircraft's verti-cal speed at the time you pressed the AP key.

Next, press the HDG or NAV key depending upon whether you will

steer the aircraft with the G1000's HDG knob or have the autopilottrack the navigation source you selected on the HSI with the CDI soft-

key. If you press the HDG key, HDG will be displayed on the top half

of the display indicating that it's the active mode and the plane will

immediately start tuming to whatever heading you've selected with the

GI000's HDG knob.If you press the NAV key, NAV will appear on the KAP f40 display.

If it appears on the top line, it's because you're relatively close to the

desired course and the autopilot is now tracking the navigation signal.

If NAV appears on the lower half of the display, the NAV mode is armed

and will remain armed until you steer the airylane, presumably with the

HDG mode, close enough to the desired course for the autopilot to cap-

ture the course.Next, press either the UP or DN key to display the vertical speed

that the autopilot captured. It's important that you do this, as sometimes

autopilots capture a higher than desired vertical speed, leading to a

nose-high attitude and the possibility of a stall. If you want to change

the vertical speed reference, push the UP or DN key again to change

the reference in 100 feet per minute increments.Finally, press the ARM key and verify that ALT appears on the

Iower half of the KAP I40 display indicating that the altitude hold

mode is armed to level off and maintain the altitude you preselected.

As you continue to climb, go through your aircraft's climb checklist.

At 1000 feet from your preselected altitude, the autopilot will emit

a chime sound through the audio panel. This is a reminder to check

that the altitude hold mode is armed. Whenever you hear the chime,

Iook for the ALT label on the bottom half of the KAP 140 display and

call out "1000 feet to go, altitude armed."As you reach your preselected altitude, verify that the autopilot

actually levels off and that ALT is now displayed on the top half of the

KAP I40 display. Altitude hold mode is now active. Then, set cruise

power, lean the engine and go through your cruise checklist'

204 Mac llescott's G1000 Glass Cockpit Handbook

CruiseThroughout the entire flight, you need to search for traffic visually.

The mode S transponder and optional TAS devices help you do this.Generally, you'll leave the MFD set on the Navigation Map page, withTRAFFIC selected along with other features you desire. Note that ifyou have the Navigation Map zoomed out, the traffic, which only dis-plays out to 7 miles, is tightly clustered in the center of the screen.Thus, whenever you receive a traffic alert, you may want to turn thesmall FMS knob one click so you can see the dedicated Traffic Mappage. If you leave that page set for the l2-mile range, you'll see all dataavailable from the mode S transponder.

During the flight, you may want to check the weather at your desti-nation or along your route. Tum to the Weather Data Link page, orAirport Information page, and see whether the weather or the forecasthas changed since you took off. You might also want to monitor theATIS of airports en route, since this might give you an early warning ofchanging weather. If you're in IMC, doing this will keep you apprisedof possible options if an electrical system failure or other problemoccurs.

You'll also want to enable the Fuel Range Ring or use the TripPlanning page to monitor whether adverse winds might require anunplanned fuel stop. Remember that this fuel information will be accu-rate only if you corectly set the fuel totalizer before you took off.

Night F l ightAny night flight brings additional risks and requires additional

planning. For example, a high percentage of night accidents occur dur-ing approach and descent to the destination, since it's harder to spotterrain. The accident rates are highest in dark night conditions with nomoonlight. Also cockpit lighting can be an issue. Gl000-equipped air-craft can make contributions in both areas.

At night, tum down the brightness of the displays so that your eyescan better adapt to darkness and you can see more outside the cockpit.The first thing you'll notice when you use the instrument panel lightingknobs to dim the displays is that they both dim together. However,you'll probably want to dim the MFD even more than the PFD. To dimit separately, press the MENU key on the PFD and follow the instruc-tions in Chapter 4.

When on the Navigation Map page, you may want to press the MAPand TOPO softkeys to turn off the topographical information, since itadds to the overall brightness. Don't do this, however, if you need thetopographical information to enhance the overall safety of your flight.

One of the greatest contributions that the GI000 brings to nightflight is terrain awareness. This can be activated by pushing the MAPand TERRAIN softkeys from the Navigation Map page. Alternatively,you can use the Terrain Proximity page in the MAP page group. During

Chapter 13: Flying a Trip Behind the G1000 205

the flight, make sure that you avoid any areas painted in yellow or red.I strongly urge you to tne terrain au)areness capability at night, or when-ever youore uncertain about surrounding terrain. Many fatal accidentswould be avoided if every pilot had this capability and used it.

Approach for landingAs you approach your destination, you'll want to prepare early for

landing. This includes starting your descent, getting the ATIS informa-tion and determining your entry into the airport traffic pattern. If youwant the C1000 to calculate the start of your descent, push the FPL keyand turn to the third page in this group, the Vertical Navigation page.Set the parameters for your descento such as your desired descent rate,final target altitude and distance from the airport at which you'll reachthe target altitude. Then press the MENU key, select "VNAV MessagesOn?" and the G1000 will notify you when to start your descent.

The Airport Information page provides information that you'll wantto know about your destination airport. First, use it to load the ATIS orAWOS frequency into a COM radio and pick up the current weather assoon as you can. If possible, figure out from the winds which runwayyou're likely to use. AIso, note whether the surface winds are vastly dif-ferent from your winds aloft, which may suggest the presence of windshear and turbulence. While you're loading frequencies from this page,remember to load tower and ground frequencies too.

Next, use the map on this page, which is always North Up, to orientyourself for your arrival. To do that, look at the bottom of the HSI anddetermine the direction from which you're arriving. Plan your entry byIooking at the map and runways and visualizing from which quadrantof the map you're arriving. After you've planned your entry return tothe Navigation Map page.

[and ingPrior to landing, you'll need to disconnect the autopilot before

descending below 800 feet AGL. If you're on an instrument approach,however, you can leave the autopilot engaged until 200 feet AGL. It'sbeen observed in some manufacturers' aircraft that the autopilot maytrip off as you add the first notch of flaps, particularly at higher speeds.This occurs when pitch acceleration forces exceed +l.4Gs or -0.6Gs

and results in a TRIM FAIL annunciator appearing on the PFD. Toavoid this, put the first notch of flaps in slowly, or slow down beforeadding the first notch of flaps.

Once you've safely entered the traffic pattern, you may want to turnoff the TERRAIN softkeS particularly at night. Otherwise, you may getdistracted as the MFD turns completely red during landing. You mayalso want to go to the Traffic Map page and press the STANDBY soft-key if you anticipate a busy traffic pattern that will continually gener-ate traffic alerts as you land.

206 Mac Tfescott's G1000 Glres Cockpit Handbook

After landing, taxi off the runway, stop and go through your After -Landing checklist using either the G1000 electronic checklist or any

other checklist. Prior to shutdown, note the tach time in the EIS section

of the MFD. Then follow the Securing checklist to shut down your air-

plane.Note that the PFD remains on after the airplane is shut down! You

must remember to turn the STBY BAft switch off before you leave the

airplane. Otherwise, the PFD and other equipment on the Essentials

bus will completely discharge the standby battery.

Fly ing Other G1 000-equipped Aircraf tThe overall process of flying other Gl000-equipped aircraft is sim-

ilar to our description of flying the Cessna I72. There are differences,however, and we'll discuss some of these, particularly as they relate tothe G1000. Also, refer to the Appendix, where you'll find a table of dif-ferences among GlO00-equipped aircraft.

First, electronic checklists were not shipped with many early ver-

sions of the GI000. Their availability varies by manufacturer. Also, you

might not need to listen for avionics fans during the preflight as not allmanufacturers include these.

In some aircrafto such as the Diamond DA40, the PFD and MFDboth come on when you turn on the Master switch, so you'll see bothduring engine start. AIso, the Diamond DA40 and, DA42 don't have a -standby battery for the PFD, so you won't be testing a battery beforeflight. Instead, they have a separate battery for the standby attitudeindicator.

One of the greatest differences among Gl000-equipped aircraft isthe autopilot. Differences exist even with aircraft using the sameautopilot. For example, early model Cessna and Diamond aircraft wereboth equipped with the KAP 140, but only the Diamond aircraft includ-ed Control Wheel Steering capability. And while Cessna's KAP I40implementation had GPS roll steering capability, KAP l40-equippedDiamond's did not. Integrated autopilots, such as the GFC 700, let youpreselect the altitude from the G1000. Describing all of the autopilotdifferences is beyond the scope of this book. You should read theAirplane Flight Manual Supplement for your aircraft so that you under-stand autopilot operation.

The Mooney M20M and M20R include a separate annunciator panelto display Warning and Caution alerts. Therefore, they do not use theAnnunciator window in the G1000. While the G1000 in these aircraftwill still display the lower level "Advisory" alerts via the ALERTS soft-key, it will not display any of the higher level Warning and Cautions.

However, the G1000 does include additional indicators in theMooney aircraft. For example, it includes Rudder Trim, Elevator Trimand FIap Indicators. All of these are located on the MFD below the -engine information.

Chapter 13: Flying a Trip Behind the G1000 207

The Warning and Caution alerts vary considerably across aircraft.The Appendix lists the Warnings and Cautions that appear in theG1000's Annunciator window for the different aircraft. For example,the Beechcraft G36 includes a GEAR UP Warning, while the DiamondDA42 includes left and right GBOX TEMP warnings when tempera-tures in the gearboxes exceed 120'C.

SummaryFlying Gl0O0-equipped aircraft is truly enjoyable. To get the most

out of the experience, you'll want to make sure that you take advantageof the many features that reduce your workload and enhance overallsafety. Also, it's imperative that you read the POH and the G1000Cockpit Reference Guide for your aircraft.

If you're on the fence and aren't sure that flying a Gl000-equippedaircraft will make a differenceo consider this. I spent over 25 yearsworking in the high+ech industry and was initially skeptical, since I'dseen many cases of technological solutions that didn't make any addi-tional contribution toward solving a real world problem. Hence, I wasprepared to believe that this was yet another misapplication of technol-ogy.

After the first flight, however, I was convinced that being able to avi-ate, navigate and communicate from a single display makes a majorcontribution to the overall ease and safety of flying an aircraft. This fea-ture alone would have eliminated some IFR accidents where pilotswere distracted by adjusting radios or the transponder and failed tomaintain the aircraft in the proper attitude. Also, the enhanced posi-tional awareness reduces a pilot's mental workload and increases safe-ty. Finally, having an excellent autopilot frees a pilot for other tasks andmakes flight in IMC more pleasant.

If you're used to flying older Cessna L72s, you'll find that not onlyis the G1000 a major changeo but even the aircraft handling character-istics are better than those of older aircraft. If you're looking for some-thing fun and sporty to fly, try a Diamond DA40, with its outstandingvisibility and docile stall characteristics. If fast is the name of yourgame, you can't beat the new Gl00O-equipped Mooneys, Beechcraftand Columbia 350i and 400i. And of course, for just pure fun and econ-om5 there's the Tiger AG-58. Regardless of which airplane you choose,you'll find that the G1000 makes a substantial positive difference inyour flying experience.

Chapter 14:

Advanced G1000 Features

any advanced features have been released since the GarminGf000 and G900X were first introduced. Since many older G1000 air-craft have not yet upgraded to these features, and because many of ourreaders are already familiar with the basic G1000 features, we've cho-sen to discuss these features in a new chapter, rather than integrate theminto prior chapters. Thus readers flying older G1000 aircraft can skipthis chapter, while experienced Gf000 pilots flying upgraded aircraftwill want to read it in detail.

Let's review the topics we'll cover, which are ordered similarly to thechapter order of this book. There are new features and minor enhance-ments to the PFD. New features include a new Current Track Bug thatmakes it easy to figure out how much wind correction you need to tracka course. Enhancements include a revised Navigation Status bar andnew options for displaying wind data.

Flight plans are enhanced with timesaving features such as the abil-ity to enter waypoints into a flight plan from lists of Recento Nearest, orFlight PIan waypoints. Vertical navigation, in conjunction with theautopilot's VNV key discussed in Chapter 10, is now possible usingdirect-to navigation or a series of descent altitudes in a flight plan. Othernew features include along track offsets, parallel track and-drum rollplease-the Iong awaited airways!

The MFD has new features and enhancements, including SafeTaxiDiagrams that help you find your way around some of the larger airports.Optional electronic charts are now available for some aircrafq you canchoose to subscribe to either Jeppesen charts or the government NACOcharts.

We'll also cover the basics of WAAS, the Wide Area AugmentationSystem. These advanced GPS receivers make it possible to fly instru-ment approaches with ILS-like precision to hundreds of airpons in

North America. Finally, there's a new Dead Reckoning mode that keepstrack of your position if the GPS fails.

210 Mar TTescott's G1000 Glass Cockpit Handbook

Figure 14-l The Current Track Bug,below the number "7," shows theground track. Turning left 7'wouldalign the bug with the CDI needle andcompensate for the wind dritt, @ GarmtnLtd. or lE atflllates

There are also two new options available for purchase through youravionics shop. ADS-B is now available through the optional GDL 90,described in Chapter 3. Cessna offers a Search and Rescue (SAR)option that lets search crews incorporate search patterns into a flightplan. Search types include parallel track, sector, and expanding squaresearch patterns.

New PFD Features and Enhancements

Current Track BugThe Current Track Bug is an extremely useful new feature. It's very

small and barely mentioned in the manualso so it's possible that youhaven't noticed it. It's a small magenta diamond near the top of the HSI(figure I4-l) that gives a visual representation of the TRK or groundtrack formerly displayed in the PFD's Navigation Status Bar. Using thebug helps you quickly identify a heading that exactly compensates forthe wind so you can parallel the desired course. The CDI's D-bar is stillused to tell you whether you are to the left or right of the desired course.

GPS users learn over time to fly whatever heading causes the DTK,or desired ground track, and TRK numbers to be identical. For exam-ple, if the desired track to your destination is 270o, and, your TRK, theplane's cunent track over the ground, is 265o, then you need to turn theplane 5o to the right to parallel the desired course.

It's even easier to do this visually with the Cunent Track Bug.Simply tum the plane so that the bug aligns with the head of the GPSCDI needle. Note, however, that you don't "chaseo' the Current TrackBug as you do the CDI's D-bar. If the Current Track Bug is to the leftof the CDI needle, you need to turn to the right. The Current Track Bugwill move to the right as the aircraft turns right.

You can also use the Current Track Bug when flying with a VOR orILS needle displayed on the CDI. GPS courses aren't always alignedexactly with VOR and ILS courses, so the HSI's D-bar may not beexactly correct. However, the Current Track Bug should still give a verygood indication of the heading that allows you to compensate for thewind when tracking a VOR or ILS course.

Navigation Status BarThe Navigation Status bar has changed significantly. The original

format (figure 4-3), contained the active waypoint, distance to that way-point, desired track (DTK) to the waypoint and ground track (TRK).

The new format shows the Direct-to symbol and way-point when flying with Direct-to navigation. When fly-ing an active flight plan leg, it displays the beginning

and ending waypoints separated by an arrow (figure l4-2).The distance to the active waypoint is still displayed, however DTK

and TRK are replaced with BRG, or bearing to the active waypoint.DTK and TRK are useful, since by flying to keep TRK close to DTK,you could maintain a flight path parallel to the desired course. Howeverif you were left or right of course, these numbers couldn't guide you

Figure 14-2 The bearing updates inreal time, continuously showing theground track required to the activewaypoint. @ Garmin Ltd. or iE aff,ttates

Chapter 14: Advanced G1000 Features 2rl

back to the course-you'd need to reference the D-bar to do that. Notethat DTK and TRK are available elsewhere on the PFD. DTK is listedin the flight plan, and the new Current Track Bug is a visual represen-tation of TRK. Also, you can set up the MFD's Navigation Status bar todisplay DTK and TRK.

The advantage of bearing information is that it provides a continu-ous update of the ground track required to reach the active waypoint.ln a zero wind condition, flying a heading equal to BRG will take youdirectly to the active waypoint. Automatic Direction Finder (ADF)receivers also display bearing information, and pilots familiar withthese know that if there is any wind, continually matching the aircraft'sheading to BRG results in flying a curved path to the waypoint. Theeasiest way to resolve the wind issue with the G900X and G1000 is tofly a heading that causes the Current Track Bug to remain on a coursethat matches the BRG displayed. For example, if the BRG says 326",fly whatever heading is required to make the Current Track Bug remainat 326o.

Wind Data WindowThe new Wind Data window is an obvious change to the PFD. Older

G1000s have a Wind Vector that can be displayed on the PFD's InsetMap and in the upper right corner of the MFD. Those Wind Vectors arestill displayed, but now pilots have additional options.

The Wind Data window is displayed above and to the left of the HSI,just below the heading box. There are three ways toconfigure it. To choose one, press the PFD softkeyand then the WIND softkey. This brings up four new softkeys (figurer4-3).t

Pressing the OPTN 1 softkey brings up a box with two anows andtwo numbers that resolve the wind vector into its two components (fig-

ure l4-4). The number below the vertical arrow shows the amount ofheadwind or tailwind in knots. and the number next to the horizontalarrow shows the amount of left or right crosswind.This option is particularly useful for identifying thecrosswind component while on final approach toland.

Pressing the OPTN 2 softkey displays a singlearrow that shows the wind direction and the totalwind velocity in knots. This is similar to the formatused to display wind on the MFD. It's particularly useful for identifying

changes in wind direction and strength and you may want to use it

while flying en route.The OPTN 3 softkey combines the options. It shows a single vector

for wind direction and two numbers for the strength of the headwind or

tailwind and crosswind in knots. We recommend that you always dis-

play the Wind Data window. If you choose to turn it off, press the PFD,

WIND and then the OFF softkevs.

Figure 14-3 Press the PFD and WINDsoftkeys to show the four wind displaySoftkeyS. @ G*mtn Ltd. or its affillates

Figure 14-4 From left to right, Options1, 2 and 3 displaying the same wind.@ Gamin Ltd. or lE affilletes

f The Perspective has two wind options. See Figure I5-4.

212 Mar TTescott's G1000 Glass Cockpit Hstdbook

Al t i tude Aler t ingAltitude alerting is associated with the selected altitude displayed

at the top of the altimeter (figure 14-43). Typically, the altitude youselect with the G1000's AUI knobs is displayed with cyan or light bluedigits on a black background. As you approach the selected altitude,you'll now get a series of warnings that alert you to verify that level offat the selected altitude actually occurs.

When your altitude comes within 1,000 feet of the selected altitude,the box flashes for three seconds and then the altitude displays inreverse video with black text on a light blue background and an auralalert sounds. As you come within 200 feet of the selected altitude, thetext flashes for three seconds and reverts to the original blue text on ablack background. Subsequently, if you deviate from that altitude bymore than 200 feet, the digits will appear yellow on black to draw yourattention to the deviation.

MDA/DA Aler t ingThe MDA/DA bug was originally offered in Columbia aircraft and

details can be found on page 32. At the MDA or DA, the bug and textturn yellow and an aural alert'oMinimums, Minimums" sounds. It's setby pushing the TMR/REF softkey and entering the MDA or DecisionAltitude. In Columbia aircraft, data is entered in the BARO MIN field;in Cessna aircraft it's entered in the MINIMUMS field.

Radio ChangesIn the past, "TX" or ooRX" was displayed between the standby and

active COM frequencies when the radio was transmitting or receiving asignal. Now'oSOoo is also displayed when the radio squelch is open.

TransponderThe FMS knobs can now be used to enter a transponder code,

though our preference is still to use softkeys. To use the knobs, pushthe XPDR and CODE softkeys and turn the small FMS knob to enterthe first two digits of the squawk code. Then turn the large FMS knobone click to the right, use the small FMS knob to enter the last two dig-its, and press the ENT key.

A new GND softkey sets the mode-S transponder in Ground modeand displays a green GND annunciator next to the transponder code. InGround mode, mode A and C data is not transmitted, but acquisitionsquitter continues. Squitter allows the aircraft to be known to ground-based stations and to reply to discrete Mode S interrogations.

PFD Disp lay ChangesA number of minor changes were made to the PFD. The most impor-

tant of these is that the Inset Map is now displayed when the G900X orGI000 are in reversionary mode. The map appears in the lower rightcorner in the same space used when the FPL, MENU, NRST,TMR/REF or ALERTS keys are pushed. Note that you can still pushany of these keys, however, the Inset Map will disappear and be

Chapter 14: Advanced G1000 Features 2r3

replaced by one of five windows. Pushing the same key a second timerestores the Inset Map.

There are two other changes related to the Inset Map. WhenNEXRAD is selected for display on the Inset Map, the letters NR, forNEXRAD, appear in the lower right corner of the map and age infor-mation appears in the upper right corner. For example, if NEXRADdata was received 3 minutes ago, o'NR: 3m" is displayed. Remember,however, that NEXRAD data is already at least eight minutes old whenyou receive it. Thus in this example, the data is actually at least llminutes old!

When a traffic advisory or TA occurs, the Inset Map is automatical-ly enabled and displays the traffic. Now, distance and direction to thetraffic appear in yellow at the bottom of the map. If the traffic is beyondthe Inset Map's scale and cannot be displayed, "TA OFF SCALE"appears at the bottom of the map.

There are two changes associated with the HSI. The first is thatwhenever the D-bar shows a full scale deflection, XTK and the dis-tance from the course line in nautical miles appear in the HSI (figurel4-5). For example, in the Terminal mode, which has a full scaledeflection of I nm, as full scale deflection is reached, "XTK l.0lNM" is displayed in magenta. Also, changing the HSI format nowrequires pushing an additional softkey. After pushing the PFD soft-key, one must now push the new HSI FRMT softkey to reach the 360HSI and ARC HSI softkeys.

The softkeys for selecting barometric pressure units also changed.Formerly, you would push the PFD softkey and then the METRIC soft-key. Now you push the PFD softkey and the ALI UNITS softkey tobring up a new level of softkeys. Pushing the IN or HPA softkeys selectbarometric pressure display in inches or hectopascals respectively.Pushing the METERS softkey changes the altitude display from feet tometers.

Ft ight Planning

EnhancementsTwo new enhancements save you time entering identifiers into a

flight plan. Other new features let you create a vertical descent profile,an along track offset, or add airways to a flight plan.

The first enhancement lets you choose a waypoint from one of threelists of waypoints: FPL (flight plan), NRST, and Recent. If the waypointyou want is on one of these lists, you can enter it faster with this fea-ture than by twisting the FMS knobs. To use this method, press the FPLkey to open the flight plan, turn the small FMS knob one click to theright to open the Waypoint Information window, and then one click to

the left to open a new window with the pull-down lists (figure 14-6)-The first list shown is FPL. To access the NRST and Recent lists, turn

the small FMS knob. When you see the list you want, turn the largeFMS knob to move the cursor down to the list of identifiers. Then turn

Figure 14-5 The desired course is 1.27nm to the left, and the aircraft is cor-recting toward the course. @ camin Ltd.or its affrliates

Figure 14-6 When entering waypoints,twist the small FMS knob one click tothe right and one click to the left tobring up this shortcut screen.@ Gamin Ltd, or its affrliates

2I4 Mac TTescott's G1000 Glass Cockpit Hadbook

Figure 14-7 This Direct-to window isset to provide vertical navigation to the900 foot MSL pattern altitude 2 milesbefore arriving at the destination.@ Garmin Ltd. or its affillates

Figure 14-8 Pressing the Direct-to keyand the MENU key gives you theoption of clearing vertical constraints.@ Garmin Ltd. or its affrliates

either FMS knob to highlight an identifier on the list. Press the ENT

key twice to add the identifier to the flight plan.Another change is that when you press the FPL ke5 a flashing cur-

sor is already present. Previously after pushing the FPL key, you need-

ed to push the FMS knob to get a cursor, so this change saves a step'Note that in the past the cursor came on at the end of the flight plan. Itnow comes on highlighting the active waypoint.

Direct-to Vert ical NavigationVertical flight planning to manage descents is now available. The

Direct-to key on either the PFD or MFD can be used to create an altitudeconstraint if you're referencing just a single waypoint for your descent.This can be used, for example, to command an aircraft to cross a walpointat a certain altitude or to arrive at pattem altitude a mile or two from a des-tination airport using the autopilot's VNV key, described in Chapter 10.Vertical Navigation using multiple dtitude constraints is also availableusing the MFD's FPL key, and we describe that later in this section.

To create an altitude constraint for a single waypoint, press theDirect-to key on either the PFD or MFD. Enter the waypoint using theFMS knobs and scroll with the large FMS knob to the ALT field (figurel4-7). Use the large and small FMS knobs to enter an altitude andpress the ENT key. Then use the small FMS knob to select MSL orAGL, and press the ENT key. For example, if you've entered 1000 feetand select AGL, guidance will be provided to 1000 feet above the air-port's field elevation.

Finally, use the small FMS knob to enter a negative number in theOFFSET field and press the ENT key. This creates a target location,some number of miles before the direct-to waypoint, to which you'lldescend. If you want to descend to a location beyond a waypoint, usethe Along Track Offsets.

The Direct-to key can also be used to create an altitude constraintin conjunction with a waypoint already loaded in a flight plan. This cre-ates a descent path from an aircraft's current altitude to the waypointaltitude. It also removes any altitude constraints in the flight plan forwaypoints prior to the direct-to waypoint. Altitude constraints after thedirect-to waypoint are retained. To use it, highlight a waypoint in theactive flight plan, push the Direct-to key scroll to enter the altitudeconstraint, AGL or MSL, any offset distance, and press the ENT key.

The vertical constraint portion of Direct-to navigation can be cancelledseparately, while still retaining Direct-to course guidance. To clear a ver-tical constraint, press the Direct-to key and the MENU key (figure t4-8).Scroll to highlight "Clear Vertical Constraints" and press the ENT key.

Ver t ica l F l ight P lansThe MFD's Flight PIan group now has two pages instead of three.

The third page, originally used for Vertical Navigation, is combinedwith the Active Flight Plan on page one. The second page, the FlightPlan Catalog page, remains unchanged. All vertical navigation is done

Chapter 14: Advanced G1000 Features 2r5

from the MFD's Active Flight PIanpage, or with the Direct-to key.

Entering a vertical flight plan is relatively easy. In addition toadding waypoints to the Active Flight PIan page, use the FMS knobs toenter altitudes on the same line with each corresponding waypoint. TheGFC 700 autopilot's vertical navigation function, enabled with theVNV key, can then follow a flight plan's descent profile; it cannot com-mand a climb. There are several nuances to properly using the VNVkey, so you'll want to read Chapter l0 carefully.

Once you've entered all of the altitude constraints in a flight plan,you can easily reference any of these altitudes for a descent withoutaffecting lateral guidance to any intermediate waypoints in the flightplan. From the MFD's Active Flight PIan page, press the VNV Direct-to softkey (figure l4-9) to initiate vertical descent guidance. This opensa new window asking if you'd like to activate descent guidance (figure14-10). If you didn't highlight a waypoint, the window chooses the nextvalid altitude shown in light blue text in the flight plan. Alternatively,if you highlighted a subsequent waypoint or altitude prior to pushingthe VNV Direct-to softkey that altitude is referenced. Pressing theENT key confirms activation and immediately activates descent guid-ance.

When an anival or approach procedure is added to a flight plan, theGf000 includes any altitudes that can be retrieved from its database. Itonly contains "Cross at" altitudes; ooExpect to cross at" altitudes are not inthe database, but can be entered manually. Some of these altitudes haverestrictions, such as cross "At" or "At or below" the altitude. Theserestrictions are indicated bv bars added above and,/or below the altitudes(figure I4-tt).

Different types of text are used in the altitude col-umn of the Active Flight Plan to indicate how eachaltitude is treated (figure I4-L2). Large blue altitudesentered by the pilot and small blue altitudes, retrievedfrom the system's database, are used to determine ver-tical speed or provide deviation guidance. Large whitealtitudes are the system's estimate of the aircraft's alti-tude and are not used for vertical guidance. Smallwhite altitudes are published in the system's databasebut are not being used for vertical guidance. Lightblue halftone text (not shown) cannot be used for ver-tical guidance.

After entering altitudes in the flight plan, you mustenable a descent profile, which is the rate at which the

descents will occur. To do this from the Active Flight Plan page, push

the ENBL VNV softkey (figure 14-13), or press the MENU key, scroll

to highlight "Enable VNV," and press the ENT key. This populates the

Current VNV Profile window of the flight plan (figure l4-I4) with a

Figure 14-9 The VNV Direct-to softkeylets you initiate vertical descent guid-ance immediately. @ Garmin Ltd. or iE affiti-

ates

Figure 14-10In this case, KADS waseither the next waypoint with a validaltitude, or the waypoint highlightedbefore pressing the VNV Direct-to soft-key. @ Garmin Ltd. or iE etfiliates

Stay AToTABOVE 5,0U ft

StayAT 2,3Nft

Stay AT or BELOW ]0@ ft

Figure 14-11 Restrictions are shownwith bars above and/or below an alti-tUde. O Garmin LU,. or tE elfrtietes

Large \MiteText

Small LightBlue Text

Small \MtiteText withAltitudeRestriction bars

Figure 14-12 White altitudes are sys-tem estimates of the aircraft's altitude;blue altitudes are used for verticalguidance. @ Garmin Ltd. ot iE affiliates

216 Mac hescott's G1000 Glass Coclqit Hadbook

Figurc 14-13 Push the ENBL VNVsoftkey to enter a descent rate.@ Gamin Ltd. or its affrliates

Flight PIan Angle (FPA) of -2.5o

and a Vertical Speed Target (VSTGT) of the number of feet per minute required to achieve a 2.5odescent angle at your present ground speed. For example, if you wereflying at a ground speed of 100 knots, a descent angle of -2.5" corre-

sponds to a VS TGT of -442 fpm.You can fly a different descent profile by scrolling

with the large FMS knob to highlight and enter datain the VS TGT or FPA field. You can also move thecursor to the VS TGT field by pressing the VNVPROF softkey (figure l4-9), or by pressing the MENUk"y, scrolling to highlight "Select VNV Profile

Window," and pressing the ENT key. Use the small FMS knob to set aVS TGT, such as -500 feet per minute, and press the ENT key. If you'dprefer to descend at a specific angle, scroll to the FPA field and use thesmall FMS knob to select an angle, for example -3o, and press the ENTk"y.

You can disable the vertical flight plan from the Active Flight Planpage by pushing the CNCL VNV softkey (figure I4-9) or by pressingthe MENU key, scrolling to highlight "Cancel VNV," and pressing theENT key (figure l4-f5). This clears the Cunent VNV Profile windowand places dashes in all data fields. It also removes the vertical devia-tion and VS required indicators from the PFD (figure 10-14).

Along Track OffsetsAlong Track Offsets is a new feature that lets you take an existing

waypoint in a flight plan and create a new waypoint adjacent to it, butoffset by the number of miles you specify. The new waypoint can be off-set before the original waypoint if a negative number is specified, orafter it if a positive number is entered. You might use this function incombination with a vertical flight plan if, for example, you wish todescend to the traffic pattern altitude two miles before an airport. Offsetwaypoints are neither permitted after the final approach fix of anapproach nor beyond the last waypoint in a flight plan.

To create an along track offset from the PFD or MFD, press the FPLkey, highlight an existing waypoint, press the MENU key, scroll toooCreate ATK Offset Waypoint" and press the ENT key. Then turn thesmall FMS knob to enter a positive or negative number of miles andpress the ENT key. Oro from the MFD's active flight plan, highlight anidentifier and press the ATK OFST softkey. Use the small FMS knob toenter a positive or negative number of miles and press the ENT key. Anew waypoint name is created using the same identifier name with thenumber of nautical miles it's offset.

There are a few caveats for any vertical navigation and along track off-sets. First, you are still responsible for temain and obstacle clearance atall times. For example, if there's a hill near your destination, setting analong track offset to arrive at pattern altitude prior to the airport may

Figure 14-14 The Flight Plan Angle(FPA) defaults to -2.5', or you canspecity a ditferent FPA or VerticalSpeed Target (VS TGT). @carmin Ltd. oriE aftiliates

Figure 14-15 You can disable the verti-cal flight plan from the Active FlightPlan page by pressing the MENU keyand scrolling to "Cancel VNV." o carm,':nLtd. or its afliliates

Chapter 14: Advanced G1000 Features 2t7

descend you into terrain. Ideally, these features should be programmedwhile on the ground or at a safe altitude. In some cases, it will make moresense to manually fly the aircraft, rather than go ooheads down" to pro-gram a feature in a busy environment or close to your destination.

Paral lel TrackThe Parallel Track function creates a course parallel to the flight

plan but offset from that course by as little as I nm or as much 99 nm.Its only practical use of which we are aware is to allow pilots to fly tothe left or right of center of an airway, presumably to avoid other trafficon the airway. However, this is counter to FAA recommendations toalways fly on the center of airways. That's because the obstacle clear-ance (the number of feet of protection a pilot has from the rocks) for air-ways is predicated upon pilots flying on their center. Failure to do socould result in a CFIT (controlled flight into terrain) accident. Hence,we discourage using this function for the puryose of flying offset fromthe center of an airway.

Creating a parallel track is easy. From the flight plan page, press theMENU key, scroll to ooParallel Track" and press the ENT key. In theParallel Track window (figure 14-16), turn the small FMS knob toselect "Right" or "Leftoo of track and press the ENT key. In the DIS-

TANCE field, turn the small FMS knob to select the number of miles to

offset the parallel track from the flight plan and press the ENT key."ACTIVATE PARALLEL TRACK?" is now highlighted. Press the ENTkey to confirm.

On the PFD and MFD maps, new course lines parallel to the flightplan courses are displayed. The course line parallel to the active leg in

the flight plan is magenta and course guidance along this leg is provid-

ed to the autopilot. In the flight plan, "-p" it added to the end of each

waypoint identifier to signify that a parallel track is active. To cancelthe parallel track, press the MENU key, scroll to 'oParallel Track" andpress the ENT key. "CANCEL PARALLEL TRACK?" is now highlight-ed. Press the ENT key to confirm.

There are a number of limitations to the use of a parallel track. First,

you must have an active flight plan or be using the Direct-to function

to fly to a waypoint. Once enabled, the parallel track is cancelled if you

subsequently use the Direct-to key, Ioad an approach or holding pat-

tern. AIso, course changes of greater than l20o and edits to the active

leg of the flight plan will cancel the parallel course. Finally, a parallel

track is not saved when a flight plan is stored in the flight plan catalog.

AirwaysAirways are virtual highways in the sky used extensively by aircraft

on IFR flight plans. In the past, pilots referred to charts to identify the

VORs and fixes, also called intersections, that defined the twists and

turns of these highways. Now the Garmin G900X and newer versions of

the Garmin G1000 not only display airways on the MFD, but they also

Figure 14-16 Don't use the paralleltrack function to fly offset from the cen-ter of an airway. @ Garmln Ltd. or lts affrll-etes

218 Mar Tfescott's G1000 Glass Cockpit Hotdbook

Figurc 14-17 Press the MAP and AIR-WAYS softkeys to choose which air-ways to display. @ Garmin Ltd. or iE effrti-

ates

Figure 14-18 Press the MENU key,select "Map Setup," and choose the"Ainivays" group to configure the maxi-mum map range at which ainntays aredisplayed. @ Garmin Ltd. or its alfitiates

Figure 14-19 From the PFD or MFD,press the MENU key and select "LoadAirway" to begin adding an airway to affight plan. @ Garmin Ltd. or its affrtiates

Iet pilots add them to flight plans. This simplifies thework of loading and flying an IFR flight plan.

The most common airways are low altitude Victor airways and highaltitude Jet Routes. Both are defined with VORs and fixes. Five letteridentifiers are used to name fixes, often located at the intersection ofradials from two or more VORs. Victor airways, with names like V334,exist from 1200 feet ACL up to 18,000 feet MSL, and Jet Routes, withnames like JII0, are above 18,000 feet MSL.

Q-routes and T-routes, relatively new types of airways defined byGPS waypointso are also available in the G900X and G1000. They werecreated to handle the increasing density of air traffic and to take advan-tage of the widespread availability of GPS. T-routes are low altitude air-ways and Q-routes are high altitude airways.

Disp lay ing Ai rways on the MFDAirways are only displayed on the MFD, since the PFD Inset Map is

small. The easiest way to display them is to push the MFD's MAP soft-key, which brings up a second level of softkeys (figure l4-I7) that nowincludes an AIRWAYS softkey. Pushing this softkey cycles the displaythrough four states, and the softkey label changes to indicate the cur-rent state. The softkey labels and their states are:

o AIRV/AYS - Airways not displayed.. AIRWY ON - All airways displayed.. AIRWY LO - Victor airways and T-routes displayed.. AIRWY HI - Jet Routes and Q-routes displayed.You can also select the maximum map range at which airways are

displayed using a new screen under the MFD's Map Setup. Push theMENU key, Map Setup should be highlighted, and press the ENT key.In the GROUP field, scroll with the small FMS knob to select AIR-WAYS and press the ENT key. Scroll with the large FMS knob to selectthe LO AUI AIRWAY or HI ALT AIRWAY field and then turn the smallFMS knob to select the maximum map range at which the airways willstill be displayed (figure 14-18). Note that you can also use this screento select which airways are displayed, though it's probably easier to usethe AIRWAYS softkey described above. However, if you choose to usethis screen, scroll to the AIRU/AYS field and use the small FMS knobto select one of the four choices.

Loading Airways into a Fl ight PlanAirways can be loaded from either the PFD or MFD, though you may

prefer to do it from the MFD, since the system graphically displays theairways and fixes as you scroll through choices. Also, note that the air-way display and flight plan functions are separate, so you can load air-ways regardless of whether they are displayed on the MFD. Finally, werecommend that you first load any Departure Procedure and ArrivalProcedure before you load an airwaS as this helps the G900X andGf000 recommend the correct airways and exit points.

14: Advanced G1000 Features

To load an airway, you need to press the FPL key to display the

active flight plan. Then choose the airway insertion point as you wouldfor any waypoint insertion, by scrolling with the large FMS knob to

highlight the waypoint that will come after the airway. From either the

PFD or MFD, press the MENU key, scroll to highlight "Load Airway"

and press the ENT key (figure 14-19). There is a shortcut which is

faster, but it works only on the MFD. Once you've selected the airway

insertion point, instead of pressing the MENU key, turn the small FMS

knob one click to the right and push the LD AIRWY softkey that

appears.Next, from the Airway Loading page (figure 14-20), use either FMS

knob to select an airway from the pull-down list and press the ENT key.

Then use either FMS knob to select the waypoint from which you will

exit the airway and press the ENT key (figure L4-2I). Note that as you

scroll through the lists of airways and exit points, the MFD map is

updated to show the current selection. Also, a preview list, to the right

of the airway and exit pull-down lists, shows the bearings and distances

for the airway segments. Finally, "LOAD?" should be highlighted.

Press the ENT key to confirm and load the airway into the flight plan'

Note that the Load Airway menu selection will not appear if a valid

airway insertion point wasn't highlighted. This occurs if:. No waypoint was highlighted with the cursor'. The first waypoint in the flight plan was selected'o There are no airways in the database for the waypoint selected.

. The waypoint selected is on an arrival or an approach procedure.

It is acceptable to insert an airway when highlighting a waypoint on

a departure procedure or another airway.

Figure 14-20 Use either FMS knob tosefect an airway. @ Gamin Ltd. or iE affiliaf.€s

Figure 14-21 You must select the way-point from which you will exit an air-Way. @ Gamin Ltd. or lts affiliates

Display of Airways in a Flight PlanLooking at the MFD flight plan, you'll now see a

white header that says "Airway" followed by the

name of the airway and the identifier for the exit

waypoint (figure L4-22). The header on the PFD

flight plan is similar but doesn't include the wordo'Airway." Indented beneath the header is a list of

waypoints that define the airway. Should you wish to

delete an entire airway, scroll with the FMS knobs to

highlight the white header, press the CLR key and

the ENT key. You can also delete the airway and

replace it with another airway by highlighting the

header, pressing the MENU key, selecting "Load

Airway'o and selecting a new airway and exit way-

pornt.Note that the flight plan doesn't display all way-

points along an airway. It shows beginning and end points and way-

points that define turns along the airway. Other intermediate waypoints

along straight legs of an airway are not shown' You can however manu-

ally i"nsert u"y of these missing waypoints. You might choose to do this

Figure 14-2Io delete an airwaY'highlight the white airway identifier andpress the CLR and ENT keYs. @ GarminLtd. or its affiliates

220 Mar kescott's G1000 Glass Cockpit Handbook

Figure 14-23To insert a waypoint inan airway, scroll to highlight the way-point after the new waypoint, turn thesmall FMS knob to the left. and scrollto select a waypoint. @ Garmin Ltd. or its

affiliates

Figure 14-24Here, the NavigationMap is set to the 3000 foot range toget a good view of the SafeTaxi dia-gfam. @ Garmin Ltd. or its affiliates

to make it easier to determine your distance to a fix, or to provide addi-tional references ifyou're later given vectors.

To insert an additional waypoint within an airway, scroll to highlightthe waypoint after the missing waypoint and turn the small FMS oneclick to the left. This brings up a new window with the word "Airway"(figure 14-23). Scroll with the large FMS knob to select the desiredwaypoint and press the ENT key twice. The new waypoint is now dis-played in the flight plan. You can also insert a waypoint that's not alongan airway. If you do that, the G1000 and G900X break the airway intotwo segments.

If there is a long list of waypoints displayed in your flight plan, youmay want to collapse airways, so that you see only two lines for eachairway: a revised white airway header that includes "(collapsed)" andthe exit waypoint. To do this while viewing the active flight plan pageon either the PFD or MFD, press the MENU ke5 scroll to select"Collapse Airways" and press the ENT key. Note that the Flight Planalways displays three waypoints: the From, To and Next waypoints.Hence, the airway on which youore located is automatically expandedto show these points. You can also manually expand all airways to showall waypoints by pressing the MENU key, scrolling to select "ExpandAirways'o and pressing the ENT key.

Here are a few other considerations when using airways. Some air-ways are one-way, however the G900X and G1000 do not have thecapability to indicate this. Also, flight plans with airways can be saved.However, when the GPS database is later updated, the airway may bedeleted from the flight plan. This can occur if the new database noIonger contains the airway entry or exit waypoints or the airway identi-fier. Finally, in the unlikely event that there is not enough room in aflight plan to insert an airway, "Flight Plan is full. Remove unnecessarywaypoints" is displayed.

MFD ChangesThe MFD is now upgraded to include SafeTaxi and a number of

minor enhancements. Electronic charts, available at an additional cost.are discussed in the next section.

SafeTaxiGPS technology makes it easy to navigate the skies. So easy that

sometimes the biggest challenge on a flight is trying to taxi at an unfa-miliar airport. If you've flown into a large metropolitan airport with itslabyrinth of runways and taxiways, particularly at night, you under-stand. Garmin's new SafeTaxi takes a quantum leap forward in solvingthis problem.

SafeTaxi is a set of more than 700 diagrams for U.S. airports. Thetalented staff at Garmin uses data from the FAA's Safe Flight 2l pro-gram and the government NACO instrument charts to create these dia-grams. Best of all, the G1000 places a moving airplane symbol on the

Chapter 14: Advanced G1000 Features 22t

map, so you can instantly identify your position on the ailport (figure14-24).

The diagrams show lots of detail. As you might expect, they includerunways and taxiways and show the numbers and letters used to iden-tify them. They also display many landmarks including ramps, build-ings, FBOs, and control towers. To see this level of detail, you may haveto zoom in using the GI000's Range knob.

Finding the SafeTaxi diagrams is easy. They are available on virtu-ally every Gf000 and G900X map that includes an airport, includingthe PFD's Inset Map and the MFD's Navigation Map, Weather DataLink, and Trip Planning pages and pages in the Waypoint and Nearestpage $oups. To see the SafeTaxi diagram on one of these pages, simplyzoom in using the Range knob.

SafeTaxi diagrams are configured in the same way as other map fea-tures by setting the maximum map range at which the diagrams stillappear. To do this, press the MFD's MENU key. "Map Setup" should behighlighted, so just press the ENT key. Then turn the small FMS knobto select the "Aviation" group and press the ENT key. Scroll with theIarge FMS knob to highlight "SAFETAXI" and turn the small FMSknob to select the map range above which SafeTaxi diagrams will nolonger be displayed (figure 14-25). When I set map features, I usuallyselect the highest map range available, which in this case is the 20-nautical mile range. Finish by pressing the ENT key and the FMSknob.

Note that the DCUIR softkey affects the amount of SafeTaxi infor-mation displayed on the PFD's Inset Map and the MFD's NavigationMap page. SafeTaxi diagram labels are removed when the DCLIR-Isoftkey is displayed and SafeTaxi diagrams are removed entirely whenthe DCUIR-3 softkey is displayed.

SafeTaxi diagrams are stored on the new, Iarger 2 Gigabyte SD mem-ory cards that also store the temain, obstacles and FliteCharts databases.These are the cards located in the lower of the two memory card slots inthe PFD and MFD. They must remain in the slots when using the G1000,since the data from them is not downloaded into the system. Pull thecards, and you'll lose SafeTiaxi, temain data and other information.

The SafeTaxi database is updated for a subscription fee on a 56-daycycle. You can tell whether the database is current by looking at theMFD's startup page (figure L4-26). After the MFD is cycled beyond thispage, you can still access the expiration information by going to theSystem Status page in the Auxiliary page group.

Just because you have SafeTaxi and possibly other charts in elec-tronic form, it doesn't totally preclude the need to carry paper chartswith you. You can find more information about this in the FAA'sAdvisory Circular AC-I20-76A, Guidelines for the Certification,Airworthinesso and Operational Approval of Electronic Flight BagComputing Devices. Nonetheless, when you use SafeTaxi, you may findthat taxiing around the airport is now the easiest part of your flight!

Figure 14-25 Press the MENU key,select "Map Setup," and choose the"Aimtays" group to set the map rangebeyond which SafeTaxidiagrams areno longer displayed. @ Garmin Ltd. or itsaffiliates

Figure 14-26 Upon power up, the newMFD "splash screen" shows expirationdates immediately without scrolling.@ Garmin Ltd. or its affiliates

222 Mar Tlescott's G1000 Glass Cockpit Handbook

Active Flight Plan ChangesThe MFD's active flight plan is enlarged to use half of the display.

In addition, a new VIEW softkey brings up an additional layer of soft-

keys that allow you to modify the flight plan (figure 14-27). Pressing the

WIDE softkey expands the active flight plan to the full width of the dis-play and compresses the map to the lower left corner. Pressing the

NARROW softkey restores the flight plan to the previous view.The "Change Fields" Menu option is no longer available. This com-

mand previously let pilots select the fields displayed in flight plans.

The only choice available now is the CUM softkey, which changes the

distances in the flight plan to cumulative distances. We recommendyou use this setting when flying instrument approach-es, particularly into non-towered or non-radar air-

Figure 14-27 Press the CUM softkeYto see cumulative distances to yourdestination. @ Garmtn Ltd, or its aff,liates

Figure 14-28 Press the MENU key,select "Map Setup," and choose the"Map" group to configure Auto-Zoomoptions. @ Gamin Ltc!. or its effitiates

ports, to make it easier to announce your total distance from the airport.

Pressing the LEG-LEG softkey returns the flight plan to displaying dis-

tances for each leg.

MFD Map SetupThere are also changes to the MFD's Map Setup. First, under the

Group field, you'll find an additional choice called ooAirways,"

described earlier. In the Map group, there are several changes. In theAUTO ZOOM field, there are now four choices that are self-explanato-ry: Off, MFD Only, PFD Only, and All On (figure 14-28).

Indented below this are three new fields: MAX LOOK FWD, MINLOOK FWD, and TIME OUT. These let you adjust parameters thatcontrol auto-zoom. Previously, the auto-zoom feature kept the activewaypoint displayed while progressively zooming the map to lower andlower ranges as you approached a waypoint, stopping at the I.5 nmrange. These range changes occurred frequently as you approached awaypoint and were so annoying that some pilots left auto-zoom off. Thenew parameters make auto-zoom more useful and, since they're basedon time rather than distance, the feature works equally well for sloweraircraft and VlJs.

The first two fields adjust the maximum and minimum ranges used,based upon the distance between the center of the map (or from the air-plane symbol when in the North Up orientation) to the top of the dis-play and the groundspeed of the aircraft. The maximum field can be setfrom 0 ro 999 minutes. For example, if you set a MAX LOOK FWDtime of 5 minutes and are in an aircraft traveling at 120 kts, or 2nm./minute, then the aircraft will travel l0 nm in 5 minutes. To showthe distance you'll travel in 5 minutes in the top half of the map, auto-zoom uses a maximum map range of 20 nm. If the field is set to zero,auto-zoom uses a maximum range of 2000 nm.

The MIN LOOK FWD field can be set from 0 to 99 minutes. Usingour example, when this field is set to I minute, for an aircraft travelingat 120 kts, or 2 nm/minute, auto-zoom uses a minimum map range of 4nm. If the field is set to zero, anrro-zoom uses a minimum range of 1.5

Chapter 14: Advanced G1000 Features 223

nm. You can always override auto-zoom by manually selecting a maprange using the Range knob. If you do, auto-zoom will not resume mak-ing changes for at least the number of minutes set in the TIME OUTfield. That field can be set from 0 to 99 minutes.

Another change to the Map group is that the length of the TrackVector can be changed. Formerly, its length was fixed at one minute.Nowo using Map Setup, you can choose a Track Vector as short as 20seconds or as long as 20 minutes.

In the Weather Group, the field formerly labeled CELL MOVE-MENT is now labeled NEXRD CELL MOV. In the Aviation Group, thefield formerly labeled OTHER AIRSPACE is now labeledOTHER/ADIZ and there's a new field labeled TFR. In the Land Groupthere's a new field labeled RAILROAD.

MAP Group Changes. GPS course lines and the destination airport were originally

shown only on the Navigation Map page. Now these can also beviewed on the Traffic Map, Stormscope, Weather Data Link,Terrain Proximity, and TAWS pages.

o The Traffic Map page has a new TNA MUTE softkey that mutes"TlS not available" aural aler"ts. For aircraft equipped with aHoneywell TAS, a TEST softkey generates a test display withexamples of each type of traffic symbol and generates a "TASSystem Test OK" aural alert.

o On the Weather Data Link page, panning the map pointer displayscloud top altitude information.

. The TAWS Map page has a new INHIBIT softkey for inhibitingTAWS-B aural alerts. There is also a new MENU key option for

"Show Aviation Data" which alternates with "Hide AviationData."

WPT Group Changeso Some Airport Information page MENU key options are renamed.

Selections for anival, approach, and weather pages previouslyused the format ooView Arrival.o'These selections now use the for-mat "Show Arrival Page."

o On the User Waypoint Information page, the MENU key selectionooView Recent User WPT List" no longer exists.

AUX Group Changeso The System Status page has new ANN TEST and ARFRM soft-

keys. When the former is pressed, it causes the annunciators tolight on the audio panel. The latter softkey selects the AIR-FRAME window for scrolling.

o On the GPS Status pageo the Satellite Status page has changed.EPE, DOP, and HUL are no longer shown and are replaced withEPU, HDOP, HFOM, and VFOM. There are two new softkeys

RAIM and SBAS that alternate with each other. The letter o'D"

224 Mac Tfescott's G1000 Glass Cockpit Handbook

appears at the bottom of the vertical bars for each satellite forwhich V/AAS correction data is available.The SBAS (Satellite-Based Augmentation System) softkey letsyou deselect U/AAS reception, which may improve GPS perform-ance when flying outside of the U/AAS coverage area (most ofNorth America), such as when flying over the ocean. To deselectU/AAS, push the SBAS softkey, push the FMS knob to highlightWAAS, and press the ENT key.

. On the System Setup page, TAS is an additional choice for dis-play on the MFD Navigation Status bar. There is a new DFUISsoftkey. You can no longer change the map datum. The ILS CDICAPIURE choice is gone (CDI selection is automatic). ForWAAS-capable systems, in the GPS CDI SELECTED field, the5.0 nm choice is replaced with 2.0 nm, the WAAS CDI sensitivi-ty in the enroute mode.Under DISPLAY UNITS, the NAV ANGLE choices include MAG-NETIC("), but no longer include AUTO. The PRESS field isdeleted and a new WEIGHT field has been added.

. A LOCK softkey on the XM Information page saves GDL 69Aactivation data when the XM service is configured. It's not used fornormal operation, but there are no adverse effects if it's pushed.There are new fields for AUDIO SIGNAL STRENGTH and DATASIGNAL STRENGTH

. On the System Status page, under DATABASE, there are newfields for versiono region and expiration information for SAFE-TAXI and CHARTS.

NRST Group Changeso On the Nearest Airports page, in the APPROACHES window, the

name of approaches are now prefixed with the identifier for theassociated airport.

Electronic ChartsInstrument pilots need charts to fly IFR. For long trips that means

carrying pounds of paper, much of which is never used. Pilots now havethe option, for an additional fee, to display IFR charts on the GI000.Furthermore they have two choices: Jeppesen charts, called ChartView,or government NACO charts, purchased through Garmin, calledFliteCharts. At this writing, the Jeppesen subscriptions are moreexpensive but are updated more frequently, contain some additionalchart types outlined below, display local airport NOTAMs, and super-impose an aircraft symbol on charts to show your position. NACOchans don't show aircraft position, but of course you can find that onany GI000 map page.

While it's legal to have only electronic charts in an aircraft, savvypilots may want paper versions as well for at least two reasons.Foremost is redundancy. In the event of an electrical system failure anda subsequent draining of the main battery electronic charts become

Chapter 14: Advanced G1000 Features 225

inaccessible, since the standby battery powers only the PFD, not theMFD where charts are located. Also, some pilots may prefer to have apaper copy in front of them even when using electronic charts. That'sbecause if you want a single piece of information, it's sometime fasterto glance at a paper chart, than to push softkeys or pan with the joy-stick.

Most of the features and softkeys used to access charts are the samefor both chart options. Therefore we'll describe their use simultaneous-ly, noting any differences. As always, refer to your Aircraft FlightManual as the final authority on operating the G1000's electroniccharts.

There are several ways to access charts. The easiest is to let theGf000 choose a default chart. Another way is to use the softkeys andFMS knobs to choose a chart yourself, though it requires more steps.Finally, if you start with the default chart, but it's not the one you need,you can still manually select any chart. We'll talk first about the chartdefaults.

Electron ic Chart DefaultsChans are always selected from one of the following MFD pages: the

Navigation Map page, Active Flight Plan page, or Nearest Airportspage. From any of these pages, press the SHW CHRT softkey, to dis-play a chart, whether you're using the default chart or manually select-ing a chart. Alternatively, press the MENU key, scroll to "Show Chart"and press the ENT key. Generally, you'll fly with an active flight planor a direct-to destination, and these will determine which default chanis presented. If, however, you don't have an active flight plan, theGI000 defaults to the Airport Diagram (figure 14-29) if you're on theground, or to the Airport Diagram of the nearest airport if you're in theair.

If you have an active flight plan, the default chartpresented when the SHW CHRT softkey is pushedchanges depending on whether you're on theground or which waypoint is active in the flightplan. If you're on the ground, the system alwaysdefaults to the Airport Diagram, even if you havean active waypoint. Once the aircraft takes offhowever, the default becomes the chart appropri-ate for the active waypoint in your flight plan. Forexampleo if you have a departure procedure loadedand the active waypoint is part of that procedure,the default is the chart for that departure proce-dure. Likewise, if you have an arrival procedureloaded and the active waypoint is part of that pro-cedure, the default is the chart for that anival procedure. Finally if the Figure 14-29 Without an active flight

active waypoint is part of an instrument procedure you've loaded, the plan, electronic charts default to the

default is the chart for that instrument procedure. Note that when an en Airport Diagram' @ Garmin Ltd' or its arfiti-etes

226 Mac Tfescott's G1000 Glass Cockpit Hotdbook

Figure 14-30 Pressing the SHW CHRTsoftkey brings up these new softkeys.@ Garmin Ltd. or its aftiliates

Figurc 14-31 Select "View DestinationAirport" to force electronic charts todefault to the destination airport.@ Garmin Ltd. or its affrtiates

route waypoint, such as a VOR, isthe active waypoint, the G1000 doesn't have a default chart and if youpush the SHW CHRT softkey, you'll receive a ooNo chart associatedwith selected waypoint" message.

Pressing the SHW CHRT softkey brings up the default charts wehave discussed, but it also brings up additional softkeys that accessother charts (figure f4-30). This second layer of softkeys brings upcharts for a single default airport, usually your departure airport whenyou're on the ground, or the airyort associated with any active waypointin the flight plan. Thus if you're sitting on the ground at San Jose,Calif., with a flight plan to Los Angeles, Calif., pushing the DP, STARand APR softkeys all bring up charts for San Jose-unless you've goneinto the flight plan and made one of the waypoints in the arrival orapproach procedures the active waypoint. In that caseo the DP, STARand APR softkeys bring up charts for Los Angeles.

Note that there's a quick shortcut for changing the airport to whichthe DR STAR and APR softkeys default without having to change theactive waypoint in a flight plan. Using this same example, if you'veentered a flight plan, are on the ground at San Jose and want to reviewcharts for Los Angeles, after pressing the SHW CHRT softkey, push theMENU key, scroll to highlight "View Destination Airport" and pressthe ENT key (figure t4-31). Now the DR STAR and APR softkeys willbring up charts for your destination airport.

Jeppesen charts have an additional NOTAM softkey displayed forselected airports. Pressing the softkey displays recent local NOTAMinformation applicable to the current chart revision cycle.

Chart OptionsOnce a chart is selected, the Range/Joystick knob can be turned to

zoom a chart in or out. This changes the chart mileage scale, shownabove and to the right of Jeppesen Charts (NACO charts are notscaled). Pushing the Joystick up and down lets you scroll through anentire chart. In addition, the Joystick can be moved left and right onNACO chartso allowing you to pan the entire chart. For both charttypes, pressing the Joystick centers the chart on the display.

Additional viewing options are available by pressing the SHWCHRT softkey and the CHRT OPT softkey, which bring up a new layerof softkeys (figure 14-32).

The ALL softkey is initially grayed out indicating that the entirechart is shown. The FIT WDTH softkey expands or contracts charts sothat the full width of the chart matches the width available in the cur-

rent display. The FULL SCN soft-key toggles the display between aview in which a chart shares space

with the Airport Information or weather along the right side of the dis-play, and one in which the full screen is available for displaying achart. These softkeys also change the position of the pull-down win-dows used for manually selecting charts. When the FULL SCN soft-

Figure 14-32 Push the FULL SCN andthen the FIT WDTH softkeys to maxi-mize the chart width. @ Garmin Ltd. or itsaffiliates

Chapter 14: Advanced G1000 Features 227

key is selected and grayed out, theselection windows are along the topof the display (figure 14-33); whenthe FULL SCN softkey is unselect-ed, the selection windows appearalong the right side of the display (figure L4-34).

Jeppesen charts have four additional softkeys used to view one quar-ter of a chart. The HEADER softkey displays the top of the chartincluding the briefing strip. The PLAN softkey shows the graphicalplan view of the approach. The PROFILE softkey shows the descentprofile. Finally, the MINIMUMS softkey shows visibility and descentminimums.

Select ing Elect ronic Char ts Manual lyChart defaults save time, since you avoid manually entering airport

identifiers and selecting charts from a list. However, charts can also beselected manually, and a few chart types are only selected this way.

Charts are always selected from one of the following MFD pages: theNavigation Map page, Active Flight PIan page, or Nearest Airportspage. From any of these pages, press the SHW CHRT softkey. Then usea softkey to choose a chart type. Note that the INFO softkey is alreadygrayed out and an Airport Diagram chart displayed. For different charttypes, push the DR STAR, or APR softkey to find a departure proce-dure, arrival, or instrument procedure chart.

Next, press the FMS knob to get a cursor. The identifier for thedefault airport will be highlighted. To choose a different airport, startby turning the small FMS knob, then alternate between the large andsmall FMS knobs to enter the identifier and press the ENT key' Thenscroll with the large knob to the INFO, DEPARTURE, ARRIVAL, orAPPROACH window, depending upon whether the INFO, DP,ARRIVAL, or APR softkey was pushed. Scroll with the small FMSknob to select a chart from the list and press the ENT key. The select-ed chart is then displayed. Remember that these chart selection pull-

down windows are along the top of the display when the FULL SCNsoftkey is selected and grayed out and along the right side of the dis-play when the FULL SCN softkey is unselected.

The following charts can only be selected manually. These includecharts for:

o Takeoff Minimumso Alternate Minimums (NACO only)o Class B Airspace (Jeppesen only). Airline Parking Gate Coordinates (Jeppesen only). Airline Parking Gate Location (Jeppesen only)To select one of these charts' press the SHW CHRT softkey, then

either the INFO or WX softkey. Push the FMS knob to enter the airport

identifier as described above and scroll to the INFO window (figure 14-

35) to select one of these charts and press the ENT key.

GPS RWY 3IpALo ArTo ARPT oF SAMA ctARA @Jt {Iy (PAO)

Figure 14-33 When the FULL SCNsoftkey is selected and grayed out,manual chart selection windows arealong the top of the display. @ GarminLtd. or its affiliates

Figure 14-34 When the FULL SCNsoftkey is unselected, manual chartselection windows appear along theright side of the display. @ Gemin Ltd. orrts affilafes

228 Mac Ilescott's G1000 Glass Cockpit Handbook

Figure 14-35 Some charts, like TakeoffMinimums, can only be selected manu-ally after first pushing the INFO or WXsoftkey and then entering an airportidentifier. @ Gemin Ltd. ot its atf,ttates

Figure 14-36 Press the SHW CHRTsoftkey, the MENU key and scroll tohighlight the COLOR SCHEME field tomanually set charts for Day View orNight View. @ Garmin Ltd. or iE affttiates

Figure 14-37 Press SHW CHRT andeither the DP, STAR or APR softkeyand then the MENU key to displaytheSe options. @ Garmin Ltd. or its affitiates

Chart SetupThere are two G1000 chan display options: Day View with a white

background and Night View with a black background. An Auto modeis available to switch automatically between the modes, based upon theintensity of the ambient light. To select a mode, press the SHW CHRTsoftkey and then the MENU key. Scroll to select "Chart Setup" andpress the ENT key. Then scroll with the large FMS knob to highlightthe FULL SCREEN, COLOR SCHEME, or percentage field (figure 14-36). FULL SCREEN allows you to use the small FMS knob to select thefull screen chart view ooOn" or "Off'. You'll probably never use it, how-ever, as it's easier to push the FULL SCN softkey to achieve the samething.

COLOR SCHEME lets you use the small FMS knob to select "Day,""Auto," or ooNight." In Auto mode, the G1000 uses the percentage field

to determine at what ambient light intensity the sys-tem switches between day and night views.

MENU Key Opt ionsThere are many MENU options available includ-

ing (figure l4-31):o View Departure Airport (Sets departure airport

as default).o Show Departure Page (Shows departure charts

for default airport).o Show Arrival Page (Shows arrival charts for default airport).o Show Approach Page (Shows approach charts for default airport).o Show Weather Page (Shows weather and Airport Diagram for

default airport).o Chart Mode Off (Turns off chart and displays Airport Information

page).e Chart Set Up (Changes chan background color for day or night).o Go Back to Previous Page (Returns to previous page).After pushing the DP, STAR or APR softkeys, the following options

also become available by pressing the MENU key (figure 14-37):o View FPL Departure Chart (shows chart if a DP is loaded in the

flight plan).o View FPL Approach Chart (shows chart if an approach is loaded

in the flight plan).. Show Info Page (Shows Airport Diagram and Airport INFO for

default airport).o Load Departure (Lets you load a departure procedure).o Load Arrival (Lets you load an amival procedure).r Load Approach (Lets you load an approach procedure).

WAAS - Wide Area Augmentation SystemSome GI000's, including all2007 and later Cessna models and all

G900X installations, include WAAS-capable GPS receivers. Some

b b ld00 rb l.DAin od hdld.

Chapter 14: Advanced G1000 Features 229

older G1000 aircraft can now be upgraded with WAAS receivers. Oneway to tell if a G1000 aircraft has a WAAS-capable receiver is to lookat the approach names when you select them with the PROC key. If yousee "LPV" listed after an approach, then it has a WAAS-capablereceiver. If you see o'Unavail" (figure 14-38) listed after an approach,then the airplane doesn't have a WAAS-capable receiver. Another wayis to go to the AUX group's GPS Status page and look at the bottom ofthe vertical bars. A "D" at the bottom of the bars indicates differentialGPS or U/AAS. We'll briefly discuss U/AAS here, but the best way tolearn about it is with Max Trescott's WMS and GPS CD-ROM Course.In additional to four hours of tutorial information. it includes severalinteractive simulators that let you practice loading U/AAS instrumentapproaches.

WAAS is an acronym for Wide Area Augmentation System. To aug-ment something is to make it larger in size, number, or strength. In thiscaseo the FAA has augmented the basic GPS system to compensate forerrors and to improve the accuracy available to pilots. It's a wide areasystem because the correction signals pilots use are broadcast over avery wide algs-l\6rth America.

The new U/AAS infrastructure includes U/AAS Reference Stations,which are GPS receivers at 38 precisely surveyed locations aroundNorth America. Each station compares its actual location with the loca-tion calculated using GPS satellites, and correction signals are calcu-lated. Uplink stations transmit the correction data to several new satel-lites in geosynchronous orbit. The satellites retransmit the data toU/AAS receivers on the same frequency used by the GPS satellites.

A WAAS-capable GPS receiver, in addition to decoding informationfrom the GPS satelliteso is set up to decode information from the WAASgeosynchronous satellites. The result is that WAAS-capable GPSreceivers are able to eliminate much of the error in the GPS system andidentify an aircraft's position with sufficient accuracy to allow instru-ment approaches to be flown to within 200 feet above the ground. Also,V/AAS receivers have the capability to ignore data from malfunctioningsatellites and to continue computing their position with the remainingsatellite signals. Also, in the en route mode, full scale deflection of theCDI is 2 miles for a WAAS capable receiver, versus the S-mile sensi-tivity used by non-WAAS capable receivers.

WAAS Min imumsNow let's talk about the different type of WAAS minimums. You'll

probably be surprised to learn that with a WAAS-capable receiver, youcan now fly four different types of GPS minimums (figure 14-39). We'llbriefly mention the four types, and then cover them in more detail.

LPV is a new minimums category that provides vertical guidance. Itallows you to use your GPS receiver to fly an approach in much thesame way that you currently fly an ILS. It usually provides the lowestminimums available with a GPS receiver.

Figure 14-38 lf an approach says"Unavail", your G1000 is not WAAS-capable. @ Garmin Ltd. or iE atflliatas

230 Mac Tlescott's G1000 Glass Cockpit Hotdbook

CATEGORY I D

tPV DA l?3&lyz /t I lioGtrt I

SIXV * 1368-2 s50 (60c21

LNAV MDA ?JAO-1i/I | ?lOO-lY2l 282 lr 30Gl IZl I r 282 0 300-l7r) 210G3 1282{130c3)

clRcilNG 2l 00-2 I 282 (l3oG2l 2100-3 r282 tr30G3l

RTVERSIDE, CAIIFORNIA

Figure 14-39 For LNAV+V minimums,use the LNAV line.

Chapter 14 includes l0 pages on thefundamentals of using the G1000 andPerspective for flying WAAS-basedinstrument approaches. To learn all ofthe details of using modern GPSreceivers such as the G1000 andPerspective to fly instrument approach-es, get the new,272 page Max Tiescott'sCPS and, WAAS Instrument FlyingHandbook. To order. call 800-247-6553.

LNAV/VNAV minimums are flown by airlinerswith special equipment and you can now fly theseapproaches with a WAAS receiver. These minimumsare usually higher than LPV minimumso since theapproaches were designed to be flown with oldero lessaccurate equipment, and hence have larger protectedareas.

LNAV minimums are the ones flown with older GPS approachreceivers. Pilots have flown these approaches for a number of years andthey are also available with U/AAS receivers. They are non-precisionapproaches and no vertical guidance is provided.

Many WAAS approaches include circling minimums, similar to cir-cling minimums for any other approach chart.

There's a fifth option, LNAV+V, though technically it's not a mini-mums category and it's not listed in chart minimums. When available,your WAAS receiver provides an advisory glide slope for guidancedown to non-precision LNAV minimums. The minimums are the sameas for a LNAV approach, but LNAV+V lets you easily set up a stabi-lized approach at a constant descent rate to reach those minimums.Now let's examine each of the minimums in detail.

LPV ApproachesWhen LPV minimums were first offered, these approaches could go

as low as 250 feet above the ground. No*, we will start to see LPVapproaches with minimums as low as 200 feet, identical to that of a cat-egory I ILS. Basically, LPV is a near-precision GPS approach that pro-vides Localizer Performance with Vertical guidance. In fact, that's howit is defined in the new FAA Instrument Procedures Handbook.

LPV, when available, is the top line in the minimums section formost RNAV GPS approaches, and it will usually have the lowest mini-mums for an approach. It is always followed by the letters DA, decisionaltitude. Decision altitudes are only specified on precision approacheswith vertical guidance, and the point at which you reach the decisionaltitude is often not marked on instrument approach charts. Here's acritical point: When flying to LPV minimums, you cannot wait for yourGPS to count down to zero miles to identify when to fly the missedapproach, since it's displaying the distance to the runway threshold andnot to the decision altitude. Instead, you need to watch your altimeter.

In many cases, the minimums for a LPV approach are much lowerthan for a non-precision GPS approach. In order to allow you todescend that much lower, the FAA needed to design smaller protectedareas, to squeeze the approaches in among the many obstacles thatexist along an approach. Then, in order to assure that you stay withinthe protected area, new criteria were developed for the accuracy of aWAAS-capable GPS receiver.

On a traditional non-precision approach, a GPS receiver needs a lat-eral accuracy of 0.3 nautical miles to assure that an aircraft stays in aneven larger protected area. Prior to permitting you to fly with LPV min-

Chapter 14: Advanced G1000 Features 231

imumso a WAAS receiver is required to calculate its current accuracyor Horizontal Position Level (HPL). This is the maximum distance inmeters from your present position to the position where the GPS thinksyou are, with a probability of 99.99999Vo (figure 14-40). To allow anapproach, the HPL value must be less than the Horizontal Alarm Limit(HAL), which is 40 meters or about 164 feet, considerably less than the0.3 nautical miles or approximately lB00 feet required on non-preci-sion GPS approaches. It must also calculate the Vertical Position Level(VPL), which must be less than the Vertical Alarm Limit (VAL), whichis 50 meters to allow an LPV approach with 250-foot minimums, and35 meters to allow an LPV approach with 200-foot minimums.

Now let's look at the CDI sensitivity on an LPV approach. To review,when a basic, non-precision GPS approach is flown, plus and minus l-nautical mile linear scaling is provided until 2 nautical miles prior tothe FAE, where the sensitivity increases to plus and minus point 0.3 nmfor the final approach segment. The CDI sensitivity for an LPVapproach is also plus and minus I nautical mile for the intermediatesegment, however at 2 miles prior to the FAE it starts to changesmoothly so that at the FAF it is either 0.3 nautical miles or 2o,whichever is less.

The 2o angle is typically used, though it does vary depending uponthe length of the final approach segment. For final approach segmentsless than 8.2 nautical miles long, the CDI scales to2o at the FAE, whichis less than the plus and minus 0.3 nautical mile sensitivity of a non-precision GPS approach, but comparable to the sensitivity of an ILSapproach (figure 14-41). For final approach segments longer than 8.2nautical mileso the CDI scaling remains fixed at 0.3 nautical milesbeyond the FAF and switches to a 2o angle when it equals 0.3 nm sen-sitivity. This is to achieve performance equivalent to a non-precisionGPS approach, and better than the sensitivity of an ILS at the same dis-tance from a runway.

Finally, as you get very close to the runway, the CDI scaling of anLPV approach will change from angular to linearo so that it doesn'tbecome ultrasensitive, as it doeswhen flying an ILS signal close tothe runway. The CDI sensitivity onan LPV approach is set so that thetotal width is usually 700 feet at therunway threshold or plus and minus350 feet for full scale left or rightdeflection of the CDI needle. Witha traditional mechanical HSI orOBS with five dots to the left and

Figure 14-.10 A VPL signal quality ofbetter than 50 meters is required toturn on the LPV annunciator thatauthorizes you to fly an LPV approach.

right of center, each dot represents 70 feet. Ontwo small circles left and right of center, eachfeet.

the G1000, which hascircle represents 175

Figure 14-41 CDI sensitivity decreasesto a 2o angle on the final segment ofan LPV approach. @ Garmin Ltd. or iE affili-

afes

VPL

ActualPosition HPL

Worst CaseGPS Computed

Posltlon

232 Max Ilescott's G1000 Glass Coclqit Hotdbook

LiIAV/VilAV Ap p roach esNow let's examine LNAV/VNAV minimums. From a practical stand-

point, you'll probably use these minimums only when no LPV mini-mums are designatedo since LNAV/VNAV minimums are almost alwayshigher than LPV minimums. Oddly, your GPS may annunciateLNAV+V for some LNAV/VNAV approaches because advisory glideslopes are new and database suppliers used to use LNAV+V to indicatea LNAV/VNAV approach. So if your chart says an approach hasLNAV/VNAV minimums, but your GPS annunciator shows LNAV+Ythen you can fly the approach to LNAV/VNAV minimums. Like LPVminimums, LNAV/VNAV minimums are specified with a DA or deci-sion altitude.

A variety of equipment can be used to fly LNAV/VNAV minimums.Most GA pilots will use a WAAS receiver, but airliners certified to flythese approaches can use barometric-VNAv systems, sometimesknown as baro-VNAV systems, which combine an IFR GPS receiverwith an additional barometric pressure input. There are a number oflimitations that apply to the airliners, and these are found in the noteson RNAV GPS instrument charts. Ironically, these notes don't apply toyou when flying with a less expensive, state-of-the-art WAAS receiver.

First, as you may remember, altimeters are affected by non-standardpressure and temperature. The differences due to pressure are general-ly much larger than those due to temperature, so most of the time pilotscan successfully fly by correcting only for non-standard pressure.That's what you are doing when you twist a knob to set your altimeter.Airline pilots also set their baro-VNAV systems to the local pressuresetting when flying an LNAV/VNAV approach.

However, there's no second knob that lets you adjust your altimeterfor non-standard temperature. Our inability to correct for this error canbe a serious problem as we get close to the ground in extremely coldweather, as it is for airliners flying LNAV/VNAV approaches that relyon outside air pressure to determine their altitude. Thus someLNAV/VNAV approaches have notes for lower temperature limits thatapply to the airlines, but not to WAAS receivers. In a few cases, youwill also see notes for high temperature limits for LNAV/VNAVapproaches. That's because in hot weather, temperature errors will gen-erate a vertical descent that exceeds the maximum 3.5o slope permit-ted for an LNAV/VNAV approach. Again, these notes only apply to theairlines, and not to a G1000 WAAS receiver.

Remote altimeter settings are not permitted for use by airliners withbaro-VNAV systems, since the farther you are from the altimeter set-ting source, the greater the possible error when you use that altimetersetting. Again, these notes only apply to the airlines, and you can usea remote altimeter setting specified on an LNAV/VNAV approach witha G1000 U/AAS receiver.

It's not unusual to see a note that reads: "V/AAS VNAV NA" oninstrument charts for airports outside of the U/AAS coverage area in

Chapter 14: Advanced G1000 Features 233

Hawaii, Alaska, and Puerto Rico. In these cases, the airlines win, sincethey can fly to LNAV/VNAV minimums with their baro-VNAV equip-ment, but you cannot if you're using a U/AAS receiver.

INAV ApproachesLNAV, which stands for lateral navigation, is a fancy name for the

traditional GPS approaches pilots fly. In the past, with just one type ofGPS approach, GPS charts just listed "GPS minimums,o' rather than"LNAV minimums." Now, however, with multiple types of minimums,traditional GPS approach minimums needed a name.

There is no vertical guidance provided for LNAV approaches. Hencethese are non-precision approaches, and the minimums are published asan MDA, or minimum descent altitude. These MDAs are treated the sameas MDAs for any other non-precision approach, and you are not allowedto descend below them until you're in a position to land. LNAV approach-es can be flown with a traditional approach-cenified GPS receiver, aWAAS-capable receiver, or an RNP 0.3 certified system. Any otherRNAV systems require special approval to fly these approaches.

LNAV+V ApproachesSome LNAV approaches have an advisory glide slope. These

approaches use the same non-precision minimums as LNAV approach-es, but the advisory glide slope is flown similarly to an ILS. The pur-pose of the glide slope is to provide a stable descent rate down to theMDA. Historically, many instructors have taught students to oodive anddrive" at each step down of a non-precision approach, but the FAA has

determined that the high descent rates used for this contribute to anincrease in accidents. Hence, the FAA now recommends that stabledescent rates be used on all non-precision approach-es, and advisory glide slopes help pilots determineappropriate descent rates.

F ly ing an LPV Approach f rom an IAFNow let's fly the RNAV (GPS) RWY 302

approach, which has LPV minimums, into HalfMoon Bay, Calif. (figure 14-42). When selecting anapproach, you'll be asked to choose VECTORS, orone of possibly several IAFs. It's important to knowbefore you load the approach which IAF you plan to

use if using pilot navigation, or whether you want thecontroller to vector you to the approach. You canIater switch between vectors or different IAFs if thegame plan changes-and you have permission fromATC-provided you haven't passed the FAF. Any

change made after the FAF cancels the GPS's approach mode. Let's

plan on flying to the IAF at SAPID this time. Later we'll show you some

interesting new gotchas in the WAAS-capable receivers that you'll want

to remember when flying an approach with vectors.

T I PAlways specify an IAF when loading anapproach, even if planning to fly anapproach with vectors from the con-troller. If you choose "VECTORS," onsome approaches, GPS receivers willdelete some of the waypoints along thefinal approach course. This makes flyingthe approach more difficult if you're latertold to fly directly to one of those way-points, or if you need to descend at oneof these points. You may want to "acti-vate" the leg (see page I39) that you'reintercepting.

Figure 14-42 A narrow LPV aPProachallows low minimums in spite of theadjacent mountain ridge.

234 Mac hescott's G1000 Glass Cockpit Hotdbook

Selecting a WAAS approach is the same as selecting any otherapproach. First press the PROC key. "SELECT APPROACH" shouldalready be highlighted. If it's not, scroll with the large FMS knob tohighlight it. Then press the ENT key.

Use either FMS knob to select an approach from the list available atthe destination airport. In this caseo choose the RNAV 30 Z GPSapproach. Then press the ENT key and scroll to select the IAF atSAPID and press the ENT key. Since we're ready to fly directly toSAPID now, scroll with the large knob to "ACTIVATE?" and press theENT key.

We've created a new acronym, PICA, for whenever you load aninstrument procedure. Anyone familiar with typesetting and layout willknow that a pica is a unit of measure that indicates the size of a letteron a page. In teaching people to fly glass cockpits, we've observed thatpeople consistently miss one or more important steps when setting upan instrument approach. PICA is designed to help you remember tocheck all ofthese steps every time you select an approach.

The "Po' is for pressing the PROC key which we've already done.The "['o in PICA is to Inspect every waypoint in the flight plan to veri-fy that it is correct. Make sure, for example, that you're flying directlyto SAPID and not to KHAF first, which would be the case if you hadpressed LOAD instead of ACTIVATE. Use the ooC" in PICA to confirmthat the GPS CDI needle is selected and set for the correct course bypressing the CDI softkey on the PFD. Finally, the "A" in PICA is areminder to check the Autopilot and confirm that it is still engaged inthe NAV or navigation mode.

Approaching the IAF at SAPID, you'll see a lO-second countdownon the GPS telling you to expect a turn to a heading of 3I4'. The count-down feature is a nice improvement over non-WAAS G1000 GPSreceiverso which gave ashorter warning of upcoming turns that was eas-ier to miss. At the end of the countdown, if you need to make a rightturn, the GPS will display "Turn right to 3l4o now." If you're using theautopilot, the plane will intercept the approach course near the IAFand begin flying inbound. After you're established on the finalapproach course inbound, push the autopilot's APR key to engage theapproach mode.

After this turn, the GPS auto-sequences and JUMDA becomes theactive waypoint. This is a good time, if you haven't already, to get theAWOS weather for Half Moon Bay and to complete the pre-landingchecklist. Approaching JUMDA, the GPS will start a countdown againfollowed by "Left turn to 302o now."

After passing JUMDA, the GPS auto-sequences again. V/OHLI,which is the final approach fix, becomes the active waypoint and wecan begin our descent to 3,300 feet.

As soon as the final approach fix becomes the active waypoint, theU/AAS receiver evaluates the satellites and WAAS conection signals.Then it calculates the HPL and VPL and compares them to the HAL

Chapter 14: Advanced G1000 Features 235

and VAL limits for the approach. If the receiver's analysis shows thatwe have a satellite signal of sufficient quality to fly to LPV minimums,we'll see the green TERM annunciator replaced with a green LPVannunciatoro and we can continue flying the approach. A yellow LPVannunciator means that the current HPL and VPL values are not yet

adequate for the approach. That's an early indication that LPV mini-mums may not be approved unless the satellite signal improves.

If the HPL and VPL exceed the HAL or VAL limits at the finalapproach fix, the approach minimums will be automatically downgrad-

ed. If this approach also had LNAV minimums-which it doesn't in this

case-we might see the LNAV annunciator instead and a message that

the approach was downgraded. We could then continue flying the

approach to the LNAV minimums. In the unlikely event that the receiv-

er was unable to meet the signal integrity requirements for any mini-mums, the receiver would display a message telling you to abort the

approach.At 2 miles from WOHLI, the S/AAS receiver will switch from termi-

nal mode to approach mode. The CDI scaling is smoothly reduced from

plus and minus 1.0 nm full scale left or right deflection to either 0.3

nautical miles, or 2o full scale deflection, whichever is less at the FAF.

Ultimately, scaling decreases to 2o on the final approach segment. On

the missed approach, the scaling returns to 0.3 nautical miles, after we

press the SUSP softkey.If we're at 3,300 feet at WOHLI, our vertical deviation indicator,

which is a magenta diamond (figure 14-43), will be centered, so it's

time to start descending along the glide path. When flying an LPV

approacho full scale up or down deflection is 15 meters, about 50 feet.

when flying LNAV/VNAV and LNAV+V approaches, full scale deflec-

tion is 45 meters. a little less than 150 feet.Assuming you get a local altimeter setting, you'll continue this

approach down to the decision altitude of 363 feet. Note that when we

reach the decision altitude, we are not yet at the runway threshold, to

which the GPS is currently counting down the mileage. For this partic-

ular approach, we are still0.7 nautical miles away.If you have the runway in sight when you reach the decision alti-

tude, you can land. Otherwise you must immediately initiate a go

around, as you are NOT permitted to continue flying level looking for

the airport. This is in sharp contrast to a non-precision LNAV

"ppro""h, where you could continue flying level to the missed approach

point at the runway threshold. But that is not permitted on an LPV or

LNAV/VNAV approach, since they use decision altitudes.

With a decision altitude, if you don't see the airport at that point,

you must immediately start a climb and follow the missed approach

instructions. You can then re-engage the autopilot during the climb out,

after you reach the minimum altitude specified in the limitations for

your particular autopilot.

Figure 14-43 This aircraft is almost atWOHLI, and it's slightly below the glidepath. @ Germin Ltd. or iE alftliates

236 Mar Tlescott's G1000 Glass Cockpit Hotdbook

Figure 14-44 This aircraft is in the areainside the FAF at WOHLI. so the SUSPannunciator comes on when theapproach is loaded with vectors or aleg is activated. @ canntn Ltd. or its affiti-etes

About 20 seconds later (depending upon groundspeed), as you'reclimbing out on our missed approach, "ARRIVING AT U/AYPOINT" isdisplayed. About l0 seconds later, as you cross the RW30 waypoint,"SUSP" is displayed, indicating that automatic sequencing of way-points has stopped, and the CDI TO/FROM arrow flips to FROM.

Flying an LPV Approach with VectorsWe'll talk in a few minutes about flying the missed approach. But

before we do that, let's talk about a major "gotcha" when flying thissame approach with vectors. Experienced GPS users are likely to gettrapped by this until they understand why a WAAS-capable GPSreceiver operates differently when flying with vectors.

First, imagine we've drawn a line at the FAF perpendicular to thefinal approach course. The line cuts the approach in half and we'lllabel the area closest to the airport "inside the FAF" and the other areao'outside the FAF." Flying an LPV approach with vectors is the same asflying any other approach with vectors if you are outside the FAF whenyou select "Vectors" when loading an approach or when you choose"Activate Vector-to-Final? "

Imagine, however, that you are flying from a direction that requiresyou to fly by an airport before you turn around to intercept anapproach to fly back to the airport. Now you may be inside the FAFwhen you select "Vectors" or "Activate Vector-to-Final?" (figure l4-44). When you do, the SUSP annunciator is displayed. If you're a GPSpro, you know that when you see SUSP, it means that auto-sequenc-ing of waypoints in the flight plan is suspended. As an experiencedGPS pro, you might press the SUSP softkey to restart auto-sequenc-ing, which would be incorrect. Pushing it a second time only makesthings worse.

The FAA's TSO-Cl46a specification requires WAAS receivers toannunciate legs that are not auto-sequenced. Therefore, wheneveryou're inside the FAF and you select Vectors or Activate Vectors-to-Final, the SUSP annunciation will come on. That is normal for aWAAS-capable receiver. Do not push the SUSP softkey to try to makethe SUSP annunciation go away. In fact, don't do anything. The SUSPannunciation will go away automatically when you're outside the FAE,and on a ground track that's within 45' of the published inboundcourse.

If you forget and do press the SUSP softkey, the first press will causethe GPS to activate the leg in the flight plan closest to you. If you pressthe SUSP softkey a second time, it puts the GPS in OBS mode and yourapproach is no longer active. By the way, if you wait until you are out-side of the FAE, and then push the SUSP softkey, the SUSP annuncia-tion goes away and you can proceed normally. Of courseo it would havegone away by itself if you waited another minute or two until you wereon a 45o intercept angle to the final approach course.

The best way to recover from these accidental pushes of the SUSP

Chapter 14: Advanced G1000 Features 237

softkey is to reactivate vectors to final. Just press the PROC key, scrollwith the large FMS knob to highlight "Activate Vector-to-Final?" andpress the ENT key. The SUSP annunciator will come on again and youcan continue with the approach. Then fly the headings given to you bythe controllero intercept the final approach course, and fly theapproach.

Fly ing the Missed ApproachNow let's talk about flying the missed approach using the RNAV

(GPS) 30 Z example. Note that there are differences compared withnon-WAAS-capable GPS receivers.

You'll recall we started our climb at the DA before reaching themissed approach waypoint, which is usually at the runway threshold forLPV approaches. Later in the climb, as we cross the missed approachwaypoint, the GPS receiver will annunciate "ARRIVING WPT." Then*SUSP" is displayed, indicating that automatic sequencing of way-points was stopped, the CDI TO/FROM arrow flips to FROM, and thevertical deviation indicator is flagged off to show the loss of glide path(figure 74-45). Also, the CDI scaling switches from a full scale left andright deflection of 350 feet to 0.3 nautical miles, considerably tighterthan the I nautical mile used by non-WAAS-capable GPS receiverswhen flying the missed approach segment.

Fortunately, the first segment of a missed approach for an LPVapproach is required to be aligned with the final approach course, soyou wonot have to make any turns immediately. Read the missedapproach directions carefully to determine when you can push theSUSP softkey to re-enable auto-sequencing, which will provide courseguidance to the missed approach holding waypoint. If you're trackingstraight ahead to a missed approach point directly in front of you, asyou are on a LPV approach, you should be able to push the SUSP soft-key to extinguish the SUSP annunciator almost immediately after itcomes on during your climb out.

However, if the missed approach instructions were to read some-thing like 'oclimb to 3000 feet and then turn left toward" some way-point, you'd need to wait until you reach 3,000 feet, or whatever alti-tude was specified by the instructions, prior to pushing the SUSP soft-key and initiating a turn. If you push it too soon, the GPS will give turninstructions to your autopilot before you've reached the altitude atwhich youore permitted to start a turn, which could send you into anobstacle!

In our present example, we can push the SUSP softkey immediatelyafter the SUSP annunciator comes on, since our missed approachinstructions are to climb to 6,000 feet direct to I,AYKI. Once we pressthe SUSP softkey, the SUSP annunciator is extinguished and the LPVannunciator is replaced with a MAPR annunciator. That indicates thatthe GPS receiver is providing missed approach signal integrity, meaningthat the CDI full scale left or right deflection is now 0.3 nautical miles.

Figure 14-45 You must begin flying themissed approach at the decision alti-tude, which occurs before reaching themissed approach waypoint, indicatedhere by the SUSP annunciator. @ GarminLtd. or its affiliates

238 Mac TTescott's G1000 Glass Cockpit Hutdbook

Figure 14-46 The dashed line showsthe path the autopilot will fly to make ateafdrop entry. @ camin Ltd. or tts affitiates

Figure 14-47 The distance for theHOLD waypoint counts up as you flyoutbound. @ Garmin Ltd. or its affitidtes

The system displays, ooNext DTK 302o now" which confirms that we -

should continue climbing straight ahead. At LAYKI, our missedapproach instructions tell us to fly a 267" track to SEEMS. As weapproach LAYKI, the GPS gives us the l0 second countdown by dis-playing "Tirrn left to 267o in I0 seconds." It then displays "TLrn left to267o now," and the GPS gives the autopilot course guidance to SEEMS.

This is when the magic begins. If we check the flight plan, it tells usthat after SEEMS, our next waypoint is "HOLD" with a DTK of 144'.In non-WAAS GPS receivers, that was a subtle warning that the GPSwould be telling the autopilot to turn to 144", which is not the correctheading for entering this hold. Experienced GPS pilots are used to thefact that GPS receivers will not fly hold entries, and that they mustswitch the autopilot to heading mode and manually fly the airplane toenter the hold.

The new WAAS-capable GPS receivers are much smarter. Not onlycan they fly the proper entry into a hold, they can also continue to flythe hold for you. Getting back to our exampleo 20 seconds out fromSEEMS, we get a lO-second waming to "Hold Teardrop." Next, we'llget a l0-second countdown that says 'oNext DTK 310" in l0 seconds."On the moving map, you'll also see a dashed white line depicting thecourse required, in this case, for a teardrop entry (figure L4-46).

As we cross SEEMS, the SUSP annunciation appears, the dashedline becomes magenta showing us that it's the active leg we'll follow to -

fly a teardrop entry and the GPS gives the autopilot instructions to turnto a heading of 3l0o to track the teardrop entry.

Looking at the approach chart, we can see that the missed approachholding course is on the I44o track to SEEMS, and that it uses S-nau-tical mile legs. Looking at our flight plan, next to the "HOLD" *"y-point, we can see the distance counting up (figure 14-47). As this valueapproaches 5 nautical miles, we get a l0-second countdown messagethat says "Tum right to l44o in 10 seconds," followed by a "Turn rightto I44" now" annunciation. The GPS then gives course guidance to theautopilot to turn and follow a l44o track to SEEMS.

As the aircraft rolls out onto the l44o course, note that the SUSPannunciator stays on. This lets us know that the GPS will continue tofly the holding pattern until we provide it with new instructions in theflight plan. This feature takes most of the work out of flying a holdingpattern, and frees pilots to devote time to more important tasks, such asdeciding their next course of action.

By the way, pushing the SUSP softkey won't make the SUSP extin-guish unless you have another waypoint in your flight plan after oohold."

That makes sense. Turning off SUSP would turn on auto-sequencing,but there wouldn't be a waypoint to sequence to. If you do enter a way-point after "HOLD" and press the SUSP softkey, SUSP will extinguish,but the GPS will continue to fly the hold until the next time it reaches -

the missed approach holding waypoint, which in this case is SEEMS.

Chapter 14: Advanced G1000 Features 239

At SEEMS, it will activate the leg from "HOLD" to your next waypoint,and provide course guidance along that leg.

Flying LNAV/VI{AV and INAV+V ApproachesLNAV/VNAV approaches are loaded and flown in the same way that

LPV approaches are flown. The difference is that when the finalapproach waypoint becomes the active waypoint, either LNAV/V orLNAV+V is annunciated on the HSI, depending upon which was codedinto the GPS database. Remember, that if there are LNAV/VNAV min-imums for an approach and the G1000 annunciates LNAV+V, you canfly the approach to LNAV/VNAV minimums.

LNAV+V approaches are non-precision approaches, but there areno chart minimums designated LNAV+V. Instead, you'll use the LNAVminimums to fly these approaches. Originally, there was no easy way toknow ahead of time whether a particular LNAV approach had an advi-sory glide slope, except to fly an approach in a WAAS-equipped air-craft or with Garmin's PC Trainer software and see whether LNAV orLNAV+V is annunciated when the FAF is the active waypoint. Now,when you load an approach, you should see LNAV+V listed next to theapproach name when you select the approach, and in your flight plan.

When flying a LNAV or LNAV+V approach, you'll descend just tothe MDA specified on the LNAV line of the minimums section of thechart. However if LNAV+V is annunciated, a vertical deviation indica-tor appears, and you can use it to fly the advisory glide slope eithermanually or with the autopilot. For LNAV and LNAV+V approaches, ifyou arrive at the MDA prior to the missed approach point, you are per-mitted to fly level all the way to the missed approach point as you lookfor the airport.

Dead Reckoning ModeThe new Dead Reckoning mode is not something you can selecto

however, if there is a loss of GPS signal integrity while flying en route,you'll be happy that you have it. Essentially it provides an estimatedposition, based upon your last known GPS position, combined withcontinuous updates of airspeed and heading data. Howevero the GI000and G900X will only go into this mode when operating in the ENR oren route mode (more than 30 miles from the departure or destinationairport), or when operating in the OCN or oceanic mode. In other phas-

es of flighto such as in the TERM, APR or MAPR (missed approach)modes, a loss of GPS signal integrity causes the message "NO GPSPOSITION" to appear on both the PFD and MFD maps, and dead reck-

oning information is not provided.When the dead reckoning mode is active, 66DR" is displayed in yel-

low above and to the right of the airplane symbol on the HSI (figure 14-

4B). AII other GPS derived information also appears in yellow to alert

you to the degraded position accuracy. This includes the Navigation

240 Mac Tlescott's G1000 Glass Cockpit Hstdbook

Figure 14-4€lt you lose GPS signalintegrity, the dead reckoning mode pro-vides guidance, but it loses accuracyover time. @ Garmin Ltd. or its affitiates

Status baros distance and bearing information, and the HSI's GPS bear- -ing pointers and Bearing Information window distances. The CurrentTrack Bug and the Wind Data window also appear in yellow. A "GPSNAV LOST" alerr message is also generated, which causes theALERTS softkey to flash white. On the MFD, a yellow DR appears onthe map just below the airplane symbol, and all GPS related data in theNavigation Status bar is displayed in yellow.

When operating in the DR mode, the position information should beconsidered increasingly unreliable. If you should subsequently loseheading and/or airspeed data, the position may become very unreliableand should not be used for navigation. While in DR mode, the autopi-Iot cannot be coupled to the GPS, so you'll need to operate it in theHeading Select mode or some other roll mode. TAWS and TemainProximity are also disabled, and any distances in the Nearest informa-tion pages may be inaccurate.

Synthetlc Vlslon TechnologySynthetic Vision Technology (SVT), introduced by Garmin in April

2008, became available first on the Diamond DA40 and was later cer-tified in aircraft from other manufacturers. It's a software option, pricedunder $10,000, which can be added to GlO0O-equipped aircraft ofmanufacturers who've done the additional certification work required.SVT is also offered as part of the Perspective glass cockpit, introduced -in May 2008 in the Cimrs Design SR22 and later in the SR20.

SVT adds a forward-looking view that renders a 3D image of terrain,traffic, obstacles and runways ahead. It is based upon the aircraft's cur-rent GPS position, heading, attitude and a tenain database. SVT is notintended for primary navigation, but merely as a backup to enhance sit-uation awareness. The user manuals clearly state that due to accuracyand reliability limitations, SVT must not be used as the sole basis fordecisions on maneuvering to avoid terrain, traffic or obstacles.

The terrain image is displayed on the entire PFD, and showsthrough the instrument indicators (figure l5-lB). Due to the resolutionof the database, nine arc-second squares are used, some smoothing ofpeaks and valleys may occur. The field of view is 30 degrees to the leftof center and 35 degrees to the right, since the terrain display is cen-tered on the attitude indicator and HSI, which are located to the left ofcenter on the GI000 and Perspective PFD. Terrain above your altitudeappears above the horizon line and is colored in red to indicate thepotential danger ahead. Impact markers, displayed as Xs in the InsetMap, show where impact is projected to occur if the aircraft continueson its present course.

Other major elements of the system projected on the PFD are:. Flight Path Marker - Shows where the aircraft is going.o Zero Pitch Line - Shows aircraft's current altitude versus tenain. -o Traffic - Symbols that change position and size.o Obstacles - Symbols that enlarge as you approach obstacles.

Chapter 14: Advanced G1000 Features 241

o Runways - Depicts runway identifier and centerline.o Airport Signs - Indicate nearby airports.. Gridlines - Add texture to terrain.

OperatlonOperation of SVT is simple; four clearly labeled softkeys are used to

enable the system. First press the PFD softkey, which accesses a vari-ety of functions including SVT. Then press the SYN VIS softkey. Thisbrings up the four SVT softkeys (figure L4-49). To use any of thesekeys, you must first press the SYN TERR softkey, which brings up the3D terrain display and enables the three other softkeys.Pressing the other SVT softkeys layers additional information ontothe 3D display.

. PATHWAY - rectangular boxes for course guidance.o HRZN HDG - horizon heading marks and digits.. APTSIGNS - signposts for nearby airports.

Fllght Path llarkerThe flight path marker (FPM) is my favorite feature. It appears at

ground speeds greater than 30 knots and projects the aircraft's pathbased upon the cunent winds, aircraft speed and heading. This differsfrom the attitude indicator's airplane symbol, which depicts the air-craft's current heading.

The FPM can be used to easily identify potential conflicts longbefore a TAWS alert occurs. When terrain or obstacles are higher thanthe flight path marker, you're most likely below the altitude of thoseobjects. It can also be used to precisely maintain altitude in any turn,especially steep turns. For example, when checking out a pilot in aSR22, he lost more than 200 feet in his first steep turn. On the verynext turno he had less than 20 feet of altitude deviation after I told himto hold the FPM on the zero pitch line. The zero pitch line, drawn com-pletely across the display, represents the aircraft altitude with respectto the horizon.

A pilot can also use the FPM to determine the descent angle need-

ed to a mnway by simply maneuvering the aircraft to position the FPM

at the beginning of the SVT runway depiction. Of course the pilot wouldstill need to manage power and airspeed and be aware that in some

cases this method might result in an unsafe descent angle. The FPMalso makes it easy to fly through the boxes depicted when Pathways are

enabled.

Pathways'When the PATHWAY softkey is selected, highway in the sky (HITS)

guidance is provided by displaying a series of rectangles that a pilot

flies through to maintain the desired course. NASA originally devel-

oped this concept and their testing showed that it let pilots fly a more

precise path though at the cost of a pilot higher workload. Positioning

the FPM in the center of each rectangle should reduce the workload,

Figure 14-49 Push the PFD and SYNVIS softkeys to bring up these foursoftkeys that control Synthetic Vision.@ Garmin Ltd. or its affrliates

242 Mac Ilescott's G1000 Glass Cockpit Hotdbook

though Garmin's own testing showed that some pilots still find it easierto fly a course using the conventional flight director.

Most of the time, the rectangles are 700 feet wide and 200 feet tall.However, when flying an approach, the width is 700 feet or half of thefull-scale CDI deflection, whichever is less. AIso on approach, theheight is 200 feet or half of the full-scale deflection of the vertical devi-ation indicator, whichever is less. The rectangles are magenta when fly-ing the active leg of a GPS flight plan, white when flying a GPS leg thatis not active, and green when flying an ILS or localizer. Pathways arenot displayed when leg sequencing is suspended, such as after theMAP before the SUSP softkey is pressed, or on any flight plan leg thatwould lead to intercepting a leg in the wrong direction.

Pathways are displayed at the higher of the selected altitude (setwith the ALI knobs) or the flight plan altitude. Descent profiles are dis-played when a descent is programmed in the profiles window of theMFD's flight plan. No profile is shown for climbs; instead, the rectan-gles are depicted level at the selected altitude. This is due to the vari-ous climb performance variables that could, under some circum-stances, result in a climb pathway that could lead to a stall.

TrafflcTraffic is displayed as either a white diamond, or for nearby traffic,

as a yellow o'sun" on the PFD. The symbols move across the PFDdepending on intruder traffic location. The symbols also grow in size asthe traffic gets closer. As traffic approaches within 1,000 feet laterallyof the aircraft, traffic symbols are removed, as they may mislead pilotsas to actual intruder aircraft location. due to the inaccuracies in trafficsystems.

Terraln AlertlngSVT includes a terrain awareness system, however it is less capable

than TAWS, which is also available as option for most aircraft equippedwith GI000-type systems. While the terrain and obstacle color displaysare the same, TAWS uses more sophisticated algorithms to determinean aircraft's distance from terrain and obstacles. Where both systemsare installed, TAWS takes precedence over SVT terrain warnings. SVTrequires a valid 3-D GPS position and valid terrain/obstacle databasein order to generate warnings.

SVT's temain system uses yellow to indicate tenain and obstaclesthat are between 100 feet and 1,000 below the aircraft. Red is used toindicate terrain and obstacles that are above the aircraft or as little as100 feet below the aircraft. The colors change automatically as the air-craft altitude varies. X symbols, generated by FLIA alerts described inthe TAWS-B section of Chapter 7, are displayed in the Inset map to dis-play potential impact points.

Chapter 14: Advanced G1000 Features 243

Other SW FeaturesStandard tower symbols, like those used on sectional charts and on

the PFD and MFD, are used to display obstacles. The symbols aredrawn in perspective view, based upon their distance and height rela-tive to the aircraft. Obstacles more than 1,000 feet below the aircraftare not displayed. Obstacles do not change color to warn of a potentialconflict until a FLTA alert occurs.

When on the surface, runway texture, identifiers and centerlinestripes are displayed. Generally the stripes appear within a couple offeet of where they are actually located. Thus on takeoff, pilots will seethe runway stripes on the PFD positioned relatively closely to thosethey view outside the window.

When in the air, runways ahead of the aircraft are displayed as awhite rectangle in perspective view. The rectangle grows in size as youapproach and eventually the runway identifier is also displayed. Whenan instrument approach is loaded, a second larger rectangle is dis-played making it easier to spot the runway.

Pressing the APTSIGNS softkey activates airport signs. Signs for anairport first appear without the identifier when an aircraft is about 15nm away. At approximately 8 nm, the airport identifier appears and atabout 4.5 nm, the sign is removed.

Pressing the HRZN HDG softkey activates the display of tick marksand compass headings along the zero pitch line. Compass headings,synchronized with the HSI, are displayed in 30o increments, meaningthat there are never more than three visible on the PFD.

The field of view displayed on the PFD can be represented on thePFD by a pair of V-shaped, dashed lines extending in front of the air-plane symbol. This field of view symbol can be turned on and off usingthe MFD's Map Setup option. To do this, press the MENU key, chooseMap Setup and press the ENT key. Turn the large FMS knob to high-light the GROUP field and press the ENT key. Scroll with either FMSknob to select Aviation and press the ENT key. Then scroll with thelarge FMS knob to highlight the FIELD OF VIEW field and turn the

small FMS knob to select On or Off. Press the FMS knob to return to

the Map page.

lmportf nglExportlng Ftlght PlansLater model Perspective aircrafto and earlier ones updated with

software version 4 or later, and some Gf000 aircraft (e.g. the TBM

850) have the capability to import and export flight plans. This lets

you create a flight plan at home on commercial flight planning soft-

wareo export the flight plan to a SD data card, place the SD card in the

MFD's top card slot and import it to the Flight Plan Catalog page' For

example, users of Jeppesen FlightStaa version 9.4.3 or later, have this

capability.

244 Mar Tlescott's G1000 Glass Cockpit Handbook

SummaryGarmin continues to add more advanced features to their glass cock-

pit systems and pilots continue to benefit from them. In 2008, Garminreleased the Perspective glass cockpit, which you could think of as theG1000+, since it adds new features not found in the Gf000. These dif-ferences are discussed in the next chapter. Savvy GI000 pilots willwant to monitor the Perspective's evolution to learn about features thatmay get added to future Gf000 software revisions.

29r

G lossary

Active L"g - The segment of a route currently being traveled. A seg-

ment is defined by two sequential waypoints in the active flight plan.ACU - Alternator Control Unit. Regulates the voltage generated by thealternator to a lower level to charge the battery.

ADC - Air Data Computer. Provides data from the pitot-static system(airspeed, altitude, etc).

ADF - Automatic Direction Finder. An aircraft receiver that receiveslow frequency signals such as those from NDBs and AM broadcast sta-tions and includes an indicator needle that points in the direction of thestation.

AFCS - fiulernatic Flight Control System. Garmin's name for theFlight Director and GFC 700 integrated autopilot in the GI000 system.

AHRS or AHARS - Attitude Heading and Reference System. Providesheading, attitude and rate of turn information.

AIRMET - An advisory of weather that is significant, but of lowerintensity than a SIGMET. This weather should be considered hazardousto single engine and other light aircraft.

Almanac Data - Information transmitted by each GPS satellite on theorbit and health of every satellite in the GPS constellation. Almanacdata allows a GPS receiver to rapidly acquire satellites when it's first

turned on.

ALI - Altitude. On the GI000, the ALT knobs are used to set the alti-tude reference, which is the target altitude you want to fly. For G1000aircraft with integrated autopilots, the AI-II knob also preselects the alti-tude at which the autopilot will level off and maintain altitude.

Altimeter - Instrument for determining elevation based upon changesin pressure.

ARTCC - Air Route Traffic Control Center. Better know as 'oCenter."

Provides radar separation service for aircraft flying outside of metropol-

itan areas and at higher altitudes across the United States.

ASOS - flglgrnated Weather Observing System. Unattended, comput-

er driven weather observation station for airports. Observations are gen-

292 Mat Tfescott's G1000 Glass Cockpit Hadbook

erally updated every minute and are broadcast over aviation frequen-cies and are available via telephone.

ATC - Air Traffic Control. Generic name for the many different serv-ices that provide separation service for aircraft in flight.

ATIS - Automatic Terminal Information Service. Short taped messageabout cument weather conditions for an airport that is updated hourly,generally by an air traffic controller trained as a weather observer.

AWOS - Automated Weather Observing System. Similar to ASOS.

Bearing - The compass direction from a position to a destination,measured to the nearest degree. In GPS receivers, bearing usuallyrefers to the direction to a waypoint.

CAT - Clear Air Turbulence. Turbulence that occurs when the sky isclear of clouds. It's frequently found at high altitudes and is associatedwith the jet stream or mountains.

CDI - Course Deviation Indicator. A needle or display that shows theamount of error from the desired course. For a VOR, the enor is shownin degrees. For a GPS course, the error is based upon the crosstrackerror (XTK) in nautical miles from the desired course.

CFIT - Controlled Flight Into Terrain. An accident or incident inwhich an airplane, under the full control of the pilot, is flown into ter-rain, obstacles, or water.

CHT - Cylinder Head Temperature. Engine temperature measured inthe block of metal that forms the top of an engine cylinder.

Course - The direction from a route waypoint to the next waypoint ina route segment.

Crosstrack Enor (XTK) - The distance in nautical miles from thedesired course.

CWS - Control Wheel Steering. A function available for some autopi-Iots that allows a pilot to momentarily intemrpt autopilot control, man-ually fly to a new altitude or attitude, and then allow the autopilot tocontinue to control the airplane with the new reference.

Desired Track (DTK) - The compass course in degrees between twoadjacent waypoints in a GPS flight plan.

Dilution of Precision (DOP) - A measure of the satellite geometry rel-ative to your position. A low DOP value indicates better relative geom-etry and higher corresponding accuracy.

DIS - Distance in nautical miles. This is one of the fields that is avail-able for display on the G1000's Navigation Status bar and in the flightplans.

DME - Distance Measuring Equipment. Aircraft equipment for meas-uring the slant range in nautical miles from the aircraft to an appropri-ately equipped VOR station on the ground. Most DME receivers canalso generate groundspeed and time to the station information.

DOP - See Dilution of Precision.

Glossary 293

DP - Departure Procedure. An instrument procedure written for aparticular airport which, if followed correctly, guarantees terrain clear-ance for departing aircraft.

DPE - Designated Pilot Examiner. FAA designee who administersoral and flight tests for pilots licenses.

DTK - See Desired Track.

EFAS - En route Flight Advisory Service. Generally called "FlightWatch,oo itos a network of government stations across the United Statesthat provide in-flight weather information to pilots on 122.0 MHz from6AM to 10PM local time.

EGT - Exhaust Gas Temperature. The temperature measured in theexhaust gases as they leave the engine.

EIS - Engine lndication System. Garmin's name for the multiplescreens on the MFD that display engine data. These displays vary con-siderably across different manufacturers' implementations of theG1000.

Ephemeris Data - Current satellite position and timing informationtransmitted as part of a satellite's data message. A set of ephemeris datais valid for several hours.

EPE - See Estimated Position Error.

EPU - Estimated Position Uncertainty. A statistical estimate of the95Vo accwacy boundary around a position. It's defined as the radius ofa circle, centered on an estimated horizontal position, such that thereis a 57o probability of the actual position being outside the circle.

ESA - En route Safe Altitude. The recommended minimum altitudewithin ten miles left or right of the desired course on an active flightplan or Direct-to course.

ETA - Estimated Time of Arrival. The estimated time at which you'llarrive at a GPS waypoint.

Estimated Position Error - A measurement of horizontal position errorin feet or meters based upon several factors including DOP and satel-lite signal quality.

ETE - Estimated Time En route. The estimated time in hours andminutes that it will take you to go from your present position to a way-point based upon your culTent course and groundspeed.

FADEC - Full Authority Digital Engine Control. Electronic systemthat manages the fuel-air mixture and ignition timing for an engine. Itreduces pilot workload, increases efficiency, and lowers fuel burn.

FAF - Final Approach Fix. The point at which the final segment of aninstrument approach begins. For non-precision approaches, this is des-ignated by a Maltese cross. For precision approacheso it's at the glideslope intercept point.

FITS - FAA Industry Training Standards. Joint FAA and industry pro-gram for improving TAA training. It makes heavy use of scenario-basedtraining.

294 Max Tlescott's G1000 Glass Cockpit Hstdbook

Flight Director - Software which provides pitch and roll commandsthat are displayed on the PFD. You can either manually fly the airplaneto follow the commands, or engage the autopilot and have it follow thecommands for you.

FPL - Flight Plan. Key on the Gf000 that opens the Active FlightPlan window.

FMS - Flight Management System. Computerized avionics found onmost commercial aircraft that uses positional data from a GPS or othersystem to locate the aircraft. It's generally linked to an autopilot and aMFD.

Frequency - The number of repetitions per unit time of a completewaveform, particularly of a radio wave.

FSS - Flight Service Station. A network of government stations thatopen and close aircraft flight plans and initiate a search process foroverdue aircraft. They also provide weather information when EFAS isclosed.

G.A.- General Aviation. Aircraft and flight hours flown by other thanmajor and regional airlines or the military.

GPS - Global Positioning System. A global navigation system basedon 24 satellites and spare satellites orbiting the earth, which providesprecise position information for navigation.

HDOP - Horizontal Dilution of Precision. The number of GPS satel-lites received and their relative positions or geometry to each other,affects the quality of longitude and latitude coordinates generated by aGPS receiver. HDOP is a measure of that quality, using a scale from 0.0to 9.9, with lower numbers representing better accuracy.

Heading - The direction in which an airplane is pointed. Heading dif-fers from course to the extent necessary to counteract the force of thewind.

HFOM - Horizontal Figure of Merit. A measure of horizontal positionuncertainty, in feet or meters, reported by a GPS receivero that definesa 957o containment value on the accuracy of a position fix.

HI - Heading Indicator. Instrument that shows the current magneticheading of an aircraft. In older aircraft, this is a gyro-based instrumentwhich needs to be manually synchronized with the compass. In modernTAA, the heading indicator is part of the PFD and it is continuouslysynchronized with the magnetometer.

HIWAS - Hazardous In-flight Weather Advisory Service. Tapedbroadcast of weather over a wide region which is broadcast over a sub-set of VOR stations across the United States.

HSI - Horizontal Situation Indicator. Cockpit instrument that com-bines a Heading Indicator with a heading bug and a VOR/ILS CDI nee-dle.

HUL - Horizontal Uncertainty Level. An estimate of horizontal posi-tion uncertainty, based on measurement inconsistency, which boundsthe true enor with high probability.

Glossary 295

IAF - initial approach fix. The point at which an instrument approachprocedure begins if it is flown under orun navigation. Instrumentapproaches flown with vectors from ATC do not need to pass over an IAE

IFR - Instrument Flight Rules. The set of rules used when flying anairplane on an instrument flight plan.

ILS - Instrument Landing System. A precision instrument approachthat provides horizontal and vertical guidance and consists of a local-izea glide slope and usually one or more marker beacons.

IMC - Instrument Meteorological Conditions. Weather conditions thatare less than VFR minimums (generally 3 miles visibility and 1000 feetcloud ceilings) that require a pilot to fly primarily by reference toinstruments.

KOEL - Kinds of Operation Equipment List. A matrix found in thePOH of TAA which details which equipment is required for differenttypes of flights, such as VFR, IFR, day and night.

Latitude - A position's distance north or south of the equator, meas-ure by degrees from zero to 90. One degree of latitude equals 60 nau-tical miles.

LCD - Liquid Crystal Display. A flat, glass screen found in laptopcomputers and avionics used to show moving maps and other informa-tion. Characters are generated on it by applying an electric current thatarranges liquid crystal molecules sandwiched between two layers ofglass to act as light filters.

Leg (Route) - A portion of a route defined by two sequential way-points in a flight plan.

Longitude - The distance east or west of the prime meridian measuredin degrees. The prime meridian runs from the north pole to the southpole through Greenwich, England.

LRU - line replaceable unit. A modular piece of electronic equipmentthat can easily be removed and swapped with another identical unit tomake servicing faster and easier.

MAP - missed approach point. The end point of the final approachsegment, generally located close to the approach end of a runway. It'sthe point at which a pilot must decide whether to land or to 8o aroundand fly the missed approach procedure.

Mean Sea Level - The average level of the ocean's surface as meas-ured by the level halfway between mean high and low tide. Used as abaseline for determining land elevation.

MET - Manual Electric Trim. Switch or switches, generally located onthe pilot's yoke, which allows you to adjust the airplane's elevator trimcontrol.

METAR hourly weather observation taken between 45 minutesafter the hour until the hour at an airport with a weather observer.

MFD - Multifunction Display. Provides navigation, maps' and otherfunctions. It's generally located in front of the copilot or, in 3-displaycockpits, between the pilot and copilot.

296 Max Tlescott's G1000 Glass Cockpit Handbook

MOA - Military Operations Area. Special use airspace designed toseparate certain nonhazardous military activities from IFR traffic andto identify for VFR traffic where these activities are conducted. Pilotsdon't require permission to enter these areas but may want to contact aFSS or ATC to determine if the area is active or "hot.'o

MSA - Minimum Safe Altitude. Altitudes depicted on approachcharts which provide at least 1,000 feet of obstacle clearance within a2S-mile radius of the navigation facility upon which the procedure ispredicated.

MSL - Mean Sea Level. It defines zero elevation for a local area.

MVFR - Marginal Visual Flight Rules. Refers to flight conditionswith 3-5 miles of visibility or ceilings between 1000 and 3,000 feet.

Nautical Mile - A unit of length used in navigation. It's equal to about6,076 feet or about l.15 statute miles.

NDB - Non-Directional Beacons. Low frequency transmitters, gener-ally associated with an instrument procedure, which generate a signalthat can be received by an aircraft with an ADF receiver.

NEXRAD - Next Generation Radar. A network of 159 independentWSR-88D Weather Surveillance Radar Doppler systems first deployedin 1988 and operated by the National Weather Service (NWS). It cov-ers most of the contiguous U.S., Alaska and Hawaii.

NLDN - National Lightning Data Network. Private network of equip-ment that locates the position of cloud-to-ground lightning strikes inthe United States. The data is available through a weather subscriptionservice.

NOTAM - Notice to Airmen. A communication from the FAA contain-ing information concerning the establishment, condition or change inany aeronautical facility service, procedure or hazard, the timelyknowledge of which is essential to personnel concerned with flightoperations.

NWS - National Weather Service. U.S. government agency responsi-ble for observing and forecasting weather.

OAT - Outside Air Temperature. The G1000 calculates this by meas-uring the total air temperature and then subtracting the heating effectsof the airplane moving through the air.

PFD - Primary Flight Display. Displays the traditional six instru-ments and other data.

POH - Pilot Operating Handbook. The manual that's supplied with anew aircraft.

RAIM - Receiver Autonomous Integrity Monitoring. A GPS receiversystem that can detect whether it is receiving correct information fromthe satellites that is sufficiently accurate for use in flying an instrumentapproach.

RMI - Radio Magnetic Indicator. Instrument traditionally found inairliners. It combines a heading indicator with a bearing pointer andgives pilots a direct reading of the radial on which they're located. TAA

Glossary 297

aircraft use their computing power to generate the same type of infor-mation with bearing pointers.

Route - A series of waypoints entered into a flight plan which definesa desired navigation path.

RPM - Rotations Per Minute.

PROC - Procedure. Key on the Gf000 used to select instrument pro-cedures.

RVR - Runway Visual Range. The distance measured by transmis-someters at some larger airports to directly measure the visibility alonga runway with an instrument approach. Aircraft are not permitted toland if the measured RVR is below the visibility requirements speci-fied in a particular instrument approach.

Selective Availability - Random error which the government canintentionally add to GPS satellite signals to degrade GPS position accu-racy for civilian use. It was turned off in the 1990's and is not current-ly in use.

SIGMET - A forecast of weather that extends over a widespread areaand is potentially hazardous to all types of aircraft.

Squitter - Random transmissions of a transponder's 24-bit identifica-tion addresso sent periodically, regardless of the presence of interroga-tions. The purpose of squitter is to alert Mode S ground stations andTraffic Avoidance System (TAS) equipped aircraft to the presence of aMode S-equipped aircraft.

STAR - Standard Anival Procedure. An instrument procedure writ-ten for a particular airport which, if followed correctly, safely transi-tions an aircraft from the en route structure to an instrument procedurefor an airyort.

Stormscope - A passive device that detects electrical discharges-usually aisociated with thunderstorms-within a 200 nm radius of theaircraft. In the G1000, the system measures the bearing and distancesto the discharges, and displays them on the Stormscope Map page.

TA - Traffic Advisories. An alert that's issued when another aircraft iswithin llz mile horizontally and 500 feet vertically of your position.

TAA - Technically Advanced Aircraft. lncludes aircraft with at leasta GPS and moving map display. AIso includes all airplanes with glasscockpits.

TAF - Terminal Aerodrome Forecast. A concise forecast of conditionsexpected during a 2$-hour period within a five mile range of an air-port's runways.

TAS - Traffic Advisory System. An active traffic surveillance systemwhich broadcasts a signal that interrogates the Mode C transponders ofnearby aircraft, displays their location, and provides an aural alertinforming the pilot of a TA.

TAWS - Terrain Awareness & Warning System. Most G1000-equipped aircraft contain Terrain Awareness, which requires tlat 1outoik-at the display to note higher terrain. TAU/S, available in G1000-

298 Mac TTescott's G1000 Glass Coclqit Hadbook

equipped Beechcraft and Columbia aircraft, gives an aural terrainwarning.

TBO - Time Between Overhaul. A specification used to estimate theuseful life of an engine in hours.

TCA - Terminal Control Area. An area surrounding busy airports inwhich all traffic operating is separated and controlled by ATC. Theterm is no longer used in the United States, but is still used in somecountries.

TCAS - Traffic Collision Avoidance System. An airborne systemdeveloped by the FAA that operates independently from the ground-based Air Traffic Control (ATC) system. TCAS was designed to increasecockpit awareness of proximate aircraft and to serve as a 'olast line ofdefense" for the prevention of mid-air collisions. It's generally found oncommercial and business aircraft.

TCAD - Traffic Collision Avoidance Device. A passive traffic surveil-lance system which gathers information from transponders interrogatedfrom multiple sources, regardless of geography or proximity to ATCradar sites. It cannot detect aircraft whose Mode C transponders are notbeing interrogated by ground radar or TCAS or TAS equipment.

TFR - Temporary Flight Restriction. A regulatory action issued viathe U.S. Notice to Airmen (NOTAM) system to restrict certain aircraftfrom operating within a defined area, on a temporary basis, to protectpersons or property in the air or on the ground.

TFT - Thin Film Thansistor. A Liquid Crystal Display (LCD) technol-o5y.

TIS - Traffic Information Service. An in-cockpit display of nearbytraffic provided by an uplink from appropriately equipped FAAapproach radar sites.

TIT - Turbine Inlet Temperature. The temperature of the exhaustgases entering a turbocharger. The TIT is often used for accurate lean-ing of turbocharged engines.

TKE - Track Angle Error. The angle difference between the desiredtrack and your current track.

TMA - Terminal Maneuvering Area. A term used in some countries todescribe an area surrounding busy airports in which all traffic operat-ing is separated and controlled by ATC.

Track - Your current direction of travel relative to the ground.

TRK - See Track

TRSA - Terminal Radar Service Area. Similar to Class C airspaceexcept that pilot participation is voluntary. However, if you requestradar service in a TRSA, you're required to follow all ATC instructionsyou receive.

UTC - Universal Coordinated Time. AIso called GMT or Zulu time.it's based upon the time at Greenwich, England.

Glossary 299

VFOM - Vertical Figure of Merit. A measure of vertical positionuncertainty, in feet or meters, reported by a GPS receiver, that definesa95Vo containment value on the accuracy of a position fix.

VFR - Visual Flight Rules. The set of rules used when not flying onan instrument flight plan and in VMC conditions.

VHF - Very High Frequency. The frequency range from 30 to 300MHz. The propagation of signals in this band is generally limited toline-of-sight conditions.

VU - Very Light Jets. A new class of small jet aircraft enabled by thedevelopment of small jet engines.

VMC - Visual Meteorological Conditions. Weather conditions that aregreater than VFR minimums (generally 3 miles visibility and 1000 feetcloud ceilings).

VNAV - Vertical Navigation. Creates a 3-D profile to guide an air-plane to a target altitude and location.

VOR - VHF Omni-directional Radio-range. VORs are a system ofnavigation aids that operate within the 108.0 to I17.95 MHz{requen-cy band. They are subject to line-of-sight restrictions, and the rangevaries proportionally to the altitude of the receiving equipment.

VSR - Vertical Speed Required. The descent rate in feet per minuterequired at the present groundspeed to reach a target altitude at a way-point.

S/AAS - Wide Area Augmentation System. An extremely accuratenavigation system developed for civil aviation that has the ability toprouid" horizontal and vertical navigation for precision approach oper-ations. It uses a network ofprecisely-located ground reference stationsthat monitor GPS satellite signals and generate a correction messagethat is sent to user receivers via navigation transponders on geostation-ary satellites.

Waypoint - A location stored in a GPS. This can either be a pre-

defined location, such as an airport or VOR, or a user-defined location,such as your house.

XPDR - Transponder. Airborne equipment which, when interrogated by

ground-based radar equipment, sends a signal that_ en-hances the air-

craft's display on radarand may transmit altitude and other information.

XTK - See Crosstrack Error.

lndex

360 HSI softkey, 25360 softkeS 82360o softkeS 79ACT LEG softkey, lzl0Activating

a previously stored flight plan, 141an instrument approach, 169leg in a flight plan, 139VECT0R-TO-FINAL, 169, 236

Active Flight Plan page, 136,215activating a leg, I39changing fields, I37creating a new flight plan, 137deleting a flight plan, 140deleting a waypoint, 139direct to a flight plan waypoint, 139inserting waypoints, 138inverting a flight plan, l,l0storing a flight plan, 141using recent waypoints, I38

active frequency 39active leg information, 137A D C , 1 4 , 1 6 2

failure, 193failure dual systems, 257

ADR gsADF ken 47ADS-B, 16,2t0,26Advisories, 28advisory glide slope, 23O,232,239ADVISORY softkey,2SAFCS,149

Status bar, I52AGE label, 78AHRS,3, 14, 162

failure, 193failure dual systems, 256reinitialization, I4

Air Data Computer. SeADCAIREPS.l24AIRMETs. 125Airport Information page, 86

enter airport or city name, 88flying direct to, 135INFO softkey, 88loading frequencies, 43, 89orientation, SSRunway windoq 89selecting a departure procedure, IB2selecting an approach, l7I

selecting an arrival procedure, I82weather,90

Airport Signs on Synthetic Vision, 24IAirspace Alerts box, I03Airspace Alerts window, 112airspeed

calibrated, 97indicator. 22reference bugs, 23, 32,28trend vector, 23

Airways,2ITAIRV/AYS softkey,2IScollapsing, 218,220displaying, 218expanding,220inserting waypoint within, 220

Alerts,28arrival, 103VNAV arrival, 146

ALERTS softkey,28ALL softkey, 226Along Track Offsets, 159, 214,216AIJI key (autopilot), f55, 164ALI knobs, 24ALT softkey, 3lALjI UNITS aoftkey, 2I3, 247alternator, 189

failure, 28, 55altimeter,24,2ffiAltitude alerting,2l2altitude constraint, 214Altitude Hold mode, I55altitude referen ce box, 24altitude referen ce bug, 24ALfS annunciator, 157ALTV annunciator, 157ANN TEST softkey, 223annunciators. 28AP DISC button, I52, 161AP disconnect button, 152, 16IAP ke5 164Approach frequencies, 89Approach mode, 159

autopilot, I54, 16ICPS,27

APR,27APR key (autopilot), 164APR softkey, lI0, 17L,226APTSIGNS softkey, 241, 243ARC HSI softkey, 25

ARC softkey, 79,82ARFRM softkey,223arrival alerts, 103Arrival frequencies, 89Arrival Procedure, 180ASSIST softkey, 56ATIS,43ATK Offset Waypoint, 216ATK OFST softkey,216Attitude Heading Reference System. See

AHRSattitude indicator, 23audio panel, 14,45, 163

failure, 193Perspective, 249

AUTO softkey,94Automatic Direction Finder, 35autopilot, l6

altitude preselect, 164common errors, 16lfailures, 162Garmin, I49KAP 14,0, 16, 163-65keys, I50limitations, 163LVL ken 255operation,203Perspective, 255preflight, 16l, 163

auto-zoom, 63,7I,222AUX key,47Avidyne, I, 78

Entegra,255AWOS.43BACK softkey,29,30Backcourse mode, 160, 165backlighting, 37backup instruments, 17, I90bank indications, 23Bank key, 267BARO knob, 25,245BARO MIN, 32,212barometric setting box, 25base reflectivity, Il9battery

main, I9lstandby, 55, l9O

BC annunciator, 160BC ken 160beam tilt angle, l19

Index 301

oearing, 104,210bearing pointers, 35Beechcraft

autopilot, 16,24, l5O, I55, 206autopilot limitations, 156Flight Director, I57, 163G36,207GEAR UP Warning,207King Air,272radar in Baron. 16. lI7TAWS,68,83

BKSP softken 3lBOD,158BRG,2IOBRGI and BRG2 softkeys, 36Cancel

Direct-to navigation, I33Cautions, 28cDI,25CDI auto-capture, 105CDI box, 104CDI softkey, 26,I59,161, I73CELL mode, 79CELL MOV softkey, 126Celsius, selecting, 102Center frequencies, IIICessna, l , 16, I?,190

autopilot, 16, 24, I57, 16l, 206cr72, 199-206c182,190c206, 53, 54, 59C400. 5e CowalisCaravan, 271electrical system, 189-9IEngine page, 53Flight Director, 157KAP I40. 163.206KAP I40 limitations, 165maximum fuel indications, 54Mustang jet, ll, 12, 15, L6,24,26-70

Changingdisplay units, I0Ifields,222Navigation Status bar fields, I04

ChartView,224checklists, 64chevrons, 23CHKLIST softkey, 65, 197CHRT OPt softkey,226CHT,5 ICimrs Design, I

sR22,240,25843Synthetic Vision Technology, 24O

City Forecasts, 123Class B/C/D,74

alerts, 103CLD TOP softkey, l2Bcleaning display, 7clear air mode, 119clearance recorder, 49Closest Point of FPL, I45CLR key, 63,64CNCL VNV softkey, I59, 216CODE softkey, 3lcolor, use of, 20Columbia. See CorvalisCOM ll2key,46COM knobs,40COM radio. 13

auto-tuning,248operation, 40Perspective, 247setting channel spacing, 105tuning, 39

COMI key, 45COMI MIC key,45command bar, 23common errors, 16lComparator Window,267composite reflectivity, ll9configuring map, 66Control Unit, 248Control Wheel Steering. See CWSConvective Outlook, 129Convective SIGMET, I25coolant temperature gauge, 59COPIII ken 49Copy a Stored Flight Plan, l,MCorvalis (Columbia)

autopilot, 16,24, 150carbon monoxide monitor. 4GDU 1042, 12keypad, 15Iean of peak, 57System page, 55, 56, 57,2BsTAWS,68, 83

COUNTY softkey, I23County wamings, 123course deviation indicator, 25

auto-capture, 105re-scaling, 27setting scale, 105use of, 26

course pointer, 26Course to Waypoint function, 135Creating

Descent profiles, I45-46new flight plan, 137-38, 142-43pilot profiles, 106waypoints, 92

crossing restrictions, 157 ,214crosstrack error. 104. IB7CRS knob, 26CUM softkey, 222Cumulative Distance, I37Current Icing Product, I29Cunent Track Bug, 2IO, 246cursor, 64cws. r52. 160

switch, I65CYCLONE softkey, 129CYL SLCT softkey, 56cylinder head temperature, 5lData link lightning, I27D-bar.27dBZ, l19DCLIR softkey, 29, 6,221Dead Reckoning mode, 239DEC FUEL softkey, 58de-cluttering screen, 66Deleting

a stored flight plan, I,Mactive flight plan, 140all stored flight plans, 144vertical constraint, 2I4waypoints, 93waypoints in a flight plan, I39

densitv altitude. 97

Departure Procedures, 90, 182departure time,97descent profiles, 242Desired Track,22,7l, lO4, I37Destination Airport Information window, 252DFLIS softkey, 36Diamond, f, f6, 53

autopilot, 206D440, 53, 54, 57, 58, 105, 165, 206D442, 53, 55, 56, 58, 59, 206, 207D-Jet,266.,270KAP 140. 165.206maximum fuel indication, 54roll steering, 206standby instruments, 17, 59Synthetic Vision Technology, 240

digital clearance recorder, 49dilution of precision, 100Direct-to key, l3I-33, 214Direct-to Navigation, I33

by facility or city name, 135canceling, 133Nearest Airport, 133to a flight plan waypoint, 134, 139using MFD joystick, 136versus flight plan, 13Ivertical, 214via a specified course, 135

Direct-to page, I33display

backlighting, 37backup, 50, I92, 245cleaning, 7failure, 192Perspective, 245

Display Backup button, 14, 50, 192, 195,245distance, IMDistance Measuring Equipment, 34DME,34

softkey, 34Tuning box, 34

DME Arc Approach, lB5DME key (audio panel), 47DME/ADF softkey,35DN key, 164DP softkey,182,226DTK,104DTK Up map orientation, 7IEADS Socata TBM 850. 272ECHO TOP softkey, 126Echo tops, 126Edit

Flight Plan, 138-41Stored Flight PIan, I43

EGT 52electrical system, 55, lB9-9Ielectronic charts,225electronic checklists, 64Embraer, 270EMERGCY softkey, 65, 197emergencies, 196

Display Backup button, 14, 50NRST softken 33sett ing 121.5, 4I

Emergency Descent Mode, 267EMPTY WT softkes 269en route safe altitude, 94,I04ENBL VNV softkey, 215, 263endurance, 96

302 Mac Tlescott's G1000 Glass Cockpit Hmdbook

engine indication system, 5lCessna Mustang,268failure, 195Perspective, 250

engine load indicator, 53

Engine page, 52ENGINE softkey, 56Engine/Airframe Unit, l5Enhanced Vision System, 256ENR,27enroute mode, 27Enroute Safe Altitude, 137ENT key, 64entenng

airport identifiers, 8Bdata, 64

Epic Aircraft, 271ESA, IO4Essentials bus,55, 190estimated position error, 100estimated time en route, 94,104, L37estimated time of arrival, 94, IO4,I37ETA, IO4ETE, IO4EVS,256exhaust gas temperature, 52exporting flight plans, 243FAA Industry Training Standards,6FAB 28FD FRMT softkey, 267FD key, 152feet, selecting, 102field of vieq 243fields

changing in a {light plan, 137changing in Navigation Status bar, I04

F'IKI,25Ifinal approach fix, 28FIT WDTH sofrkey,226FITS,6Flight Data Logging, 254Flight Director, 149-53, 160, 163, I93, 194,

zffiFlight ID, 267Flight into Known lcing,251Flight level Change mode, 156Flight Path Marker, 24IFlight Plan

activating a leg, 139activating a previously stored, I4lairways, 218changing fields, 137copy a stored, I44creating a neq 137-38, 142-43deleting, I40deleting a stored, I44deleting a waypoint, 139deleting all stored, 144direct-to a flight plan waypoint, 134, 139edit a stored, 143importing,243inserting waypoints, I38inverting an active, I40inverting and activating a stored, I43sorting stored, 145storing a, 141using recent waypoints, I38vert ical. I58.214

Flight Plan Catalog

activating a previously stored flight plan,

t4Icopy a stored flight plan, l,l4

creating a new flight plan, l3B, 142

deleting a stored flight plan, I44

deleting all stored flight plans, I44

edit a stored flight plan, I43importing a flight plan, 243inverting and activating a stored flight plan,

143sorting flight plans, I45

Flight Plan Navigation, 136flight timer, 97Flight Watch, 8I, I15, 124FlightStar, 243FliteCharts,224flux valve. 15FMS knobs, 6l

entering data,64selecting pages, 63

FOB SYNC softkes 269FPA, I5BFPL key, 63, 136,2I3free/slave switch, 25Freezing Level, l2BFREQ softkey, 109, lI1, I12frequencies

Approach, S9Arrival, 89ATIS or AV/OS, 89Center, IIIFlight Service Station, llInearest, III

Frequencies window, 89frequency

active, 39auto-tuning, 42display, 39selected, 40standby, 39tuning NAV and COM,39

Frequency Toggle key, 40FRZ LVL softkey, 129FSS frequencies, lllfuel

gauges, 54imbalance, I65leaning, 52low fuel indicator, 4mismanagement, 4, 54planning, 96range r ing,8,69remaining,96required, 96statistics, 94totalizer. 58

fuel flow indicator, 53fuel flow rare,96fuel on board sensors. 96Fuel page, 59Fuel Range Ring, B, 69FUEL softkey, 251FULL SCN softkey, 226GA button, L52,I57,260GAL REM softkey, 58gallons, selecting, 102Garmin

Data Link, 15GNS 430/GNS 530, 5, 7,20, 40,63, I3I,

r42integrated autopilot, 149TAS, 78

GDC 74A. 14GDL 69/GDL 69A, 15, trsGDU 1040/10421 r043l IO44B, 12, 150GEA 7I, T5gearbox temperature indicator, 59GFC 700, 16,L49, 16l,215,255,267GIA 63, 13GIAI . 162.193GtA2,162, 165,193glass cockpit

benefits.2. 5electrical systems, 2

glide slope indicator, 24GMA 1347,14GMC7rO,267GMU 44, lsGo Around button. 152. 260Go Around mode. 157. 16IGP annunciator, I59GPS

active, 13,99approach mode,27enroute mode. 27flying approach, I75hot spare, 13instrument approaches, 169loss of signal integrity, 239Procedures, IB3receiver, 13roll steering, 17terminal mode.27updating database, l3

GPS Status page,99GPSI softkeS 99gridlines on Synthetic Vision, 24Igroundspeed, I04

average, 98GRS 77, 14Hazardous Inllight Weather Advisory Service,

42HDG key (autopilot), I53, 164HDG knob, 25, 153, 164HDG MISCOMP,257HDG mode, 164HEADER softkey,227Heading Box, 25heading reference bug, 26Heading Select mode, 153Heading Up map orientation, 7IHectopascals, selecting, 102HI SENS key,47highway in the sky,241HITS.24IHIWAS,42holding entry procedure. l85Holding Pattern, l78, lB4HondaJet,270horizontal situation indicator, 25horizorttal uncertainty level, I00HPA softkey,247HRZN HDG softkey, 241, 243HSI ,25HSI FRMT softkey, 213Hurricane Tracks, 130IAS key, 255,261icing, I29

Index 303

Icing Supercooled Large Droplets, I30IDENT softkey,31identifying a station, 26IFR

accidents, 5freezinglevel, 129information (Airport Info page), 89instrument scanning, lB7low,122own navigation, 168procedure tum, 168, I77via vectors, 168

IFR (see also Instrument Approach), I22ILS,24, 42,43,9r

flying an approach, I7Busing SVT Pathways, 242

ILS CDI auto-capture, I05, l6f, n8,224importing flight plans, 243IN softkey,247INC FUEL softkey, 58infrared camera, 256INHIBIT softkey, 223Initial Usable Fuel screen, 251inner marker, 47Inserting

waypoints into a Ilight plan, 138Inset Map, 29,212,247INSET softkey, 29Instrument Approach

ACTIVATE VECTOR-TO-FINAL, 169. 236auto-tuning frequencies, 44flying DME Arc, I85flying GPS, I75flying hold, 238flying ILS, I78Ioad using softkeys, l7ILOAD versus ACTIVATE, 169Missed Approach, 17 4, 237procedure tum, 168, 177procedures, 90removing an approach, l7Iselecting an approach, 169vectors, 168, 170, 233,236VOR Approach, I72

INTEG label, 26,202intercom, 48

isolation modes, 49Perspective, 249setting squelch, 48setting volume, 48

Intersection Information page, 90Inverting

a flight plan, I40and activating a stored flight plan, 143

Jeppesencharts,224Flightstar, 243

Jet Routes, 218joystick,30, 136KAP 140, 16r, 163-65

limitations, I65operation,203PITCH TRIM waming, 165

keypad, 15, 245Kinds of Operation Equipment List, I99King Air,272KingBendix, 163KODIAK,2TTt3 Skywatch, 78

Iand data, 72laser-ring gyro, 14LD AIRWY softkey,219LD APR softkey, 1I0, I7lLD DP softkey, I82LD STAR softkey, l8lLean page, 56LEAN softkey, 56leaning, 52, 56

sR22T,250LEGEND softken 126, l2BLEG-LEG softkey,222lighting, I3

setting display, 37lightning

Data link, 127Stormscope Map page, 79

limitationsG1000, t7GFC 700, 163KAP 140, 165

Iine replaceable units, IIliters, selecting, 102LNAV approach,230,233LNAV/VNAV approach, 230, 232, 239LNAV+V approach, 230, 233, 239loading

Arrival Procedures, IB0Departure Procedures, 182instrument approaches, I69

localize;27LOCK softkey,224Low Bank mode,267low fuel indicator,4LPV approach,158,229LRU, I1lllNG softkey, 127Mach number, 268magnetic north, 102magnetic variation, 102magnetometer, l5MAN SQ key,48manifold pressure gauge, 53MANUAL softkey, 96map datums, 102map orientation, 7Imap pointer

display elevations, 67Map Setup,66,222MAP softkey, 66MAPR annunciator,2S9marker beacon, 24, 46MAXSPD annunciator. I5lMDA/DA bus,2I2memory cards, 13MENU key,64Messages

Airspace Alert, 103anival alert, 103NOT APPROVED FOR GPS. I72RAIM, IOOreminder,98TAWS. 85TIS status, 78Trafftc,29VNAV alert. 146

MET, T52METAR, I2IMETAR softkev. 122

METERS softkey, 247meters, selecting,102METRIC softkey, 25, 36Metric, selecting, I02MFD

changing Navigation Status bar, 104entering data, 64failure, I62, I93frequency auto tuning, 43navigating the pages, 63,253organization, 63Perspective, 252

microfiber cloth, 7middle marker, 46minimum safe altitude. 104MINIMUMS softkey,227MISCOMP,256Missed Approach, 174MKR/MUTE ke5 47MOAs displayed, 74Mode S transponder,30Mooney

annunciator p anel, 206, 282autopi lot, 16,24tachometer, 58trim and flap indicators,206

MORE WX softkey, I23Morse code identifier, 26, 42MSA, IO4Multifunction Display. Se MFDMUSIC I ,47MUSIC 2,48music muting, 48MVFR,122NACO charts, 224NARROW softkey,222NASA,24INational Lightning Detection Network, 127NAV ken 154NAV knobs,40NAV radio. 13

auto-tuning ILS frequencies, 44operation, 42Perspective, 247tuning, 39

Nav Range Ring, 70, L94,257NAVI key,47Navigation Map page, 65

auto-zoom. 7l. 222aviation data labels, 74configuring options, 66fuel range ing,69joystick for direct to navigation, 136land data features displayed, 75map orientation, 7IMap Setup, 66,222nav range ring, 70obstacle data,72terrain information, 67topographical and terrain ranges, 73topographical information, 66track vector,7O,222traffic information, 68traffic on Perspective, 252traffic ranges, 73weather ranges, 73Weather softkeys, 68wind vector, 70

Navigation mode, 153

304 Mar Ilescott's G1000 Glass Cockpit Handbook

Navigation Status bar (MFD),62changing fields, 104

Navigation Status bar (PFD), 22, 2IONDB,47NDB Information page, 90NDBs displayed, 74Nearest Airports

flying direct to,34, 133loading frequency, 34, 43NRST softkey,43setting criteria, 105softkey, 33window, 33

Nearest Airports page, 109loading frequencies, 44selecting an approach, l7l

Nearest Airports window (PFD), 133Nearest Airspaces page, I12Nearest Frequencies page, lll

loading frequencies, 44Nearest Intersections page, Il0

flying direct to, 136Nearest NDB page, I10

flying direct to, 136Nearest User Wpts page, IllNearest VOR page, I I0

flying direct to, 136loading frequencies, 44

NEW softkey, 138NEXRAD Radar. I I7.2l3NEXRAD softkey, 30, 69, I16nisht flight, 204,262NO COMR 256NO GPS POSITION,239North Up map orientation, 7INOT APPROVED FOR GPS message, I72NOTAM softkey,226NR annunciator, 213NRST softkey, 33, I33, 196OBS mode, 183-84OBS softkey, f83, IB4OBS/SUSP softkey,36obstacle database, 72obstacles on Synthetic Vision, 240odometer, 98offset waypoints, 216oil pressure gauge, 54oil temperature gauge, 54ON softkey, 3lOPERATE softkey, T6outer marker, 46outside air temperature, 14,22,36own navigation, 168OXYGEN softkeS 59PA ken 46panning pointer, 30Parallel Track function, 2I7PATHWAY softkey,24lPathways, 241Perspective, 24$53

AHRS failure,256audio panel, 249autopilot, 255COM and NAV radios, 247displaying traffic on Nav map, 252Enhanced Msion System, 256Flight Data lngging, 254Flying trip in a SR22,25&63fuel totalizer, 25Iintercom,249MFD.252

MFD page navigation, 253PFD,245setting squelch, 249Synthetic Vision Technology, 240Track Vector, 253yaw damper, 255

PFD,6, 19controls knobs, 21failure. I92Perspective, 245

PFT annunciator. l5IPhenom 100 and 300,270-71PILOT ken 49Pilot Profiles, 106Piper Meridian, 272PiperJer,2TLPIREPS, I24PIT MISCOMP,257pitch indications, 23PITCH TRIM waming, 165pitot-static system, l4PLAN softken 227PLAY ken 50precipitation mode, Il9Precipitation Type at Surface, 120preflight,200Primary Flight Display. See PFDprimary flight instruments, 20PROC key,63, 169, 170procedure tum, 168, 177PROFILE softkey,227PT annunciator, 161Q-routes, 2lBQuest Aircraft, 27Iradar

age ofNEXRAD data,120airborne, 16NEXRAD, I17NEXRAD versus airbome, l16

radio controls, 20Radio Magnetic Indicator, 35RAIM, 100,202RAIM softken 223rain. I19Ram Air Temperature, 268range knob, 63rate of tum indicator. 25Receiver Autonomous Integrity Monitoring,

100reference bug, 23

alt i tude,24heading, 26setting airspeed, 32

reflectivity, ll9remaining distance, 137reminder messages, 98Removing an approach, l7IRENAME softkey,93Restricted airspace, 7 4, I72, I32

alerts, I03reversionary mode, 50, I92, 2I2, 245RMI .35RNWY softkeS 109ROL MTSCOMR 257ROL mode, 16I, 164Roll Hold mode, I52roll steering, 17RST FUEL softkey, 58RST USED softkey, 58runway diagrams, 220Runway Extensions, 74, 75

runway information, 89

Runway window, I09

runways on Synthetic Vision, 241

SafeTaxi diagrams, 220safety, 4

systems, 2Satellite imagery l28satellite radio system, I07Satellite Status window, 99

SBAS softkey, 223scanning,3, IB7Scheduler, 98SD+ype memory card, 13Search and Rescue option, 210selected frequency, 40Selecting

Arrival procedures, 180Departure procedures, lB2HSI navigation source, 26instrument approach, 169radio frequencies, 2l

SENSOR softkey, 246, 257 ,267Severe Weather Storm Tracks, 126SFC OFF softkey, 127SHW CHRT softkey, 225SIG/AIR softkey, 125SIGMETs,I25situational awareness, 3SKYWATCH, TB-79slip/skid indicator, 24SNGL CUE softkey, 267SO annunciator, 212softkeys, 20, 29software version, 108somatogravic illusion, 85Sorting flight plans, 145SPECI, 12Ispeed bugs, 23, 32

enabling, 32SPKR key,46squelch

COM radios, 4Iintercom, 48

Standard Arrival Procedures. 90standard rate turn.25standby battery 55standby frequency, 39standby instruments, 17, 190

electric standby attitude indicator, I7STANDBY softkey, 76STAR,90STAR softkey, 182,226STBY BATT switch, 2OISTBY softkey, 31STD BARO softkey, 37, 247S-TEC

55X, r49autopilots, 255

Storing a Flight Plan, I4IStorm Prediction Center, 124Stormscope, I27Stormscope Map page, 79STRIKE mode,79Strike Rate, 79STRMSCP softkey, 29, 68stuck microphone, 4Isunrise and sunset times, 95Surface Analysis Weather maps, 126SUSP annunciator, 236, 237SUSP softkey, I74,237SVT,24O

Index 305

^ SYN TERR softkey,241SYN VIS softkey,24lSynthetic Vision Technolory, 240-48System page (engine), 57System Setup page, l0ISYSTEM softkey, 57, 200System Status page, 108system time box,22,36TA OFF Range message, 78TAA,4TACAN,9Itach time, 58tachometer, 53TA4 r22TAS, 78TAWS, 68, 83-a6, 223, 242, 266

Excessive Descent Rate Alert, 85Five Hundred Foot Alert, 86Forward looking Terrain Avoidance, 84Negative Climb Rate Alert, 85Premature Descent Alert, 84

TBM 850, 243,272Technically Advanced Aircraft, 4TEL ken 46Temporary Flight Restrictions, 120TERM,27terminal mode,27Terrain Alerting on SVT 242terrain data

setting ranges, 73Terrain Proximity Map, 8ITERRAIN softkey,29,67

^ terrain waming system,68TFRs, I20thermocouple, 5lthunderstorms, l2O, 123, 127Tiger, 53

autopilot, 16,24engine pages,53, 55fuel flow rate, 57-58standby battery I90Total Time in Sewice, 58vacuum indicator, 202vacuum pump, 17, 59, I90

time,22setting local,36, l0I

Timer/References window, 3 Itimers,97

general purpose, 3lup or down, 97

TIS, 76TIT, 52TKE, IO4TMR/REF softkey, 3lTNA MUTE softkey,223TOD,158TOPO softkey, 29,66topographical data

displaying legend,67setting ranges, 73

total air temperature, 14Total Time in Service, 58totalizer, 58, 251tower symbols, 243

^ Track Up map orientation, 7ITrack Vector, 70, 223, 257

Perspective, 253Traffi c Advisori es, 28, 7 4, 7 7, 213

displaying on Perspective, 252Traffic Advisory Systems (IAS), 75, 78-79Traffic Information Service (IIS), 76

Tralfic Map page,75Trallic on Synthetic Vision, 242TRAFFIC softkey,29transponder, 30,212

altitude mode, 30failure, 193status bar, 22, 3O-3I, 267

trend vector, 23airspeed, 23altitude. 24standard rate tum, 25

TRFC COAST message, 78TRFC RMVD message, 78trim. I52. 16ITRIM FAIL annunciator, 205Trip Planning pag,94trip statistics, 94TRK, IO4T-routes, 2lBtrue airspeed, 23,97true north, 102tuning frequencies, 39turbine inlet temperature, 52turbocharging, 52, 53, 56, 57turbulence, l2O,126turbulence forecast, 129tum coordinator, 24tum rate indicator,25units, changing, l0IUniversal Coordinated Time, l0lunusual attitude, 23UP key, 164User Waypoint Information page,92USING ADC2 annunciation, 258USING AHRS2 annunciation. 257Utility page, 97vacuum gauge, 59vacuum pump,3, 17, 59vectors, 168, l7O, 233, 236vertical constraint, 214vertical deviation indicator, I5Bvertical flight plan, I5B,2l5vertical navigation, 214Vertical Navigation mode, I57

direct-to, 214limitations, 159

Vertical Navigation page, 145VNAV arrival alerts, 146

Vertical Path Tiacking mode, I5B, 159vertical speed indicator, 24Vertical Speed mode, 156vertical speed required, 104, f46vertical speed required indicator, 158Very Light Jets,26VFR, I22VFR softkey,3lVictor airways, 218VIEW softkey, 79, 82, 22IVisibility product, I30VNAV, r45VNAV Target Altitude, 158VNV Direct-to softkey, 2I5VNV key, 157, 159, 160,215VNV PROF softkey, 216VNV Profile window,2l5VOUPUSH ID knob,42VOUPUSH SQ knob,4Ivolume

intercom. 48NAV and COM,41

VOR Information page, 91

loading frequencies, 44VORs displayed, 74VORTAC,91VPIH annunciator, 158, 159VS mode, 164VSR, TO4WAAS, 228, 229-39,266W'AAS receiver, I59warning lights, 28Wamings, 20,28,207Waypoint Information box, I3Bwaypoints

changing,93creating, 92deleting,93offset. 216renaming,93

WeatherAirport Information page, 90Data Link page, l15

weather datasetting ranges, 73

weather subscription, l15Weight Plannin g page, 269WIDE softkey,222Wind Data window,2llWIND OFF softkey, 128WIND softkey, 21I,246Wind Vector, 70,2MWinds Aloft, 128WPIS softkey,94WX softkey, 122WX-500 Weather Mapping Sensor, 79WxWorx, ll5X POINTR softkey,268XM Information page, I07XM LING softkey,30, 69,I27XM Satellite, 15, II5XPDR softkey, 3I,267xTK, r04yaw damper, 12, I50,255Zero Pitch Line,240zfi)m

Inset map,30Navigation Map,63

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